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CONTENTS
SM 751 CONTENTS-1
GROUP SA
GROUP SA
SAFE MAINTENANCE
Towing................................................................. Section 3
SM 751 SA-0
Group SA, Safe Maintenance
Section 1
Safety
SM 751 SA-1-1
Group SA, Safe Maintenance
9. Operation of the truck to check performance must be 19. Modifications and additions that affect capacity and
conducted in an authorized, safe, clear area. safe truck operation must not be done without the
manufacturer’s prior written approval. Capacity,
10. Before starting to drive truck:
operation and maintenance instruction plates, tags, or
a. Be in operating position.
decals must be changed accordingly. This is an
b. Be sure parking brake is engaged.
OSHA requirement.
c. Put direction control in neutral.
d. Start engine. 20. Care must be taken to assure that all replacement
e. Check functioning of direction and speed con- parts, including tires, are interchangeable with the
trols, steering, brakes, warning devices, and any original parts and of a quality at least equal to that
load handling attachments. provided in the original equipment. Parts, including
tires, are to be installed per the manufacturer’s proce-
11. Before leaving truck
dures. Always use genuine CLARK or CLARK-
a. Stop truck.
approved parts.
b. Put directional control in neutral.
c. Apply the parking brake. 21. Use special care when removing heavy components
d. Stop the engine by turning off the ignition circuit. from the truck, such as counterweight, seat deck,
e. Put blocks at the wheels if truck is on an incline. upright, etc. Be sure that lifting and handling equip-
ment is of the correct capacity and in good condition.
12. Brakes, steering mechanisms, control mechanisms,
Also, this removal may upset the stability of the
warning devices, lights, governors, guards, safety
truck. The frame must always be safely blocked for
devices, and frame members must be carefully and
major component removal.
regularly inspected and maintained in a safe operat-
ing condition.
NOTE
13. Special trucks or devices designed and approved for
hazardous area operation must receive special atten- You should also be familiar with additional
tion to ensure that maintenance preserves the origi- operating and maintenance safety instruc-
nal, approved, safe-operating features. tions contained in the following publica-
tions:
14. Fuel systems must be checked for leaks and condi-
tion of parts. Extra special consideration must be ANSI / ITSDF B56.1 : Operator Control-Industrial Tow
given in the case of a leak in the fuel system. Action Tractors (Safety Standard For Powered Industrial Trucks).
must be taken to prevent the use of the truck until the
leak has been corrected. NFPA 505: Fire Safety Standard for Powered Indus-trial
Trucks: Type Designations, Areas of Use, Mainte-nance
15. The truck manufacturer’s capacity, operation, and and Operation. Available from: National Fire Protection
maintenance instruction plates, tags, or decals must Assoc., Inc., Batterymarch Park, Quincy, MA 02269.
be maintained in legible condition.
General Industrial Standards, OSHA 2206: OSHA Safety
16. Batteries, motors, controllers, limit switches, protec- and Health Standards (29 CFR 1910), Subpart N-Mater
tive devices, electrical conductors, and connections als Handling and Storage, Section 1910.178 Powered
must be inspected and maintained in conformance Industrial Trucks. For sale by: Superintendent of Docu-
with good practice. Special attention must be paid to ments, U.S. Government Printing Office, Washington, DC
the condition of electrical insulation. 20402.
17. To avoid injury to personnel or damage to the equip-
ment, consult the manufacturer’s procedures in
replacing contacts on any battery connection.
18. Industrial trucks must be kept in a clean condition to
minimize fire hazards and help in the detection of
loose or defective parts.
SM 751 SA-1-2
Group SA, Safe Maintenance
Section 2
! WARNING
Lifting or jacking any large piece of equipment such as your fork truck presents obvious haz-
ards. It must be done with great care and forethought. Consult the truck weight tabulations
in Group 40, “Specifications” to ensure that your lifting equipment is of adequate capacity.
SM 751 SA-2-1
Group SA, Safe Maintenance
! WARNING
Do not attempt to lift the truck by the over-
head guard or the counterweight. Severe
injury may result and the truck can be dam-
aged.
SM 751 SA-2-2
Group SA, Safe Maintenance
6. Insert blocking under the frame behind the drive 3. To raise the front of the truck using the upright,
wheels or slip wheel cradles under the drive wheels. spread two chains on the outer rail tiebar of the
If using blocking, check for safe clearance between upright.
drive wheels and floor and blocks.
Place
chains
here
Rag
NOTE
When forks are raised as in illustration
above, use shop rags, paper, or bright tape on
fork tips to signal the danger of tripping.
4. Slowly lift truck and lower drive wheels onto the cra-
dles or place blocking under frame prop points.
Raising Truck with A Hoist
When suitable equipment is available, the front of the
truck may be raised by means of a hoist, with wheel cra-
dles placed under the wheels or blocking placed under the
frame.
! CAUTION
When lifting the front of the truck watch
truck for signs of lateral instability. It may
tip sideways. You may have to support or
guide the side of the truck or overhead guard
to prevent tipping.
1. Park truck safely as described in “Safe Parking.” 5. When maintenance work is completed, lower the
Block rear steer wheels. truck to the floor by reversing the lifting procedure.
Check to be sure no tools or equipment are under the
2. Check trunnion bolts to make sure they are tightened
truck or wheels.
to correct torque. Bolt torques must be 75-80 Nm
(55-59 ft-lb).
SM 751 SA-2-3
Group SA, Safe Maintenance
4. Start engine and raise the upright carriage. Raising Rear of Truck
5. Hold the taller block against inner rail and lower the The truck may be raised at the rear by jacking and block-
upright until carriage rests on block. ing under the center of the frame member at either the
front or rear steer axle mounting, or under the center sec-
tion of the steer axle.
Refer to truck data plate for truck weights.
! WARNING
Carriage
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.
Outer Rail
Tall Block
SM 751 SA-2-4
Group SA, Safe Maintenance
2. Put a floor jack under the steer axle mounting frame 6. When maintenance work is completed, lower the rear
member, centered between the two wheels. of truck to the floor by reversing the above procedure
and lowering each side of the truck 50 mm (2 in) at a
! WARNING time:
• Put jack under frame and raise truck.
Never lift the truck by the counterweight. • Carefully remove blocks and lower truck.
• Remove jack and blocks from drive wheels.
! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
SM 751 SA-2-5
Group SA, Safe Maintenance
3. Put the jack under side frame near the center of the
truck. ! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
SM 751 SA-2-6
Group SA, Safe Maintenance
Section 3
Towing
If your truck is disabled but can be moved freely on its 4. Check that the counterweight bolts on both trucks are
own wheels without further damage, use the following in place and properly torqued to 440-490 Nm (325-
procedures to tow the truck safely to a repair area. 361 ft-lb). These bolts are made of special, high-ten-
sile steel and are not commercially available. When
! WARNING necessary, replace these bolts only with a genuine
Clark replacement part.
It is important for your safety and to the care
of your lift truck to use the proper equipment 5. Use an approved, solid metal tow bar with towing
and carefully follow these recommendations couplers that connect to the towing pins in the coun-
for safe towing. terweights.
Do not tow a lift truck if there is a problem
NOTE
with the brakes or tires, or if the steering
DOT-approved towing equipment is avail-
cannot be operated.
able from your Clark dealer.
Do not tow the disabled truck up or down
ramps or steep inclines.
6. Release the parking brake on the towed vehicle.
Do not attempt to tow the disabled truck if
Place directional control lever in neutral.
traction or weather conditions are poor.
7. Tow the disabled truck backwards. An operator must
1. Be sure to apply the parking brake or block the drive be on the disabled truck.
wheels on the disabled truck while working around
it. ! CAUTION
2. When possible, raise the carriage (forks) on the dis- The power steering will not operate on the
abled truck 300 mm (12 in) from the floor or ground. disabled truck when the engine is not run-
Secure the carriage on the upright with a chain. ning. The steering handwheel will be difficult
3. Use a truck for towing that is of equal or larger to turn.
capacity than the disabled truck. Carry a partial load
on the tow truck for improved traction. 8. Tow the truck slowly. Careful towing is necessary to
prevent injury to personnel or damage to the disabled
truck. The truck should be towed at a speed of less
than 8 kph (5 mph, or a moderate walking speed)
with a driver in place and steering the disabled truck.
Solid-metal
tow bar Partial
load
IMPORTANT
Do not lift the disabled truck or any wheels
! WARNING
off the floor while the truck is being towed. Always engage the parking brake when
parking a lift truck. The truck can roll and
9. Park the disabled truck in authorized areas only. cause injury or death to personnel near it.
Fully lower the forks on the floor, leave the direc-
tional control in neutral, turn the ignition switch to
OFF, and engage the parking brake. Remove the
ignition key and, when necessary, block the wheels
to prevent the truck from rolling.
GROUP PS
PERIODIC SERVICE
SM 751 PS-0
Group PS, Periodic Service
Section 1
Maintenance Schedules
IMPORTANT
MAINTENANCE INTERVALS. If the lift
truck is used in severe or extreme operating
conditions, the maintenance intervals should
be shortened accordingly.
SM 751 PS-1-1
Group PS, Periodic Service
Lift Chains
Brake Fluid
Brake Discs
Tilt Cylinder Pins
Lub All Wheel Lugs
Axle Mounting
Transmission Fluid
& Fasteners
(LPG)
Overhead Guard Transmission
Mounting Bolts Fluid (Diesel)
Intervals refer to elapsed hour meter time and based on Clark's experience found to be suitable and convenient
under normal operating conditions.
Service and Maintain as per Service and Operator Manuals. Special or harsh conditions may need additional intervals.
SM 751 PS-1-2
Group PS, Periodic Service
SM 751 PS-1-3
Group PS, Periodic Service
SM 751 PS-1-4
Group PS, Periodic Service
SM 751 PS-1-5
Group PS, Periodic Service
SM 751 PS-1-6
Group PS, Periodic Service
Section 2
This Section defines a set of basic service procedures, known as the “Planned
Maintenance Program”, and describes systematic approach for performing
them.
SM 751 PS-2-1
Group PS, Periodic Service
The PM inspections, adjustments, and lubrications are • Operational checks you make while operating the
typically performed on each covered truck at 50-250 hour truck.
intervals. (See Section 1, in this Group about defining ser- • Tests, adjustments, and lubrication you perform
vice intervals.) with the covers removed.
The PM Form
! CAUTION
As an aid to service technicians performing and docu-
• Do not make repairs or adjustments unless
menting PM inspections, Clark has prepared a “Gas, LPG
authorized to do so.
or Diesel Planned Maintenance Report” form. A black-
and-white copy of this form is inserted in Section 3 of this • Disconnect the battery ground cable (-) from
Group. the engine or frame before working on electrical
components.
We recommend that you use this form as a checklist and
• Always wear safety glasses.
to make a record of your inspection and truck condition.
This record can be used to inform the owner of needed • Wear a safety (hard) hat in industrial plants
repairs and help establish the optimal PM intervals. and in special areas where protection is neces-
sary or required.
When you have finished the PM inspections, be sure to
• Remove all jewelry (watch, rings, bracelets,
give a copy of the report to the person responsible for lift
etc.) before working on the truck.
truck maintenance.
SM 751 PS-2-2
Group PS, Periodic Service
SM 751 PS-2-3
Group PS, Periodic Service
First, perform a visual inspection of the lift truck and its (See Group 34 for detailed inspection procedure.)
components. Walk around the truck and take note of any Inspect the welds on the carriage, load backrest, and
obvious damage and maintenance problems. upright for cracks. Be sure that the mounting fasteners are
in place and tight.
Inspect the upright assembly: rails, carriage rollers, car-
riage fork bars, lift chains, and lift and tilt cylinders. Look
for obvious wear and maintenance problems and damaged
or missing parts. Check for any loose parts or fittings.
Check for leaks, any damaged or loose rollers and rail
wear (metal flaking). Carefully check the lift chains for
wear, rust and corrosion, cracked or broken links, stretch-
ing, etc. Check that the lift and carriage chains are cor-
rectly adjusted to have equal tension. Check that the lift
chain anchor fasteners and locking means are in place and
tight.
Be sure all safety guards and chain retainers are in place
Decals, Fasteners, and Leaks and not damaged. Inspect the carriage stops and cylinder
retainer bolts. Check all welded connections.
Check for loose fasteners and fittings.
Inspect all lift line hydraulic connections for leaks. Check
Check to be sure all capacity, safety, and warning plates the lift cylinder rods for wear marks, grooves and
and decals are attached and legible. scratches. Check the cylinder seals for leaks.
NOTE
Do not operate a lift truck with damaged or
missing decals and nameplates. Replace them Overhead Guard
immediately. They contain important infor-
mation. See Group 40 for decal locations.
Upright
Inspect the truck before and after starting engine for any
signs of external leakage: fuel, engine oil or coolant, Carriage
transmission fluid, etc.
Check for hydraulic oil leaks and loose fittings. DO NOT
USE BARE HANDS TO CHECK. Fork
! CAUTION
Hydraulic Fluid Pressure. Do not use your
hands to check for hydraulic leakage. Oil
may be hot or under pressure. Fluid under Forks
pressure can penetrate your skin and cause
serious injury. Inspect the load forks for cracks, breaks, bending and
wear as described in Group 34.
Overhead Guard
Be sure that the overhead guard and any other safety ! WARNING
devices are in place, undamaged, and attached securely. HEEL WEAR. If the fork blade at the heel is
Inspect welds and structural members for cracks or other worn down by more than 10 percent, the load
damage. Also check for loose or missing fasteners. capacity is reduced and the fork must be
replaced. See Group 34 for inspection proce-
dures.
SM 751 PS-2-4
Group PS, Periodic Service
Inspect the fork latches to ensure that they are in good Functional Tests
condition, operate freely, and lock correctly.
Be sure that:
Wheels and Tires • Parking brake is applied
Check the condition of the drive and steer wheels and • Directional control is in "N" (neutral).
tires. Remove objects that are embedded in the tread.
Inspect the tires for excessive wear or breaks or "chunking Test the horn, lights, and all other safety equipment. Be
out. sure they are properly mounted and working correctly.
Test all controls to ensure that they operate freely and
return to neutral properly.
Now prepare to start the truck and test its operation.
Starting System
A 3-position starter switch is standard equipment.
Check the neutral start function by placing the direction
control lever in forward or reverse and turning key switch
to “start” position. The starter must not engage until the
direction control lever is moved to “neutral” position.
Check all wheel lug nuts or bolts to be sure none are loose
or missing. Have missing bolts or lug nuts replaced and As you start the engine, check the instrument display. All
tightened to correct torque as explained in Group 22. 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
There should be no inching and 4~6mm braking pedal 1. Apply the parking brake.
freeplay. Both pedals should be at same the height. Adjust 2. Start the engine, if it is not already running.
as described in Group 23.
3. Place the direction control in forward or reverse.
Make sure the path is clear in the chosen direction.
SM 751 PS-2-5
Group PS, Periodic Service
4. Accelerate briefly. The truck should not move or put c. Depress the brake pedal and depress the accelera-
any strain on the parking brake if the interlock sys- tor pedal slightly, the truck should not move.
tem is OK.
5. Be sure the travel area is clear behind the truck.
5. Release the parking brake (and service brake). Truck Repeat steps 2 through 4 in the reverse direction.
should move slowly in selected direction. (On hydro-
6. Drive the truck and check that it accelerates and
static truck, depress accelerator pedal slightly.)
decelerates smoothly and stops properly.
Accelerator, Brake/Inching System, Direction 7. Depress the inching (left) pedal and depress the
Control, and Parking Brake accelerator to see if the transmission disengages
properly.
! WARNING 8. Check the function of the parking brake. Park the
Fasten your seat belt before driving the truck on a grade and apply the parking brake. The
truck. parking brake should hold a lift truck with rated load
on a 15% grade.
Make sure that you on a level surface, the travel area is
clear in front of the truck, the parking brake is release, and ! CAUTION
the truck is running.
If the service brake, parking brake, or inter-
1. Push the brake (right) pedal down fully and hold. lock is not operating properly, take the truck
The brakes should apply before the pedal reaches the out of service until it is repaired.
floorplate. If the pedal continues to creep downward,
report the failure immediately. Do not operate the Steering System
truck until the brakes are repaired.
Check the steering system by moving the steering hand-
2. Move the direction control lever from neutral to for- wheel in a full right turn and then in a full left turn. Return
ward. the steer wheels to the straight-ahead position. The steer-
ing system components should operate smoothly when the
3. For standard transaxle trucks: Release the brake
steering handwheel is turned. Hard steering, excessive
pedal and let the truck travel slowly forward. Then
play(looseness), or unusual sounds when turning or
push down on the brake pedal to stop the truck. The
maneuvering indicates a need for inspection or servicing.
brakes should apply smoothly and equally.
4. For hydrostatic transmission trucks:
a. Release the brake pedal. The transmission should
not engage and the truck should not move.
b. Accelerate briefly, then release the accelerator
pedal. Do not depress the brake pedal. The truck
should decelerate to a stop briefly after the accel- If the truck has a steering system fault, take the truck out
erator pedal is released. of service until it is repaired.
Lift Lever
Tilt Lever
Aux. Lever
Directional
Control
Brake Pedal
Accelerater Pedal
Inching Pedal
SM 751 PS-2-6
Group PS, Periodic Service
SM 751 PS-2-7
Group PS, Periodic Service
SM 751 PS-2-8
Group PS, Periodic Service
Engine Cooling System Fill the oil level above the LOW mark on the dipstick by
adding only the hydraulic fluid prescribed in Group 29.
Check coolant level in the coolant recovery bottle and in
DO NOT OVERFILL.
the radiator as described in Group 01.
! CAUTION
Low Full
Engine Oil Fill to the FULL mark on the dipstick, using the transaxle
fluid specified in Group 06.
Oil Level: With the truck level and the engine shutdown
for at least 5 minutes, check the engine oil level.
Locate the engine oil dipstick. Pull the dipstick out, wipe
it with a clean wiper and reinsert it fully into the dipstick
tube. Remove the dipstick and check oil level.
FULL
Stall Test
ADD
On standard transaxle trucks, perform the stall test
described in Group 00 to determine engine and transaxle
condition.
SM 751 PS-2-9
Group PS, Periodic Service
SM 751 PS-2-10
GROUP 00 (D-IVECO)
GROUP 00 (D-IVECO)
DIESEL ENGINE
Fuel .............................................................Section 2
Tools.............................................................Section 5
Engine Replacement...................................Section 6
SM 751 00(D-IVECO)-0
Group 00, Engine(D-IVECO)
Section 1
GENERAL SPECIFICATIONS
LUBRICATION From the pan, the lubrication oil flows to the driving shaft,
to the camshaft and to the valve drive.
Lubrication by forced circulation is achieved through oil
rotary expansion pump, placed in the front part of the Lubrication involves the heat exchanger (2,3), the turbob-
basement, driven by the straight-tooth gear splined to the lower for turbocompressed versions, and for any com-
shaft’s bar hold. pressed air system.
All these components may often vary according to the
specific duty.
Fi
gure1
3 4
003237t
SM 751 00(D-IVECO)-1-1
Group 00, Engine(D-IVECO)
OIL VAPOUR RECIRCULATING SYS- The remaining non-condensed vapours shall be properly
TEM conveyed through the breather pipe (2), by suction as an
example (connection towards these vapours shall be
On the tappet cap (3) there is a valve (1) whose duty is to designed by the Engineer).
condense oil vapour inducing these to fall down because
of gravity, to the Tappet cap underneath.
Fi
gure3
003240t
SM 751 00(D-IVECO)-1-2
Group 00, Engine(D-IVECO)
COOLING SYSTEM Visc pusher fan, having the duty to increase the heat
dissipating power of the radiator. This component as
The engine cooling system, closed circuit forced circula- well will be specifically equipped based on the
tion type, generally incorporates the following compo- engine’s development.
nents: Heat exchanger to cool the lubrication oil: even this
Expansion tank; placement, shape and dimensions are component is part of the engine’s specific equipment.
subject to change according to the engine’s equipment. Centrifugal water pump, placed in the front part of the
Radiator, which has the duty to dissipate the heat sub- engine block.
tracted to the engine by the cooling liquid. Also this Thermostat regulating the circulation of the cooling
component will have specific peculiarities based on liquid.
the equipment developed, both for what concerns the The circuit may eventually be extended to the com-
placement and the dimensions. pressor, if this is included in the equipment.
Figure 4
TO RADI ATO R
FROM RADIATOR
SM 751 00(D-IVECO)-1-3
Group 00, Engine(D-IVECO)
AIR INDUCTION BOOST DIAGRAM The above mentioned air is then cooled by the radiator
and flown through the piston induction collector.
Figure 6
EX HAUST
RADI ATO R
74195
SM 751 00(D-IVECO)-1-4
Group 00, Engine(D-IVECO)
Section 2
Fuel
INJECTION FEED SYSTEM BY - Fuel pre-filter (if available, it is usually placed close
to the engine on the machine frame)
MECHANICAL ROTARY PUMP Priming pump, assembled to the engine and driven by
the camshaft
4 cylinder engines General information Fuel filter (assembled to the engine in different posi-
tions according to equipment application and duty)
Fuel feed system is composed by: Fuel feed rotary pump
Fuel tank (placed on the machine) Injector feed pipeline (from fuel feed pump to injec-
Fuel delivery and back-flow to tank tors)
Injectors.
Fi
gure1
2
1
4
1. Injector feed pipes - 2. Fuel exhaust pipes from injectors - 3. Fuel feed rotary pump - 4. Connector for LDA pressure
gauge pipe within suction collector - 5. KSB thermal bulb - 6. Electro-valve - 7. Injector
74168
SM 751 00(D-IVECO)-2-1
Group 00, Engine(D-IVECO)
Description of working principles Transfer pump is placed inside the feed pump, and is
bladed type; its duty is to increase fuel pressure in corre-
Fuel is sucked from the fuel tank by the priming pump. spondence with the increase of the number of revolutions.
This last one is placed on the engine basement and is
driven by the camshaft. The fuel arrives therefore to the valve gauging the pres-
sure inside feed pump.
Throughout the filter/s, the fuel is piped to the union fit-
ting vacuum chamber of the transfer pump. (For applica- The distribution plunger further increases this pressure
tions to be equipped in cold climate areas, the fuel filter is and delivers fuel throughout the delivery pipe fitting to the
provided with heater). injectors.
The fuel drawing from the injectors is recovered and
delivered to the tank again.
Fi
gure2
3
2
75807
SM 751 00(D-IVECO)-2-2
Group 00, Engine(D-IVECO)
Fi
gure3
1
15
2
14
3
5
13
12
7
8
9
11
10
SM 751 00(D-IVECO)-2-3
Group 00, Engine(D-IVECO)
PRIMING PUMP
This pump has the specific duty to prime the fuel available
in the tank and convey it to the feed pump inlet. It is
assembled to the engine block and driven by the camshaft.
Fi
gure4
2 3246t
Fi
gure5
88209
SM 751 00(D-IVECO)-2-4
Group 00, Engine(D-IVECO)
FUEL FILTER On the filter cartridge base there is a water dump screw,
throughout which it is possible to provide regular drain-
The filter is assembled close to the feed and priming pump age; on the bearing for those equipment applications
and has the specific duty to provide barrier to the impuri- requiring it (cold climate areas), there can be a heater
ties and separation of water from fuel. assembled to and a temperature sensor. On some versions,
a water presence sensor is present at filtering cartridge
base.
Fi
gure7
88210
1.Fuelfi
ltersupport-2.Filtering cartridge-3.W aterdrainscrew .
SM 751 00(D-IVECO)-2-5
Group 00, Engine(D-IVECO)
Section 3
03220
SM 751 00(D-IVECO)-3-1
Group 00, Engine(D-IVECO)
Type
IVEC O F4G E9454C
rpm 2300
Max. torque Nm 389
kgm 38.9
rpm 1300
Loadless engine
idling rpm 850
Loadless engine
peak rpm 2300
Bore x stroke mm 104 x 132
Displacement cm3 4500
SUPERCHARGING without intercooler
Direct injection
FILLING
SM 751 00(D-IVECO)-3-2
Group 00, Engine(D-IVECO)
SM 751 00(D-IVECO)-3-3
Group 00, Engine(D-IVECO)
1
75672
3
4
2
75673 75675
SM 751 00(D-IVECO)-3-4
Group 00, Engine(D-IVECO)
Place a container under the fuel filter and screw out Disconnect the LDA pipe (1) from the head and from
the condense drain faucet underneath said filter. Carry the feed pump. Pipe the ends of the pipelines as well as
out complete drainage of the fuel contained therein. the feed pump and the engine head.
Screw out completely the faucet and, using equipment Fi
gure10
99360076 disassemble oil filter (1).
Disconnect fuel pipelines (2 and 3) respectively from
priming pump to filter bearing and from this last one
to the feed pump.
Remove the fuel filter bearing (4) from the bracket
fixed to the engine head.
Fi
gure8
75677
90502
NOTE
To disconnect fuel pipelines (2 and 3, Figure
8), in low pressure from the relating pipe fit-
tings, it is Necessary to press the locking fas-
tener (1) as shown in picture B.
After having disconnected the pipeline, reset
the locking fastener (1) in lock position as
shown in. picture A, to avoid any possible
deformation of the fastener itself.
Fi
gure9
70126
SM 751 00(D-IVECO)-3-5
Group 00, Engine(D-IVECO)
Figure 11
3
7
4
6 5
1. Rear bracket fixing screw (on suction collector plate) - 2. Fuel recovery pipeline to pump - 3. Rotary feed pump -
4. Connection nut to pumping elements - 5. Injector - 6. Bracket fixing screw to injection pump side-
7. Front bracket fixing screw (on suction collector plate).
Disconnect the pipelines (1) and (2) that provide feed Loosen the two fixing screws and disassemble priming
and fuel recovery between pump and injectors; screw pump.
out the nuts fixing the pipes to the pumping elements; Fi
gure13
loosen the fuel recovery pipe collar on the injection
pump; operate on the nuts assembled to the injectors
and loosen the screws fixing the fuel recovery pipe-
line; loosen the screws holding the fixing brackets of
such pipelines (1,6, and 7, Figure 11); pipe the pipe-
1
line ends.
Disassemble the injectors and remove them from their
slot: remove the gaskets.
Fi
gure12
1 1
2
75678
75679
SM 751 00(D-IVECO)-3-6
Group 00, Engine(D-IVECO)
Remove tappet caps: Disassemble rocker arm bearings; loosen the two fix-
Loosen the four fixing screws (1) and lift the caps (2); ing screws (2) and remove the complete rocker arm-
remove the gaskets. bearing; withdraw tappet rods. Repeat the operation
for all the remaining rocker arm bearings.
NOTE
Disassemble water temperature transmitter (1).
In the picture, the front cap has already been
removed. Fi
gure16
On the central cap there is a blow-by valve
2
for the lubrication oil vapours.
All the gaskets shall always be replaced dur-
ing assembly.
Fi
gure14
1 2
75683
86571
1
75682
SM 751 00(D-IVECO)-3-7
Group 00, Engine(D-IVECO)
Remove belt tensioner (3). Disassemble thermostat unit; loosen the three fixing
Remove belt (5) for auxiliary members operating on screws (1) and disassemble the thermostat unit (2)
bracket (1) securing the alternator. together with the bracket (3); remove the gasket (4)
Remove alternator (2), water pump (4), fan pulley (7) and the thermostat (5).
and guide pulleys (6). Assemble the bracket in the original position fixing
take support off pulley (8). itwith the screws of the thermostat unit.
Fi
gure18 Fi
gure20
5
2
3
75685
75686
88089
SM 751 00(D-IVECO)-3-8
Group 00, Engine(D-IVECO)
Loosen the screws (1) and withdraw the alternator Disassemble cylinder head;
bearing (2). loosen the screws (1) and (2) fixing the cylinder head
(3); hook the brackets with metal ropes and, through-
NOTE
out a hoist withdraw cylinder head from the block.
The shape and the dimensions of the support
of the alternator vary according to the use of Fi
gure24
the engine. The relevant pictures provide a
general guide of the procedure that is to be 1
carried out. The procedures described are
2
always applicable.
Fi
gure22
3
4
75688
4 75692
75810
SM 751 00(D-IVECO)-3-9
Group 00, Engine(D-IVECO)
- Loosen the screws (1) and disassemble the pulley (2). Using the specially provided tie rod (3) for the tool
Fi
gure26 99363204 and the lever (4), withdraw the external
holding ring (2) from the front cover (1).
Fi
gure28
00904
90504
Loosen the screws (1) and remove the front cover (2).
Remove the engine drive shaft fixing ring from the
front cover. Use the tool 99340055 (4) to operate on NOTE
the front tang (2) of the engine drive shaft. Throughout Take note of the screw (1) assembly position,
the tool guide ports, drill the internal holding ring (1) since the screws have different length.
using Ø 3,5 mm drill for a 5mm depth. Fix the tool to
Fi
gure29
the ring tightening the 6 screws specially provided.
Proceed withdrawing the ring (1) tightening the screw
(3).
Fi
gure27
70149
78256
75811
SM 751 00(D-IVECO)-3-10
Group 00, Engine(D-IVECO)
Screw out the opposite screws (1) fromthe portswhere Remove the flywheel cover box fixing ring using the
the withdrawal pins shall be introduced (see picture tool 99340056 (3) to operate on the back tang (5) of
following). the engine drive shaft. Throughout the tool guide
Loosen remaining flywheel fixing screws (3) to the ports, drill the internal holding ring using Ø 3,5 mm
engine drive shaft (4). drill for a 5mm depth.
Remove the flywheel block tool (2). Fix the tool 99340056 (3) to the ring (1) tightening the
6 screws specially provided (4).
Fi
gure31
Proceed with drawing the ring (1) tightening the screw
2 (2).
1
Using the specially provided tie rod (3) for the tool
99363204 and the lever (4), withdraw the external
holding ring of the flywheel cover box.
Fi
gure33
3
75691
75690
70153
SM 751 00(D-IVECO)-3-11
Group 00, Engine(D-IVECO)
86601
88046
70155
SM 751 00(D-IVECO)-3-12
Group 00, Engine(D-IVECO)
Loosen the screws (1) and disassemble the gear from Version with reduced distribution
the camshaft (2).
Loosen the screws (2) and remove the flywheel cover
Fi
gure39 box (1).
NOTE
Take note of the screw (1) assembly position,
since the screws have different length.
Figure 40/1
87422
87655
70157
SM 751 00(D-IVECO)-3-13
Group 00, Engine(D-IVECO)
Remove the screws (1) and disassemble the gears (3) Reassemble to box (1) to the engine block.
and (4) from the camshaft (2). Tighten the fixing screws in the same position as
Figure 40/3 found out during disassembly and fix the screws to the
locking couples listed here below, following the order
as shown in the picture.
Screws M12 ........................ 65~89 Nm
Screws M8 ......................... 20~28 Nm
Screws M10 ....................... 42~52 Nm
NOTE
Before assembly, always check that the
threads of the ports and of the screws have
no evidence of tear and wear on dirt.
Figure 42
87424 1
9 10
Installation of rear components
Accurately clean the timing gearbox (1) and the 6 8
engine block.
4 3
NOTE
It is necessary and essential to clean the sur-
face to be sealed in order to achieve a per- 2
fectly tight seal. 1
Apply sealing LOCTITE 5205 on the box in
order to form a bead of a few mm. diameter. 7 5
It must be uniform (no crumbs), with no air
blisters, thinner or irregular zones.
Any eventual imperfection should be cor-
75711
rected as soon as possible.
DIAGRAM SHOWING SCREW
Avoid using material in excess to seal the
TIGHTENING TO FIX REAR GEARBOX
joint. Too much sealing material would drop
out on both sides of the joint and obstruct
lubricant passages. With a penmarker,mark the tooth (1) of the driving
Couplings must be assembled within 10 min- gear assembled to the engine drive shaft with (2) ()
timing notch.
utes after completing the sealing operation.
NOTE
Figure 41
Screw up two pins to facilitate operation of
engine drive shaft rotation.
Fi
gure43
1
75712
SM 751 00(D-IVECO)-3-14
Group 00, Engine(D-IVECO)
Orient engine drive shaft (3) and camshaft (4) taking - Tighten the screws (1) fixing the gear to the camshaft
care that in phase of assembly of the driving gear (2) (3) and lock them to the prescribed couple.
to the camshaft, the notches marked on the gears (1 Fi
gure46
and 2) shall match.
Fi
gure44
90508
90507
SM 751 00(D-IVECO)-3-15
Group 00, Engine(D-IVECO)
NOTE NOTE
It is necessary and essential to clean the sur- Before assembly, always check that the
face to be sealed in order to achieve a per- threads of the ports and of the screws have
fectly tight seal. no evidence of tear and wear or dirt.
Apply sealing LOCTITE 5205 on the box in Fi
gure48
order to form a bead of a few mm. diameter.
It must be uniform (no crumbs), with no air
1
blisters, thinner or irregular zones.
16 15
Any eventual imperfection should be cor-
rected as soon as possible. 8 14 7
17
Avoid using material in excess to seal the
joint. Too much sealing material would drop 6
18 13
out on both sides of the joint and obstruct 5
lubricant passages. 19 12
Couplings must be assembled within 10 min- 11
utes after completing the sealing operation. 20
2 1
Fi
gure47 21
4 9 10 3
75709
Apply to engine drive shaft rear tang (6), the detail (5)
of the tool 99346252, fix it tightening the screws (4)
and key the new holding ring on it (3).
Place detail (1) on detail (5), tighten the screw nut (2)
until complete assembly of the fixing ring (3) into the
flywheel cover box (7).
Fi
gure49
1
75708
0901t
SM 751 00(D-IVECO)-3-16
Group 00, Engine(D-IVECO)
1 2
87652
Place the dial gauge (1) on the timing gear (2) and
check that the slack between the gears (2) and (3) is
included in the range between 0,076 ~ 0,280 mm.
Figure 50/3
75696
70211
Orient the engine drive shaft (3) and the camshaft (4) 87654
SM 751 00(D-IVECO)-3-17
Group 00, Engine(D-IVECO)
Spline the gear (1) transferring motion to the ignition Couplings must be assembled within 10 min-
pump. utes after completing the sealing operation.
Figure 50/5 Figure 50/7
87657
87655
87656
NOTE
It is necessary and essential to clean the sur-
face toG be sealed in order to achieve a per-
fectly tight seal.
Apply sealing LOCTITE 5205 on the box in
87658
orderGto form a bead of a few mm diameter.
It mustG be uniform (no crumbs),with no air
blisters, thinnerGor irregular zones. Apply to the rear tongs hold (3) of the engine drive
Any eventual imperfection should be cor- shaft the part (6) of the tool 99346253, fix it with the
rected as soonGas possible. screws (1) and spline the new tight ring to it (2).
Avoid using material in excess to seal the
joint. TooGmuch sealing material would drop
out on bothG sides of the joint and obstruct
lubricant passages.
SM 751 00(D-IVECO)-3-18
Group 00, Engine(D-IVECO)
Place the part (5) on the part (6), tighten the nut (4) on the flywheel cover box (1) to block engine flywheel
until tight ring assembly (2) into the flywheel box is rotation.
completed. Fi
gure52
Figure 50/9 2
4 75692
3 75695
75690
SM 751 00(D-IVECO)-3-19
Group 00, Engine(D-IVECO)
Tighten fixing screws (2) and lock themto the pre- Remove the fixing ring (2) from the front cover (1),
scribed couple. accurately clean the plug surface.
Fi
gure54 Fi
gure57
70223
70220
Accurately clean the contact surface of engine block
Apply to the water pump (1) a new fixing ring (2). and apply sealing LOCTITE 5205 on it in order to
form a uniform and continuous bead with no crumbs.
Fi
gure55 Fi
gure58
70221
Tighten the screws (2) and lock them to the prescribed Assemble the front cover (2) to the block and tighten
couple. the screws (1) fixing them to the prescribed couple.
Fi
gure56
Fi
gure59
76112 75812
SM 751 00(D-IVECO)-3-20
Group 00, Engine(D-IVECO)
Apply on engine drive shaft front tang (6) the detail Assemble the plate (3), the suction rose (5) and tighten
(4) of the tool 99346252, fix it with the screws (5) and the fixing screws (1, 2 and 4) to the prescribed torque.
key the new holding ring on it (7). Fi
gure62
Place the detail (2) on the detail (4), screw-up the
threaded nut until carrying out the complete assembly
of the holding ring (7) to the front cover.
Fi
gure60
86601
00902
Assemble the plate (1), the rose pipe (2), tighten the
fixing screws (3) and fix them to the prescribed cou-
ple.
Fi
gure61
87260
SM 751 00(D-IVECO)-3-21
Group 00, Engine(D-IVECO)
Figure 64
1. Injectionpump gear 2. Camshaft control gear 3. Injection pump control gear(reduced distribution)
4. Additional masses.
SM 751 00(D-IVECO)-3-22
Group 00, Engine(D-IVECO)
Provide for new gasket replacement (1) of the oil pan Assemble the pulley (1) to the engine drive shaft , and
(2). the distance ring (3).
Tighten the fixing screws (2) and lock them to the 68
NOTE
±7 Nm couple.
The pictures illustrating the pan and of the
Fi
gure67
rose pipe may not correspond to the ones of
your model. However the procedures
described are applicable anyway.
Fi
gure65
75814
88046
SM 751 00(D-IVECO)-3-23
Group 00, Engine(D-IVECO)
- Lubricate the fixing ring (2) using engine oil and NOTE
place it on the oil filter (3). Before assembly, always check that the
- Manually start the oil filter (3) on the bearing union threads of the ports and of the screws have
(1) until counter-boring, further screw up the oil filter no evidence of tear and wear nor dirt.
(3) by 3/4 turn.
Fi
gure70
- Place a new fixing ring on the block housing (6).
- Apply, (if needed) new fixing ring on the oil temper-
ature/pressure sensor (4) and assemble it to the bearing
(1) tightening the fixing screws to the prescribed cou-
ple.
NOTE
In some applications, the bearing of the
exchanger shall be assembled to a screw
threaded union connected to the filter on the
opposite side of the engine, throughout two
pipelines (see picture 2).
Fi
gure69 76114
1 2
76113
NOTE
The shape and the dimensions of the alterna-
tor support vary according to the use of the 75686
SM 751 00(D-IVECO)-3-24
Group 00, Engine(D-IVECO)
itself so that this will be readable as indicated M12 x 180 ...............70 Nm + 180 deg’s
in the picture. Fi
gure74
Fi
gure72
10 4 1 5 11
13 7 2 8 14
9 3 6 12
76115
NOTE 1
If the valves have been removed from the 3
head, it is necessary to assemble them before
assembling the head itself on the engine 2
block. 2
Fi
gure73 3
1
1 75705
18.975
18.963
Lubricate cylinder head bolts and install to head.
Bolts must be torqued using stitching pattern starting
with the centre bolts and moving out. Bolts to be
torqued in stages: all bolts torqued to snug torque, then
90 degrees rotation for all bolts. Then a further 90
degrees for the M12 x 140 and M12 x 180.
M12 x 70 .................50 Nm + 90 deg’s
M12 x 140 ...............40 Nm + 180 deg’s 19.000 19.000
19.026 19.026
75704
SM 751 00(D-IVECO)-3-25
Group 00, Engine(D-IVECO)
If unscrewed, check adjustment quota. Tighten the screws (2) to the prescribed couple and
Tighten the screw-threaded nut (1) to the i 0.4 - 0.6 Nm assemble water temperature sensor (1).
couple. Fi
gure80
Fi
gure77
2
19.00
16.00
75702
Insert the tappet driving rods and the Rocker Arm unit. NOTE
Before using the fixing screws again,measure themt- Rotate the engine drive shaft., balance the
wice as indicated in the picture, checking D1 and D2 valves of cylinder 4 and adjust the valves
diameters:
if D1 - D2 < 0,1 mm the screw can be utilised again;
if D1 - D2 > 0,1 mm the screw must be replaced;
Fi
gure79
D2 D1
75703
SM 751 00(D-IVECO)-3-26
Group 00, Engine(D-IVECO)
identified by star symbol, as indicated in the In suchG case provide for replacement with
following table: new nods.
Cylinder No. 1 2 3 4 Fi
gure83
Suction * * - -
Exhaust * - * - 1 2
Fi
gure81
2 1
75806
Fi
gure82
Assemble exhaust manifold (1) providing new gaskets
(2).
NOTE
The illustration of exhaust manifold may be
notG matching your model. Anyhow,
describedGprocedure is applicable.
Fi
gure84
1
1
75707
SM 751 00(D-IVECO)-3-27
Group 00, Engine(D-IVECO)
Tighten the screws to the prescribed couple. For applications with traditional belt stretcher
NOTE In order to connect the POLY-V belt carry out the
The screws (1) have been have been utilised operations described on page _ vice versa.
to fixGthe bracket (3).
NOTE
Disassemble the bracket and reassemble
For belt stretching turn the alternator as
components from 1 to 5 as shown in the pic-
ture. indicated inGthe figure, tighten screw (1) and
The gasket must be new. the bolt that fixesG the alternator to the sup-
port.
Fi
gure85
NOTE
1 If the old belt is to be reassembled examine it
carefully in order to see if there may be inci-
4 sions orGevident signs of yielding.
Fi
gure87
2 5
75685
75687
86571
SM 751 00(D-IVECO)-3-28
Group 00, Engine(D-IVECO)
Mount Poly-V belt (4) on pulley (7), engine shaft pul- Also assemble the brackets (1) fixing the fuel pipe-
leyG(5), guide pulleys (6), water pump (3) and alterna- linesG to the injectors: use the same screws (2) fixing
tor (1);Gstretch the belt by operating on automatic belt theGmanifold plate as shown in the picture.
tensionerG(2). Fi
gure91
Fi
gure89
90509
5
1
4
3
75701
2
75678
SM 751 00(D-IVECO)-3-29
Group 00, Engine(D-IVECO)
Figure 93
3
7
4
6 5
1. Rear bracket fixing screw (on suction collector plate) 2. Fuel recovery pipeline to pump 3. Rotary feed pump
4. Connection nut to pumping elements 5. Injector - 6. Bracket fixing screw to injection pump side
7. Front bracket fixing screw (on suction collector plate)
Assemble the pipes (1) and (2) providing fuel feed and Fix the LDA pipeline (1) to the engine head and to the
recovery between pump and injectors; feed pump.
Screw up the locking nuts and tighten the screws fix- Fi
gure95
ingG the fuel recovery manifold; fix the pipes to the
injectorsG throughout the brackets previously assem-
bled.
Fi
gure94
1 1
75677
SM 751 00(D-IVECO)-3-30
Group 00, Engine(D-IVECO)
90502
NOTE
To connect fuel pipelines (2 and 3, Figure 96)
in lowGpressure from the relating connection
unions it isGnecessary to press the locking fas-
tener (1) as shownGin picture B.
75675
After having connected the pipeline, reset the
fastener (1) into block position as shown in
pictureGA. Completion of the engine
Fi
gure97
On the right hand side:
reassemble the pipes (1) from the union (2) to the
lubrication oil filter (placed on the opposite side):
tightenG the pipe rings (1) and connect them to the
union
NOTE
In some cases, the oil filter (3) is directly
placed onG the heat exchanger: in this case it
shall be assembledGusing tool 99360076.
Fi
gure99
70126 2
SM 751 00(D-IVECO)-3-31
Group 00, Engine(D-IVECO)
2
3
4
3 1
4
2
75673
75671
1
75717
SM 751 00(D-IVECO)-3-32
Group 00, Engine(D-IVECO)
Rotary feed pump disassembly and assembly The following procedure analyses this second hypothesis
since it is the more complex.
procedure
Figure 104
NOTE
This procedure prescribes that:
The fuel pipelines (from pumping ele-
ments toG injectors, bleeding recovery 2
pipes from injectorsGto pump, LDA pipe-
line and feed provided byGpriming pump)
shall all be disassembled. 1
Electrical connection to feed pump shall
beGdisconnected.
Accelerator cable shall be disconnected.
Engine versions with tool (99360330)
75714
Disassemble the starter fromthe flywheel box and use tool
99360330 (2) to rotate the flywheel.
Find the top dead centre with the tool (99395097) -
Figure 103
False injector
Remove the rocker covers of the 1st cylinder; remove the
1st injector and place the tool (1) to set the 1st cylinder top
dead centre position (end-of-compression phase). Pre-
load the gauge.
The searched condition is obtained by rotating the engine
shaft properly until you find the maximum value on the
comparator and then checking that the intake and exhaust
valves are both closed.
Once PMS has been obtained, lock the flywheel by means
of tool 99360339 (Figure 104).
1
Figure 105 (Demonst
ration)
88140
88141
Unscrew the side screw that locks the pump shaft par-
tially (1) and remove spacer (2). This must be kept on
SM 751 00(D-IVECO)-3-33
Group 00, Engine(D-IVECO)
2 1
75694
75721
From timing side, remove the cover (2) loosening the Assemble the pump pre-set in its housing on the
screws (1) in order to have access to the union fixing engine, fitting the shaft into the gear port (not provided
nut (3) to the pump driving gear. with wrench).
Loosen the fixing nut (3) and remove the relating Tighten the fixing nuts (1) locking the pump flange in
washer. the slot centre.
2 3
75693
From the pump side, loosen the fixing nuts (1) without
removing them in order to enable moving the pump
75694
backwards using 99340035 extractor.
Assemble the 99340035 extractor throughout the two
threaded ports (4, Figure 107) and withdraw the gear
from the pump shaft.
Properly hold the feed pump and loosen completely
the fixing nuts.
Withdraw the pump from the studs, together with the
gasket.
When the supply pump is to be assembled on the engine
the P.M.S. conditions at compression end stage cylinder
No. 1 must be carried out.
SM 751 00(D-IVECO)-3-34
Group 00, Engine(D-IVECO)
On the timing side, throughout the specially appointed With the injection pump inserted in relating seat and
port, fit the washer and screw up the fixing nut (3) to securing screws loosened, mount comparator
the pump shaft. Lock the nut to the 90-95 Nm couple. 99395603 (2) and 99395100 gauge tool (1), preloading
Figure 110 the rod by 2.5 mm.
Rotate the engine drive shaft to shift from the condi-
1 4 tion of the first cylinder to TDC end of compression
phase. Reset the dial gauges and rotate the engine
drive shaft condition of the 1st cylinder to TDC in
phase of compression (see Figure 105).
From this position on the comparator applied on the
pump it must be possible to read the value listed on the
pumping element pre-lift table. Section 4.
Rotate the pump in anti-clockwise direction if the
stroke is shorter or in clockwise direction if the stroke
is longer, until obtaining the stroke prescribed.
2 3 Checking these conditions, lock the pump by tighten-
75715 ing the relevant nuts to the prescribed pair.
Figure 112 (Demonst
ration)
Loosen screw (1) that prevents pump shaft rotation
and insert spacer (2). Tighten screw (1)so that it locks
spacer (2): in this way the supply pump shaft will be
able to rotate freely.
Assemble the cover (2, Figure 110) including gasket
and tighten the screws (1, Figure 110).
Disassemble the flywheel rotation/locking tool
99360339 or 99360330; arrange the starting motor in
its seat.
Connect all pipelines (from pumping elements to
injectors, bleeding recovery pipes from injectors to
pump, LDA pipeline and feed provided by priming 87720
pump).
Connect electrical connections to electro-magnets on
the hydraulic head and on KSB.
NOTE
In case pump removal has been carried out
while the engine was assembled, connect
acceleration cable.
Figure 111
1 2
75721
SM 751 00(D-IVECO)-3-35
Group 00, Engine(D-IVECO)
1 4 3
76211
Figure 114
87751
SM 751 00(D-IVECO)-3-36
Group 00, Engine(D-IVECO)
SM 751 00(D-IVECO)-3-37
Group 00, Engine(D-IVECO)
ELECTRICAL EQUIPMENT
ELECTRICAL COMPONET LAYOUT (4 CYL. ENGINESWITH ROTARY POMP)
Below there are listed the electric components which are 4. Electromagnets assembled to feed pump:
present on NEF F4BE04--- and F4GE04--- engines. (A) on hydraulic head unit
(B) on KSB;
1. Cooling liquid temperature sensor;
5. Fuel heater;
2. Starter;
6. Oil pressure sensor;
3. KSB Water temperature sensor;
7. Resistance for cold start up (where provided for);
8. Alternator;
Figure
340
3 4
2
A
1
B
8
7 5
75724
SM 751 00(D-IVECO)-3-38
Group 00, Engine(D-IVECO)
A B
A C
B
75718
Starter
Starter is usually driven by starting unit placed on the
vehicle dashboard and provides positive tension to the
75719
tele-switch assembled to the starter itself.
Specifications: BOSCH 3 kW - 12V
Electromagnets assembled to feed pump
Figure
342
Figure 344
1 2
75724a
75717
SM 751 00(D-IVECO)-3-39
Group 00, Engine(D-IVECO)
75722
75725
75716
1 - Fue l t e mp e ra t u re s e n s o r;
2 - R es i s t o r f o r f i l t e r h e a t i n g ;
75723
SM 751 00(D-IVECO)-3-40
Group 00, Engine(D-IVECO)
+0 30
F 15 7
4
6 GH F
30 50 5
NTC 10 T
31 8
N31
1 3 FB
1.2W R
88153
SM 751 00(D-IVECO)-3-41
Group 00, Engine(D-IVECO)
TROUBLESHOOTING
ANOMALY POSSIBLE CAUSE REMEDY NOTE
The engine does not start Battery flat or faulty. Check and recharge battery.
Replace battery if necessary.
Incorrect timing of injection Check and correctly time the injec- See your Iveco dealer.
pump. tion pump.
Deposits or water in the fuel Disconnect the hoses and clean Drain feed system.
tank. them using a jet of compressed air.
Dismantle and clean the injection
pump.
Remove water from tank and
refuel.
Air bubbles in the fuel lines Check the hoses to ensure that air is
or injection pump. in fact present and also check the
fuel pump.
Eliminate the air from the injection
pump by unscrewing the cap and
working the fuel pump by hand.
The engine does not start Fuel system clogged with Replace the fuel with fuel suitable
at low temperatures paraffin crystals forming due for use at low temperatures.
to the use of unsuitable fuel. Replace the fuel filters.
K.S.B. device for cold spark Check or replace the injection See your Iveco dealer.
advance control operating pump.
incorrectly.
SM 751 00(D-IVECO)-3-42
Group 00, Engine(D-IVECO)
The engine cuts out. Idle rpm too low. Adjust with adjustment screw.
Impurities or water in the fuel Disconnect the hoses and clean Drain feed system.
lines. them using a jet of compressed air.
Dismantle and clean the injection
pump. Remove water from fuel
tank and refuel.
Presence of air in the fuel and Check that the hoses are not
injection system. cracked or the unions loose.
Replace worn parts, remove the air
from the hoses and deaerate the
injection pump and fuel filter by
unscrewing the caps and working
the primer pump by hand.
The engine overheats Faulty water pump. Check the unit and replace if neces-
sary. Replace the gasket.
Water pump drive belt slack. Check and adjust the tightness of On applications provided
the belt. with automatic tensioner,
check corret worching of
such device.
Incorrect calibration of injec- Correct the delivery rate of the See your Iveco dealer.
tion pump. pump on a bench so that the injec-
tion is at the specified rate.
Dry air cleaner blocked. Clean the air filter or replace if nec-
essary.
SM 751 00(D-IVECO)-3-43
Group 00, Engine(D-IVECO)
Engine operation is irreg- Incorrect timing of injection Check timing and correctly set
ular and lacks power pump. pump.
Incorrect calibration of speed Check and correctly calibrate the See your Iveco dealer.
regulator. regulator.
Engine operation is irreg- Partial blockage of nozzles or Clean the nozzles of the atomisers
ular and lacks power faulty operation of injectors. using the appropriate tools and
completely overhaul the injectors.
Impurities orwater in the fuel Carefully clean the system and If necessary drain feed
and injection system. refuel. system.
Faulty operation of L.D.A. Check that the diaphragm is not See your Iveco dealer.
device perforated, that the counter spring
is suitable and that it has the correct
loading (check on test bench).
Check that there is adequate air
pressure inside the intakemanifold
in relation to the engine rpm under
full-load conditions.
Tie rods between accelerator Adjust the tie-rods so that the com-
pedal and regulation lever mand lever can be moved to the full
incorrectly adjusted. delivery position.
Incorrect set-up of injection Correct the set-up of the pump so See your Iveco dealer.
pump. that injection occurs at the speci-
fied angle.
SM 751 00(D-IVECO)-3-44
Group 00, Engine(D-IVECO)
Engine running with Knocking of crankshaft caus- Rectify the pins of the crankshaft
abnormal knocking ing excessive play on one or and install smaller bearings.
more main or rod bearings or Replace the thrust halfrings.
excessive play on shoulders.
SM 751 00(D-IVECO)-3-45
Group 00, Engine(D-IVECO)
The engine smokes The injection pump has an Correct the set-up.
abnormally. Black or dark excessive advance.
grey smoke.
The holes in the atomisers (or Replace the injectors with a series
some of them) are partially or of new injectors or clean and rec-
entirely blocked. tify the original ones using suitable
equipment.
Blue, grey-blue, grey Excessive delay in injection Correct the set-up of the pump. See your Iveco dealer.
smoke tending to white. pump.
K.S.B. automatic cold Check or replace injection pump. See your Iveco dealer.
advance device malfunction-
ing.
SM 751 00(D-IVECO)-3-46
Group 00, Engine(D-IVECO)
MAINTENANCE PLANNING
MAINTENANCE PLANNING
Recovery
To ensure optimisedworking conditions, in the following pageswe are providing instructions for the overhaul control
interventions, checks and setting operations that must be performed on the engine at due planned dates.
The frequency of themaintenance operations is just an indication since the use of the engine is the main characteristic to
determine and evaluate replacements and checks.
It is not only allowed but recommended that the staff in charge of the maintenance should also carry out the necessary
maintenance and controlling operations even if not being included in the ones listed here below but that may be suggested
by common sense and by the specific conditions in which the engine is run.
SM 751 00(D-IVECO)-3-47
Group 00, Engine(D-IVECO)
Figure
370
Check of fuel system
The check must be executed both when the engine discon-
MA X nected and when it is running.
The check operation consists in examining the fuel pipe-
lines running from the tank to the pre-filter (if provided in
the specific equipment), to the filter, to the injection pump
and to the injectors.
M IN
Cooling system check
The check must be executed both when the engine discon-
1 nected and when it is running.
75748 Check the pipelines from the engine to the radiator, from
the expansion tank and vice-versa. Find out any blow-by,
To provide filling, operate through the upper top (1) or
verify the status of the pipes specially close to the holding
through the lateral top (2). During filling operation, the
strips.
tops must be removed as well as the rod in order to make
the oil flow easier”. Verify that the radiator is clean, the correct working of the
fan flywheels, the presence of any leakage from the con-
Some applications are equipped with a level transmitter nectors, from the manifold and from the radiating unit.
alerting dashboard instruments in case of insufficient
lubrication oil within the pan. NOTE
Due to the high temperatures achieved by the
NOTE system, do not operate immediately after the
The engine oil is highly polluting and harm- engine’s disconnection, but wait for the time
ful. deemed necessary for the cooling.
In case of contact with the skin, rinse well Protect the eyes and the skin from any even-
with water and detergent. tual high pressure jet of cooling liquid.
Adequately protect the skin and the eyes,
operate in full compliance with safety regula-
tions.
Disposal must be carried out properly, and in
SM 751 00(D-IVECO)-3-48
Group 00, Engine(D-IVECO)
The density of the cooling liquid must be checked any Some applications are equipped with an automatic ten-
how every year before winter season and be replaced in sioner that provides correcting belt tensioning.
any case every two year.
Check of belts tear and wear status
NOTE
Carefully verify the belts surface in order to detect any
In case of new filling, proceed bleeding sys- sign of incision, crack, excessive wear in correspondence
tem, through the bleeds on the engine. of toothing; check end and surface grinding.
If bleeding of the system is not carried out,
serious inconvenience might be caused to the
engine due to the presence of air pockets in
! DANGER
the engine’s head. Danger: if the engine is switched off but is
still hot, unexpected motion of the belt may
Lubricating system check occur.
Wait for engine temperature cooling as a
The check must be executed both when the engine
precaution in order to avoid serious danger
disconnected and when it is running. injury.
Verify the presence of any oil leakage or blow-by from
the head, from the engine pan of from the heat exchanger. Check and setting of tappet clearance
NOTE Adjust clearance between rockers and valves using set-
The engine oil is highly polluting and harm- screw wrench (1), box wrench (3) and feeler gauge (2).
ful.
Clearance shall be as follows:
In case of contact with the skin, rinse well
with water and detergent. intake valves 0.25 0.05 mm
Adequately protect the skin and the eyes, exhaust valves 0.50 0.05 mm.
operate in full compliance with safety regula- Figure372
tions.
Disposal must be carried out properly, and in 2 1
full compliance with the law and regulations
in force.
3
Check of water presence within fuel filter or pre-filter
NOTE
The components of the system can be dam-
aged very quickly in presence of water or
impurity within the fuel.
Timely proceed operating on the pre-filter
(not available on the engine block) to carry 75806
SM 751 00(D-IVECO)-3-49
Group 00, Engine(D-IVECO)
Rotate the drive shaft, balance cylinder 4 valves and Check the level through the dipsick until when the fill-
adjust the valves marked by the asterisk as shown in the ing is next to the maximum level notch indicated on
table: the dipsick.
SM 751 00(D-IVECO)-3-50
Group 00, Engine(D-IVECO)
Drain the fuel inside the filter by operating the water For applications with automatic belt stretcher
release screw. Collect the fuel in a container without
Unscrew the screws which fix the belt guard (2) to the
impurities.
support and dismount it.
Unscrew the cartridge by using the 99360076-tool.
Operate on the tightener (1) and withdraw the belt (3)
Collect the eventual fuel inside the filtering cartridge.
from the alternator and water pumps from pulleys and
Clean the gasket seat on the support and oil slightly
from the returns pumps.
the gasket on the new filtering cartridge.
Replace the worn belt with a new one.
Screw manually the new filtering cartdrige until when
Place the belt on the pulleys and the guide rollers.
the gasket is completely on its seat.
Place the automatic tightener in order to key the belt in
Tigthen through the 99360076-tool at 10-5 Nm torque.
the functioning position.
Alternator belt replacement
Further adjustments are not required.
Due to several applications the belt run can change very- Fig
ure 374
much.
We describe the replacement of a belt mounted on a 4-cyl- 1
inders motor with traditional belt tension and a 6-cylin-
ders motor with an automatic screw coupling.
! WARNING
Warning: with switched off motor (but still
hot) the belt can operate without advance
notice. 2 3
Wait for the motor temperature lowering to
avoid very serious accidents.
88089
SM 751 00(D-IVECO)-3-51
Group 00, Engine(D-IVECO)
Section 4
GENERAL SPECIFICATIONS
Bore mm 104/102 ( . )
Stroke mm 132/120 ( . )
TIMING
Checking timing
mm -
X
mm -
X
Checking operation
mm 0.25 ± 0.05
X
mm 0.50 ± 0.05
FUEL FEED
Injectors
Nozzle type
DSLA 145 P
bar
Injection pressure bar
-
SM 751 00(D-IVECO)-4-1
Group 00, Engine(D-IVECO)
CLEARANCE DATA
Sparepistons
1 type:
X Size X 55.9 / 61 (• )
Outsidediameter 1 103.730 to103.748/ 101.757to 101.775(• )
2 Pinhousing 2 38.010to38.016/ 40.006 to40.012 (• )
Pistondiameter 1 0.4,0.5,0.8
X
Pistonprotrusion X 0.28 to 0.52
SM 751 00(D-IVECO)-4-2
Group 00, Engine(D-IVECO)
1 0.100 to 0.175/ - (• )
Split rings- slots 2 0.060 to 0.110/ 0.115 to 0.180(• )
3 0.040 to 0.080/ 0.040 to 0.085(• )
1
Smallend bush
housing 1 40.987to 41.013 /43.279 to43.553(• )
Bigend bearing
housing 2 72.987 to 73.013
2
SM 751 00(D-IVECO)-4-3
Group 00, Engine(D-IVECO)
Max. tolerance
on connecting rod
axis alignment --
S 1 S 2
Main bearings
3 No. 1 - 5 3 87.982 to 88.008
No. 2 - 3 - 4 3 87.977 to 88.013
1 37.350 to 37.650
Shoulder journal X1 37.475 to 37.545
37.475 to 37.545 (•)
X 1
X 2
X 3
Shoulder half-rings X3 37.28 to 37.38
SM 751 00(D-IVECO)-4-4
Group 00, Engine(D-IVECO)
Valveguide seats on
cylinder head 1 8.019 to 8.039
4 Valves
:
4 7.943 to 7.963
60º
4 7.943 to 7.963
45º
Valve stem and guide 0.056 to 0.096
Housing on head for
valve seat:
1 46.987 to 47.013
1 1 43.637 to 43.663
2 43.713 to 43.739
45º
X 0.356 to 1.102
0.050 to 0.102
Between valve seat
andhead 0.050 to 0.102
Valve seats -
SM 751 00(D-IVECO)-4-5
Group 00, Engine(D-IVECO)
Injector protrusion X -
X
Camshaft bush
59.222 to 59.248
housings No. 1-5
Camshaft housings
54.089 to 54.139
No. 2-3-4
1 2 3 4 5
2
Camshaft journals:
1 5
1 7 53.995 to 54.045
1 3
Bush inside
diameter . 54.083 to 54.147
H H 11.02
H 10.74
SM 751 00(D-IVECO)-4-6
Group 00, Engine(D-IVECO)
2
3 Tappet cap outside
diameter: 2 15.924 to 15.954
3 15.965 to 15.980
2
Between tappets and housings -
Tappets -
1
Rocker shaft 1 18.963 to 18.975
2
Between rockers and shaft 0.025 to 0.063
SM 751 00(D-IVECO)-4-7
Group 00, Engine(D-IVECO)
ENGINE OVERHAUL
SM 751 00(D-IVECO)-4-8
Group 00, Engine(D-IVECO)
Remove the screws (1) and the main bearing caps (2). Remove the main half-bearings (1).
Fi
gure2
Remove the screws (2) and remove the oil nozzles (3).
Fi
gure5
70159
The second last main bearing cap (1) and the relevant sup-
70162
port are fitted with shoulder half-bearing (2).
NOTE Remove the screws (1) and disconnect camshaft (3)
retaining plate (2).
Take note of lower and upper half-bearing
assembling positions since in case of reuse NOTE
they shall be fitted in the same position found Take note of plate (2) assembling position.
at removal.
Fi
gure6
Fi
gure3
70163
70164
70161
SM 751 00(D-IVECO)-4-9
Group 00, Engine(D-IVECO)
Withdraw the tappets (1) from the engine block. Measurements shall be performed on each cylinder, at
Fi
gure8 three different heights in the barrel and on two planes per-
pendicular with each other: one parallel to the longitudinal
axis of the engine (A), and the other perpendicular (B).
Maximum wear is usually found on plane (B) in corre-
spondence with the first measurement.
Should ovalisation, taper or wear be found, bore and grind
the cylinder barrels. Cylinder barrel regrinding shall be
performed according to the spare piston diameter over-
sized by 0.5 mm and to the specified assembling clear-
ance.
Fi
gure10
70165
REPAIR OPERATIONS(CYLINDER
UNIT)
SM 751 00(D-IVECO)-4-10
Group 00, Engine(D-IVECO)
70168
80585
SM 751 00(D-IVECO)-4-11
Group 00, Engine(D-IVECO)
TIMING SYSTEM if they show any traces of seizing or scoring replace the
camshaft and the bushes.
Camshaft
Camshaft pin and cam surfaces shall be absolutely
smooth;
Fi
gure 13
70169
70172
70171
SM 751 00(D-IVECO)-4-12
Group 00, Engine(D-IVECO)
Figure 17
Sec.A-A
* 70173
84053
70174
SM 751 00(D-IVECO)-4-13
Group 00, Engine(D-IVECO)
70179
Fit nozzles (2) and tighten the fastening screws (1) to the
70176
specified torque.
Fi
gure25
Lubricate the camshaft bushes and fit the camshaft (1)
takingGcare not to damage the bushes or the housings.
Fi
gure22
70180
70164
OUTPUT SHAFT
Set camshaft (3) retaining plate (1) with the slot facing the Measuring journals and crankpins
top of the engine block and the marking facing the opera-
tor,Gthen tighten the screws (2) to the specified torque. Grind journals and crankpins if seizing, scoring or exces-
Fi
gure23 siveG ovalisation are found. Before grinding the pins (2)
measureG them with a micrometer (1) to decide the final
diameter toGwhich the pins are to be ground.
NOTE
It is recommended to insert the found values
in theGproper table.
See Figure 27.
SM 751 00(D-IVECO)-4-14
Group 00, Engine(D-IVECO)
Journals and crankpins undersize shall be For undersized crankpins and journals: let-
marked onGthe side of the crank arm No.1. ters MB
For undersized crankpins: letter M Fi
gure26
For undersized journals: letter B
70182
82.99
83.01
68.98
69.01
FILL THIS TABLE WITH OUTPUT SHAFT JOURNAL AND CRANKPIN MEASURED VALUES
SM 751 00(D-IVECO)-4-15
Group 00, Engine(D-IVECO)
Figure 28
Circular oscillation
OSCILLATION Total oscillation
Taper
LEVELS OF IMPORTANCE FOR PRODUCT CHARACTERISTICS GRAPHIC SYMBOL
CRITICAL C
IMPORTANT
SECONDARY
70237
SM 751 00(D-IVECO)-4-16
Group 00, Engine(D-IVECO)
70161
The second last main half bearing (1) is fitted with shoul-
derGhalf rings.
Fi
gure33
70185
SM 751 00(D-IVECO)-4-17
Group 00, Engine(D-IVECO)
Tighten the pre-lubricated screws (1) in the following Remove caps from supports.
threeGsuccessive stages: The backlash between the main bearings and the pins is
found by comparing the width of the calibrated wire (2) at
1st stage, with torque wrench to 50 · 6 Nm.
2nd stage, with torque wrench to 80 · 6 Nm. the narrowest point with the scale on the envelope (1)
containing the calibrated wire.
Fi
gure36
The numbers on the scale indicate the backlash in mm.
Replace the half bearings and repeat the check if a differ-
entGbacklash value is found. Once the specified backlash
isG obtained, lubricate the main bearings and fit the sup-
ports byG tightening the fastening screws as previously
described.
Fi
gure38
70187
70189
70188
If higher value is found, replace main thrust half bearings
ofGthe second last rear support (1) and repeat the clearance
check between output shaft pins and main half bearings.
Fi
gure39
70190
SM 751 00(D-IVECO)-4-18
Group 00, Engine(D-IVECO)
CONNECTING ROD — PISTON Remove split rings (1) from piston (2) using pliers
99360183G(3).
ASSEMBLY
Fi
gure41
NOTE
Pistons are supplied spare with 0.5 mm over-
size.
Figure 40
32613
Piston pin (1) split rings (2) are removed using a scriber
(3).
Fi
gure42
CONNECTING ROD, PISTON ASSEMBLY
COMPONENTS
1. Stop rings - 2. Pin - 3. Piston - 4. Split rings - 5. Screws -
6. Half bearings - 7. Connecting rod - 8. Bush.
32614
Figure 43
87760
MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS
SM 751 00(D-IVECO)-4-19
Group 00, Engine(D-IVECO)
PistonsOMeasuring piston diameterP The clearance between the piston and the cylinder barrel
canG be checked alsowith a feeler gauge (1) as shown in
Using a micrometer (2), measure the diameter of the pis-
the figure.
tonG(1) to determine the assembly clearance.
Fi
gure45
NOTE
The diameter shall be measured at 12 mm
from theGpiston skirt.
Fi
gure44
70192
32615
Fi
gure46
90530
SM 751 00(D-IVECO)-4-20
Group 00, Engine(D-IVECO)
Fi
gure47
86471
18857
32619
SM 751 00(D-IVECO)-4-21
Group 00, Engine(D-IVECO)
Split rings In this position, use a feeler gauge to check the clearance
(X)Gbetween ring and slot: found value shall be the speci-
Use a micrometer (1) to check split ring (2) thickness. fied one.
Fi
gure50 Fi
gure52
16552
41104
Check the clearance between the sealing rings (3) of the DIAGRAM FOR MEASURING THE CLEARANCE X
2ndG and 3rd slot and the relevant housings on the piston BETWEEN THE FIRST PISTON SLOT AND THE
TRAPEZOIDAL RING
(2), usingGa feeler gauge (1).
Fi
gure51 Use feeler gauge (1) to measure the clearance between the
ends of the split rings (2) fitted into the cylinder barrel (3).
Fi
gure53
32620 70194
Since the first sealing ring section is trapezoidal, the clear- Connecting rods
anceG between the slot and the ring shall be measured as Fi
gure54
87762
SM 751 00(D-IVECO)-4-22
Group 00, Engine(D-IVECO)
CONNECTING CONNECTING
ROD BODY ROD BODY *
* *
*
70196
Bushes
86472
Check that the bush in the connecting rod small end is free
MAIN DATA FOR CONNECTING ROD, BUSH, PISTON from scoring or seizing and that it is not loosen. Otherwise
PIN AND HALF BEARINGS replace.
* Value for inside diameter to be obtained after driving in Removal and refitting shall be performed using the proper
connecting rod small end and grinding.
beater.
** Value not measurable in released condition
When refitting take care to make coincide the oil holes set
NOTE on the bush with those set on the connecting rod small
Every connecting rod is marked as follows: end. Grind the bush to obtain the specified diameter.
On body and cap with a number showing their cou-
pling and the corresponding cylinder. Checking connecting rods
In case of replacement it is therefore necessary to
mark the new connecting rod with the same num- Check that the axes of the connecting rods (1) are parallel
bers of the replaced one. using tool 99395363 (5) as follows:
On body with a letter showing theweight of the con- fit the connecting rod (1) on tool 99395363 (5) spindle
necting rod assembled at production: and lock it with screw (4);
• V, 1820 to 1860 (yellow marking);
• W, 1861 to 1900 (green marking);
• X, 1901 to 1940 (blue marking);
Spare connecting rods are of theWclass with green mark-
ing *.
SM 751 00(D-IVECO)-4-23
Group 00, Engine(D-IVECO)
set the spindle (3) on V-blocks by resting the connect- Checking bending
ing rod (1) on the stop bar (2).
Check connecting rod (5) bending by comparing two
Fi
gure57 points C andD of the pin (3) on the vertical plane of the
connecting rod axis.
Position the vertical support (1) of the dial gauge (2) to
rest the latter on pin (3), point C.
Move the connecting rod forwards and backwards to find
pin top position, then in this condition reset the dial gauge
(2).
Move the spindle with the connecting rod (5) and repeat
the check of the top point on the opposite side D of the pin
(3). The difference between point Cand pointDshall not
exceed 0.08 mm.
Fi
gure59
61696
Checking torsion
Check connecting rod (5) torsion by comparing two points
(A and B) of pin (3) on the horizontal plane of the con-
necting rod axis.
Position the dial gauge (2) support (1) to obtain a preload
of approx. 0.5 mm on the pin (3) in point A and then set
the dial gauge (2) to zero. Move the spindle (4) with the
connecting rod (5) and compare any deviation on the
opposite side (B) of the pin (3): the difference between A 61695
61694
SM 751 00(D-IVECO)-4-24
Group 00, Engine(D-IVECO)
4. Manufacturing date. the cylinder barrel and the numbers (5) marked on the
Fi
gure60 connecting rod (5) are read as shown in the figure.
Fi
gure62
70198
70199
On piston crown, following references are printed:
1. Spare part number and design modification number; Fi
gure63
2. Manufacturing date.
3. Writing indicating the mounting mark of the piston
in the cylinder barrel; this writing must face block
front side;
Fi
gure61
84104
84103
72705
SM 751 00(D-IVECO)-4-25
Group 00, Engine(D-IVECO)
Split rings shall be fitted with the marking “TOP” facing Fitting connecting rod-piston assembly into
upwards and their openings shall be displaced with each
cylinder barrels
other by 120 ¶ .
Lubricate accurately the pistons, including the split rings
NOTE
and the cylinder barrel inside.
Split rings are supplied spare with the follow-
ing sizes: Use band 99360605 (2) to fit the connecting rod-piston
- standard, yellow marking; assembly (1) into the cylinder barrels and check the fol-
- 0.5 mm oversize, yellow/green marking; lowing:
Fi
gure65 the number of each connecting rod shall correspond to
the cap coupling number.
Fi
gure67
32613
70201
70200
70202
SM 751 00(D-IVECO)-4-26
Group 00, Engine(D-IVECO)
Finding crankpin clearance Apply tool 99395216 (1) to the socket wrench and
tighten screws (2) of 60 ¶ .
To measure the clearance proceed as follows:
Fi
gure71
- clean the parts accurately and remove any trace of
oil;
- set a piece of calibrated wire (2) on the output shaft
pins (1);
- fit the connecting rod caps (3) with the relevant half
bearings (4).
Fi
gure69
70205
70203
70206
SM 751 00(D-IVECO)-4-27
Group 00, Engine(D-IVECO)
Check manually that the connecting rods (1) are sliding CYLINDER HEAD
axially on the output shaft pins and that their end float,
measured with feeler gauge (2) is 0.250 to 0.275 mm.
Removing the valves
Fi
gure73
Intake (1) and exhaust (2) valves have heads with differ-
ent diameter.
NOTE
Should cylinder head valves be not replaced,
number them before removing in order to
refit them in the same position.
A = intake side
Fi
gure75
70207
2
1 2
70208 3
4
75751
SM 751 00(D-IVECO)-4-28
Group 00, Engine(D-IVECO)
NOTE Distortion found along the whole cylinder head shall not
Sealing rings (2) for exhaust valves are green. exceed 0.20 mm.
Remove sealing rings (1 and 2) from the If higher values are found grind the cylinder head accord-
valve guide. ing to values and indications shown in the following fig-
Fi
gure77 ure.
The rated thickness A for the cylinder head is 95 · 0.25
mm, max. metal removal shall not exceed thickness B by
2 1 mm.
NOTE
After grinding, check valve sinking. Regrind
the valve seats, if required, to obtain the
specified dimensions.
Fi
gure79
1 D
0,4 C
0,0
25 /¯25,4
75752
A B
Checking cylinder head wet seal
This check shall be performed using the proper tools.
0,4 TO TAL C
Use a pump to fill with water heated to approx. 90ଇ and 2 0,0
1 /¯50
to 3 bar pressure.
75756
Replace the cup plugs (1) if leaks are found, use the
proper beater for their removal/refitting.
NOTE
Before refitting, smear the plug surfaces with
water-repellent sealant.
75753
SM 751 00(D-IVECO)-4-29
Group 00, Engine(D-IVECO)
VALVES Check the valve stem (1) using a micrometer (2), it shall
be 7.943 to 7.963.
Figure 80
Fi
gure82
EX H A UST IN TA KE
VA LVE VA LVE
18882
42.13 45.13
41.87 44.87
Checking clearance between valve stem and
70326
valve guide and valve centering
INTAKE AND EXHAUST VALVE MAIN DATA Use a magnetic base dial gauge (1) set as shown in the fig-
ure, the assembling clearance shall be 0.056 0.096 mm.
Removing carbon deposits, checking and Turn the valve (2) and check that the centering error is not
grinding valves exceeding 0.03 mm.
Fi
gure83
Remove carbon deposits from valves using the proper
metal brush.
1
Check that the valves show no signs of seizing, scoring or
cracking. 2
Regrind the valve seats, if required, using tool 99305018
and removing as less material as possible.
Fi
gure81
75757
18625
SM 751 00(D-IVECO)-4-30
Group 00, Engine(D-IVECO)
INTAKE EXH AU ST
84046 75754
Should valve seats be not reset just by regrinding, replace them with the spare ones. Use tool 99305019 (Figure 85) to
remove as much material as possible from the valve seats (take care not to damage the cylinder head) until they can be
extracted from the cylinder head using a punch.
Heat the cylinder head to 80ଇ- 100ଇ and using the proper beater, fit the new valve seats, previously cooled, into the cyl-
inder head.
Use tool 99305019 to regrind the valve seats according to the values shown in Figure 86.
Figure 86
29.5º 36.5º
30.5º 37.5º
60º
45º
74.5º
75.5º
59.5º
60.5º
4.64 4.06
4.38 4.32
INTAKE EXHAUST
VALVE SEAT MAIN DATA 75755
SM 751 00(D-IVECO)-4-31
Group 00, Engine(D-IVECO)
After regrinding, check that valve (3) sinking value is the FITTING CYLINDER HEAD
specified one by using the base 99370415 (2) and the dial
gauge 99395603 (1). Lubricate the valve stems (1) and fit them into the relevant
valve guides according to the position marked at removal.
Fi
gure87
Fit the sealing rings (2 and 3) on the valve guide.
NOTE
1 Sealing rings (2) for intake valves are yellow
and sealing rings (3) for exhaust valves are
2
green.
3 Fi
gure89
3 1
75758
1
VALVE SPRINGS
2
Before refitting use tool 99305047 to check spring flexi-
bility. Compare load and elastic deformation data with
75759
those of the new springs shown in the following table.
Fi
gure88
Position on the cylinder head: the spring (4), the upper cap
(3); use tool 99360268 (1) to compress the spring (4) and
lock the parts to the valve (5) by the cotters (2).
Fi
gure90
1 2
3
4
50676
6
MAIN DATA TO CHECK INTAKE AND EXHAUST
VALVE SPRINGS
5
Height Under a load of
75751
H (free) 63.50 N
SM 751 00(D-IVECO)-4-32
Group 00, Engine(D-IVECO)
The arrow shows the point where the gasket thickness is NOTE
given. Before re-utilising the bolts for the cylinder
Fi
gure91 head, verify there is no evidence of wear or
deformation and in that case replace them.
87759
Scil1 = S1+ S2
2
For 4 cylinder versions:
Repeat theoperation for pistons2,3and4 and calculate the
average value.
Scil1 + Scil2 + Scil3 + Scil4
S=
4
For 6 cylinder versions:
Repeat the operation for pistons2,3,4,5 and6 andcalculate
the average value.
Scil1 + Scil2 + Scil3 + Scil4 + Scil5 + Scil6
S=
6
If Sis > 0,40 mm use sealtype A.
If Sis < 0,40 mm use sealtype B.
Figure 92
88775
SM 751 00(D-IVECO)-4-33
Group 00, Engine(D-IVECO)
SM 751 00(D-IVECO)-4-34
Group 00, Engine(D-IVECO)
TO RQ U E
COMPONENT
Nm kgm
Rear lifting bracket (M12x1.75x30) 77 ± 12 7.
7 ± 1.2
Crankshaft pulley (M12x1.75x10.9) 110 ± 5 11.0 ± 0.
5
Flywheel housing
(M12x120) 85 ± 10 8.
5 ± 1.
0
(M12x80) 85 ± 10 8.
5 ± 1.
0
(M10x80) 49 ± 5 4.
9 ± 0.
5
(M10x40) 49 ± 5 4.
9 ± 0.
5
Flywheel housing (M12x1.25) 1st stage 30 ± 4 3.
0 ± 0.
4
2nd stage 60º± 5º
Assy rear cover plate to flywheel housing (M8x1.25x16) 24 ± 4 2.4 ± 0.4
Fuel injectors 60 ± 5 6.0 ± 0.5
Fuel lift pump 24 ± 4 2.4 ± 0.4
Turbocharger to exhaust manifold (M10) 43 ± 6 4.3 ± 0.6
Oil feed to oil filter head 24 ± 4 2.4 ± 0.4
Oil feed to turbocharger (M12x1.5) 35 ± 5 3.5 ± 0.5
Oil drain (M8x1.25x16) 24 ± 4 2.4 ± 0.4
Alternator to alternator support (M8x1.25x30) 24 ± 4 2.4 ± 0.4
Alternator to water inlet conn. assy (M8x1.25x30) 24 ± 4 2.4 ± 0.4
Lower alternator mounting (M10x1.25x25) 24 ± 4 2.4 ± 0.4
Alternator upper pivot to support (M10) 49 ± 5 4.9 ± 0.5
Alternator mounting hardware (M12x1.75x120) 43 ± 6 4.3 ± 0.6
Alternator wiring (M6x1.0 nut) 10 ± 2 1.0 ± 0.2
Starter motor to gear case (M10) 49 ± 5 4.9 ± 0.5
Screw M8 for fastening cylinder barrel lubricating nozzles 15 ± 3 1.5 ± 0.3
Screw M12 for fastening output shaft caps 1ststage 50 ± 6 5 ± 0.6
2nd sa
stage 80 ± 6 8 ± 0.6
3rd stage 90º± 5º
Screw M8 for fastening camshaft longitudinal retaining plate 24 ± 4 2.4 ± 0.4
Screw M8 for fastening camshaft gear 36 ± 4 3.6 ± 0.4
Screw M11 for fastening connecting rod caps 1st stage
a 60 ± 5 6 ± 0.5
2nd stage 60º± 5º
SM 751 00(D-IVECO)-4-35
Group 00, Engine(D-IVECO)
Section 5
TOOLS
TOOLS
TOOL NO. DESCRIPTION
SM 751 00(D-IVECO)-5-1
Group 00, Engine(D-IVECO)
TOOLS
TOOL NO. DESCRIPTION
SM 751 00(D-IVECO)-5-2
Group 00, Engine(D-IVECO)
TOOLS
TOOL NO. DESCRIPTION
SM 751 00(D-IVECO)-5-3
Group 00, Engine(D-IVECO)
TOOLS
TOOL NO. DESCRIPTION
99360605 Band for fitting piston into cylinder barrel (60 . 125 mm)
SM 751 00(D-IVECO)-5-4
Group 00, Engine(D-IVECO)
TOOLS
TOOL NO. DESCRIPTION
99395100 Dial gauge holder for rotary injection pump timing (use with
99395603)
SM 751 00(D-IVECO)-5-5
Group 00, Engine(D-IVECO)
TOOLS
TOOL NO. DESCRIPTION
SM 751 00(D-IVECO)-5-6
Group 00, Engine(D-IVECO)
APPENDIX
SAFETY PRESCRIPTIONS Ensure that hands and feet are dry and execute work-
ing operations utilizing isolating foot-boards. Donot
Particular attention shall be drawn on some precautions carry out working operations if not trained for.
that must be followed absolutely in a standard working Do not smoke nor light up flames close to batteries
area and whose non fulfillment will make any other mea- and to any fuel material.
sure useless or not sufficient to ensure safety to the per- Put the dirty rags with oil, diesel fuel or solvents in
sonnel in-charge of maintenance. anti-fire specially provided containers.
Be informed and inform personnel as well of the laws in Do not execute any intervention if not provided with
force regulating safety, providing information documenta- necessary instructions.
tion available for consultation. Do not use any tool or equipment for any different
operation from the ones they’ve been designed and
Keep working areas as clean as possible, ensuring ade- provided for: serious injury may occur.
quate aeration. In case of test or calibration operations requiring
Ensure that working areas are provided with emer- engine running, ensure that the area is sufficiently aer-
gency boxes, that must be clearly visible and always ated or utilize specific vacuum equipment to eliminate
provided with adequate sanitary equipment. exhaust gas. Danger: poisoning and death.
Provide for adequate fire extinguishing means, prop-
erly indicated and always having free access. Their
efficiency must be checked on regular basis and the During maintenance
personnelmust be trained on intervention methods and Never open filler cap of cooling circuit when the
priorities. engine is hot. Operating pressure would provoke high
Organize and displace specific exit points to evacuate temperature with serious danger and risk of burn. Wait
the areas in case of emergency, providing for adequate unit the temperature decreases under 50C.
indications of the emergency exit lines. Never top up an overheated engine with cooler and
Smoking in working areas subject to fire danger must utilize only appropriate liquids.
be strictly prohibited. Always operate when the engine is turned off: whether
ProvideWarnings throughout adequate boards signal- particular circumstances require maintenance inter-
ing danger, prohibitions and indications to ensure easy vention on running engine, be aware of all risks
comprehension of the instructions even in case of involved with such operation.
emergency. Be equipped with adequate and safe containers for
drainage operation of engine liquids and exhaust oil.
Prevention of injury Keep the engine clean from oil tangles, diesel fuel and
or chemical solvents.
Do not wear unsuitable cloths for work, with fluttering Use of solvents or detergents during maintenance may
ends, nor jewels such as rings and chains when work- originate toxic vapors. Always keep working areas
ing close to engines and equipment in motion. aerated. Whenever necessary wear safety mask.
Wear safety gloves and goggles when performing the Do not leave rags impregnated with flammable sub-
following operations: stances close to the engine.
filling inhibitors or anti-frost Upon engine start after maintenance, undertake proper
lubrication oil topping or replacement preventing actions to stop air suction in case of run-
utilization of compressed air or liquids under pressure away speed rate.
(pressure allowed: ˺ 2 bar) Do not utilize fast screw-tightening tools.
Wear safety helmet when working close to hanging Never disconnect batteries when the engine is running.
loads or equipment working at head height level. Disconnect batteries before any intervention on the
Always wear safety shoeswhen and cloths adhering to electrical system.
the body, better if provided with elastics at the ends. Disconnect batteries from system aboard to load them
Use protection cream for hands. with the battery loader.
Change wet cloths as soon as possible After every intervention, verify that battery clamp
In presence of current tension exceeding 48-60 V ver- polarity is correct and that the clamps are tight and
ify efficiency of earth andmass electrical connections. safe from accidental short circuit and oxidation.
SM 751 00(D-IVECO)-5-7
Group 00, Engine(D-IVECO)
Do not disconnect and connect electrical connections be aerated, far from heat sources and not exposed to
in presence of electrical feed. fire danger.
Before proceeding with pipelines disassembly (pneu- Handle the batteries with care, storing them in aerated
matic, hydraulic, fuel pipes) verify presence of liquid environment and within anti-acid containers. Warning:
or air under pressure. Take all necessary precautions battery exhalation represent serious danger of intoxi-
bleeding and draining residual pressure or closing cation and environment contamination.
dump valves. Always wear adequate safety mask or
goggles.
Non fulfillment of these prescriptions may cause seri-
ous injury and poisoning.
Avoid incorrect tightening or out of couple. Danger:
incorrect tightening may seriously damage engine’s
components, affecting engine’s duration.
Avoid priming from fuel tanks made out of copper
alloys and/or with ducts not being provided with fil-
ters.
Do not modify cable wires: their length shall not be
changed.
Do not connect any user to the engine electrical equip-
ment unless specifically approved by Iveco.
Do not modify fuel systems or hydraulic system unless
Iveco specific approval has been released. Any unau-
thorized modification will compromise warranty assis-
tance and furthermore may affect engine correct
working and duration. For engines equipped with elec-
tronic gearbox:
Do not execute electric arc weldingwithout having pri-
ory removed electronic gearbox.
Remove electronic gearbox in case of any intervention
requiring heating over 80ºC temperature.
Do not paint the components and the electronic con-
nections.
Do not vary or alter any data filed in the electronic
gearbox driving the engine. Any manipulation or alter-
ation of electronic components shall totally compro-
mise engine assistance warranty and furthermore may
affect engine correct working and duration.
SM 751 00(D-IVECO)-5-8
Group 00, Engine(D-IVECO)
Section 6
Engine Replacement
Engine Replacement 6. Set the engine onto the mounting isolators. Set
mounting bolts in place but do not tighten. The
Before beginning engine replacement, make sure the truck engine may have to be shifted to line up with the
parked with the parking brake applied and wheels transmission.
chocked. To replace the engine:
1. Make sure the hoist and chains or engine stand you
are using is of adequate capacity to safely lift the
engine.
2. Hook the hoist chains to the engine lifting eyes.
SM 751 00(D-IVECO)-6-1
Group 00, Engine(D-IVECO)
10. Reconnect the radiator hoses between the radiator 14. Check the engine air cleaner and hoses. See Group 3
and the water pump and the thermostat of the engine, for complete details. Set the aircleaner and hoses in
as described in Group 01. Before reinstallation, place and align before tightening clamps and mount-
check that hoses are in good condition with no dry- ing nuts. Torque the base-mounting nuts to 20-25
ing, cracking, or splitting. Nm (14.8-18.5 ft-lb); torque hose-to-engine clamp
to 1.9-2.9 Nm (1.4-2.1 ft-lb).
11. Uncap and reconnect the fuel line at the fuel tank.
Make sure the hose is in good condition with no dry- 15. Check the battery and reconnect the cables to the bat-
ing, cracking, or splitting evident. Torque band tery posts and to the starter and ground.
clamp to 0.8-1.0 Nm (0.6-0.73 ft-lb).
Negative cable
grounded to frame
Battery cable
A Neg.
VIEW A Battery x2
Positive cable to
starter solenoid
Fuel hose
SM 751 00(D-IVECO)-6-2
GROUP 00(D-Kubota)
GROUP 00(D-Kubota)
ENGINE
(Kubota)
00(D-Kubota)-0-1
Group 00(D-Kubota), Engine
Section 1
GENERAL
1. SPECIFICATIONS
Model V3800DI-T-E2B (Tier2) V3800DI-T-E3B (Tier3)
Number of Cylinder 4
Type Vertical, water-cooled, 4-cycle DI diesel engine
Bore × Stroke 100 × 120 mm (3.94 × 4.72 in.)
Total Displacement 3769 cm3 (230 cu.in.)
61.3 kW / 2600 min-1(rpm)
ISO Net Continuous
(82.2 HP / 2600 min-1 (rpm))
70.6 kW / 2600 min-1 (rpm)
ISO / SAE Net Intermittent
(94.6 HP / 2600 min-1 (rpm))
72.8 kW / 2600 min-1 (rpm)
SAE Gross Intermittent
(97.6 HP / 2600 min-1 (rpm))
Maximum Bare Speed 2800 min-1 (rpm)
Minimum Bare Idling Speed 775 to 825 min-1 (rpm)
Combustion Chamber Reentrant Type, Center Direct Injection Type (E-CDIS)
Fuel Injection Pump Bosch Type Mini Pump
Governor All sp eed mechanical governor
Direction of Rotation Counter-clockwise (Viewed from flywheel side)
Injection Nozzle Bosch P Type
Injection Timing 0.23 rad (13.0 °) before T.D.C. . rad ( 6.0 °) before T.D.C.
010
Firing Order 1-3-4-2
Injection Pressure 1st stage 18.6 MPa (190 kgf/cm2, 2702 psi), 2st stage 23.5 MPa (240 kgf/cm2, 3414 psi)
Compression Ratio 19.0
Lubricating System Forced lubrication by trochoid pump
Oil Pressure Indicating Electrical Type Switch
Lubricating Filter Full Flow Paper Filter (Cartridge Type)
Cooling System Pressurized radiator, forced circulation with water pump
Starting System Electric Starting with Starter
Starting Motor 12 V, 3.0 kW
Starting Support Device Intake Air Heater in Intake Manifold
External EGR
EGR NONE (EGR Cooler + Mechanical EGR
Valve + Reed Valve)
00(D-Kubota)-1-1
Group 00(D-Kubota), Engine
2. DIMENSIONS
6KGT
=8&+6'$?6KGT
00(D-Kubota)-1-2
Group 00(D-Kubota), Engine
Section 2
CHECK AND MAINTENANCE
00(D-Kubota)-2-1
Group 00(D-Kubota), Engine
CAUTION
• When changing or inspecting, be sure to level and stop the engine.
NOTE
Engine Oil :
• Refer to the following table for the suitable American Petroleum Institute (API) classification of engine oil
according to the engine type (with internal EGR, external EGR or non-EGR) and the Fuel Type Used :
(Low Sulfur, Ultra Low Sulfur or High Sulfur Fuels).
Engine oil classification (API classification)
Fuel Type Engines with non-EGR
Engines with external EGR
Engines with internal EGR
CF
High Sulfur Fuel
(If the "CF-4, CG-4, CH-4, or CI-4" engine
[0.05 % (500 ppm) ≤
oil is used with a high-sulfur fuel, change –
Sulfur Content <
the engine oil at shorter intervals.
0.50 % (5000 ppm)]
(approximately half))
Low Sulfur Fuel
[Sulfur Content <
CF or CI-4
0.05 % (500 ppm)] or
CF, CF-4, CG-4, CH-4 or CI-4 (Class CF-4, CG-4 and CH-4 engine oils
Ultra Low Sulfur Fuel
cannot be used on EGR type engines.)
[Sulfur Content <
0.0015 % (15 ppm)]
EGR : Exhaust Gas Re-circulation
• CJ4 classification oil is intended for use in engines equipped with DPF (Diesel Particulate Filter) and is Not
Recommended for use in E3 specification engines.
• Oil used in the engine should have API classification and Proper SAE Engine Oil Viscosity according to
the ambient temperatures where the engine is operated.
• With strict emission control regulations now in effect, the CF-4 and CG-4 engine oils have been developed
for use with low sulfur fuels, for On-Highway vehicle engines. When a Non-Road engine runs on high
sulfur fuel, it is advisable to use a "CF or better" classification engine oil with a high Total Base Number
(a minimum TBN of 10 is recommended).
Fuel :
• Cetane Rating : The minimum recommended Fuel Cetane Rating is 45. A cetane rating greater than 50 is
preferred, especially for ambient temperatures below −20 °C (−4 °F) or elevations above 1500 m (5000 ft).
• Diesel Fuel Specification Type and Sulfur Content % (ppm) used, must be compliant with all applicable
emission regulations for the area in which the engine is operated.
• Use of diesel fuel with sulfur content less than 0.10 % (1000 ppm) is strongly recommended.
• If high-sulfur fuel (sulfur content 0.50 % (5000 ppm) to 1.0 % (10000 ppm)) is used as a diesel fuel, change
the engine oil and oil filter at shorter intervals. (approximately half)
• DO NOT USE Fuels that have sulfur content greater than 1.0 % (10000 ppm).
• Diesel fuels specified to EN 590 or ASTM D975 are recommended.
• No.2-D is a distillate fuel of lower volatility for engines in industrial and heavy mobile service. (SAE J313
JUN87)
• Since Our diesel engines of less than 56 kW (75 hp) utilize EPA Tier 4 and Interim Tier 4 standards,
the use of low sulfur fuel or ultra low sulfur fuel is mandatory for these engines, when operated in US EPA
regulated areas. Therefore, please use No.2-D S500 or S15 diesel fuel as an alternative to No.2-D, and use
No.1-D S500 or S15 diesel fuel as an alternative to No.1-D for ambient temperatures below −10 °C (14 °F).
00(D-Kubota)-2-3
Group 00(D-Kubota), Engine
CAUTION
• Do not remove the radiator cap until coolant temperature is
below its boiling point. Then loosen the cap slightly to
relieve any excess pressure before removing the cap
completely.
IMPORTANT
• During filling the coolant, air must be vented from the engine
coolant passages. The air vents by jiggling the radiator
upper and lower hoses.
• Be sure to close the radiator cap securely. If the cap is loose
or improperly closed, coolant may leak out and the engine
could overheat.
• Do not use an antifreeze and scale inhibitor at the same time.
• Never mix the different type or brand of L.L.C..
(1) Radiator Cap A: FULL
(2) Recovery Tank B: LOW
00(D-Kubota)-2-4
Group 00(D-Kubota), Engine
IMPORTANT
• When using an oil of different maker or viscosity from the
previous one, remove all of the old oil.
• Never mix two different types of oil.
• Engine oil should have properties of API classification CF
$
5GG.WDTKECVKPI1KN
• Use the proper SAE Engine Oil according to ambient
temperature.
SAE 30 or SAE 10W-30
Above 25 °C (77 °F)
SAE 10W-40
SAE 20 or SAE 10W-30
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
SAE 10W or SAE 10W-30
Below 0 °C (32 °F)
SAE 10W-40
13.2 L
Engine oil capacity
3.49 U.S.gals
CAUTION
• Be sure to stop the engine before changing filter cartridge.
1. Remove the oil filter cartridge (1) with the filter wrench.
2. Apply a slight coat of oil onto the new cartridge gasket.
3. To install the new cartridge, screw it in by hand. Over tightening
may cause deformation of rubber gasket.
4. After the new cartridge has been replaced, the engine oil
normally decrease a little. Thus see that the engine oil does not
leak through the seal and be sure to read the oil level on the
dipstick. Then, replenish the engine oil up to the specified level.
IMPORTANT
• To prevent serious damage to the engine, replacement
element must be highly efficient. Use only a KUBOTA
genuine filter or its equivalent.
(1) Engine Oil Filter Cartridge
00(D-Kubota)-2-5
Group 00(D-Kubota), Engine
(A) Deflection
CAUTION
• Stop the engine when attempting the check and change
prescribed above.
(When bleeding fuel system)
1. Fill the tank with fuel and open the cock.
2. Loosen the air vent coupling bolt of fuel filter a few turns.
3. When there is no more air bubbles in the fuel coming out of this
coupling bolt, tighten the coupling bolt.
4. Open the air vent cock (1) on the top of fuel injection pump.
5. If equipped electrical fuel feed pump, turn the key on AC position
and pump the fuel up for 10 to 15 seconds.
If equipped mechanical fuel feed pump, set the stop lever on stop
position and crank the engine for 10 to 15 seconds.
6. Close securely the air vent cock (1) after air bleeding.
IMPORTANT
• Except when venting the air, be sure to keep closed the air
vent coupling bolt of the fuel injection pump. Otherwise, the
engine may stall.
(1) Air Vent Cock (3) Fuel Hose
(2) Clamp
00(D-Kubota)-2-6
Group 00(D-Kubota), Engine
(A) Deflection
00(D-Kubota)-2-7
Group 00(D-Kubota), Engine
00(D-Kubota)-2-8
Group 00(D-Kubota), Engine
IMPORTANT
• When using an oil of different maker or viscosity from the
previous one, remove all of the old oil.
• Never mix two different types of oil.
• Engine oil should have properties of API classification CF
$ (See Lubricating Oil)
• Use the proper SAE Engine Oil according to ambient
temperature.
SAE 30 or SAE 10W-30
Above 25 °C (77 °F)
SAE 10W-40
SAE 20 or SAE 10W-30
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
SAE 10W or SAE 10W-30
Below 0 °C (32 °F)
SAE 10W-40
13.2 L
Engine oil capacity
3.49 U.S.gals
CAUTION
• Be sure to stop the engine before changing filter cartridge.
1. Remove the oil filter cartridge (1) with the filter wrench.
2. Apply a slight coat of oil onto the new cartridge gasket.
3. To install the new cartridge, screw it in by hand. Over tightening
may cause deformation of rubber gasket.
4. After the new cartridge has been replaced, the engine oil
normally decrease a little. Thus see that the engine oil does not
leak through the seal and be sure to read the oil level on the
dipstick. Then, replenish the engine oil up to the specified level.
IMPORTANT
• To prevent serious damage to the engine, replacement
element must be highly efficient. Use only a KUBOTA
genuine filter or its equivalent.
(1) Engine Oil Filter Cartridge
00(D-Kubota)-2-9
Group 00(D-Kubota), Engine
CAUTION
• Do not remove the radiator cap when the engine is hot. Then
loosen cap slightly to the stop to relieve any excess
pressure before removing cap completely.
1. Stop the engine and let cool down.
2. To drain the coolant, open the radiator drain plug (2) and remove
the radiator cap (1). Then radiator cap (1) must be removed to
completely drain the coolant. And open the drain cock of engine
body.
3. After all coolant is drained, close the drain plug.
4. Fill with clean water and cooling system cleaner.
5. Follow directions of the cleaner instruction.
6. After flushing, fill with clean water and anti-freeze until the coolant
level is just below the port. Install the radiator cap (1) securely.
7. Fill with coolant up to “FULL” (A) mark on the recovery tank (3).
8. Start and operate the engine for few minutes.
9. Stop the engine and let cool. Check coolant level of radiator and
recovery tank (3) and add coolant if necessary.
IMPORTANT
• Do not start engine without coolant.
• Use clean, fresh, soft water and anti-freeze to fill the radiator
and recovery tank.
• When the anti-freeze is mixed with fresh, soft water, the anti-
freeze mixing ratio must be less than 50 %.
• Securely tighten radiator cap. If the cap is loose or
improperly fitted, water may leak out and the engine could
overheat.
(1) Radiator Cap A : Full
(2) Drain Plug B : Low
(3) Recovery Tank
00(D-Kubota)-2-10
Group 00(D-Kubota), Engine
Anti-Freeze
• There are two types of anti-freeze available: use the permanent
type (PT) for this engine.
• Before adding anti-freeze for the first time, clean the radiator
interior by pouring fresh, soft water and draining it a few times.
• The procedure for mixing water and anti-freeze differs according
to the make of the anti-freeze and the ambient temperature.
Basically, it should be referred to SAE J1034 standard, more
specifically also to SAE J814c.
• Mix the anti-freeze with fresh, soft water, and then fill into the
radiator.
IMPORTANT
• When the anti-freeze is mixed with fresh, soft water, the anti-
freeze mixing ratio must be less than 50 %.
Vol % Freezing point Boiling point*
anti-freeze
එ එ
40 –24 –11.2 106 222.8
50 –37 –34.6 108 226.4
* At 1.013 × 100000 Pa (760 mmHg) pressure (atmospheric). A
higher boiling point is obtained by using a radiator pressure cap
which permits the development of pressure within the cooling
system.
NOTE
• The above data represents industrial standards that
necessitate a minimum glycol content in the concentrated
anti-freeze.
• When the coolant level drops due to evaporation, add fresh,
soft water only to keep the anti-freeze mixing ratio less than
50 %. In case of leakage, add anti-freeze and fresh, soft
water in the specified mixing ratio.
• Anti-freeze absorbs moisture. Keep unused anti-freeze in a
tightly sealed container.
• Do not use radiator cleaning agents when anti-freeze has
been added to the coolant.
(Anti-freeze contains an anti-corrosive agent, which will
react with the radiator cleaning agent forming sludge which
will affect the engine parts.)
00(D-Kubota)-2-11
Group 00(D-Kubota), Engine
NOTE
• After adjusting, tighten the lock nut (4) securely.
Valve arrangement
Adjustment cylinder IN. EX
Location of piston
1st
00(D-Kubota)-2-12
Group 00(D-Kubota), Engine
CAUTION
• When the battery is being activated, hydrogen and oxygen
gases in the battery are extremely explosive. Keep open
sparks and flames away from the battery at all times,
especially when charging the battery.
• When charging battery, remove battery vent plugs.
• When disconnecting the cable from the battery, start with
the negative terminal first. When connecting the cable to the
battery, start with the positive terminal first.
• Never check battery charge by placing a metal object across
the posts.
Use a voltmeter or hydrometer.
1) Slow Charging
1. Add distilled water if the electrolyte level is low. When charging,
the amount of electrolyte should be slightly lower than the
specified level to prevent overflow.
2. Connect the battery to the charging unit, following the
manufacture’s instructions.
3. As the electrolyte generates gas while charging, remove all port
caps.
4. The electrolyte temperature must not exceed 40 (104එP
during charging.
If it exceed 40 (104එ), decrease the charging amperage or
stop charging for a while.
5. When charging several batteries in series, charge at the rate of
the smallest battery in the line.
2) Quick Charging
1. Determine the proper charging current and charging time with the
tester attached to the quick charger.
2. Determine the proper charging current as 1/1 of the battery
capacity. If the battery capacity exceeds 50 Ah, consider 50 A as
the maximum.
Precaution for Operating a Quick Charger
• Operate with a quick charger differs according to the type.
Consult the instruction manual and use accordingly.
00(D-Kubota)-2-13
Group 00(D-Kubota), Engine
00(D-Kubota)-2-14
Group 00(D-Kubota), Engine
00(D-Kubota)-2-15
Group 00(D-Kubota), Engine
00(D-Kubota)-2-16
Group 00(D-Kubota), Engine
Injection Timing
1. Make sure of matching the injection timing align mark (1) of the
injection pump unit and the plate (gearcase), as shown in the
illustration.
2. Remove the injection pipes.
3. Remove the stop solenoid.
4. Turn the flywheel counterclockwise (viewed from flywheel side)
until the fuel fills up to the hole of the delivery valve holder (2) for
No.1 cylinder.
5. After the fuel fills up to the hole of the delivery valve holder for
No.1 cylinder, turn back (clockwise) the flywheel around 1.57 rad
(90 °).
6. Turn the flywheel counterclockwise to set at around 0.35 rad
(20 ) before T.D.C..
7. Slowly turn the flywheel counterclockwise and stop turning when
the fuel begins to come up, to get the present injection timing.
8. Check to see the degree on flywheel.
The flywheel has mark “1TC”, “10” and “20” for the crank angle
before the top dead center of No.1 piston.
9. If the injection timing is not within the specification, rotate the
injection pump unit to adjust the injection timing.
IMPORTANT
• When installing the injection pump unit to the engine body,
follow the correct procedure.
See the “Injection Pump Unit”.
0.21 to 0.24 rad (12 to
Injection timing Factory spec.
14 ) before T.D.C.
00(D-Kubota)-2-17
Group 00(D-Kubota), Engine
NOTE
• Never try to disassemble the injection pump assembly. For
repairs, you are strongly requested to contact a Kubota-
authorized pump service shop.
(1) Injection Pump Pressure Tester (3) Protection Cover for Jetted Fuel
(2) Injection Nozzle
00(D-Kubota)-2-18
Group 00(D-Kubota), Engine
IMPORTANT
• When using an oil of different maker or viscosity from the
previous one, remove all of the old oil.
• Never mix two different types of oil.
• Engine oil should have properties of API classification CF
5GG.WDTKECVKPI1KN
$ • Use the proper SAE Engine Oil according to ambient
temperature.
SAE 30 or SAE 10W-30
Above 25 °C (77 °F)
SAE 10W-40
SAE 20 or SAE 10W-30
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
SAE 10W or SAE 10W-30
Below 0 °C (32 °F)
SAE 10W-40
13.2 L
Engine oil capacity
3.49 U.S.gals
00(D-Kubota)-2-19
Group 00(D-Kubota), Engine
CAUTION
• Do not remove the radiator cap when the engine is hot. Then
loosen cap slightly to the stop to relieve any excess
pressure before removing cap completely.
1. Stop the engine and let cool down.
2. To drain the coolant, open the radiator drain plug (2) and remove
the radiator cap (1). Then radiator cap (1) must be removed to
completely drain the coolant. And open the drain cock of engine
body.
3. After all coolant is drained, close the drain plug.
4. Fill with clean water and cooling system cleaner.
5. Follow directions of the cleaner instruction.
6. After flushing, fill with clean water and anti-freeze until the coolant
level is just below the port. Install the radiator cap (1) securely.
7. Fill with coolant up to “FULL” (A) mark on the recovery tank (3).
8. Start and operate the engine for few minutes.
9. Stop the engine and let cool. Check coolant level of radiator and
recovery tank (3) and add coolant if necessary.
IMPORTANT
• Do not start engine without coolant.
• Use clean, fresh, soft water and anti-freeze to fill the radiator
and recovery tank.
• When the anti-freeze is mixed with fresh, soft water, the anti-
freeze mixing ratio must be less than 50 %.
• Securely tighten radiator cap. If the cap is loose or
improperly fitted, water may leak out and the engine could
overheat.
(1) Radiator Cap A : Full
(2) Drain Plug B : Low
(3) Recovery Tank
00(D-Kubota)-2-20
Group 00(D-Kubota), Engine
CAUTION
• Do not remove the radiator cap when the engine is hot. Then
loosen cap slightly to the stop to relieve any excess
pressure before removing cap completely.
1. Drain the coolant.
2. Loosen the clamp bands.
3. Remove the upper hose (1) and lower hose (2).
4. Replace new upper / lower hose (1), (2) and clamp bands.
5. Tighten the clamp bands.
6. Fill with clean water and anti-freeze until the coolant level is just
below the port. Install the radiator cap securely.
(1) Upper Hose (2) Lower Hose
00(D-Kubota)-2-21
Group 00(D-Kubota), Engine
Replacing Battery
CAUTION
• When the battery is being activated, hydrogen and oxygen
gases in the battery are extremely explosive. Keep open
sparks and flames away from the battery at all times,
especially when charging the battery.
• When charging battery, remove battery vent plugs.
• When disconnecting the cable from the battery, start with
the negative terminal first. When connecting the cable to the
battery, start with the positive terminal first.
• Never check battery charge by placing a metal object across
the posts.
1. Disconnect the negative terminal and positive terminal.
2. Remove the battery holder.
3. Remove the used battery.
4. Replace the new battery.
5. Tighten the battery holder.
6. Connect the positive terminal.
7. Connect the negative terminal.
00(D-Kubota)-2-22
Group 00(D-Kubota), Engine
Section 3
Mechanism
1. ENGINE BODY
[1] CYLINDER BLOCK This engine employs separate type crankcases - the
crankcase 1 (1) with combustion part and the crankcase
2 (2) which supports the crankcase 1 (1) and reduces
noise.
Since it is a hanger type, you can easily assemble /
disassemble it. The cylinder is a linerless type which
enables good cooling operation, less strain and good
abrasion resistance.
(1) Crankcase 1 (3) Oil Pan
(2) Crankcase 2
00(D-Kubota)-3-1
Group 00(D-Kubota), Engine
00(D-Kubota)-3-2
Group 00(D-Kubota), Engine
[5] PISTON
Piston’s skirt is coated with molybdenum disulfide ,
which reduces the piston slap noise and thus the entire
operating noise.
00(D-Kubota)-3-3
Group 00(D-Kubota), Engine
2. LUBRICATING SYSTEM
[1] OIL COOLER
V3 series engine has a water-cooled oil cooler that
not only cools hot oil, but also warms the cool engine oil
shoftly after start up.
As shown in the figure, the oil flows inside the
connected cooler plate, whereas coolant is kept
circulating outside the cooler plate, thereby cooling down
or warming the oil.
(A) Oil Inlet Port (a) Coolant Inlet Port
(B) Oil Outlet Port (b) Coolant Outlet Port
00(D-Kubota)-3-4
Group 00(D-Kubota), Engine
3. COOLING SYSTEM
[1] THERMOSTAT
Conventional thermostatically-controlled valves
(outlet water temperature control type) open against the
flow of coolant. In this design, the pressure (steam
pressure + water pump’s discharge pressure) affects the
open/close performance of such valve. In other words,
the valve may be delayed in opening at a preset opening
temperature opening suddenly, above the preset
temperature. This is called the overshoot phenomenon.
The overshoot problem invites the undershoot
phenomenon too. Too much water cooled by the radiator
flows through the water passage, which suddenly closes
the valve below the thermostat’s preset valve closing
temperature.
A repeated cycle of such overshoot and undershoot
phenomena is called the water temperature hunting.
This hunting problem may adversely affects the cooling
system parts, and also the engine and its related
components.
To cope with this trouble, the V3 series engine is
equipped with the flow control thermostat. The valve has
a notch to control the coolant flowrate smoothly in small
steps.
(1) Coolant Temperature (A) Valve Lift Versus Flowrate
(2) Time (B) Flowrate
(3) Overshoot (C) At Short Valve Lift
(4) Notch (D) At Medium Valve Lift
(E) At High Valve Lift
(F) Valve Lift
00(D-Kubota)-3-5
Group 00(D-Kubota), Engine
00(D-Kubota)-3-6
Group 00(D-Kubota), Engine
4. FUEL SYSTEM
[1] GOVERNOR
The engine employs the separated fuel injection
pump in combination with Kubota’s own small multi-
function mechanical governor, which enables more
dependability.
It also employs the torque limiting mechanism to
control the maximum peak torque so that it complies with
the regulations of exhaust gas.
This mechanism maintains engine speed at a
constant level even under fluctuating loads, provides
stable idling and regulates maximum engine speed by
controlling the fuel injection rate.
This engine uses a mechanical governor that controls
the fuel injection rate at all speed ranges (from idling to
maximum speed) by utilizing the balance between the
flyweight’s centrifugal force and spring tension.
A governor shaft for monitoring engine speed is
independent of the injection pump shaft and rotates at
twice the speed of conventional types, providing better
response to load fluctuation and delivering greater
engine output.
At Start
The stop solenoid (energized-to-run type) is powered
to release the stop lever.
As no centrifugal force is applied to flyweight (2), low
tension of start spring (1) permits control rack to move
the starting position, supplying the amount of fuel
required to start the engine.
(1) Start Spring (2) Flyweight
00(D-Kubota)-3-7
Group 00(D-Kubota), Engine
At Idling
Turn the speed control lever (6) clockwise to idle the
engine. It tensions the governor spring (3) to pull the fork
lever 2 (1).
When the fork lever 2 is pulled, it moves the torque
spring pin (7) and the fork lever 1 (5) in the direction of
the arrow A to restrain the weight. In combination with
the start spring tension, it is balanced with the centrifugal
force of flywheel weight to keep idling.
(1) Fork Lever 2 (5) Fork Lever 1
(2) Start Spring (6) Speed Control Lever
(3) Governor Spring (7) Spring Pin
(4) Flyweight
00(D-Kubota)-3-8
Group 00(D-Kubota), Engine
To stop engine
When the stop solenoid is turned off, the spring
tension of the solenoid is released, the rod extrudes and
the stop lever moves the control rack in the direction of
the arrow B which stops the engine.
To stop the engine manually, move the external stop
lever to the left.
00(D-Kubota)-3-9
Group 00(D-Kubota), Engine
Thermal control
When the engine rpm is low and engine oil
temperature is under 30 °C, the fuel injection timing is
max. advanced.
When the engine rpm is low and engine oil
temperature is higher than 70 °C, the fuel injection timing
advance is 0 degree.
The fuel injection timing advance by engine oil
temperature is controlled with shape memory (storage)
spring.
(1) Timer Flyweight (a) No Gap Between Timer and
(2) Injection Pump Gear Injection Pump Gear
(3) Fuel Camshaft (b) Spring Force
(c) Advanced Injection Timing
[A] At Cold (d) Gap Between Timer and
[B] At Hot Injection Pump Gear
(e) Advanced Injection Timing
(degree)
(f) Engine Oil Temperature
00(D-Kubota)-3-10
Group 00(D-Kubota), Engine
Speed control
If the engine rpm is higher than a certain rpm, the fuel
injection timing advance by engine oil temperature does
not work. At that time, the quantity of advance timing is
variably changed by centrifugal force of the timer
flyweights which meets engine rpm.
(1) Timer Flyweight (a) No Gap Between Timer and
(2) Injection Pump Gear Injection Pump Gear
(3) Fuel Camshaft (b) Centrifugal Force
(c) Advanced Injection Timing
[A] At Low rpm (d) Gap Between Timer and
[B] At High rpm Injection Pump Gear
(e) Rotation
(f) Advanced Injection Timing
(Degree)
(g) Engine rpm
00(D-Kubota)-3-11
Group 00(D-Kubota), Engine
00(D-Kubota)-3-12
Group 00(D-Kubota), Engine
00(D-Kubota)-3-13
Group 00(D-Kubota), Engine
5. TURBOCHARGER SYSTEM
[1] BOOST COMPENSATOR
The boost compensator is controlled by the boost
pressure of the control mechanism which controls
transient smoke caused by oversupply of fuel when the
engine starts and accelerates.
When the boost pressure is lower than working
pressure of the boost actuator (1), it prevents oversupply
of fuel to reduce transient smoke.
When the boost pressure is higher than working
pressure of the boost actuator (1), it controls the supply
of fuel to the equivalent of maximum power / rated speed
output.
The boost compensator adjusting screws (2) are set
and tamper-proof capped in factory, so never take off the
tamper-proof cap and readjust the screws.
(1) Boost Actuator (2) Boost Compensator Adjusting
Screw
6. INTAKE SYSTEM
[1] INTAKE AIR HEATER
The intake air heater is introduced in order to further
improve the starting performance and to reduce the
white smoke at cold starting.
The intake air heater is mounted on the intake
manifold. In this new construction, there is no need to
arrange any glow plug on the cylinder head. This means
that a multi-valve design can be implemented and that
the starting performance and serviceability are
enhanced.
00(D-Kubota)-3-14
Group 00(D-Kubota), Engine
[1] GENERAL
In order to meet with the strict emission regulations, this engine has adopted the EGR
The nitrogen oxide (NOx) which is a hazardous component in exhaust gas is generated by oxidation of nitrogen in the
air, due to rise of the combustion temperature in cylinders. The EGR is a system in which the exhaust gas with lean
oxygen is cooled and returned to cylinders again in order to lower the combustion temperature. As a result, NOx can be
decreased.
(1) Thermo Valve (4) Intake Manifold (a) Boost Pressure (f) Cooled EGR Gas Merges
(2) Mechanical EGR Valve (5) Exhaust Manifold (b) Coolant Temperature with Fresh Air
(3) Reed Valve (6) EGR Cooler (c) Cooled EGR Gas (g) Exhaust
(d) To The Intake Manifold (h) Coolant Inlet
(e) Fresh Air (i) Coolant Outlet
External / Mechanical EGR consists of water cooled EGR cooler, mechanical EGR valve, reed valve and thermo
valve.
When the coolant temperature is getting higher, thermo valve is open and the boost pressure of intake manifold
gets to reach the diaphragm of mechanical EGR valve.
If the coolant temperature is high, but the boost pressure is low, the EGR valve does not open. If coolant
temperature is high, boost pressure is also high, EGR valve is open and cooled EGR gas through the water cooled
EGR cooler flows into the intake manifold. And the reed valve between EGR valve and intake manifold prevents the
fresh air flowing into EGR system.
00(D-Kubota)-3-15
Group 00(D-Kubota), Engine
00(D-Kubota)-3-16
Group 00(D-Kubota), Engine
00(D-Kubota)-3-17
Group 00(D-Kubota), Engine
Section 4
Servicing
1. TROUBLESHOOTING
Reference
Symptom Probable Cause Solution
Page
Engine Does Not No fuel Replenish fuel
Start Air in the fuel system Vent air
Water in the fuel system Change fuel and –
repair or replace fuel
system
Fuel hose clogged Clean or replace
Fuel filter clogged Replace
Excessively high viscosity of fuel or engine oil at Use specified fuel or
low temperature engine oil
Fuel with low cetane number Use specified fuel
Fuel leak due to loose injection pipe retaining nut Tighten retaining nut
Incorrect injection timing Adjust
Fuel camshaft worn Replace
Injection nozzle clogged Repair or replace
Injection pump malfunctioning Repair or replace
Seizure of crankshaft, camshaft, piston, cylinder Repair or replace –
or bearing
Compression leak from cylinder Replace head
gasket, tighten
cylinder head screw
and nozzle holder
Improper valve timing Correct or replace
timing gear
Piston ring and cylinder worn Replace
00(D-Kubota)-4-1
Group 00(D-Kubota), Engine
Reference
Symptom Probable Cause So l u t i o n
Page
Engine Revolution Is Fuel filter clogged or dirty Replace
Not Smooth Air cleaner clogged Clean or replace
Fuel leak due to loose injection pipe retaining nut Tighten retaining nut
Injection pump malfunctioning Repair or replace
Incorrect nozzle opening pressure Repair or replace
Injection nozzle stuck or clogged Repair or replace
Governor malfunctioning Repair
Turbocharger bearing worn out Replace the
turbocharger
assembly
Turbocharger shaft bent Replace the
turbocharger
assembly
Turbocharger fin or other part damaged due to Replace the
foreign matters turbocharger
assembly
Either White or Blue Excessive engine oil Reduce to specified
Exhaust Gas Is level
Observed Piston ring and cylinder worn or stuck Repair or replace
00(D-Kubota)-4-2
Group 00(D-Kubota), Engine
Reference
Symptom Probable Cause Solution
Page
Deficient Output Incorrect injection timing Adjust
Engine’s moving parts seem to be seizing Repair or replace –
Injection pump malfunctioning Repair or replace
Deficient nozzle injection Repair or replace
nozzle
Compress ion l eak Check the
compression
pressure and repair
Gas leak from exhaust system Repair or replace
Air leak from compressor discharge side Repair or replace
Air cleaner dirty or clogged Clean or replace
Compressor wheel turning heavily Replace the turbo-
charger assembly
Excessive Lubricant Piston ring’s gap facing the same direction Shift ring gap
Oil Consumption direction
Oil ring worn or stuck Replace
Piston ring groove worn Replace piston
Valve stem and valve guide worn Replace
Crankshaft bearing and crank pin bearing worn Replace
Oil leaking due to defective seals or packing Replace –
Fuel Mixed into Injection pump’s plunger worn Repair or replace
Lubricant Oil Deficient nozzle injection Repair or replace
nozzle
Injection pump broken Replace
Water Mixed into Head gasket defective Replace
Lubricant Oil Cylinder block or cylinder head flawed Replace
Low Oil Pressure Engine oil insufficient Replenish
Oil strainer clogged Clean
R el i e f val v e s tuck w i th di rt C le a n
Relief valve spring weaken or broken Replace
Excessive oil clearance of crankshaft bearing Replace
Excessive oil clearance of crankpin bearing Replace
Excessive oil clearance of rocker arm Replace
Oil passage clogged Clean –
Different type of oil Use specified type of
oil
Oil pump defectiv e R eplace
00(D-Kubota)-4-3
Group 00(D-Kubota), Engine
Reference
Symptom Probable Cause So l u t i o n
Page
High Oil Pressure Different type of oil Use specified type of
oil
Relief valve defective Replace
Engine Overheated Engine oil insufficient Replenis h
Fan belt broken or elongated Replace or adjust
Coolant insufficient Replenis h
Radiator net and radiator fin clogged with dust Clean –
Inside of radiator corroded Clean or replace
Coolant flow route corroded Clean or replace
Radiator cap defective Replace
Overload running Reduce the load –
Head gasket defective Replace
Incorrect injection timing Adjust
Unsuitable fuel used Use specified fuel
Battery Quickly Battery electrolyte insufficient Replenish distilled
Discharged water and charge
Fan belt slips Adjust belt tension or
replace
Wiring disconnected Connect –
Rectifier defective Replace
Alternator defective Replace
Battery defective Replace
00(D-Kubota)-4-4
Group 00(D-Kubota), Engine
2. SERVICING SPECIFICATIONS
ENGINE BODY
Item Factory Specification Allowable Limit
Cylinder Head Surfac e F l atness – 0.05 mm
0.0020 in.
Top Clearance 0.72 to 0.90 mm –
0.0283 to 0.0354 in.
Compression Pressure
00(D-Kubota)-4-5
Group 00(D-Kubota), Engine
Tilt – 1.0 mm
0.039 in.
Valve Spring Setting Load / 63.547 N / 31.5 mm 45.864 N /
Setting Length 6.48 kgf / 31.5 mm 31.5 mm
(Intake) 14.256 lbs / 1.2401 in. 4.68 kgf / 31.5 mm
10.296 lbs /
1.2401 in.
00(D-Kubota)-4-6
Group 00(D-Kubota), Engine
Alignment – 0.01 mm
0.00039 in.
Cam Height Intake 37.63 mm 37.13 mm
1.4815 in. 1.4618 in.
00(D-Kubota)-4-7
Group 00(D-Kubota), Engine
00(D-Kubota)-4-8
Group 00(D-Kubota), Engine
Alignment – 0.02 mm
0.00079 in.
Crankshaft Journal to Crankshaft Bearing Oil Clearance 0.018 to 0.062 mm 0.20 mm
0.0007 to 0.0024 in. 0.0079 in.
00(D-Kubota)-4-9
Group 00(D-Kubota), Engine
LUBRICATING SYSTEM
Item Factory Specification Al l o w a b l e L i m i t
Engine Oil Pressure At Idle Speed – 49 kPa
0.5 kgf/cm2
7 psi
COOLING SYSTEM
Thermostat Valve Opening 74.5 to 78.5 °C –
Temperature 166.1 to 173.3 °F
Valve Opening 90 °C –
Temperature 194 °F
(Opened
Completely)
Radiator Water Tightness Water tightness at –
specified pressure
137 kPa
1.4 kgf/cm2
G 20 psi
Radiator Cap Air Leakage 10 seconds or more –
88 ˧G59 kPa
0.9 ˧G0.6 kgf/cm2
13 ˧G9 psi
Fan Belt Tension 10.0 to 12.0 mm / 98 N –
0.394 to 0.472 in. / 98 N
(10 kgf, 22 lbs)
00(D-Kubota)-4-10
Group 00(D-Kubota), Engine
FUEL SYSTEM
Item Factor y S pecification Allowable Limit
ELECTRICAL SYSTEM
Commutator O.D. 32 mm 31.4 mm
1.2598 in. 1.2362 in.
Mica Undercut 0 .5 mm 0.2 mm
0.0197 in. 0.0079 in.
Brush (Starter) Length 18.0 mm 11.0 mm
0.7086 in. 0.4331 in.
Alternator No-load Voltage 14 V at –
4000 min-1 (rpm)
Rotor Coil Resistance 2.8 to 3.3 ȳ –
Slip Ring O.D. 22.7 mm 22.1 mm
0.894 in. 0.870 in.
Brush (Alternator) Length 18.5 mm 5.0 mm
0.728 in. 0.197 in.
Intake Air Heater Resistance –
Approx. 0.3 ȳ
(at cold occasion)
00(D-Kubota)-4-11
Group 00(D-Kubota), Engine
00(D-Kubota)-4-12
Group 00(D-Kubota), Engine
NOTE
• After adjusting, tighten the lock nut (4) securely.
Valve arrangement
Adjustment cylinder IN. EX
Location of piston
1st
00(D-Kubota)-4-13
Group 00(D-Kubota), Engine
(A) Deflection
00(D-Kubota)-4-14
Group 00(D-Kubota), Engine
CAUTION
•When removing the radiator cap, wait at least ten minutes after the engine has stopped and cooled down.
Otherwise, hot water may gush out, scalding nearby people.
Radiator Cap Air Leakage
1. Set a radiator tester on the radiator cap.
2. Attach a radiator tester.
Apply the specified pressure of 88 kPa (0.9 kgf/cm2, 13 psi).
3. Check if the pressure drop to less than 59 kPa (0.6 kgf/cm2, 9 psi)
in 10 seconds.
4. If the pressure is less than the factory specification, replace it.
00(D-Kubota)-4-15
Group 00(D-Kubota), Engine
00(D-Kubota)-4-16
Group 00(D-Kubota), Engine
00(D-Kubota)-4-17
Group 00(D-Kubota), Engine
Injection Timing
1. Remove the timer gear lubricating pipe (1).
4. Make sure of matching the injection timing align mark (5) of the
injection pump unit and the plate (gear case), as shown in the
illustration.
5. Remove the injection pipes.
6. Remove the solenoid.
(1) Timer Gear Lubricating Pipe
(2) Gear Case Cover
(3) Timer Gear
(4) Timer 0 ° Restoring Jig
(5) Injection Timing Align Mark
00(D-Kubota)-4-18
Group 00(D-Kubota), Engine
23 to 36 N·m
Injection pipe retaining nut 2.3 to 3.7 kgf·m
17 to 26 lbf·ft
Tightening torque
18 to 20 N·m
Injection pump unit
1.8 to 2.1 kgf·m
mounting nut
13 to 15 lbf·ft
00(D-Kubota)-4-19
Group 00(D-Kubota), Engine
NOTE
• Never try to disassemble the injection pump assembly. For
repairs, you are strongly requested to contact a Kubota-
authorized pump service shop.
(1) Injection Pump Pressure Tester (3) Protection Cover for Jetted Fuel
(2) Injection Nozzle
00(D-Kubota)-4-20
Group 00(D-Kubota), Engine
CAUTION
• Check the nozzle injection pressure and condition after confirming that there is nobody standing in the
direction the spray goes.
• If the spray from the nozzle directly contacts the human body, cells may be destroyed and blood poisoning
may be caused.
Nozzle Spraying Condition
1. Attach the injection nozzle to the nozzle tester, and check the
nozzle spraying condition.
2. If the spraying condition is defective, replace the injection nozzle
assembly or repair at Denso service shop.
(a) Good
(b) Bad
00(D-Kubota)-4-21
Group 00(D-Kubota), Engine
CAUTION
• To avoid accidental short circuit, be sure to attach the positive cable to the positive terminal before the
negative cable is attached to the negative terminal.
• Never remove the battery cap while the engine is running.
• Keep electrolyte away from eyes, hands and clothes. If you are spattered with it, wash it away completely
with water immediately.
• Keep open sparks and flames away from the battery at all times. Hydrogen gas mixed with oxygen
becomes very explosive.
IMPORTANT
• If the machine is to be operated for a short time without battery (using a slave battery for starting), use
additional current (lights) while engine is running and insulate terminal of battery. If this advice is
disregarded, damage to alternator and regulator may result.
Battery Voltage
1. Stop the engine.
2. Measure the voltage with a circuit tester between the battery
terminals.
3. If the battery voltage is less than the factory specification, check
the battery specific gravity and recharge the battery.
Battery voltage Factory spec. More than 12 V
00(D-Kubota)-4-22
Group 00(D-Kubota), Engine
00(D-Kubota)-4-23
Group 00(D-Kubota), Engine
Motor Test
CAUTION
• Secure the starter to prevent it from jumping up and down
while testing the motor.
1. Disconnect the battery negative cable from the battery.
2. Disconnect the battery positive cable from the battery.
3. Disconnect the leads from the starter B terminal.
4. Remove the starter from the engine.
5. Connect a jumper lead from the starter C terminal (1) to the
battery positive terminal (2).
6. Connect a jumper lead momentarily between the starter’s body
and the battery negative terminal (3).
7. If the motor does not run, starter is failure.
Repair or replace the starter.
NOTE
• B terminal : It is the terminal which connects the cable from
the battery to the starter.
• C terminal : It is the terminal which connects the cable from
the motor to the magnet switch.
(1) C Terminal (3) Negative Terminal
(2) Positive Terminal
00(D-Kubota)-4-24
Group 00(D-Kubota), Engine
00(D-Kubota)-4-25
Group 00(D-Kubota), Engine
(7) Turbocharger
Turbine Side
1. Check the exhaust port (3) and inlet port (5) side of turbine
housing (1) to see if there is no exhaust gas leak.
2. If any gas leak is found, retighten the bolts and nuts or replace
the gasket (2) / (4) / (6) with new one.
(1) Turbine Housing (4) Gasket
(2) Gasket (5) Inlet Port
(3) Exhaust Port (6) Gasket
Compressor Side
1. Check the inlet hose (1) of the compressor cover (3) to see if
there is no air leak.
2. Check for loose connections or cracks in the suction side of the
intake hose.
3. If any air leak is found, change the clamp (2) and or inlet hoses.
(1) Inlet Hose (3) Compressor Cover
(2) Clamp
Radial Clearance
1. If the wheel contact to the housing, replace the turbocharger
assembly with new one.
00(D-Kubota)-4-26
Group 00(D-Kubota), Engine
1) If the coolant temperature is under 55 °C (131 °F), the surface temperature of EGR pipe must be under
50 °C (122 °F).
00(D-Kubota)-4-27
Group 00(D-Kubota), Engine
2) If the coolant temperature is over 70 °C (158 °F), the surface temperature of EGR pipe must be over
100 °C (212 °F).
00(D-Kubota)-4-28
Group 00(D-Kubota), Engine
$
Draining Coolant
CAUTION
• Never remove radiator cap while operating or immediately
after stopping. Otherwise, hot water will spout out from the
radiator. Wait for more than ten minutes to cool the radiator,
before opening the cap.
1. Prepare a bucket. Open the coolant drain cock.
(1) Coolant Drain Cock
00(D-Kubota)-4-29
Group 00(D-Kubota), Engine
CAUTION
• While the engine is running and or just after it stops, the turbocharger is hot, be careful not to touch the
turbocharger.
NOTE
• When detaching and attaching the turbocharger assembly, be very careful not to allow dust, dirt and other
foreign matter in the oil pipes.
• When the turbocharger assembly has been replace, pour fresh engine oil through the oil filler port of the
turbocharger.
• Before starting the engine, make sure that air cleaner is in position.
Oil Pipe
1. Remove the joint bolt (5) and clamp (4) and take off the pipe 1 (2).
2. Remove the bolts (1) and release the clamp (6).
3. Disconnect the oil pipe 2 (7) and pipe 4 (3).
(When reassembling)
• Pour fresh engine oil through the oil filler port of the turbocharger.
• Replace the gasket with new one.
• Be careful not to allow dust, dirt and other foreign matters in the
oil pipes.
NOTE
• Tape or plug all openings to prevent foreign matters from
damaging the oil cavities in the turbocharger.
(1) Bolt (5) Joint Bolt
(2) Oil Pipe 1 (6) Clamp
(3) Oil Pipe 4 (7) Oil Pipe 2
(4) Clamp
Turbocharger
1. Remove the screw (1) and bolt (3).
2. Take off the turbocharger assembly (2).
(When reassembling)
• Replace the gasket with new one.
(1) Screw (3) Bolt
(2) Turbocharger Assembly
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Group 00(D-Kubota), Engine
(When reassembling)
• Pour fresh engine oil through the oil filler port of the turbocharger.
• Replace the gasket with new one.
• Be careful not to allow dust, dirt and other foreign matters in the
oil pipes.
NOTE
• Tape or plug all openings to prevent foreign matters from
damaging the oil cavities in the turbocharger.
(1) Bolt (6) Clamp
(2) Oil Pipe 1 (7) Oil Pipe 2
(3) Oil Pipe 4 (8) Cover
(4) Clamp
(5) Joint Bolt
Turbocharger
1. Remove the turbocharger flange (1).
2. Remove the inlet hose (2).
3. Remove the turbocharger assembly (3).
(When reassembling)
• Replace the gasket with new one.
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Group 00(D-Kubota), Engine
EGR Cooler
1. Remove the EGR cooler (1).
(When reassembling)
• Replace the gaskets with new ones.
(1) EGR Cooler
EGR Valve
1. Remove the EGR valve (1).
(When reassembling)
• Replace the gaskets with new ones.
(1) EGR Valve
Reed Valve
1. Remove the reed valve (2) from the EGR valve (1).
(When reassembling)
• Replace the gasket with new ones.
(1) EGR Valve
(2) Reed Valve
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
18 to 20 N·m
Nozzle holder clamp nut 1.8 to 2.1 kgf·m
13 to 15 lbf·ft
9.8 to 11.2 N·m
Overflow pipe assembly
Tightening torque 1.0 to 1.15 kgf·m
joint screw
(V3800DI-T-E3B) 7.24 to 8.31 lbf·ft
6.9 to 11.2 N·m
Cylinder head cover screw 0.70 to 1.15 kgf·m
5.1 to 8.31 lbf·ft
23 to 36 N·m
Injection pipe retaining nut 2.3 to 3.7 kgf·m
17 to 26 lbf·ft
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
Valve
1. Remove the valve spring collets (1) after compressing the valve
spring (3) with the valve spring retainer (2).
(When reassembling)
• Install the valve spring with its small-pitch end downward (at the
head side).
• Wash the valve stem and valve guide hole, and apply engine oil
sufficiently.
• After installing the valve spring collets, lightly tap the stem to
assure proper fit with a plastic hammer.
(1) Valve Spring Collet (7) Large Pitch
(2) Valve Spring Retainer (8) Smaller Pitch
(3) Valve Spring (9) Install the spring with its smaller-
(4) Valve Stem Seal pitch end downward (at the head
(5) Arm Bridge side)
(6) Valve
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Group 00(D-Kubota), Engine
(7) Thermostat
Thermostat Assembly
1. Remove the thermostat cover mounting screws, and remove the
thermostat cover (1).
2. Remove the thermostat assembly (3).
(When reassembling)
• Apply a liquid gasket (Three Bond 1215 or equivalent) only at the
thermostat cover side of the gasket (2).
• Attach the thermostat with its hole facing toward the air suction
side.
(1) Thermostat Cover (3) Thermostat Assembly
(2) Thermostat Cover Gasket (4) Hole
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
IMPORTANT
• If the flywheel 1 TC mark passes T.D.C., Turn back the
flywheel clockwise around 90 degree, and try to set T.D.C.
again. (go back to the procedure 4..)
• If you set the T.D.C. by turning flywheel clockwise, the gears
backlash becomes maximum.
6. Check the injection pump gear timing mark.
If the injection pump gear / timer gear timing mark (5) meshes to
the idle gear teeth, No.4 piston is at compression top dead
center.
If not so, turn the flywheel 360 degree counter-clockwise.
(go back to the procedure 4..)
7. Fix the flywheel not to turn.
8. Put the temporary mark (6) on the idle gear teeth, which the
injection pump gear / timer gear timing mark (5) meshes, with
white marking pen.
It is very helpful to reassemble the injection pump gear / timer
gear later.
(1) Timer Lubricating Pipe
(2) Injection Pump Gear Cover
(3) Timer Gear
(4) Timer 0 ° Restoring Jig
(5) Injection Pump Gear / Timer Gear
Timing Mark
(6) Temporary Mark
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Group 00(D-Kubota), Engine
IMPORTANT
• When tighten the lock screw at this moment, the timing
gears backlash becomes “0” (Zero).
11.Tighten the lower fuel camshaft lock screw (2) securely.
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
IMPORTANT
• Make sure that you remove the fuel camshaft lock screws.
Otherwise, injection pump unit housing case can get a
damage.
15.Set the plugs.
16.Remove the flywheel stopper.
17.Check the injection timing. (See the “Injection Timing”.)
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
Governor Lever
1. Remove the speed control lever (1) and the return spring (2).
2. Remove the governor lever assembly (4) from the governor
housing.
3. Remove the start spring (5) and the stop spring (3).
(1) Speed Control Lever (4) Governor Lever Assembly
(2) Return Spring (5) Start Spring
(3) Stop Spring
Stop Lever
1. Remove the stop lever (1) and the return spring (2).
2. Remove the stop lever shaft (3).
(1) Stop Lever (3) Stop Lever Shaft
(2) Return Spring
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Group 00(D-Kubota), Engine
NOTE
• Do not use the fuel camshaft lock bolts, when removing the
governor weight mounting nut. Otherwise, the lock bolts or
injection pump housing might get damage.
(When reassembling)
• Press the bearings into the fuel camshaft.
• Set the cir-clip at the gear side’s bearing.
• Install the fuel camshaft and bearings to the injection pump
housing.
• Attach the fuel camshaft stopper and tighten the fuel camshaft
stopper mounting screws with the specified torque.
• Attach the governor weight to the fuel camshaft and tighten the
governor weight mounting nut with specified torque.
23.5 to 27.5 N·m
Injection pump mounting
2.4 to 2.8 kgf·m
screw
17.4 to 20.3 ft-lbs
Tightening torque
17.7 to 20.6 N·m
Injection pump mounting
1.8 to 2.1 kgf·m
nut
13.0 to 15.2 ft-lbs
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
Oil Cooler
1. Remove the water pipe (1).
2. Remove the oil filter cartridge (2) and the oil cooler joint screw
(3).
3. Remove the oil cooler (4).
39.2 to 44.1 N·m
Tightening torque Oil cooler joint screw 4.0 to 4.5 kgf·m
28.9 to 32.5 ft-lbs
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Group 00(D-Kubota), Engine
Relief Valve
1. Remove the relief valve retaining screw (1).
2. Remove the relief valve (2), the spring (3) and the packing (4).
68.6 to 78.4 N·m
Relief valve retaining
Tightening torque 7.0 to 8.0 kgf·m
screw
50.6 to 57.9 ft-lbs
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
Piston
1. Completely clean carbon in the cylinders.
2. Turn the flywheel and set a piston to the top dead center.
3. Pull out the piston upward by lightly tapping it from the bottom of
the crankcase with the grip of a hammer.
(When reassembling)
• Before inserting the piston into the cylinder, apply enough engine
oil to the cylinder.
• When inserting the piston into the cylinder, face the mark (3) on
the connecting rod to the injection pump.
IMPORTANT
• Do not change the combination of cylinder and piston.
Make sure of the position of each piston by marking. For
example, mark “1” on the No. 1 position.
• When inserting the piston into the cylinder, place the gap of
each pison ring like the figure.
• Carefully insert the pistons using a piston ring compressor
(1). Otherwise, their chrome-plated section of piston rings
may be scratched, causing trouble inside the liner.
• When inserting the piston in place, be careful not to get the
molybdenum disulfide coating torn off its skirt. This coating
is useful in minimizing the clearance with the cylinder liner.
Just after the piston pin has been press-fitted, in particular,
the piston is still hot and the coating is easy to peel off. Wait
until the piston cools down.
(1) Piston Ring Compressor (A) Top Ring Gap
(2) Molybdenum Disulfide Coating in (B) Second Ring Gap
piston skirt (C) Oil Ring Gap
(3) Mark (D) Piston Pin Hole
(a) 0.79 rad (45 ) (E) Injection Pump Side
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
Flywheel Housing
1. Remove the flywheel housing.
(When reassembling)
• Tighten the flywheel housing mounting screws with even force on
the diagonal line.
• Make sure the crank cases 1 and 2 are clean. Install them in
position, referring to the flywheel housing’s contoured face.
77.5 to 90.2 N·m
Flywheel housing
Tightening torque 7.9 to 9.2 kgf·m
mounting screw
57.1 to 66.5 ft-lbs
Crankcase 2
1. Remove the crankcase 2 (1).
(When reassembling)
IMPORTANT
• Make sure the crankcase 1 and 2 are clean.
• Apply liquid gasket (Three Bond 1217D) to the crankcase 2
as shown in the figure.
• Tighten the crankcase 2 mounting screws with even force on
the diagonal line.
• Confirm that the liquid gasket coating surface is free of
water, dust and oil in order to maintain sealing effect.
• Carefully apply the adhesive evenly.
NOTE
• When mounting the adhesive-applied parts, take care to fit
them to the mating parts.
• Assemble the adhesive-applied parts within ten minutes.
49.0 to 55.9 N·m
Crankcase 2 mounting
Tightening torque 5.0 to 5.7 kgf·m
screw
36.2 to 41.2 ft-lbs
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Group 00(D-Kubota), Engine
Crankshaft
1. Remove the main bearing case.
2. Remove the crankshaft.
(When reassembling)
• Reassemble the main bearing case having the same number as
the one engraved on the crankcase, and set the casting mark “F
/ W SIDE” on the main bearing case facing towards the flywheel
side.
• Reassemble the thrust bearing (2), with the oil groove facing
outside, into both side of the fourth main bearing case (1).
• Apply oil to the bearing case screws and tighten them to the
specified torque.
137.3 to 147.1 N·m
Tightening torque Main bearing case screw 14.0 to 15.0 kgf·m
101.3 to 108.5 ft-lbs
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Group 00(D-Kubota), Engine
(14) Starter
Disassembling Motor
1. Disconnect the solenoid switch (3).
2. Remove the 2 through screws (9) and the 2 brush holder lock
screws. Take out the rear end frame (13) and the brush holder
(12).
3. Disconnect the armature (10) and the yoke (11). Remove also
the ball (7) from the tip of the armature.
4. Remove the set of packings (8), the 4 planetary gears and
another packing.
5. Take out the shaft assembly. Take note of the position of the
lever.
IMPORTANT
• Before disconnecting the yoke, put tally marks on the yoke
and the front bracket.
• Take note of the positions of the set of packings and the
setup bolt.
• Apply grease to the gears, bearings, shaft’s sliding part and
ball.
NOTE
• Do not damage to the brush and commutator.
(When reassembling)
• Apply grease (DENSO CO. No.50 or equivalent) to the parts
indicated in the figure.
(1) Gear (8) Set of Packings
(2) Front Bracket (9) Through Bolt
(3) Solenoid Switch (10) Armature
(4) Overrunning Clutch (11) Yoke
(5) Internal Gear (12) Brush Holder
(6) Planetary Gear (13) Rear End Frame
(7) Ball
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Group 00(D-Kubota), Engine
(15) Alternator
Front Bracket
1. Remove the 4 screws (3).
2. Separate the front bracket (1) and the rear bracket (2) from each
other.
IMPORTANT
• Put a tally line on the front bracket and the rear bracket for
reassembling them later.
(1) Front Bracket (3) Screw
(2) Rear Bracket
Pulley
1. Hold the rotor (base of the claw) in a vise. Loosen the lock nut
using a M24 box wrench.
58.3 to 78.9 N·m
Tightening torque Pulley nut 5.95 to 8.05 kgf·m
43.0 to 58.2 ft-lbs
Rotor
1. Remove the 4 screws and detach the bearing retainer.
2. Temporarily install the nut on the pulley screw, and detach the
rotor.
Brush
1. When the rotor is detached, the 2 brushes are found to stretch
out of the shaft hole.
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
[4] SERVICING
(1) Cylinder Head
Top Clearance
1. Remove the cylinder head (remove the cylinder head gasket
completely).
2. Bring the piston to its top dead center fasten 1.5 mm dia. 5 to 7
mm long fuse wires to 3 to 4 spots on the piston top with grease
so as to avoid the intake and exhaust valves and the combustion
chamber ports.
3. Bring the piston to its middle position, install the cylinder head,
and tighten the cylinder head screws to specification. (Head
gasket must be changed to new one).
4. Turn the crank shaft until the piston exceeds its top dead center.
5. Remove the cylinder head, and measure squeezed fuse wires for
thickness.
6. If the measurement is not within the specified value, check the oil
clearance of the crankpin journal and the piston pin.
0.72 to 0.90 mm
Top clearance V3800DI-T-E2B 0.0283 to 0.0354 in.
(Factory spec)
0.701 to 0.930 mm
V3800DI-T-E3B 0.0276 to 0.0366 in.
(1) Fuse
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Group 00(D-Kubota), Engine
Valve Recessing
1. Clean the cylinder head, the valve face and seat.
2. Insert the valve into the valve guide.
3. Measure the valve recessing with a depth gauge.
4. If the measurement exceeds the allowable limit, replace the
valve.
If it still exceeds the allowable limit after replacing the valve,
replace the cylinder head.
(recessing)
Intake
0.6 to 0.8 mm
valve
Factory 0.0236 to 0.0315 in.
spec. (recessing)
Exhaust
Valve recessing 0.85 to 1.05 mm
valve
0.0335 to 0.0413 in.
(recessing)
Allowable
1.2 mm
limit
0.0472 in.
Valve Lapping
1. Apply compound evenly to the valve lapping surface.
2. Insert the valve into the valve guide. Lap the valve onto its seat
with a valve flapper or screwdriver.
3. After lapping the valve, wash the compound away and apply oil,
then repeat valve lapping with oil.
4. Apply prussian blue to the contact surface to check the seated
rate. If it is less than 70 %, repeat valve lapping again.
IMPORTANT
• When valve lapping is performed, be sure to check the valve
recessing and adjust the valve clearance after assembling
the valve.
(1) Correct (3) Incorrect
(2) Incorrect
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
15.973 to 15.984 mm
Rocker arm shaft O.D. Factory spec.
0.6289 to 0.6293 in.
16.000 to 16.018 mm
Rocker arm I.D. for shaft Factory spec.
0.6299 to 0.6306 in.
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Group 00(D-Kubota), Engine
23.959 to 23.980 mm
Tappet O.D. Factory spec.
0.9433 to 0.9441 in.
24.000 to 24.021 mm
Tappet guide bore I.D. Factory spec. 0.9449 to 0.9457 in.
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Group 00(D-Kubota), Engine
0.044 to 0.177 mm
Backlash between idle Factory spec.
0.0017 to 0.0070 in.
gear 2 and injection
pump gear Allowable limit 0.22 mm
0.0087 in.
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Group 00(D-Kubota), Engine
Camshaft Alignment
1. Support the camshaft with V block on the surface plate and set a
dial indicator with its tip on the intermediate journal at right angle.
2. Rotate the camshaft on the V blocks and get the misalignment
(half of the measurement).
3. If the misalignment exceeds the allowable limit, replace the
camshaft.
0.01 mm
Camshaft alignment Allowable limit
0.00039 in.
Cam Height
1. Measure the height of the cam at its highest point with an outside
micrometer.
2. If the measurement is less than the allowable limit, replace the
camshaft.
Intake 37.63 mm
Factory valve 1.4815 in.
spec. Exhaust 38.96 mm
Intake and exhaust cam valve 1.5338 in.
height Intake 37.13 mm
Allowable valve 1.4618 in.
limit Exhaust 38.46 mm
valve 1.5141 in.
45.934 to 45.950 mm
Camshaft journal O.D. Factory spec.
1.8084 to 1.8091 in.
46.000 to 46.025 mm
Camshaft bearing I.D. Factory spec.
1.8110 to 1.8120 in.
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
30.006 to 30.011 mm
Piston pin O.D. Factory spec.
1.1813 to 1.1815 in.
30.031 to 30.046 mm
Small end bushing I.D. Factory spec.
1.1823 to 1.1829 in.
W1065897
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Group 00(D-Kubota), Engine
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Group 00(D-Kubota), Engine
(4) Crankshaft
Crankshaft Side Clearance
1. Set a dial indicator with its tip on the end of the crankshaft.
2. Measure the side clearance by moving the crankshaft to the front
and rear.
3. If the measurement exceeds the allowable limit, replace the
thrust bearings.
4. If the same size bearing is useless because of the crankshaft
journal wear, replace it with an oversize one referring to the table
and figure.
0.15 to 0.31 mm
Factory spec.
Crankshaft side 0.0059 to 0.0122 in.
clearance 0.50 mm
Allowable limit
0.0197 in.
(Reference)
• Oversize dimensions of crankshaft journal.
0.2 mm 0.4 mm
Oversize
0.008 in. 0.016 in.
169.1 to 169.15 mm 169.2 to 169.25 mm
Dimension A
6.6575 to 6.6594 in. 6.6614 to 6.6634 in.
29.20 to 29.25 mm 29.40 to 29.45 mm
Dimension B
1.1496 to 1.1515 in. 1.1574 to 1.1594 in.
2.8 to 3.2 mm radius 2.8 to 3.2 mm radius
Dimension C
0.1102 to 0.1260 in. radius 0.1102 to 0.1260 in. radius
(0.8S)
The crankshaft journal must be fine-finished to higher than
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Group 00(D-Kubota), Engine
Crankshaft Alignment
1. Support the crankshaft with V block on the surface plate and set
a dial indicator with its tip on the intermediate journal at right
angle.
2. Rotate the crankshaft on the V block and get the misalignment
(half of the measurement).
3. If the misalignment exceeds the allowable limit, replace the
crankshaft.
0.02 mm
Crankshaft alignment Allowable limit
0.00079 in.
0.018 to 0.051 mm
Oil clearance between Factory spec.
0.0007 to 0.0020 in.
crankpin and crankpin
bearing 0.20 mm
Allowable limit
0.0079 in.
00(D-Kubota)-4-77
Group 00(D-Kubota), Engine
(Reference)
• Undersize dimensions of crankpin
0.2 mm 0.4 mm
Undersize
0.008 in. 0.016 in.
2.8 to 3.2 mm radius 2.8 to 3.2 mm radius
Dimension A
0.1102 to 0.1260 in. radius 0.1102 to 0.1260 in. radius
1.0 to 1.5 mm relief 1.0 to 1.5 mm relief
*Dimension B
0.0394 to 0.0591 in. relief 0.0394 to 0.0591 in. relief
52.777 to 52.790 mm dia. 52.577 to 52.590 mm dia.
Dimension C
2.0778 to 2.0783 in. dia. 2.0700 to 2.0705 in. dia.
(0.8S)
The crankpin must be fine-finished to higher than
*Holes to be de-burred and edges rounded with 1.0 to 1.5 mm
(0.0394 to 0.0591 in.) relief.
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Group 00(D-Kubota), Engine
0.018 to 0.062 mm
Oil clearance between Factory spec.
0.0007 to 0.0024 in.
crankshaft journal and
crankshaft bearing 0.20 mm
Allowable limit
0.0079 in.
(Reference)
• Undersize dimensions of crankshaft journal.
0.2 mm 0.4 mm
Undersize
0.008 in. 0.016 in.
2.8 to 3.2 mm radius 2.8 to 3.2 mm radius
Dimension A
0.1102 to 0.1260 in. radius 0.1102 to 0.1260 in. radius
1.0 to 1.5 mm relief 1.0 to 1.5 mm relief
*Dimension B
0.0394 to 0.0591 in. relief 0.0394 to 0.0591 in. relief
74.777 to 74.790 mm dia. 74.577 to 74.590 mm dia.
Dimension C
2.9440 to 2.9445 in. dia. 2.9361 to 2.9366 in. dia.
(0.8S)
The crankshaft journal must be fine-finished to higher than
*Holes to be de-burred and edges rounded with 1.0 to 1.5 mm
(0.0394 to 0.0591 in.) relief.
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Group 00(D-Kubota), Engine
(5) Cylinder
Cylinder Wear
1. Measure the I.D. of the cylinder at the six positions (see figure)
with a cylinder gauge to find the maximum and minimum I.D.’s.
2. Get the difference (Maximum wear) between the maximum and
the minimum I.D.’s.
3. If the wear exceeds the allowable limit, bore and hone to the
oversize dimension. (Refer to “Correcting Cylinder”.)
4. Visually check the cylinder wall for scratches. If deep scratches
are found, the cylinder should be bored. (Refer to “Correcting
Cylinder”.)
100.00 to 100.022 mm
Factory spec.
3.9370 to 3.9379 in.
Cylinder Bore I.D.
100.15 mm
Allowable limit
3.9429 in.
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Group 00(D-Kubota), Engine
(7) Starter
Overrunning Clutch
1. Inspect the pinion for wear or damage.
2. If there is any defect, replace the overrunning clutch assembly.
3. Check that the pinion turns freely and smoothly in the
overrunning direction and does not slip in the cranking direction.
4. If the pinion slips or does not rotate in the both directions, replace
the overrunning clutch assembly.
00(D-Kubota)-4-81
Group 00(D-Kubota), Engine
0.5 mm
Factory spec.
0.0197 in.
Mica under cut
0.20 mm
Allowable limit
0.0079 in.
Brush Wear
1. If the contact face of the brush is dirty or dusty, clean it with emery
paper.
2. Measure the brush length (A) with vernier calipers.
3. If the length is less than the allowable limit, replace the yoke
assembly and brush holder.
18.0 mm
Factory spec.
0.7086 in.
Brush length (A)
11.0 mm
Allowable limit
0.4331 in.
Brush Holder
1. Check the continuity across the brush holder and the holder
support with an ohmmeter.
2. If it conducts, replace the brush holder.
Brush holder –
Resistance Infinity
Holder support
00(D-Kubota)-4-82
Group 00(D-Kubota), Engine
Armature Coil
1. Check the continuity across the commutator and armature coil
core with an ohmmeter.
2. If it conducts, replace the armature.
3. Check the continuity across the segments of the commutator with
an ohmmeter.
4. If it does not conduct, replace the armature.
Commutator –
Infinity
Resistance Armature coil core
Commutator segment 0Ω
Field Coil
1. Check the continuity across the lead (1) and brush (2) with an
ohmmeter.
2. If it does not conduct, replace the yoke assembly.
3. Check the continuity across the brush (2) and yoke (3) with an
ohmmeter.
4. If it conducts, replace the yoke assembly.
Lead (1) – Brush (2) 0Ω
Resistance
Brush (2) – Yoke (3) Infinity
(8) Alternator
Bearing
1. Check the bearing for smooth rotation.
2. If it does not rotate smoothly, replace it.
00(D-Kubota)-4-83
Group 00(D-Kubota), Engine
Rotor
1. Measure the resistance across the slip rings with an ohmmeter.
2. If the resistance is not the factory specification, replace it.
3. Check the continuity across the slip and core with an ohmmeter.
4. If infinity is not indicated, replace it.
Resistance Factory spec. 2.8 to 3.3 Ω
Slip Ring
1. Check the slip ring for score.
2. If scored, correct with an sand paper or on a lathe.
3. Measure the O.D. of slip ring with vernier calipers.
4. If the measurement is less than the allowable limit, replace it.
22.7 mm
Factory spec.
0.894 in.
Slip ring O.D.
22.1 mm
Allowable limit
0.870 in.
Brush Wear
1. Measure the brush length (A) with vernier calipers.
2. If the measurement is less than allowable limit, replace it.
3. Make sure that the brush moves smoothly.
4. If the brush is defective, replace it.
18.5 mm
Factory spec.
0.728 in.
Brush length (A)
5.0 mm
Allowable limit
0.197 in.
00(D-Kubota)-4-84
GROUP 00(L)
GROUP 00(L)
SM 751 00(L)-0
Group 00(L), ENGINE
Section 1
SM 751 00(L)-1-1
Group 00(L), ENGINE
• Remove the air cleaner and air cleaner hoses and • Remove heat shield from the the muffler and mani-
clamps. fold.
• Remove the muffler and tail-pipe.
• Remove the exhaust pipe and heat shield wrap.
SM 751 00(L)-1-2
Group 00(L), ENGINE
NOTE
Do not pry on the torque converter. Nicks
and scratches can cause fatigue and leaks.
SM 751 00(L)-1-3
Group 00(L), ENGINE
• Use hole on the flywheel housing to replace the • Install the exhaust pipe and heat shield wrap.
torque converter drive plate to engine flywheel bolts
• Install the muffler and tail pipe.
and tighten to a torque of 19 to 21 lbf·ft (25-28 N·m).
• Install the muffler and manifold heat shields.
• Tighten fasteners to a torque of 24-27 lbf·ft (33-37
N·m).
SM 751 00(L)-1-4
Group 00(L), ENGINE
• Install the radiator. • Install the battery and connect the battery leads.
SM 751 00(L)-1-5
Group 00(L), ENGINE
Section 2
NOTICE
Always use the correct fastener in the correct
location. Use the correct fastener part num-
ber to replace a fastener. If the correct fas-
tener part number is not available, a fastener
of equal size and strength may be used. Do
not use a fastener that is stronger when the
correct fastener part number is not available
in the following applications:
SM 751 00(L)-2-1
Group 00(L), ENGINE
CRANKSHAFT
The crankshaft is supported by four main bearing inserts.
The number four bearing at the rear of the engine is the
end thrust bearing. The bearings are retained by bearing
caps that are machined with the block for proper align-
ment and clearances.
CAMSHAFT
The camshaft is supported by four full round, sleeve type
bearings. A sprocket on the crankshaft drives a timing
chain which in turn drives the camshaft through a
sprocket.
SM 751 00(L)-2-2
Group 00(L), ENGINE
SM 751 00(L)-2-3
Group 00(L), ENGINE
SM 751 00(L)-2-4
Group 00(L), ENGINE
SM 751 00(L)-2-5
Group 00(L), ENGINE
SM 751 00(L)-2-6
Group 00(L), ENGINE
ENGINE LUBRICATION
Figures 8 and 9 page.
Lubrication schematics are shown in figures of 8 and 9 page. The gear type oil pump is driven from the distributor shaft,
which is gear driven from the camshaft. Oil is drawn into the oil pump through a pickup screen and pipe.
Pressurized oil is routed to the oil filter. In case of excessive oil pressure, a bypass valve is provided. Filtered oil flows
into the main gallery and then to the camshaft, balance shaft rear bearing, and crankshaft bearings.
The valve lifter oil gallery supplies oil to the valve lifters. Oil flows from the hydraulic lifters through the hollow push-
rods to the rocker arms. Oil frorn overhead drains back to the crankcase through oil drain holes.
The timing chain is drip fed from the front camshaft bearing. The pistons and piston pins are lubricated by oil splash.
SM 751 00(L)-2-7
Group 00(L), ENGINE
SM 751 00(L)-2-8
Group 00(L), ENGINE
• Any time the air cleaner or TBI unit is removed, the • Surfaces to be resealed must be clean and dry.
intake opening must be covered.This will protect Remove all traces of oil and RTV with a chlorinated
against the entrance of foreign material which could solvent (GM P/N 1050454 or equivalent). Do not use
follow the intake passage into the cylinder and cause petroleum cleaners such as mineral spirits. They leave
extensive damage when the engine is started. a film onto which RTV will not stick.
• When any internal engine parts are serviced, care and • Apply RTV to one of the clean surfaces. Use abead
cleanliness are important. A liberal coating of engine size as specified in the procedure. Run the bead to the
oil should be applied to friction areas during assembly inside of any bolt holes. Do not allow the sealer in
to protect and lubricate the surfaces on initial opera- any blind threaded holes, as it may prevent the bolt
tion. Throughout this section, it should be understood from seating properly or cause damage when the bolt
that proper cleaning and protection of machined sur- is tightened.
faces and friction areas is part of the repair procedure.
This is considered standard shop practice even if not • Assemble while RTV is still wet (within 3 minutes).
specifically stated. Do not wait for RTV to skin over.
SM 751 00(L)-2-9
Group 00(L), ENGINE
REPLACING ENGINE GASKETS • Lubricate the insert with light engine oil (except when
installing in aluminum) and install.
! CAUTION
IMPORTANT
Composite type gaskets are used in some
When correctly installed, the insert should be
areas of the engine assembly. These gaskets
flush to one turn below the surface.
have a thin metal core. Use caution when
removing or handling composite gaskets to
• If the tang of the insert does not break off when back-
help avoid personal injury.
ing out the installer, break the tang off with a drift
THREAD REPAIR
Tools Required
General purpose thread repair kits are available com-
mercially.
Damaged threads may be reconditioned by drilling
out, rethreading, and installing a suitable thread insert.
! CAUTION
Wear safety glasses to avoid eye damage.
IMPORTANT
Refer to the kit manufacturer’s instructions
regarding the size of drill and tap to be used.
IMPORTANT
Avoid buildup of chips. back out the tap
every few turns and remove chips.
SM 751 00(L)-2-10
Group 00(L), ENGINE
SM 751 00(L)-2-11
Group 00(L), ENGINE
SM 751 00(L)-2-12
Group 00(L), ENGINE
IMPORTANT NOTICE
Store all reusable components in an exact The inertial weight section of the torsional
order so they can be reassembled in the same damper is assembled to the hub with a rub-
position from which they were removed. ber sleeve. The removal procedures must be
followed (with the proper tools) or movement
• Rocker arm nuts (21), balls (22), and rocker arms of the inertia weight section of the hub will
(23). destroy the tuning of the torsional damper
and the engine timing reference.
• Push rods (24).
• Bolt (19). • Torsional damper bolt.
IMPORTANT
Remove the lifters one at a tune and place
them in an organizer rack
SM 751 00(L)-2-13
Group 00(L), ENGINE
SM 751 00(L)-2-14
Group 00(L), ENGINE
OIL PAN REMOVAL • Camshaft sprocket (40) and timing chain (41)
together.
Remove or Disconnect
• Oil pan nuts (125).
• Oil pan bolts (129).
• Clips (130) and studs (128).
• Reinforcements.
• Oil pan (72).
• Gasket (70).
• Front cover.
• Front cover gasket.
SM 751 00(L)-2-15
Group 00(L), ENGINE
Tools Required:
38834 Balance Shaft Bearing Service
Kit 26941 Bearing Remover
Remove or Disconnect
1. Bolt (49).
2. Driven gear (42).
3. Retainer bolts (48).
4. Retainer (43).
5. Balanceshaft(47)using a soft faced hammer(above figure).
6. Balance shaft rear bearing (45) using 38834 and 26941.
IMPORTANT
The balance shaft with front bearing are serviced as an assembly.
Use only the correct tools for bearing and shaft installation.
Inspect the balance shaft driven gear and the drive gear for nicks and burrs.
SM 751 00(L)-2-16
Group 00(L), ENGINE
PISTON AND CONNECTING ROD • Check the connecting rod and cap for identification
marks.
REMOVAL
IMPORTANT
Mark the parts if required.
Marking them from the front to the rear,
with the engine in an upright position and
viewed from the front:
– The right bank is numbered l-3-5.
– The left bank is numbered 2-4-6.
Store the connecting rod, bearings and cap
together as mating parts, so they may be
reassembled in the same position from which
they were removed.
• Connecting rod cap.
• Connecting rod and piston.
IMPORTANT
Attach 5239 to the connecting rod bolts (fig-
ure 20 page below and right).
Use the long guide rod of 5239 to push the
connecting rod and piston out of the bore
through the top of the engine.
Tools Required :
5239 Guide Set
24270 Ridge Reamer
Remove or Disconnect
• Ridge or deposits from the upper end of the cylinder
bores as follows:
a. Rotate the crankshaft until the piston is at BDC.
b. Place a cloth on top of the piston.
c. Perform the cutting operation with 24270.
d. Rotate the crankshaft until the piston is at TDC.
e. Remove the cloth and cuttings.
f. Repeat this procedure for each piston.
• Mark the cylinder numbers on the tops of each piston.
IMPORTANT
Marking them from the front to the rear,
with the engine in an upright position and
viewed from the front :
– The right bank is numbered l-3-5.
– The left bank is numbered 2-4-6.
SM 751 00(L)-2-17
Group 00(L), ENGINE
SM 751 00(L)-2-18
Group 00(L), ENGINE
Do not use any other method or technique to remove gasket material. from a part Do not use abrasive pads, sand paper or
power tools to clean gasket surfaces. These methods of cleaning can damage the part Abrasive pads also produce a fine
grit that the oil filter cannot remove from the oil. This grit is abrasive and has been known to cause internal engine dam-
age.
NOTICE
If the engine is damaged internally and needs to be rebuilt, make sure all foreign material is completely
flushed out of the cooling system/oil cooler system (if equipped).
Failure to flush out the debris can result in damage to the rebuilt engine.
SM 751 00(L)-2-19
Group 00(L), ENGINE
A solvent tank large enough to hold the larger engine parts - Cylinder walls.
will be needed as well as various bristle brushes and gas- - Coolant jackets.
ket scrapers. A source of compressed air will also be help- - Engine mount bosses.
ful in the cleaning operations.
- Main bearing webs.
Special tools are listed and illustrated throughout this sec-
4. Main bearing bores and caps.
tion with a complete listing at the end of the section.
These tools (or their equivalents) are specially designed to - All main bearing bores should be rounded and uni-
quickly and safely accomplish the operations for which form in ID at all of the bearing supports.
they are intended. They should not be used in operations - The area were the main bearing inserts contact the
for which they are not designed. These special tools, when main bearing bore should be smooth.
they are properly used, will also minimize possible dam- - if a main bearing cap is found to be damaged,
age to engine. replace the cap and linebore the block.
Some precision measuring tools are required for inspec- 5. Cylinder head mounting surface for flatness,
tion of certain critical components. These include using a precision straight edge and feeler gage (fig-
micrometers, torque wrenches, feeler gages, dial indicator ure right).
set, etc. The inspection work, when performed with the
- Set the straight edge on the sealing surface to be
proper methods and tools, is most important.
inspected.
The rebuilt engine cannot be expected to perform properly - Take the feeler gage and at various locations, check
if the parts are worn beyond acceptable limits are reused. the gap between the straight edge and the sealing
surface.
CYLINDER BLOCK - If the gap is greater than 0.05 mm (0.002 in.) within
152 mm (6 in.) at any sealing location, the block
Remove or Disconnect must be replaced.
• Oil pressure fitting and sensor. - If the gap is found to be less than 0.05mm(0.002in.)
• Coolant drain plugs. at any sealing location and a cause for leakage is
suspected, then the minor irregularities may be care-
• Oil filter adapter bolts.
fully machined from the block.
• Oil filter adapter and gasket
• Camshaft and balance shaft cup plugs (89).
• Front oil gallery cup plugs (86).
• Rear oil gallery plugs (87,88, and 90).
Clean
• Sealing material from mating surfaces.
• Boil cylinder block in caustic solution.
- Flush with clean water or steam.
• Cylinder bores.
• Threaded holes.
• Oil galleries and passages. 6. Oil pan, timing cover, and intake manifold mounting
surfaces for nicks. Minor irregularities may be
• Scale deposits from coolant passages.
cleaned up with a flat file.
• Spray or wipe cylinder bores and machined surfaces
with engine oil.
Inspect
1. All expansion plugs for lack of fit or leakage.
2. Valve lifter bores for deep scratches and deposits.
3. Cracks in the block.
SM 751 00(L)-2-20
Group 00(L), ENGINE
SM 751 00(L)-2-21
Group 00(L), ENGINE
• Make sure the honing stones are clean, sharp, and HONING
straight Move the hone slowly up and down to pro-
duce a 46 to 66 degree crosshatch pattern. Clean the • When honing the cylinders, follow the hone manufac-
bore thoroughly with soap and water. Dry and rub in turer’s recommendations for use, cleaning, and lubri-
clean engine oil, then re-measure. cation during honing. Use only clean, sharp stones of
the proper grade for the amount of material to be
• If honing is not required, the cylinder bores should be removed. Dull, dirty stones cut unevenly and generate
cleaned with a hot water and detergent wash. Apply excessive heat. When using coarse or medium grade
clean engine oil to the bore after cleaning. stones, use care to leave sufficient metal so that all
stone marks may be removed with the fine stones
BORING used for finishing to provide proper clearance.
• Before the honing or re-boring operation is started, • Occasionally, during the honing operation, the cylin-
measure all new pistons with the micrometer contact- der bore should be thoroughly cleaned and the piston
ing at points exactly 90 degree from the piston pin selected for the individual cylinder checked for cor-
centerline. rect fit.
Some pistons must be measured at a specified dis- • When honing to eliminate taper in the cylinder, full
tance from the piston crown. Refer to the proper sec- strokes of the hone in the cylinder should be made in
tion for additional instructions. Then select the addition to checking measurement at the top, middle
smallest piston for the first fitting. The slight variation and bottom of the bore repeatedly.
usually found between pistons in a set may provide
for correction in case the first piston is fitted too NOTICE
loose. Handle the pistons with care and do not
attempt to force them through the cylinder
• Before using any type of boring bar, the top of the until the cylinder has been honed to the cor-
cylinder block should be filed to remove any dirt or rect size as the piston can be distorted
burrs. This is very important. If not checked, the bor- through careless handling.
ing bar may be tilted which would result in the
rebored cylinder wall not being at right angles of the • When finish honing a cylinder bore to fit a piston, the
crankshaft. hone should be moved up and down at a sufficient
• The instructions furnished by the manufacturer of the speed to obtain very fine uniform surface finish marks
equipment being used should be carefully followed. in a crosshatch pattern at the specified angle of 45” to
65’.
• When reboring cylinders, all crankshaft bearing caps
must be in place and tightened to the proper torque to • The finish marks should be clean but not sharp,free
avoid distortion of the bores in the final assembly. from imbedded particles and torn or folded metal.
Always make sure the crankshaft is out of the way of • By measuring the piston to be installed at the sizing
the boring cutter when boring each cylinder. point specified in the propersection, and adding the
Crankshaft bearings and other internal parts must be average of the clearance specification, the finish hone
covered or taped to protect them during the boring or cylinder measurement can be determined. It is impor-
honing operation. tant that the block and the piston be measured at room
• When taking the final cut with a boring bar, leave tempemture.
0.025 mm (0.001 in.) on the diameter for finish hon- • It is of the greatest importance that refinished cylinder
ing to give the required position to the cylinder clear- bores are trued up to have the less than specified out-
ance specifications. (The honing or boring operation of-roundtaper. Each bore must be final honed to
must be done carefully so the specified clearance remove all stone or cutter marks and provide a
between pistons, rings, and cylinder bores is main- smooth surface.
tained).
• Refer to “Specifications” in the proper section piston
to bore clearance tolerances.
• After final honing and before the piston is check for
fit, clean the bores with hot water and detergent.
SM 751 00(L)-2-22
Group 00(L), ENGINE
Scrub with a stiff bristle brush and rinse thoroughly PISTON DISASSEMBLY
with hot water. It is essential that a good cleaning
operation be performed. If any of abrasive material is NOTICE
allowed to remain in the cylinder bores, it will wear The connecting rod, bearing and cap need to
the new rings and cylinder bores in addition to the be stored together as mating parts, so they
bearings lubricated by contaminated oil. After wash- may be reassembled in the same position
ing, the dry bore should then be brushed clean with a from which they were removed.
power-driven fiber brush.
• Permanently mark the piston for the cylinder which it
has been fitted.
• Apply clean engine oil to each bore to prevent rusting.
NOTICE
For steps 2,4,5, and 6, refer to “Notice” on
page 1.
Install or Connect
1. Front oil gallery plugs (86).
IMPORTANT
Coat plug outside diameter with sealant (GM
P/N 1052080) or equivalent.
Tighten
• Plug (87) to 30 N·m (22 lbs. ft.).
• Plug (88) to 40 N·m (30 lbs. ft).
• Plug (90) to 40 N·m (30 lbs. ft.).
3. Camshaft and balance shaft cup plugs (89) to proper
depth.
IMPORTANT
Coat plug outside diameter with sealant (GM
P/N 1052080) or equivalent.
Tighten
• Bolts to 22 N·m (16 lbs. ft.).
5. Coolant drain plugs.
Tighten
• Plugs to 20 N·m (15 lbs. ft.)
6. Oil pressure fitting and sensor.
Tighten
• Fitting tighten with 11 N·m (97 lbs. in.) and if neces-
sary tighten for alignment more.
SM 751 00(L)-2-23
Group 00(L), ENGINE
Tool Required: 3. Connecting rod for cracks, nicks, etc. If a suitable jig
J 24086-B Piston Pin Remover and Jnstaller is available, check the connecting rod for a bent or
twisted condition.
Remove or Disconnect
4. Piston.
1. Piston rings. In most cases,the rings should be dis-
carded and replaced with new ones at assembly. • Ring land for cracking, wear, etc.
2. Connecting rod bearing inserts. If the inserts are to be • Ring grooves for burrs, nicks, etc.
reused, place them in a rack so they may be rein- • Skirts and pin bosses for cracking.
stalled in their original connecting rod and cap. • Skirts for scuffing.
3. Piston pin. 5. Connecting rod bearing inserts for scratches or deep
• Place the piston/connecting rod on support fixture pitting.
J2408620. Make sure the connecting rod is fully
supported. MEASURING PISTON PIN TO PISTON
• Press out the piston pin. CLEARANCE
Measure
1. Piston pin diameter. Check against “Specifications.”
SM 751 00(L)-2-24
Group 00(L), ENGINE
SM 751 00(L)-2-25
Group 00(L), ENGINE
NOTICE • Slip the outer surface of the top and second com-
After the installer hub bottoms on the sup- pres-sion ring into the respective piston ring groove,
port assembly, do not exceed, 35,000 kPa to make sure that the ring is free.
(5,000 psi) pressure, as this could cause dam- If binding occurs at any point, the cause should be
age to the tool. determined. If binding is caused by the ring groove,
correct by depressing the groove with a fine cut file.
• Place the adjuster in the support future. Press the If the binding is caused by a distorted ring, try a new
piston pin into place (until the adjustable installer ring.
bottoms in the support fixture).
• Remove the piston and connecting rod assembly
from the tool and check the piston for freedom of
movement on the piston pin.
SM 751 00(L)-2-26
Group 00(L), ENGINE
Measure CAMSHAFT
• Ring clearance. Use a feeler gage. CompareG with IMPORTANT
“Specifications” in the proper section. Do not attempt to repair the camshaft,
replace it if damaged.
Whenever the camshaft is replaced, a new set
of lifters must also he installed.
Inspect
• Bearing surfaces and lobes for wear
• Sprocket.
• Keyway and threads.
- Galling
- Gouges
- Overheating
INTAKE AND EXHAUST MANIFOLDS • Camshaft journal diameters (figure 37), ReferG to
Clean “Engine Specifications” in the back of thisGsection for
proper diameters.
• Mating surfaces on intake manifold and cylinder
head.
• Excessive carbon buildup in the exhaustG passages of
the intake manifold.
• Scale and deposits from the coolant passagesG of the
intake manifold.
• EGR passage of excessive carbon deposits.
Inspect
• Manifolds for cracks, broken flanges, andGgasket sur-
face damage.
• Alignment of manifold flanges. Use a straightG edge
and feeler gage. If the flanges do notGalign, the mani-
fold is warped and should beGreplaced.
SM 751 00(L)-2-27
Group 00(L), ENGINE
CAMSHAFT BEARING REPLACEMENT • Camshaft bearing bores in the blockG Install or Con-
nect
Inspect
Tool Required
• Camshaft bearings for scratches, pits, or loose fitG in J 6098-01 Camshaft Bearing Remover and Installer
their bores. Replace the camshaft bearingsG if neces-
saty.
Remove or Disconnect
Tool Required
J 6098-01 Camshaft Bearing Remover and Installer
1. Rear camshaft plug.
2. Inner camshaft bearings. Use J 6098-01.
• Insert the pilot into the front camshaft bearing bore.
• Slide the puller screw, with the nut and washer,
through the pilot.
• Insert the bearing tool into the inner camshaft bear-
ing bore with the shoulder of the tool againstG the
NOTICE
bearing.
The outer camshaft bearings must be
• Hold the puller screw with a wrench.Turn the nut
installed first. These bearings serve as guides
with a second wrench to pull the camshaftG bearing
for the pilot, and help center the inner bear-
from its bore.
ings during the installation process.
• Repeat this procedure to remove the remaining inner
camshaft bearings. Note that the rearG inner bearing NOTICE
must be removed with the pilot fitted into the rear Besure to fit the correct cam bearing into the
camshaft bearing. bore. The cam bearing bores vary inGsize.
3. Outer camshaft bearing. Use J 6098-01.
1. Outer camshaft bearings. Drive the bearingsG into
• Assemble the bearing tool and driver handle.
place using J 6098–01.
• Drive the outer camshaft bearings out of theGblock.
IMPORTANT
Make sure the camshaft bearing hole (or
holes) align with the oil hole (or holes)Gin the
block. On some engines, the oilGholes may be
difficult to see. If so, useGa piece of 2 mm rod
to check alignment.
SM 751 00(L)-2-28
Group 00(L), ENGINE
2. Inner camshaft bearing. Use tool J 6098-01. TIMING CHAIN AND SPROCKETS
• Assemble the tool with the pilot engaged in the front Inspect
bearing and the pilot flange againstGthe front face of
the block. • Sprockets for chipped teeth and wear.
- Excessively worn sprockets will rapidly wear a new
• Slide the puller screw, with nut and washer, through
chain.
the pilot.
• Timing chain for damage.
• Place the new bearing on the bearing tool. Hold the
bearing tool and bearing against theGbearing bore. - An excessively worn chain will rapidly wear a new
Align the bearing oil hole with the oil hole in the set of sprockets.
block.
• Thread the puller screw into the bearing tool enough CRANKSHAFT SPROCKET
to hold the tool and bearing in place. REPLACEMENT
Holding the puller screw with a wrench, turn the nut
Tool Required~
with a second wrench to pull theG camshaft bearing
5825-A Crankshaft Sprocket Puller
into place.
5590 Crankshaft Sprocket installer
• Holding the puller screw with a wrench, turn the nut
Remove or Disconnect
with a second wrench to pull theG camshaft into
place. 1. Crankshaft sprocket using 5825–A.
• Remove the puller screw, pilot, and bearing tool. 2. Key (if necessary).
SM 751 00(L)-2-29
Group 00(L), ENGINE
Clean • Coolant pump shaft for rotation and end play. The
shaft and fan hub should turn straight andG smoothly.
• Old gasket from the gasket surfaces. If the hub wobbles or the shaft is noisy or feels
Inspect “lumpy” when turned, replace theG coolant pump. If
the shaft end play exceeds 0.381 mm (0.015 in),
• Front cover for damage, dents, or cracks. replace the coolant pump.
Remove or Disconnect • Coolant pump body at the drain (weep) hole. Slight
1. Oil seal from the front cover. staining around the weep hole is normal.
Replace the coolant pump only if coolant is dripping
• Pry the seal out with a large screwdriver.
from the weep hole while the engine isG running or
• Be careful not to distort the front cover. while the system is pressurized.
Install or Connect
Tool Required: OIL PAN AND ROCKER ARM COVERS
J 35468 Front Cover Aligner aud Oil Seal
Clean
Installer
• Parts in solvent. remove all sludge and varnish.
1. New seal so that the open end of the sealG is toward • Old gaskets from the gasket surfaces.
the inside of the cover.
Inspect
• Support the cover at the seal area.
• Rubber grommets and parts on the rocker arm cover
• Drive the seal into position with 35468. for deterioration.
Lubricate the seal with engine oil before
• Oil pan for rock damage or cracks.
installing the torsional damper.
• Oil pan baffle for lack of fit.
• Drain plug threads for stripping.
OIL PUMP
Remove or Disconnect
1. Shaft Extension (1).
IMPORTANT
• Do not remove pickup pipe and screen
unless replacement is required.
• The pickup pipe has a press fit in to the
pump cover.
• Do not remove the screen from the pipe.
COOLANT PUMP The pickup screen and pipe are servicedGas a
complete assembly only.
Clean
• All gasket mating surfaces. Be sure old gasket mate- 2. Pickup pipe and screen (10).
rial is removed and free of oil or otherGforeign materi- 3. Screws (9).
als.
4. Pump cover (5).
NOTICE
IMPORTANT
Do not immerse the pump in solvent. The sol-
Mark where the idler gear (4) and drive gear
vent may enter the pump’s permanently
lubricated bearings and cause premature (3) mesh together, so they can beG reinstalled
bearing failure. with the same gear teeth indexed.
SM 751 00(L)-2-30
Group 00(L), ENGINE
5. Idler gear (4) and drive gear (3). • Pressure regulator valve (6) for fit. The regulator
6. Retaining pin (8). valve should slide freely in its bore withoutG sticking
or binding.
7. Pressure regulator spring (7).
Install or Connect
8. Pressure regulator valve (6).
Tool Required
21882 Rickup Tube and Screen Installer.
1. Pressure regulator valve (6) into the pumpGcover.
2. Pressure regulator spring (7) into the pumpGcover.
3. Retaining pin (8) into the pump cover.
4. Drive gear and shaft (3) into the pump body.
5. Idler gear (4) into the pump body.
IMPORTANT
Match together the index marks on theG two
gears made during disassembly.
SM 751 00(L)-2-31
Group 00(L), ENGINE
SM 751 00(L)-2-32
Group 00(L), ENGINE
CYLINDER HEAD
DISASSEMBLY
Tool required
J 8062 Valve Spring Compressor
Remove or disconnect
1. Valve keepers (67).
• Compress the springs with 8062 (figure
• Remove the keepers (67).
• Remove J 8062.
2. Intake valve components.
• Cap (68).
• Shield (69).
• Seal (71).
• Damper (72).
• Spring (73).
3. Exhaust valve components.
• Rotator (75) IMPORTANT
• Shield (69). • Place the valves (74 and 76) in an organizer
• Seal (71). rack so they can be replaced in their original
• Damper (72). position at reassembly.
• Spring (73).
SM 751 00(L)-2-33
Group 00(L), ENGINE
Measure
Tools required
J8001 Dial Indicator (or equivalent)
J9666 Valve spring tester
1. Valve stem to guide bore clearance.
SM 751 00(L)-2-34
Group 00(L), ENGINE
2. Valve spring length. Replace the spring if the length Valve Seat Grinding
is not as specified.
Reconditioning the valve seats is very important because
the seating of the valves must be perfect for the engine to
deliver the power and performance built into it.
Another important factor is the cooling of the valve head.
Good contact between each valve and its will ensure that
heat will be properly carried away.
Several different types of equipment are available for
reseating valve seats. The recommendations of the manu-
facturer of the equipment being used should be carefully
followed to attain proper results.
Regardless of what type of equipment is used, it is essen-
tial that valve guide bores be free from carbon or dirt to
ensure proper centering of the pilot in the guide. Refer to
REPAIR “Specifications” for valve seat angle specifications.
Valve Grinding
Reaming Valve Guides
Pitted valves must be refaced to the proper angle. Valve
stems that show excessive wear, or valves that are warped The valve guides used in this engine are simply holes
excessively must be replaced. When an excessively bored in the cylinder head Therefore, the valve guides are
warped valve head is refaced, a knife edge will be ground not replaceable.
on part or all of the valve head due the amount of metal If the valve stem-to-bore clearance (as measured previ-
that must be removed to completely reface. Knife edges ously in this manual) is excessive, the valve guides should
lead to breakage, burning, preignition due to heat localiz- be reamed and a valve with an oversize stem installed.
ing on this knife edge.
If the edge of the valve head is less than 0.80 mm (1 in)
after grinding, replace the valve.
Several different types of equipment are available for
refacing valves. The recommendation of the manufacturer
of the equipment being used should be carefully followed
to attain the proper results.
Refer to “Specifications” for valve face angle specifica-
tions.
SM 751 00(L)-2-35
Group 00(L), ENGINE
Remove or Disconnect
1. Rocker arm stud by unscrewing using J 5802-01.
ASSEMBLY
NOTICE
Install or connect
Refer to ‘Notice” on page 00(L)-2-1.
1. Insert the valves(74 and 76) into the proper valve
Install or connect guides until the face of the valve contacts the valve
seat.
1. Rocker arm stud using J 6880.
2. Seal (71) (intake valves only).
• Install the seal (71) over the valve stem.
• Hold the valve (74) against the valve seat.
• Push the seal (71) down the valve stem until it bot-
toms out against the head.
3. Springs (73) and dampers (72).
4. Shields (69).
5. Cap (68) or rotator (75).
SM 751 00(L)-2-36
Group 00(L), ENGINE
Inspect
• Coolant outlet for cracks.
Install or Connect
1. Thermostat
2. New gasket.
3. Coolant outlet.
NOTICE
Refer to “Notice” on page 00(L)-2-1.
4. Bolt.
Inspect
5. Stud
• O–ring seals for leakage (figs 57).
Tighten
- Place the suction cup supplied with 23738-A over
the shield. • Bolts to 28 N·m (21 lbs·ft).
- Connect 23738–A to the suction cup and apply a • Stud to 28 N·m (21 lbs·ft).
vacuum.
- Watch the vacuum pump gage, no air should be able TORSIONAL DAMPER
to leak past the seal.
- If the seal will not hold a vacuum, it may have been Inspect
damaged or improperly installed. • Torsional damper weight for signs of shifting on the
- Repeat the preceding steps on the remaining valves. hub. Replace as needed. Area of the torsional damper
hub shaft that contacts the front crankshaft seal for
Measure roughness or nicks. Replace the damper if this condi-
• Valve spring installed height of each spring as fol- tion exists. If damper is replaced, new balance
lows: weights of the same size must be installed on the new
damper in the same location as the old damper.
1. Use a narrow thin scale. A cut away scale may be
helpful.
2. From the top of the shim or the spring to the top of
the shield.
SM 751 00(L)-2-37
Group 00(L), ENGINE
Clean
• Crankshaft with solvent.
- Do not scratch the bearing journals.
- Remove all sludge from the oil passages with com-
pressed air.
• Main bearing inserts.
- Wipe free of oil with a soft cloth.
ASSEMBLY OF THE ENGINE
Prior to assembly
Inspect
The importance of cleanliness during the assembly proce-
• Crankshaft for cracks. dure cannot be overstressed. Dirt will cause premature
- Use the magnaflux method, if available. wear of the rebuilt engine. Lubricate all moving parts
- Crankpins, main bearing journals and thrust surfaces lightly with engine oil or engine assembly lubricant
scoring, nicks or damage caused by lack of lubrica- (unless otherwise specified) during assembly. This will
tion. provide initial lubrication when the engine is started.
- Main bearing inserts for scoring or other damage.
CRANKSHAFT AND MAIN BEARING
Measure INSTALLATION
• Main bearing and connecting rod journal diameters.
Main bearings are of the precision insert type and do not
Compare with “‘Engine Specifications”
use shims for adjustment. If clearances are excessive, both
• Main bearing and connecting rod journals for taper upper and lower bearing inserts will be required. Service
and out-of-round. bearings are available in standardize and 0.0254 mm
(0.001 in), 0.0508 mm (0.002 in), 0.2286 mm (0.009 in),
• Maximum journal taper is 0.025 mm (0.001 in)
0.254 mm (0.010 in) and 0.508 mm (0.020 in) undersize.
• Maximum out-of-round is 0.05 mm (0.002 in)
Selective fitting of both rod and main bearing inserts is
• Crankshaft run-out. necessary in production to obtain close tolerances. For
this reason you may find one half of a standard insert with
- Mount the crankshaft in V-blocks or between cen-
one half of a 0.0127 mm (0.0005 in) undersize insert
ters.
which will decrease the clearance 0.0127 mm (0.0005 in)
- Use a dial indicator. from using a full standard bearing.
- If the main journals are misaligned, the crankshaft is
bent and must be replaced. The main bearings must Some engines may have rear main bearings that are
also be replaced at the same time. 0.2032mm (0.008 in) wider than standard across the thrust
faces. If there rear main bearings are replaced, they must
• Grind or replace the crankshaft if necessary. In gen- have the proper distance between thrust faces to obtain
eral, the lower inserts (except the #1 bearing) show proper distance between thrust faces to obtain proper
the greatest wear and distress from fatigue. Upon crankshaft end play.
inspection, if a lower insert is suitable for reuse, it can
be assumed that the upper insert is also satisfactory. If
a lower insert shows evidence of wear or damage,
both the upper and lower inserts must be replaced.
SM 751 00(L)-2-38
Group 00(L), ENGINE
INSPECTING CRANKSHAFT END PLAY the journal. Do not rotate the crankshaft while the
gaging plastic is between the bearing and journal.
Install or Connect
NOTICE
For steps 4 and 6, refer to “Notice” on page
00(L)-2-1.
2. Crankshaft
3. Lower main bearing inserts to the main bearing caps.
3. Main bearing cap and bolts.
NOTICE
Refer to “Notice” on page 00(L)-2-1.
Tighten
• Bolts to Specification.
Remove or Disconnect
• Main bearing cap. DO NOT REMOVE THE GAG-
ING PLASTIC FROM THE JOURNAL OR LOWER
MAIN BEARING INSERT.
Measure
MEASURING MAIN BEARING CLEAR- • Gaging plastic as follows:
ANCE - The flattened gaging plastic will be found adhering
The simplest, most accurate way to measure main bearing to either the lower bearing insert or journal.
clearance is with the use of gaging plastic. This wax-like - On the edge of the gaging plastic envelope there is a
material compresses evenly between the bearing and jour- graduated scale. Without removing the gaging plas-
nal surfaces without damaging them. proceed as follows : tic, measure its compressed width (at the widest
point) with the graduations on the gaging plastic
Clean
envelope.
• All oil from the crankshaft journal and main bearing
inserts.
Install or connect
1. Main bearing insert sand crankshaft.
2. Gaging plastic.
• Begin with the rear main bearing.
• Wipe the oil from the crankshaft journal and the
lower main bearing insert.
• Place a piece of gaging plastic the full width of the
lower bearing insert (parallel to the crankshaft) on
SM 751 00(L)-2-39
Group 00(L), ENGINE
- If the flattened gaging plastic tapers toward the mid- 2. A piece of gaging plastic the length of the bearing
dle or ends, there is a difference in clearance indicat- (parallel to the crankshaft) on the journal.
ing taper, low spot or other irregularity of the The plastic gage should be placed in the middle of
bearing or journal. Be sure to measure the journal the upper and lower bearing insert Bearings are
with a micrometer if the flattened gaging plastic eccentric and false readings could occur if placed
indicates more than 0.001 in. difference. elsewhere.
- Normally main bearing journals wear evenly and are IMPORTANT
not out-of-round. However, if a bearing is being fit-
If a bearing is being fitted to an out-of round
ted to an out of round journal, be sure to fit to the
crankpin, be sure to fit the maximum diame-
maximum diameter of the journal. If the bearing is
ter of the crankpin. If the bearing is fitted to
fitted to the minimum diameter and the journal is
the minimum diameter and the crankpin is
excessively out of round, interference between the
excessively out-ofround, interference
bearing and the journal will result in rapid bearing
between the bearing and the crankpin will
failure.
result in rapid bearing failure.
- If the bearing clearance is within specifications, the
bearing is satisfactory. lf the clearance is not within
specifications, replace the bearing. Always replace
upper and lower inserts as a unit.
- A standard or undersize bearing may produce the
proper clearance. Refer to the proper section for
bearing availability. If not, it will be necessary to
regrind the crankshaft journal for use with the next
undersize bearing. After selecting a new bearing,
recheck the clearance.
- Remove the flattened gaging plastic.
- Perform the preceding steps on the remaining main
bearings.
SM 751 00(L)-2-40
Group 00(L), ENGINE
Inspect
• Crankshaft for binding. Try turning the crankshaft to
• Do not attempt to use shims or file the bearing to check for binding. If the crankshaft does not turn
obtain the needed clearance. freely, loosen the main bearing cap bolts one pair at a
time until the tight bearing is located. Burrs on the
• If the clearance cannot be brought to within specifica- bearing cap, foreign matter between the insert and the
tions, recondition or replace the crankshaft. block or the bearing cap, or a faulty insert could cause
a lack of clearance at the bearing.
Remove or Disconnect
1. Gaging plastic. Tighten
IMPORTANT • All main bearing cap bolts to 110 N·m (81 lbs·ft).
Apply engine oil to the main bearing inserts.
CRANKSHAFT REAR OIL SEAL
2. Main bearing caps (except rear cap) and bolts to the RETAINER INSTALLATION
block.
Clean
Tighten
• Gasket surfaces on the block and seal retainer.
• Main bearing cap bolts (except mar cap) to 110 N·m
(81 lbs·ft). InstaIl or connect
3. Rear main bearing cap. 1. New gasket (54) to the block.
4. Rear main bearing cap bolts. IMPORTANT
It is not necessary to use sealant to hold the
Tighten gasket in place.
• Rear main bearing cap bolts to 14 N·m (124 lbs·in).
2. Seal retainer (52).
Measure
3. Screws (50) and nuts (51).
• Crankshaft end play, as follows:
NOTICE
- Firmly thrust the crankshaft first rearward then for- Refer to “Notice” on page 00(L)-2-1.
ward. This will line up the rear main bearing and
crankshaft thrust surfaces.
SM 751 00(L)-2-41
Group 00(L), ENGINE
SM 751 00(L)-2-42
Group 00(L), ENGINE
SM 751 00(L)-2-43
Group 00(L), ENGINE
Tighten
• Balance shaft retainer bolts (48) to 14 N·m (124
lbs·in).
• Balance shaft driven gear (42) and bolt (49).
Tighten
• Balance shaft driven gear bolt (49) to 20 N·m (15
lbs·in) plus an additional turn of 35 degrees using
36660.
IMPORTANT
• Rotate balance shaft (47) by hand to make
sure there is clearance between the balance
shaft (47) and retainer (43). If balance shaft 2. Camshaft sprocket bolts (39) and nut (34).
(47) does not rotate freely, check to be sure
retaining ring on front bearing is seated on Tighten
case. • Camshaft sprocket bolts (39) and nut (34) to 28 N·m
• Turn the camshaft so, with the balance shaft
drive gear temporarily installed, the timing
mark on the drive gear is straight up. FRONT COVER INSTALLATION
• With the balance shaft drive gear removed,
NOTICE
turn the balance shaft so the timing mark on
the driven gear points straight down. Refer to “Notice” on page 00(L)-2-1.
4. Balance shaft drive gear (37) onto camshaft. 1. Front cover gasket to the front cover.
• Use gasket cement to hold the gasket in place.
IMPORTANT
Make sure the timing marks on the balance 2. Front cover to the engine.
shaft drive gear and driven gear line.
NOTICE
5. Balance shaft drive gear bolt. Refer to “Notice” on page 00(L)-2-1.
SM 751 00(L)-2-44
Group 00(L), ENGINE
Install or connect
1. Connecting rod bearings.
• Make sure that the bearing inserts are of the proper
size.
• Install the bearing inserts in the connecting rod and
3. Torsional damper over the end of the stud. Align the
connecting rod cap.
key way in the torsional damper shaft with the crank-
shaft • Lubricate the bearings with engine oil.
Tighten
• Bolt to 95 N·m (70 lbs·ft).
SM 751 00(L)-2-45
Group 00(L), ENGINE
NOTICE
Refer to ‘Notice” on page 00(L)-2-1.
Tighten
• Connecting rod bolt nuts to 27 N·m (20 lbs·ft).
• Connecting rod bolt nuts an additional 70° using
36660.
SM 751 00(L)-2-46
Group 00(L), ENGINE
OIL PUMP INSTALLATION 4. Oil pan clips, bolts (83), nuts (82), and studs (84).
Install or Connect
1. Oil pump to the engine.
• Align the slot in the oil pump shaft with the tang on
the distributor shaft
• The oil pump should slide easily into place.
• No gasket is used.
NOTICE
Refer to ‘Notice” on page 00(L)-2-1.
Tighten
• Oil pump to main bearing cap bolt to 88 N·m (65 lbs·
ft)
NOTICE
Refer to “Notice” on page 00(L)-2-1.
SM 751 00(L)-2-47
Group 00(L), ENGINE
INSTALL OR CONNECT
Clean
• Gasket surfaces on the block and cylinder head.
1. Head gasket.
IMPORTANT
• Do not use sealer on composition gaskets.
• Place the gasket over the block dowel pins.
SM 751 00(L)-2-48
Group 00(L), ENGINE
IMPORTANT
• Replace all hydraulic lifters, change the engine oil and filter and add GM Engine oil supplement to the
engine oil whenever a new camshaft is installed.
• Lubricate the hydraulic lifter bodies and feet with engine oil supplement.
SM 751 00(L)-2-49
Group 00(L), ENGINE
SM 751 00(L)-2-50
Group 00(L), ENGINE
Tighten
• Rocker arm cover bolts (1) to 10 N·m (90 lbs·in).
SM 751 00(L)-2-51
Group 00(L), ENGINE
NOTICE NOTICE
Refer to “Notice” on page 00(L)-2-1. Refer to “Notice” on page 00(L)-2-1.
SM 751 00(L)-2-52
Group 00(L), ENGINE
SM 751 00(L)-2-53
Group 00(L), ENGINE
SPECIFICATIONS
* MODEL G; C60/70L/75L
GENERAL DATA
Type V6
Displacemeni 4.3L (262 C.l.D.)
Bore 101.600 mm (4.00 in)
Stroke 88.392 mm (3.48 in)
Compression ratio 9.10 to 1
Firing order 1–6–5–4–3–2
Oil pressure (Minimum HOT) 41 kpa (6psi)–1000 rpm–124 kPa(18 psi) / 2000 rpm
CYLINDER BORE
Diameter 101.618–101.643 mm (0.001 in)
Production 0.025 mm (0.001 in) Maximum
Out of round
Service 0.051 mm (0.002 in) Maximum
Thrust side 0.0125 mm (0.005 in) Maximum
Production
Taper Relief side 0.025 mm (0.001 in) Maximum
Service 0.025 mm (0.001 in) Maximum
PISTON
Production 0.018–0.061 mm (0.0007–0.0024 in)
Clearance
Service limit 0.061 mm (0.0024 in) Maximum
PISTON RING
Top 0.030–0.081 mm (0.0012–0.0032 in)
Groove Production
Second 0.030–0.081 mm (0.0012–0.0032 in)
Compression
clearance
Service limit 0.107 mm (0.0042 in) Maximum
Top 0.254–0.508 mm (0.010–0.020 in)
Production
Cap Second 0.254–0.635 mm (0.010–0.025 in)
Service limit 0.889 mm (0.035 in) Maximum
Groove Production 0.051–0.178 mm (0.002–0.007 in)
clearance Service limit 0.202 mm (0.008 in) Maximum
Oil
SM 751 00(L)-2-54
Group 00(L), ENGINE
* MODEL ; C60/70L/75L
EXHAUST MANIFOLD
Surface flatness 0.254 mm mm (0.010 in) Maximum
INLET MANIFOLD
Surface flatness 0.254 mm mm (0.010 in) Maximum
CYLINDER HEAD
Surface flatness 0.102 mm mm (0.004 in) Overall
BALANCE SHAFT
Front bearing journal diameter 54.986–55.001 mm (2.1648–2.1654 in)
Rear bearing joumal diameter 38.085–38.100 mm (1.4994–1.500 in)
Rear bearing joumal clearance 0.025–0.091 mm (0.001–0.0036 in)
CRANKSHAFT
#1 62.189–62.212 mm (2.4482–2.4493 in)
Diameter #2, #3 62.182–62.205 mm (2.4481–2.4490 in)
#4 62.177–62.200 mm (2.4479–2.4488 in)
Main journal Production 0.005 mm (0.0002 in) Maximum
Taper
Serv. limit 0.025 mm (0.001 in)
Production 0.054 mm (0.0002 in) Maximum
Out of round
Serv. limit 0.025 mm (0.001 in) Maximum
#1 0.020–0.051 mm (0.0008–0.0020 in)
Production #2, #3 0.028–0.058 mm (0.0011–0.0023 in)
Main bearing #4 0.043–0.081 mm (0.0017–0.0032 in)
clearance #1 0.025–0.038 (0.0010 mm–0.0015 in)
Crankshaft end play Service limit #2, #3 0.025–0.038 (0.0010 mm–0.0015 in)
#4 0.064–0.089 (0.0025 mm–0.0018 in)
0.127–0.457 (0.0025 mm–0.0018 in)
Crankshaft runout 0.025 mm (0.001 in) Maximum
Diameter 57.117–57.142 mm (2.2487–2/2497 in)
Production 0.0127 mm (0.0005 in)
Taper
Crankpin Serv. limit 0.025 mm (0.001 in)
Production 0.013 mm (0.0005 in)
Out of roung
Serv. limit 0.025 mm (0.001 in)
Production 0.033–0.089 mm (0.0013–0.0035 in)
Rod bearing clearance
Service Limit 0.076 mm (0.0030 in)
Rod side clearance 0.381–1.168 mm (0.015–0.046 in)
SM 751 00(L)-2-55
Group 00(L), ENGINE
* MODEL ; C60/70L/75L
CAMSHAFT
Intake 5.893–5.994 mm (0.232–0.236 in)
Lobe lift
Exhaust 6.528 mm (0.257 in)
Jourmal diameter 47.452–47.478 mm (1.8682–1.8692 in)
End play 0.102–0.305 mm (0.004–0.012 in)
VALVE SYSTEM
Lifter Hydraulic
Rocker arm ratio 1.50 to 1
Valve lash (Inake & Exhaust) Torque rocker arm nut to 27 N·m (20lbs·ft)
Face angle (Intake & Exhaust) 45°
Seat angle (Intake & Exhaust) 46°
Seat runout (Intake & Exhaust) 0.051 mm (0.002in) Maximum
Intake 0.889–1.524 mm (0.035–0.060 in)
Seat width
Exhaust 1.575–2.363 mm (0.062–0.093 in)
Production Int. & Exh. 0.025–0.069 mm (0.0010–0.0017 in)
Stem clearance Intake High limit production + 0.025 mm (0.001 in)
Service
Exhaust High limit production + 0.025 mm (0.002 in)
Free length 51.562 mm (2.03 in)
Closed 338–374N @43.18 mm (76–84 lbs.@1.70 in)
Valve spring (outer) Pressure
Open 863–916N @31.75 mm (194–206 lbs.@1.25 in)
Installed height 42.926 @43.434 mm (1.690–1.710 in)
Valve sprg. Free length 47.244 mm (1.86 in)
damper Approximate no. of coils 4
SM 751 00(L)-2-56
Group 00(L), ENGINE
SM 751 00(L)-2-57
Group 00(L), ENGINE
SM 751 00(L)-2-58
Group 00(L), ENGINE
Section 3
COOLING SYSTEM
TROUBLESHOOTING
SM 751 00(L)-3-1
GROUP 01
GROUP 01
NOTE
Removal and replacement procedures for the water pump and
thermostat are covered in the Overhaul section of Group 00,
“Engines”.
SM 751 01-0
Group 01, Engine Cooling System
Section 1
Service Intervals
Coolant Level Check: Every 8-10 hours or daily.
Coolant Change (drain and refill): Every year or 2000
hours of operation.
Coolant Hoses Inspection/Replacement: As needed and
every 50-250 hours or each PM and every year or 2000
hours of operation.
Coolant Protection Check (hydrometer test): Every six
months or 1000 hours of operation.
Radiator Core Air Cleaning: Every 50-250 hours or
monthly.
SM 751 01-1-1
Group 01, Engine Cooling System
Section 2
Temperature gauge in red zone • Low engine oil pressure; check oil level and fill
and check for leaks.
• Radiator fins plugged; blow debris from radiator. • High coolant temperature; check “Engine over-
• Blockage in system; drain, flush, and refill system. heating” for symptoms and remedies.
SM 751 01-2-1
NovGroup 01, Engine Cooling System
Section 3
! WARNING
2376150
The engine coolant fan, on all internal combustion engines, can cause
extensive injury and bodily harm. Keep hands, arms and clothing away
from a spinning fan. Also, don’t stand in line with a spinning fan.
SM 751 01-3-1
Group 01, Engine Cooling System
SM 751 01-3-2
Group 01, Engine Cooling System
! CAUTION
Use extreme care when removing the cap
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released before remov-
ing cap.
NOTE
2. Remove the radiator cap. See CAUTION above. A coolant solution containing 50% glycol
3. Inspect the condition of the coolant. Look for exces- provides freezing protection to -37° C (-34°
sive contamination, rust, oiliness, or gummy deposits F). Refer to Service Information Bulletin, SI-
in the coolant solution. The coolant should have a 01-207-78 for more information on the use of
clean appearance. antifreeze.
SM 751 01-3-3
Group 01, Engine Cooling System
11. If the engine has been requiring the addition of large 2. The gauge pressure reading should hold within the
amounts of coolant: specified limits of the cap relief pressure. Cap should
• Inspect the radiator for blockage of air flow have a pressure rating of 96 kPa (14 psi) nominal and
through the fins. Air clean the radiator. 83-109 kPa (12-16 psi) limits. If the test relief pres-
• Check the tailpipe. Be sure exhaust flow is not sure either exceeds or is below the specified limits,
blowing into the radiator. Make sure all baffles replace the cap with a new Clark part.
and shrouds are in place.
• Check fan belt and cooling fan.
• Check and make sure the fan is not installed
Testing Radiator and Cooling System
backward. The coined imprinting on the fan
blades should be facing the engine for correct 1. Pressure test the radiator and cooling system to deter-
operation. mine if it will hold the correct pressure without leaks
• Check engine oil to see if it contains coolant. or failure. Wet the rubber sealing surfaces and install
• Check the radiator cap to see that it has the cor- the tester cap tightly on the radiator fill neck. Apply
rect rating. pressure to the cooling system equal to the radiator
• Pressure test the radiator and cooling system. cap specified relief pressure of 90 kPa (13 psi) nomi-
See “Cooling System Tests” in this Section for nal and 83-109 kPa (12-16 psi) limits.
procedures to test the radiator and cooling sys-
tem. Repair any leaks or blockage.
• Test the engine thermostat. See “Cooling System
Tests” in this Section for procedures to test the
thermostat. Replace the thermostat if faulty.
SM 751 01-3-4
Group 01, Engine Cooling System
! CAUTION
Allow engine to cool first, then use extreme
care when removing the cap from the radia-
tor. Use a rag over the cap, turn cap to the
first stop, and allow all pressure and steam to
be released.
SM 751 01-3-5
Group 01, Engine Cooling System
Cleaning and Flushing Cooling System 4. Fill the coolant recovery bottle (overflow reservoir)
to the cold range mark line with new coolant.
NOTE
If the condition of the used coolant indicates
severe contamination, rust deposits, scale, or
oil in the system, determine the cause of the
contamination and make sure to clean and
flush the cooling system with a commercial
cleaner. Choose a product from a reliable
manufacturer and follow all instructions for
its use.
1. Fill cooling system and perform the cleaning and Hot range mark
flushing operation according to the manufacturer’s
instructions. Cold range mark
2. Drain the system completely again using the steps
from “Draining Radiator and Cooling System.”
IMPORTANT 5. Start and run the engine until the radiator upper hose
Dispose of the fluid in accordance with the is warm, indicating the thermostat is open and cool-
manufacturer’s and state and local regula- ant is circulating through the system. Check for leaks
tions. at hose connections and engine drain valve.
6. Turn engine off and check coolant level in radiator
Filling Cooling System again. Add coolant as required to fill to bottom of
filler neck.
With the cooling system drained, the following procedure
should be used to insure complete fill:
! CAUTION
1. Close coolant drain valve in engine block.
Use extreme care when removing the cap
2. Fill the radiator to the bottom of the filler neck with from the radiator. When checking coolant
new coolant (50% water and 50% glycol, permanent- level in the radiator, use a rag over the cap.
type antifreeze solution containing rust and corrosion Turn cap to the first stop and allow all pres-
inhibitors). sure and steam to be released.
3. Install radiator cap securely.
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.
SM 751 01-3-6
Group 01, Engine Cooling System
Section 4
Radiator
To Water Pump
Fan
To thermostat
SM 751 01-4-1
Group 01, Engine Cooling System
4. Drain the radiator/engine coolant as described in 13. Close engine drain cock and refill the radiator with a
Section 3. mixture of 50% glycol (antifreeze) and 50% water as
described in Section 3.
5. Disconnect the overflow bottle hose from the filler
neck of the radiator. Remove the auxliary sump hose. 14. Remount the rear hood.
6. Loosen six shroud bolts, and push the shroud to the 15. Check the rear hood for correct operation once you
fan side. have completed reassembly.
7. Loosen four bolts to remove the fan, and take off the 16. Once you have completed all the tests recommended
fan together with the shroud. for radiator refill (see Section 3), check to make sure
no leaks are evident in the radiator hoses before
8. Loosen two bolts at upper side of radiator and two returning the truck to service.
bolts at lower side of the radiator.
9. Lift the radiator up perpendicular to the ground.
SM 751 01-4-2
GROUP 02(LP-TIER3)
GROUP 02(LP-TIER3)
MI-07 LP SYSTEM
(GM V6 4.3)
SM 751 02-0
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 0
REGULATORY COMPLIANCE
! WARNING
CAUTION.POSSIBLE DAMAGE TO
OUT-OF-DATE PUBLICATION
This publication may have been revised or EQUIPMENT OR PROPERTY
updated since this copy was produced. To
verify that you have the latest revision, be ! CAUTION
sure to check the Woodward website: BATTERY CHARGING
www.woodward.com/pubs/current.pdf To prevent damage to a control system that
The revision level is shown at the bottom of uses an alternator or battery-charging
the front cover after the publication number. device, make sure the charging device is
The latest version of most publications is turned off before disconnecting the battery
available at: from the system.
www.woodward.com/publications
If your publication is not there, please con-
tact your customer service representative to ! CAUTION
get the latest copy.
CAUTION.ELECTROSTATIC DIS-
CHARGE
! WARNING Electronic controls contain static-sensitive
parts. Observe the following precautions to
OVERSPEED PROTECTION prevent damage to these parts.
The engine, turbine, or other type of prime
• Discharge body static before handling the
mover should be equipped with an overspeed
control (with power to the control turned
shutdown device to protect against runaway
off, contact a grounded surface and main-
or damage to the prime mover with possible
tain contact while handling the control).
personal injury, loss of life, or property dam-
age. • Avoid all plastic, vinyl, and Styrofoam
The overspeed shutdown device must be (except antistatic versions) around printed
totally independent of the prime mover con- circuit boards.
trol system. An overtemperature or overpres- • Do not touch the components or conduc-
sure shutdown device may also be needed for tors on a printed circuit board with your
safety, as appropriate. hands or with conductive devices.
SM 751 02(LP-T3)-0-1
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-0-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
SECM-48 inputs and outputs may only be connected to 2. Avoid the build-up of static electricity on your body
other circuits certified as SELV (Safety Extra Low Volt- by not wearing clothing made of synthetic materials.
age). Wear cotton or cotton-blend materials as much as
possible because these do not store static electric
The IP-56 Ingress Protection rating of the control depends
charges as much as synthetics.
on the use of proper mating connectors. See Woodward
publication 26377, SECM-48 Manual, 3. Keep plastic, vinyl, and Styrofoam materials (such as
Chapter 2: Installation.Wiring Connections, Table 2-1 for plastic or Styrofoam cups, cup holders, cigarette
information on the proper mating connectors for use with packages, cellophane wrappers, vinyl books or fold-
this control. ers, plastic bottles, and plastic ash trays) away from
the control, the modules, and the work area as much
! WARNING as possible.
EXPLOSION HAZARD
Do not connect or disconnect while circuit is ! CAUTION
live unless area is known to be non-hazard- ELECTROSTATIC DISCHARGE
ous. To prevent damage to electronic components
Substitution of components may impair suit- caused by improper handling, read and
ability for Class I, Division 2, or Zone 2 observe the precautions in Woodward man-
applications. ual 82715, Guide for Handling and Protec-
tion of Electronic Controls, Printed Circuit
Boards, and Modules.
Electromagnetic Compatibility (EMC)
All MI-07 active electronic components manufactured by
the Woodward Governor Company have been developed
and individually tested for electromagnetic compatibility
using standardized industry methods under laboratory test
conditions. Actual EMC performance may be adversely
affected by the wiring harness design, wire routing, the
surrounding structure, other EMC generating components,
and other factors that are beyond the control of the Wood-
ward Governor Company. It is the responsibility of the
vehicle and/or application manufacturer to confirm that
the overall system's EMC performance is in compliance
with all standards that they wish to apply for their particu-
lar use.
SM 751 02(LP-T3)-0-3
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 1
MI-07 General Description It provides accurate, reliable, and durable control of fuel,
spark, and air over the service life of the engine in the
extreme operating environment found in heavy-duty,
CERTIFIED ENGINE SYSTEMS under hood, on-engine electronic controls.
Woodward’s emission-certified MI-07 control system pro- MI-07 is a closed loop system utilizing a catalytic muffler
vides a complete, fully integrated engine management to reduce the emissions levels in the exhaust gas. In order
system that meets or exceeds 2007 emission standards for to obtain maximum effect from the catalyst, an accurate
Large Spark Ignited (LSI) engines established by the Cali- control of the air fuel ratio is required. A small engine
fornia Air Resources Board (CARB) and the Environmen- control module (SECM) uses two heated exhaust gas oxy-
tal Protection Agency (EPA). gen sensors (HEGO) in the exhaust system to monitor
exhaust gas content. One HEGO is installed in front of the
The control system is applicable to naturally aspirated
catalytic muffler and one is installed after the catalytic
engines ranging in size from 1.5L to 8.1L (25 HP to 170
muffler.
HP) with up to 8 cylinders running on LPG in mobile
industrial applications.
SM 751 02(LP-T3)-1-1
Group 02(LP-Tier3), MI-07 LP SYSTEM
Engine speed is monitored by the SECM through a vari- tion sensor (APP) command. Even engine coolant temper-
able reluctance (VR) or Hall effect sensor. Intake mani- ature and adequate oil pressure are monitored by the
fold air temperature and absolute pressure are monitored SECM. The SECM controller has full adaptive learning
with a TMAP sensor. MI-07 is a drive-by-wire (DBW) capabilities, allowing it to adapt control function as oper-
system connecting the accelerator pedal to the electronic ating conditions change. Factors such as ambient tempera-
throttle through the electrical harness. Mechanical cables ture, fuel variations, ignition component wear, clogged air
are not used. A throttle position sensor (TPS) monitors filter, and other operating variables are compensated.
throttle position in relation to the accelerator pedal posi-
SM 751 02(LP-T3)-1-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
• Speed-load throttle control with table for maxi- Diagnostic information can be communicated through
mum TPS limiting both the service tool interface and the MIL lamp. With the
• Closed-loop fuel control with two oxygen sensors MIL lamp, it is possible to generate a string of flashing
(one installed pre catalyst and one installed post codes that correspond to the fault type. These diagnostics
catalyst). The pre-catalyst oxygen sensor includes are generated only when the engine is not running and the
adaptive learn to compensate for fuel or compo- operator initiates a diagnostic request sequence such as
nent drift. The post-catalyst oxygen sensor repeated actuations of the pedal within a short period of
includes adaptive learn to compensate the pre-cata- time following reset.
lyst oxygen sensor setting for pre-catalyst oxygen Limp Home Mode
sensor drift and catalyst aging. The pre-catalyst
oxygen sensor function includes parameters for The system is capable of "limp-home" mode in the event
transport delay, O2 set point, excursion rich/lean, of particular faults or failures in the system. In limp-home
jump back rich/lean, and perturbation. mode the engine speed is approximately 1000 rpm at no
load. A variety of fault conditions can initiate limp-home
• LPG fuel temperature compensation
mode. These fault conditions and resulting actions are
• Min/max governing determined during calibration and are OEM customer spe-
• All-speed isochronous governing cific.
• Fixed-speed isochronous governing with three Service Tool
switch-selectable speeds
A scan tool/monitoring device is available to monitor sys-
• Fuel enrichment and spark timing modifiers for
tem operation and assist in diagnosis of system faults This
temperature and fuel type
device monitors all sensor inputs, control outputs, and
• Transient fuel enrichment based on rate of change diagnostic functions in sufficient detail through a single
of throttle position access point to the SECM to allow a qualified service
• Transient wall wetting compensation for gasoline technician to maintain the system. This Mototune soft-
• Input sensor selection and calibration ware (licensed by Mototron Communication) is secure
and requires a crypt-token USB device to allow access to
• Auxiliary device control for fuel pump, fuel lock-
information.
off solenoid, tachometer, MIL, interlocks, vehicle
speed limiting, etc.
• CANBus data transfer for speed, torque, etc. Customer-Supplied Components
MI-07 requires additional components to operate that are
Other system features include: not included with the system. These include the wire har-
ness, mixer-to-throttle body adapter, air horn adapter,
Tamper-Resistance mounting brackets, non-critical fittings, and hoses. These
Special tools, equipment, knowledge, and authorization items are application specific and are the responsibility of
are required to effect any changes to the MI-07 system, the packager, manufacturer of record (MOR), or original
thereby preventing unauthorized personnel from making equipment manufacturer (OEM). Woodward will provide
adjustments that will affect performance or emissions. assistance as needed to ensure proper fitting to the MI-07
system components.
Diagnostics
MI-07 is capable of monitoring and diagnosing problems NOTE
and faults within the system.
These include all sensor input hardware, control output It is the responsibility of the customer to con-
hardware, and control functions such as closed-loop fuel sult with Woodward regarding the selection
control limits and adaptive learn limits. Upon detecting a or specification of any components that
fault condition, the system notifies the operator by illumi- impact emissions, performance, or durabil-
nating the MIL and activating the appropriate fault action. ity.
The action required by each fault shall be programmable
by the OEM customer at the time the engine is calibrated.
SM 751 02(LP-T3)-1-3
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-1-4
Group 02(LP-Tier3), MI-07 LP SYSTEM
MI-07 Fuel Lock-Off (Electric) off is opened, but if the operator fails to crank the engine
the SECM will close the lock-off after 5 seconds.
The fuel lock-off is a safety shutoff valve, normally held
closed by spring pressure, which is operated by an electric
solenoid and prevents fuel flow to the regulator/ converter N-2007 Pressure Regulator/Vaporizer
when the engine is not in operation. This is the first of The pressure regulator/vaporizer receives liquid LPG
three safety locks in the MI-07 system. from the fuel storage tank, drops the pressure, changes the
LPG phase from liquid to vapor, and provides vapor phase
LPG at a regulated outlet pressure to the mixer. To offset
the refrigeration effect of the vaporization process, the
regulator will be supplied with engine coolant flow suffi-
cient to offset the latent heat of vaporization of the LPG. A
thermostat provided in the coolant supply line to maintain
regulator outlet coolant temperature at or below 60°C
(140°F) will minimize the deposit of fuel contaminants
and heavy ends in the regulator and assure a more con-
trolled vaporization process with reduced pressure pulsa-
Figure 4. Electric Fuel Lock Assembly tions.
In the MI-07 design, power is supplied to the fuel lock-off A higher flow pressure regulator is required on larger
via the main power relay with the SECM controlling the engines.
lock-off ground (earth) connection. The lock-off remains
in a normally closed (NC) position until the key switch is
activated. This supplies power to the lock-off and the
SECM, but will not open the lock-off via the main power
relay until the SECM provides the lock-off ground con-
nection. This design gives the SECM full control of the
lock-off while providing additional safety by closing the
fuel lock-off in the unlikely event of a power failure, wir-
ing failure or module failure.
When the liquid service valve in the fuel container is
opened, liquid propane flows through the LP filter and
through the service line to the fuel lock-off. Liquid pro-
pane enters the lock-off through the 1/4” NPT liquid inlet Figure 5. N-2007 Regulator
port and stops with the lock-off in the normally closed
position. When the engine is cranked over, the main The regulator is normally closed, requiring a vacuum sig-
power relay applies power to the lock-off and the SECM nal (negative pressure) to allow fuel to flow. This is the
provides the lock-off ground, causing current to flow second of three safety locks in the MI-07 system. If the
through the windings of the solenoid and create a mag- engine stops, vacuum signal stops and fuel flow will auto-
netic field. The strength of this magnetic field is sufficient matically stop when both the secondary (2nd stage) valve
to lift the lock-off valve off of its seat against spring pres- and the primary (1st stage) valve closes. Unlike most other
sure. When the valve is open liquid propane, at tank pres- regulator/converters, the N-2007 primary valve closes
sure, flows through the lock-off outlet to the pressure with fuel pressure rather than against pressure, extending
regulator/converter. A stall safety shutoff feature is built primary seat life and adding additional safety.
into the SECM to close the lock-off in case of a stall con-
dition. The SECM monitors three engine states: Crank, Liquid propane must be converted into a gaseous form in
when the crankshaft position sensor detects any engine order to be used as a fuel for the engine. When the regula-
revolutions; Stall, when the key is in the ON position but tor receives the desired vacuum signal it allows propane to
the crankshaft position sensor detects no engine revolu- flow to the mixer. As the propane flows through the regu-
tions; and the Run state, when the engine reaches pre-idle lator the pressure is reduced in two stages from tank pres-
rpm. When an operator turns on the key switch the lock- sure to slightly less than atmospheric pressure. As the
pressure of the propane is reduced, the liquid propane
vaporizes and refrigeration occurs inside the regulator due
SM 751 02(LP-T3)-1-5
Group 02(LP-Tier3), MI-07 LP SYSTEM
to the vaporization of liquid propane. To replace heat lost the expansion chamber, through the secondary chamber to
to vaporization, engine coolant is supplied by the engine the mixer.
driven water pump and pumped through the regulator.
Heat provided by this coolant is transferred through to the
fuel vaporization chamber.
N-2007 Operation
(Refer to Figure 6.)
Liquid propane, at tank pressure, enters the N-2007
through the fuel inlet port (1).
Propane liquid then flows through the primary valve (2).
The primary valve located at the inlet of the expansion
chamber (3), is controlled by the primary diaphragm (4),
which reacts to vapor pressure inside the expansion cham-
ber. Two springs are used to apply force on the primary Figure 6. Parts View of N-2007 Regulator
diaphragm in the primary diaphragm chamber (5), keep-
ing the primary valve open when no fuel pressure is Because vapor propane has now left the expansion cham-
present. ber, the pressure in the chamber will drop, causing the pri-
mary diaphragm spring force to re-open the primary valve
A small port connects the expansion chamber to the pri-
allowing liquid propane to enter the regulator, and the
mary diaphragm chamber. At the outlet of the expansion
entire process starts again. This creates a balanced condi-
chamber is the secondary valve (6). The secondary valve
tion between the primary and secondary chambers allow-
is held closed by the secondary spring on the secondary
ing for a constant flow of fuel to the mixer as long as the
valve lever (7). The secondary diaphragm controls the
demand from the engine is present. The fuel flow is main-
secondary lever. When the pressure in the expansion
tained at a constant output pressure, due to the calibrated
chamber reaches 1.5 psig (10.342 kPa) it causes a pres-
secondary spring. The amount of fuel flowing will vary
sure/force imbalance across the primary diaphragm (8).
depending on how far the secondary valve opens in
This force is greater than the primary diaphragm spring
response to the negative pressure signal generated by the
pressure and will cause the diaphragm to close the pri-
air/fuel mixer. The strength of that negative pressure sig-
mary valve.
nal developed by the mixer is directly related to the
Since the fuel pressure has been reduced from tank pres- amount of air flowing through the mixer into the engine.
sure to 1.5 psig (10.342 kPa) the liquid propane vaporizes. With this process, the larger the quantity of air flowing
As the propane vaporizes it takes on heat from the expan- into the engine, the larger the amount of fuel flowing to
sion chamber. This heat is replaced by engine coolant, the mixer.
which is pumped through the coolant passage of the regu-
lator. At this point vapor propane will not flow past the
CA100 Mixer
expansion chamber of the regulator until the secondary
valve is opened. To open the secondary valve, a negative The mixer is installed above the throttle body and meters
pressure signal must be received from the air/fuel mixer. gaseous fuel into the airstream at a rate that is proportional
When the engine is cranking or running a negative pres- to the volumetric flow rate of air. The ratio between volu-
sure signal (vacuum) travels through the vapor fuel outlet metric airflow and volumetric fuel flow is controlled by
connection of the regulator, which is the regulator second- the shaping of the mixer fuel cone and biased by the con-
ary chamber, and the vapor fuel inlet of the mixer. The trollable fuel supply pressure delivered by the pressure
negative pressure in the secondary chamber causes a pres- regulator. Fuel flow must be metered accurately over the
sure/force imbalance on the secondary diaphragm, which full range of airflows. Pressure drop across the mixer air
overcomes the secondary spring force, opening the sec- valve must be minimized to assure maximum power out-
ondary valve and allowing vapor propane to flow out of put from the engine.
The mixer fuel inlet is fitted with a thermistor-type tem-
perature sensor. This permits the SECM to correct fuel
pressure to compensate for variations in fuel temperature.
SM 751 02(LP-T3)-1-6
Group 02(LP-Tier3), MI-07 LP SYSTEM
Left uncorrected, fuel temperature variations can cause (Refer to Figure 9.)
significant variations in air fuel ratio. The air/fuel mixer is mounted in the intake air stream
between the air cleaner and the throttle. The design of the
A higher flow mixer is required on larger engines. A
main body incorporates a cylindrical bore or mixer bore,
lower flow mixer is required on smaller engines.
fuel inlet (1) and a gas discharge jet (2). In the center of
the main body is the air valve assembly, which is made up
of the air valve (3), the gas-metering valve (4), and air
valve diaphragm (5) and air valve spring (6). The gas-
metering valve is permanently mounted to the air valve
diaphragm assembly with a face seal mounted between
the two parts.
When the engine is not running this face seal creates a
barrier against the gas discharge jet, preventing fuel flow
with the aid (downward force) of the air valve spring.
When the engine is cranked over it begins to draw in air,
creating a negative pressure signal. This negative pressure
signal is transmitted through four vacuum ports in the air
valve.
SM 751 02(LP-T3)-1-7
Group 02(LP-Tier3), MI-07 LP SYSTEM
low AVV causes the air valve diaphragm assembly to voltmeter. NOTE: Adjustments should only be per-
move upward a small amount, creating a small venturi. At formed by trained service technicians.
high engine speeds, high AVV causes the air valve dia-
phragm assembly to move much farther creating a large
venturi. The variable venturi air/fuel mixer constantly
matches venturi size to engine demand.
Vaccum Parts
Gas-Metering
Valve
Air Intake
SM 751 02(LP-T3)-1-8
Group 02(LP-Tier3), MI-07 LP SYSTEM
control pressure while the other side of the diaphragm Branch-Tee Fitting
reacts to the negative pressure signal from the mixer. If
the pressure on the reference side of the N-2007 second- A branch-tee fitting is installed in the atmospheric vent
ary diaphragm is reduced, the diaphragm will close the port of the N-2007 with one side of the branch-tee con-
secondary valve until a balance condition exists across the nected to the intake side of the mixer forming the balance
diaphragm, reducing fuel flow and leaning the air/fuel line and referencing atmospheric pressure. The other side
mixture. of the branch-tee fitting connects to the FTV inlet (small
housing side). The FTV outlet (large housing connector
side) connects to the AVV port. When the FTVs are open
AVV is sent to the atmospheric side of the N-2007 sec-
ondary diaphragm, which lowers the reference pressure,
closing the N- 2007 secondary valve and leaning the air/
fuel mixture. The MI-07 system is calibrated to run rich
without the FTV. By modulating (pulsing) the FTVs the
SECM can control the amount of AVV applied to the N-
2007 secondary diaphragm. Increasing the amount of time
the FTVs remain open (modulation or duty cycle) causes
the air/fuel mixture to become leaner; decreasing the mod-
ulation (duty cycle) enriches the mixture.
ORIFICE "Y"
(COLOR BLUE)
LOCK OFF VALVE
FLOW
MOUNT TRIM
FLOW
VALVES VERTICALLY
FLOW
FLOW
CA100 MIXER
FUEL TEMP SENSOR
AND ADAPTER
SM 751 02(LP-T3)-1-9
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-1-10
Group 02(LP-Tier3), MI-07 LP SYSTEM
Throttle Plate
Gear Drive
DC Drive Motor
Ignition System engine speed calculation, coil energy information, and tar-
get spark timing. The SECM provides a TTL compatible
Spark-ignited engines require accurate control of spark signal for spark control. The coil must contain the driver
timing and spark energy for efficient combustion. The MI- circuitry necessary to energize the primary spark coil oth-
07 ignition system provides this control. The system con- erwise an intermediary coil driver device must be pro-
sists of the following components: vided. The SECM controls spark energy (dwell time) and
• SECM spark discharge timing.
• Ignition coil drivers *
• Ignition coil(s) *
• Crankshaft position sensor *
• Crankshaft timing (target) wheel *
• Spark plugs *
(*) Customer-supplied components
The SECM, through use of embedded control algorithms
and calibration variables, determines the proper time to
start energizing the coil and fire the spark plug. This
requires accurate crank/camshaft position information, an
SM 751 02(LP-T3)-1-11
Group 02(LP-Tier3), MI-07 LP SYSTEM
GM 4.3L V-6 ENGINE FUEL SYSTEM the sensor changes the magnetic flux, creating an analog
voltage signal in the sensor coil.
OPTIONS
General Motors (GM) industrial engines have the capabil-
ity of being fueled with propane or natural gas. Propane
and natural gas have higher octane ratings than gasoline,
but they also have lower lubricity, so engines must be
designed specifically to handle the increased frictions
associated with these fuels.
Coil
The 4.3L V-6 engine versions are:
• LT (propane only) / EST ignition system Ignition
• AC (bi-fuel) / HVS ignition system Module
Exhaust System
The GM distributor used in the Delco EST ignition sys- Heated Exhaust Gas Oxygen Sensors
tem, incorporates a variable reluctance (VR) sensor,
(HEGO)
which transmits a reference signal to the GM ignition
module located on the distributor. A variable reluctance The MI-07 system utilizes two HEGO (O2) sensors. One
sensor is an electromagnetic device consisting of a perma- sensor is a pre-catalyst sensor that detects the amount of
nent magnet surrounded by a winding of wire. The sensor oxygen in the exhaust stream and is considered the pri-
is used in conjunction with a ferrous signal rotor on the mary control point. Based upon the O2 sensor feedback,
distributor shaft. The signal rotor has six lobes, one for the MI-07 system supplies a stoichiometric air-fuel ratio
each cylinder. Rotation of the signal rotor near the tip of to the catalytic converter. The catalytic converter then
reduces emissions to the required levels. The second sen-
sor is a post-catalyst sensor that detects the amount of
SM 751 02(LP-T3)-1-12
Group 02(LP-Tier3), MI-07 LP SYSTEM
oxygen after the catalyst. This sensor is used as a second- the ability of the system to diagnose rich and
ary control point to adjust the pre-catalyst setpoint to lean conditions.
ensure proper catalyst conversion efficiency.
Once a HEGO sensor reaches approximately 600°F Catalytic Muffler
(316°C), it becomes electrically active. The concentration
of oxygen in the exhaust stream determines the voltage In order to meet 2007 emission requirements a 3-way cat-
produced. If the engine is running rich, little oxygen will alyst is necessary.
be present in the exhaust and voltage output will be rela- The MI-07 control system monitors the exhaust stream
tively high. Conversely, in a lean situation, more oxygen pre and post catalyst and uses this information to control
will be present and a smaller electrical potential will be the air-fuel mixture. By using the signals from the
noticed. HEGOs, the SECM can increase or decrease the amount
of oxygen in the exhaust by modulating the FTVs and
adjusting the air-fuel ratio. This control scheme allows the
SECM to make sure that the engine is running at the cor-
rect air to fuel ratio so that the catalyst can perform as
required to meet the emissions certification.
! CAUTION
The HEGO sensors are calibrated to work
with the MI-07 control system. Use of alter-
nate sensors may impact performance and
SM 751 02(LP-T3)-1-13
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-1-14
Group 02(LP-Tier3), MI-07 LP SYSTEM
Speed Management
NOTE
Drive-by-wire refers to the fact that the MI-07 control sys-
tem has no throttle cable from the foot pedal to the throttle The DV-E5 throttle is not a serviceable
body. Instead, the SECM is electronically connected both assembly. If a TPS sensor fails, the assembly
to the foot pedal assembly and the throttle body. The should be replaced.
SECM monitors the foot pedal position and controls the
throttle plate by driving a DC motor connected to the
throttle. The DC motor actuates the throttle plate to corre-
spond to the foot pedal position when the operator
depresses the pedal. The SECM will override the pedal
command above a maximum engine speed and below a
minimum idle speed.
The use of electronic throttle control (ETC) ensures that
the engine receives only the correct amount of throttle
opening for any given situation, greatly improving idle
quality and drivability.
SM 751 02(LP-T3)-1-15
Group 02(LP-Tier3), MI-07 LP SYSTEM
Engine Speed Governing The MI-07 system eliminates the need for air velocity
governors. This substantially increases the peak torque
The MI-07 system also performs minimum (min) and and power available for a given system as shown in Fig-
maximum (max) speed governing through the SECM and ure 19. When the engine speed reaches the max governing
DBW throttle. For min governing, or idle speed control, point the speed is controlled by closing the DBW throttle.
the idle speed is fixed by the SECM. Unlike a mechanical Using the DBW throttle as the primary engine speed con-
system, the idle speed is not adjustable by the end user. trol allows for a smooth transition into and out of the gov-
The idle speed is adjusted by the SECM based on engine ernor. If excessive over speed is detected, the engine is
coolant temperature. At these low engine speeds, the shut down.
SECM uses spark and throttle to maintain a constant
speed regardless of load.
Torque
Torque(ft.lb)
RPM
Horsepower
Power (BHP)
RPM
Figure 19. Peak Torque and Power Available with MI-07 System
SM 751 02(LP-T3)-1-16
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-1-17
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-1-18
Group 02(LP-Tier3), MI-07 LP SYSTEM
With the exception of battery voltage, all inputs are 0-5 Outputs
Vdc, ground referenced.
Resolution should be 0.1% or better. Accuracy should be • FTV drivers (2)
2% or better. 10A peak, 45V max. To drive an on/off fuel trim
valve with a minimum impedance of 5 ohms
Capable of continuous on-time
Frequency/Position Inputs Drive circuit designed for minimum turn-on /turn-
• Crankshaft position off delay
Variable reluctance (2-wire, 200 Vpp max) or 0-5 FTVs will be pulse width modulated between 8
V Hall Effect with calibration selectable pull-up and 40 Hz with a minimum pulse width resolution
resistor for open collector sensors Permits speed of 50 usec
resolution of 0.25 rpm and crankshaft position res- • Fuel lock-off solenoid valve
olution of 0.5° Low side switch, 10A peak, 4A continuous 45 V
• Camshaft position max
Variable reluctance (2-wire, 200 Vpp max) or 0-5 • Electronic Spark Timing (EST) (4)
V Hall Effect with calibration selectable pull-up TTL compatible outputs
resistor for open collector sensors. Software configured for coil-on-plug ignition sys-
tem
Digital Inputs • Throttle control (1)
H-Bridge, 5A peak, 2.5A continuous at 2500 Hz
• Oil pressure switch PWM includes current feedback for diagnostic
Normally open, internal pull-up resistor provided purposes.
to detect external switch to ground • MIL (malfunction indicator lamp)
• Transmission oil temperature switch Low side switch, sufficient to drive a 7W incandes-
Normally open, internal pull-up resistor provided cent lamp continuously
to detect external switch to ground • CANBus
• Ground speed select switch CAN 2.0b serial communication for J1939 com-
Permits selecting two different maximum engine munications, programming and diagnostics.
speeds Requires proper termination resistance per CAN
• Vswitched 2.0b.
Switched battery voltage
SECM-48 Wiring Diagram
! CAUTION
PROPER WIRING
To prevent system faults be sure to follow
good wiring practices. Poor wiring may cause
unexpected or intermittent failures not
related to MI-07 components.
NOTE
Always refer to MOR-furnished wiring dia-
grams for your specific application.
SM 751 02(LP-T3)-1-19
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-1-20
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 2
SPECIFICATIONS
SM 751 02(LP-T3)-2-1
Group 02(LP-Tier3), MI-07 LP SYSTEM
Reference Pressure Two 1/8-NPT ports. Pressure readings Minimum Open Circuit Voltage > 30 kV
Ports must be identical within 0.25 inH2O
(0.623 mbar) at all airflows. Minimum Coil Energy 35 mJ
Operating Tempera-
-20 °F to 221°F [-29 °C to 105 °C]
ture
Exhaust Emissions
Long-term Storage -40 °F to 140 °F [-40 °C to 60 °C]
Temperature MI-07 is capable of meeting EPA 2007 LSI engine emission
standards when operating properly with an approved three-way
Short-term Storage ˺ 257 °F [125 °C] catalyst. Emission standards must be met on both the LSI engine
Temperature (Heat off-highway transient emissions test cycle and the ISO 8178 type
Soak) C2 steady-state emissions test cycle.
Operating Voltage 8-16 Vdc The fuel control logic, for both LPG and gasoline, employs a
SECM microprocessor may reset at closed-loop exhaust gas oxygen control algorithm in order to
voltages below 6.3 Vdc compensate for fuel system tolerances, aging, altitude, and fuel
composition. The algorithm utilizes dual heated exhaust gas
Operating On-engine mounting, underhood auto-
oxygen (HEGO) sensors with an output that switches high and
Environment motive Capable of withstanding spray
low at stoichiometry. When operated with LPG, the control logic
from a pressure washer
compensates for variations in fuel temperature as measured at
the mixer inlet.
SM 751 02(LP-T3)-2-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
Idle Speed
The low idle speed setpoint ranges between 500 rpm and 800
rpm, as defined by the OEM during calibration.
Maximum Speed
The maximum governed speed setpoint ranges between 1800
rpm and 3000 rpm, as defined by the OEM during calibration.
SM 751 02(LP-T3)-2-3
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 3
RECOMMENDED MAINTENANCE
Suggested maintenance requirements for an engine Inspect Engine for Fluid Leaks
equipped with an MI-07 fuel system are contained in this
section. The operator should, however, develop a custom- • Start the engine and allow it to reach operating
ized maintenance schedule using the requirements listed temperatures.
in this section and any other requirements listed by the • Turn the engine off.
engine manufacturer. • Inspect the entire engine for oil and/or coolant
leaks.
Maintenance Tests & Inspections • Repair as necessary before continuing.
Test Fuel System for Leaks Inspect Vacuum Lines and Fittings
• Obtain a leak check squirt bottle or pump spray • Visually inspect vacuum lines and fittings for
bottle. physical damage such as brittleness, cracks and
• Fill the bottle with an approved leak check solu- kinks. Repair/replace as required.
tion. • Solvent or oil damage may cause vacuum lines to
• Spray a generous amount of the solution on the become soft, resulting in a collapsed line while the
fuel system fuel lines and connections, starting at engine is running.
the storage container. • If abnormally soft lines are detected, replace as
• Wait approximately 15-60 seconds, then perform a necessary.
visual inspection of the fuel system. Leaks will
cause the solution to bubble. Inspect Electrical System
• Listen for leaks
• Check for loose, dirty or damaged connectors and
• Smell for LPG odor which may indicate a leak wires on the harness including: fuel lock-off,
TMAP sensor, O2 sensors, electronic throttle, con-
trol relays, fuel trim valves, crank position sensor,
and cam position sensor.
• Repair and/or replace as necessary.
SM 751 02(LP-T3)-3-1
Group 02(LP-Tier3), MI-07 LP SYSTEM
! WARNING ! CAUTION
PROPER USE Do not over tighten the spark plugs.
Never remove the pressure cap on a hot
engine.
Replace LP Fuel Filter Element
• The coolant level should be equal to the “COLD” Park the lift truck in an authorized refueling area with the
mark on the coolant recovery tank. forks lowered, parking brake applied and the transmission
• Add approve coolant to the specified level if the in Neutral.
system is low.
1. Close the fuel shutoff valve on the LP-fuel tank. Run
the engine until the fuel in the system runs out and
Inspect Coolant Hoses the engine stops.
• Visually inspect coolant hoses and clamps. 2. Turn off the ignition switch.
Remember to check the two coolant lines that con- 3. Scribe a line across the filter housing covers, which
nect to the pressure regulator/converter. will be used for alignment purposes when re-install-
• Replace any hose that shows signs of leakage, ing the filter cover.
swelling, cracking, abrasion or deterioration.
Filter
Housing
Inspect Battery System Scribe Point
SM 751 02(LP-T3)-3-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
8. Re-assemble the filter assembly aligning the scribe Pressure Regulator/Converter Inspection
lines on the top and bottom covers.
• Visually inspect the pressure regulator/converter
9. Install the cover retaining screws, tightening the (B) housing for coolant leaks.
screws in an opposite sequence across the cover.
• Refer to Chapter 4 if the pressure regulator/con-
10. Open the fuel valve by slowly turning the valve verter requires replacement.
counterclockwise.
11. Crank the engine several revolutions to open the fuel Fuel Trim Valve Inspection (FTV)
lock-off. DO NOT START THE ENGINE. Turn the
ignition key switch to the off position. • Visually inspect the fuel trim valves (C) for abra-
sions or cracking. Replace as necessary.
12. Check the filter housing, fuel lines and fittings for
• To ensure a valve is not leaking a blow-by test can
leaks. Repair as necessary.
be performed.
1. With the engine off, disconnect the electrical connec-
Testing Fuel Lock-off Operation
tor to the FTVs.
• Start engine. 2. Disconnect the vacuum line from the FTVs to the
• Locate the electrical connector for the fuel lock pressure regulator/converter at the converters tee
(A). connection.
• Disconnect the electrical connector. 3. Lightly blow through the vacuum line connected to
• The engine should run out of fuel and stop within a the FTVs.
short period of time. Air should not pass through the FTVs when de-ener-
gized.
NOTE If air leaks past the FTVs when de-energized, replace
the FTVs.
The length of time the engine runs on
trapped fuel vapor increases with any
increase in distance between the fuel lock-off
Inspect Air/Fuel Valve Mixer Assembly
and the pressure regulator/converter. • Refer to Chapter 5 for procedures regarding the LP
mixer (D).
• Turn the ignition key switch off and re-connect the
fuel lock-off connector.
Inspect for Intake Leaks
• Visually inspect the intake throttle assembly (E),
and intake manifold for looseness and leaks.
Repair as necessary.
NOTE
Refer to Chapter 4 for procedures on remov-
Figure 22. MI-07 System Installed on GM 4.3L Engine ing the mixer and inspecting the throttle
plate.
SM 751 02(LP-T3)-3-3
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-3-4
Group 02(LP-Tier3), MI-07 LP SYSTEM
Maintenance Schedule
NOTE
The MI-07 fuel system was designed for use with LPG fuel that complies with HD5 or HD10 LPG fuel
standards. Use of noncompliant LPG fuel may require more frequent service intervals and will disqualify
the user from warranty claims.
INTERVAL HOURS
CHECK POINT Every 250 Every 500 Every 1000 Every 1500 Every 2500
Daily Hours or Hours or Hours or Hours or Hours or
1 month 3 months 6 months 9 months 1 year
General Maintenance
Test fuel system for leaks. Prior to any service or maintenance activity
Inspect engine for fluid leaks. X
Inspect all vacuum lines and fittings. X
Inspect electrical system; check for loose, dirty, or
X
damaged wires and connections.
Inspect isolation mounts on engine control module
X
for cracks and wear; replace as necessary.
Inspect all fuel fittings and hoses. X
Inspect foot pedal travel and operation. X
Replace timing belt X
Check for MIL lamp test at key-on. If MIL lamp
remains illuminated (indicating a fault), use pedal X
to recover fault code(s). Repair faults.
Engine Coolant
Check coolant level. X
Inspect coolant hoses and fittings for leaks, cracks,
X
swelling, or deterioration.
Engine Ignition
Inspect battery for damage and corroded cables. X
Inspect ignition system. X
Replace spark plugs X
Fuel Lock-Off/Filter
Replace LP fuel filter element. X
Inspect lock-off and fuel filter for leaks. X
Ensure lock-off stops fuel flow when engine is off. X
Pressure Regulator/Converter
Test regulator pressures. X
Inspect pressure regulator vapor hose for deposit
X
build-up. Clean or replace as necessary.
Inspect regulator assembly for fuel/coolant leaks. X
Fuel Trim Valve
Inspect valve housing for wear, cracks or
X
deterioration.
Ensure valve seals in the closed position when the
X
engine is off.
Replace FTV. When indicated by MIL
SM 751 02(LP-T3)-3-5
Group 02(LP-Tier3), MI-07 LP SYSTEM
INTERVAL HOURS
CHECK POINT Every 250 Every 500 Every 1000 Every 1500 Every 2500
Daily Hours or Hours or Hours or Hours or Hours or
1 month 3 months 6 months 9 months 1 year
Carburetor
Check air filter indicator. X
Check for air leaks in the filter system. X
Inspect air/fuel valve mixer assembly for cracks,
loose hoses, and fittings. Repair or replace as X
necessary.
Check for vacuum leaks in the intake system
including manifold adapter and mixer to throttle X
adapter.
Repair or replace throttle assembly. When indicated by MIL
Inspect air filter. X
Replace air filter element. X
Check TMAP sensor for tightness and leaks. X
Exhaust & Emission
Inspect engine for exhaust leaks. X
Replace PCV valve and breather element. X
Replace HEGO sensors When indicated by MIL
SM 751 02(LP-T3)-3-6
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 4
INSTALLATION PROCEDURES
! WARNING
PROPER USE
• LP gas is highly flammable. To prevent
personal injury, keep fire and flammable
materials away from the lift truck when
work is done on the fuel system.
• Gas vapor may reduce oxygen available for
breathing, cause headache, nausea, dizzi-
ness and unconsciousness and lead to
injury or death. Always operate the forklift
in a well ventilated area
• Liquid propane may cause freezing of tis-
sue or frostbite. Avoid direct contact with
skin or tissue; always wear appropriate
safety protection including gloves and
safety glasses when working with liquid
propane.
! CAUTION
The regulator/converter and mixer are part
of a certified system complying with EPA and
CARB 2007 requirements. Only trained, cer-
tified technicians should perform disassem-
bly, service or replacement of the regulator/
converter or mixer.
Hose Connections
Proper operation of the closed loop control greatly
depends on the correct vacuum hose routing and fuel line
lengths. Refer to the connection diagrams below for
proper routing and maximum hose lengths when reinstall-
ing system components.
NOTE
Preferred mounting of regulator is off engine.
Hose Specifications
Vacuum hose to comply to SAE 1403 Type I or SAE J30
R7 R8 / EPDM textile reinforced / -40° F to +257° F (-
40°C +125°C / Inside Diameter: 7/32” (5.56mm)
SM 751 02(LP-T3)-4-1
Group 02(LP-Tier3), MI-07 LP SYSTEM
DWG NO 5555-1202
Figure 23. Hose Connections for 4.3L Engine
DIAGRAM NOTES
Trim valves must be posi- ཛ N-2007 Regulator ར Solenoid (AFS Lock Off Valve)
1 tioned vertically with flow
ཛྷ Plastic WYE Fitting (black color) ལ Brass Tee Fitting. 1/4 Tube x 1/8
arrows in position shown
for 7/32” (5.56mm) ID Tube NPTF x 1/4 Tube
Fuel outlet must be min 15° Hose
ཤ CA100 Mixer
2 below horizontal position ཝ Valve (TEV Bosch Canister)
ཥ 1/4” (6.35mm) hose barb to 1/8”
Only one 90° fitting permissi- ཞ Plastic WYE Fitting (blue color) (3.2mm) male pipe, 125HBL,
3 ble on vapor fuel line for 7/32” (5.56mm) ID Tube .062 flow ID
between mixer and regulator Hose
ས 1/4-28 UNF x 1/4” (6.35mm) hose
(As shown the temp sensor ཟ Adapter (temperature sensor) barb
adaptor is considered the one
90° fitting.) འ Sensor (coolant, temperature)
SM 751 02(LP-T3)-4-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-4-3
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-4-4
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 5
3. Union Tee 1/4” NPT with three 1/4” NPT x 1/4” hose
! WARNING barb
PROPER USE 4. Vacuum hose
• LP gas is highly flammable. To prevent
personal injury, keep fire and flammable 5. 0-3” WC Magnehelic gauge (inches of water col-
materials away from the lift truck when umn)
work is done on the fuel system. Secondary Stage (Break-Off) Test
• Gas vapor may reduce oxygen available for 1. Connect the vacuum pump, the Magnehelic gauge
breathing, cause headache, nausea, dizzi- and the regulator vapor outlet to the Union Tee fitting
ness and unconsciousness and lead to (Figure 28). Make sure there is no leakage at any of
injury or death. Always operate the forklift the fittings.
in a well ventilated area 2. Using the vacuum pump slowly apply enough vac-
• Liquid propane may cause freezing of tis- uum to measure above -2” WC on the gauge. This
sue or frostbite. Avoid direct contact with vacuum signal opens the secondary valve in the N-
skin or tissue; always wear appropriate 2007 regulator/converter.
safety protection including gloves and
safety glasses when working with liquid 3. Release the vacuum pump lever and you will see the
propane. gauge needle start falling back toward zero. When
the pressure drops just below the specified break-off
pressure (-0.5 +/- 0.35” WC) of the secondary spring,
NOTE the needle should stop moving.
The regulator/converter and mixer are part 4. At this point the secondary valve should close. If the
of a certified system complying with EPA and secondary valve seat or the secondary diaphragm is
CARB 2007 requirements. Only trained, cer- leaking the gauge needle will continue to fall toward
tified technicians should perform disassem- zero (proportional to the leak size). An excessively
bly, service or replacement of the regulator/ rich air/fuel mixture can be caused by a secondary
converter or mixer. valve seat leak and the regulator should be replaced.
Break-Off Test
Secondary Stage Test Hardware
1. Hand vacuum pump
2. Regulator vapor outlet test fitting 3/4” NPT x 1/4” Figure 28. Secondary Stage Test Connection
hose barb
SM 751 02(LP-T3)-5-1
Group 02(LP-Tier3), MI-07 LP SYSTEM
PRIMARY PRESSURE TAP 7. If the test is successful, re-install the primary test
port plug and check the fittings for leaks. See Chap-
ter 5 for installation of the N-2007 regulator.
NOTE
The N-2007 primary stage pressure can also
be tested at idle on a running engine. The N-
2007 primary pressure should be between 40
inH20 (99.635 mbar) and 55 inH20 (136.999
mbar) at 750 rpm, idle.
Figure 29. Primary Stage Test Connection
3. Apply compressed air, wait for air to exit the hose ! WARNING
barb in the test port, and then connect the Magnehelic • LP gas is highly flammable. To prevent
gauge (Figure 30) to the hose barb using the vacuum personal injury, keep fire and flammable
hose or vinyl tubing. This prevents the gauge from materials away from the lift truck when
reading maximum pressure due to the large velocity work is done on the fuel system.
of compressed air entering the primary chamber.
• Gas vapor may reduce oxygen available for
4. Make sure there is no leakage at any of the fittings. breathing, cause headache, nausea, dizzi-
The static pressure should read between 40-60” of ness and unconsciousness and lead to
injury or death. Always operate the forklift
in a well ventilated area
Liquid propane may cause freezing of tissue or frost-
bite. Avoid direct contact with skin or tissue; always
wear appropriate safety protection including gloves
and safety glasses when working with liquid propane.
SM 751 02(LP-T3)-5-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
Check for excessive or inadequate pressure drop across The initial ignition timing needs to be set by the MOR.
CA55-500 mixer. This setup requires a specific technique for each engine
installation.
AVV Test Hardware
1. Union Tee fitting, 1/4” (6.35mm) NPT Connection of MI-07 Service Tool
with three 1/4” (6.35mm) NPT x 1/4” (6.35mm) hose
barbs To use the Service Tool, a USB (Universal Serial Bus) to
CAN (Controller Area Network) communication adapter
2. Vacuum hose
by KVaser will be required along with a Crypt Token
3. 0-20” H2O differential pressure Magnehelic gauge (Figure 32). The Crypt Token acts as a security key
allowing the laptop to retrieve the necessary data from the
SECM.
AVV Test
1. Install Union Tee fitting in the hose between the
FTVs and the AVV fitting. Connect this fitting to the
low pressure port of the Magnehelic gauge (Figure
31).
2. Leave high pressure port of the Magnehelic gauge
exposed to ambient pressure (Figure 31).
3. With the engine fully warmed up and running at idle
(750 rpm) place the transmission in Neutral. The
AVV should be between 5” and 8” H2O of pressure Figure 32. KVaser
vacuum. Communication Adapter
4. If the measured pressure drop is excessively high, 1. Install the Crypt Token in an available USB port in
check for sticking or binding of the diaphragm air the computer (Figure 33).
valve assembly inside the mixer. Replace mixer if
necessary.
5. If the measured pressure drop is low, check for vac-
uum leaks in the manifold, throttle, mixer, TMAP
sensor and attached hoses.
Crypt
Gauge Token
Fitting
SM 751 02(LP-T3)-5-3
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-5-4
Group 02(LP-Tier3), MI-07 LP SYSTEM
5. Use the Mototune Service Tool to monitor Duty 13. Adjust the idle mixture screw on the mixer until a
Cycle % on the Mototune display. reading of 50-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 35).
6. To adjust the idle mixture screw, use a 5mm hex or
Allen-type wrench. Turning the screw in (clockwise) 14. Use the accelerator pedal to increase RPM above idle
should increase the duty cycle; turning the screw out momentarily (rev the engine) then release the pedal
(counter-clockwise) should decrease the duty cycle. to return to idle RPM. The duty cycle setting should
remain within the adjustment range (50-55%). Place
7. Adjust the idle mixture screw on the mixer until a your thumb over the adjustment port for a more accu-
reading of 40-45% is reached for the FTV Duty rate reading by preventing air from leaking past the
Cycle in Closed Loop Idle (Figure 35). mixture adjustment screw, which may cause the duty
cycle to decrease.
Closed Loop
NOTE
Duty Cycle If the FTV Duty Cycle reading is NOT
between 25-60%, check for possible vacuum
leaks, manifold leaks, or a faulty mixer.
SM 751 02(LP-T3)-5-5
Group 02(LP-Tier3), MI-07 LP SYSTEM
16. Install the tamper proof cap on the idle mixture screw 4. Use the Mototune Service Tool to monitor Duty
adjustment port using a large pin punch, so that no Cycle % on the Mototune display.
further adjustments can be made (Figure 36).
5. To adjust the idle mixture screw, use a hex or Allen-
type wrench. Turning the screw in (clockwise)
should increase the duty cycle; turning the screw out
(counterclockwise) should decrease the duty cycle.
6. Adjust the idle mixture screw on the mixer until a
reading of 45-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 35). If engine idle
performance is unstable screw the idle screw in
slightly to see if stability is obtained, but in no case
should duty cycle exceed 60%.
Figure 36. Installing Tamper Proof Cap
7. Use the accelerator pedal to increase rpm above idle
momentarily (rev the engine) then release the pedal
to return to idle rpm. The duty cycle setting should
Idle Mixture Screw
Under Cap remain within the adjustment range (45-55%). Place
your thumb over the adjustment port for a more accu-
rate reading by preventing air from leaking past the
mixture adjustment screw, which may cause the duty
Tamper cycle to decrease.
Proof Cap
8. If the FTV duty cycle reading is above 55% adjust
the idle adjustment screw outward and re-check the
duty cycle reading. Continue to do this until the FTV
duty cycle reading is within the optimum range (45-
Field Adjustment Procedure: 55%).
The idle mixture adjustment should only be necessary on 9. DO NOT adjust the screw so far outward that the
a new mixer that does not have the tamper proof cap tamper proof cap cannot be installed. A duty cycle
installed. The method for making the idle mixture adjust- measurement at Closed Loop Idle of 40-60% is
ment to a running engine is to use the Service Tool soft- acceptable if the optimum range of 45-55% cannot
ware by connecting a laptop computer to the SECM. If be reached through adjustment. If the FTV duty cycle
you do not have the Service Tool a multimeter capable of cannot be adjusted below 60%, the mixer is faulty
measuring duty cycle, such as a Fluke 87 III, can be used. and should be replaced.
If using a multimeter, connect the meter positive lead to
between battery positive and the meter negative to the NOTE
FTV signal wire. For the Fluke 87, press the “RANGE”
button until 4 or 40 appears in the lower right-hand corner If the FTV Duty Cycle reading is NOT
of the display. Press the “Hz” button twice so that the per- between 25-60%, check for possible vacuum
cent sign (%) appears on the right-hand side of the dis- leaks, manifold leaks, or a faulty mixer.
play. The multimeter will then read the duty cycle
percentage the same as the Service Tool shown in Figure 10. Turn the ignition key to the OFF position to shut
35. down the engine.
1. After installing a new mixer, operate the engine on 11. Install the tamper proof cap on the idle mixture screw
LPG fuel. Start the engine and permit it to warm up adjustment port using a large pin punch, so that no
until the coolant temperature (ECT on Mototune dis- further adjustments can be made (Figure 36).
play) is approximately 167°F (75°C).
2. Place the transmission in Neutral.
3. Mototune display parameter LP Fuel Control must
display “Closed Loop”.
SM 751 02(LP-T3)-5-6
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 6
BASIC TROUBLESHOOTING
Preliminary Checks • Vacuum hoses for splits, kinks, and proper connec-
tion.
MI-07 systems are equipped with built-in fault diagnos- • Air leaks at throttle body mounting and intake
tics. Detected system faults can be displayed by the Mal- manifold
function Indicator Lamp (MIL) and are covered in
Chapter 7, Advanced Diagnostics. However, items such as • Exhaust system leaks
fuel level, plugged fuel lines, clogged fuel filters, and • Ignition wires for cracking, hardness, proper rout-
malfunctioning pressure regulators may not set a fault ing, and carbon tracking
code and usually can be corrected with the basic trouble- • Wiring for pinches and cuts
shooting steps described on the following pages.
Also check:
If engine or drivability problems are encountered with
your MI-07 system, perform the checks in this section • Connections to determine that none are loose,
before referring to Advanced Diagnostics. cracked, or missing
• Fuel level in vehicle is sufficient
NOTE • Fuel is not leaking
Locating a problem in a propane engine is • Battery voltage is greater than 11.5 volts
done exactly the same as with a gasoline • Steering, brakes, and hydraulics are in proper con-
engine. Consider all parts of the ignition and dition and vehicle is safe to operate
mechanical systems as well as the fuel system.
NOTE
BEFORE STARTING . . .
The Visual/Physical check is very important,
1. Determine that the SECM and MIL light are operat- as it can often correct a problem without fur-
ing. Verify operation by keying on engine and check- ther troubleshooting and save valuable time.
ing for flash of MIL light.
When the ignition key is turned on, the MIL will illu-
minate and remain on until the engine is started.
Once the engine is started, the MIL lamp will go out
unless one or more fault conditions are present. If a
detected fault condition exists, the fault or faults will
be stored in the memory of the small engine control
module (SECM). Once an active fault occurs the
MIL will illuminate and remain ON. This signals the
operator that a fault has been detected by the SECM.
2. Determine that there are no diagnostic codes stored,
or there is a diagnostic code but no MIL light.
VISUAL/PHYSICALCHECK
Several of the procedures call for a “Careful Visual/Physi-
cal Check” which should include:
• SECM grounds for being clean and tight
SM 751 02(LP-T3)-6-1
Group 02(LP-Tier3), MI-07 SYSTEM
Basic Troubleshooting
Intermittents
An intermittent fault is the most difficult to troubleshoot since the MIL flashes on at random, causing uncertainty in the
number of flashes or the conditions present at the time of the fault. Also, the problem may or may not fully turn “ON” the
MIL light or store a code.
Therefore, the fault must be present or able to be recreated in order to locate the problem. If a fault is intermittent, use of
diagnostic code charts may result in the unnecessary replacement of good components.
CORRECTIVE ACTION
1. Drive the vehicle with a voltmeter or “Service” tool connected to a suspected circuit. Check if
circuit is active and signal is reasonable.
2. Using the “Service” tool, monitor the input signal to the SECM to help detect intermittent
conditions.
3. An abnormal voltage, or “Service” reading, when the problem occurs, indicates the problem
may be in that circuit.
4. If the wiring and connectors check OK, and a diagnostic code was stored for a circuit having
a sensor, check sensor.
An intermittent “Service Engine Soon” light with no stored diagnostic code may be caused by:
• Ignition coil shortage to ground and arcing at spark plug wires or plugs
• MIL light wire to ECM shorted to ground
• SECM grounds (refer to SECM wiring diagrams).
Check for improper installation of electrical options such as lights, 2-way radios, accessories, etc.
EST wires should be routed away from spark plug wires, distributor wires, distributor housing, coil
and generator. Wires from SECM to ignition should have a good connection.
SM 751 02(LP-T3)-6-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
PRELIMINARY CHECKS
The fuel management should maintain a stoichiometric air-fuel ratio under all
steady state operating conditions following engine warmup.
Oxygen sensor malfunction
Failure of the Pre-catalyst O2 sensor should cause an O2 sensor fault that can be
diagnosed with the MIL lamp or Service Tool.
NOTE
NOTE: To determine if the condition is caused by a rich or lean
system, the vehicle should be driven at the speed of the complaint.
Fuel system malfunction Monitoring precatalyst O2 adapts*, dither valve duty cycle, or
mechanical injector pulse width will help identify problem.
SM 751 02(LP-T3)-6-3
Group 02(LP-Tier3), MI-07 SYSTEM
PRELIMINARY CHECKS
SM 751 02(LP-T3)-6-4
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-6-5
Group 02(LP-Tier3), MI-07 SYSTEM
Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During Accelera-
tion
Engine delivers less than expected power. Little or no increase in speed when accelerator pedal is pushed down part way.
Momentary lack of response as the accelerator is pushed down. Can occur at all vehicle speeds. Usually most severe when
first trying to make vehicle move, as from a stop. May cause engine to stall.
PRELIMINARY CHECKS
SM 751 02(LP-T3)-6-6
Group 02(LP-Tier3), MI-07 LP SYSTEM
Lack of Power, Slow to Respond / Poor High Speed Performance Hesitation During Accelera-
tion (cont’d.)
PROBABLE CAUSE CORRECTIVE ACTION
Check SECM grounds for cleanliness and secure connection. See SECM wiring
diagrams.
Check alternator output voltage. Repair if less than 9 volts or more than 16 volts.
Check for clogged air filter and clean or replace as required.
Check exhaust system for possible restriction. Refer to Chart T-1 on later pages.
Component malfunction
Inspect exhaust system for damaged or collapsed pipes.
• Inspect muffler for heat distress or possible internal failure.
• Check for possible plugged catalytic converter by comparing exhaust sys-
tem backpressure on each side at engine. Check backpressure by removing
Precatalyst O2 sensor and measuring backpressure with a gauge.
See Engine Manufacturer’s Service Manual.
Engine mechanical Check engine valve timing and compression
Check engine for correct or worn camshaft.
SM 751 02(LP-T3)-6-7
Group 02(LP-Tier3), MI-07 SYSTEM
PRELIMINARY CHECKS
Engine mechanical Check combustion chambers for excessive carbon build up.
Check combustion chamber pressure by performing a compression test.
Check for incorrect basic engine parts such as cam, heads, pistons, etc.
SM 751 02(LP-T3)-6-8
Group 02(LP-Tier3), MI-07 LP SYSTEM
Backfire
Fuel ignites in intake manifold or in exhaust system, making loud popping noise.
PRELIMINARY CHECKS
Related MIL Faults: EST faults / ETC faults / Encoder error Pre-catalyst O2 sensor faults
Dieseling, Run-on
Engine continues to run after key is turned “OFF,” but runs very roughly. If engine runs smoothly, check ignition switch
and adjustment.
PRELIMINARY CHECKS
Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults
SM 751 02(LP-T3)-6-9
Group 02(LP-Tier3), MI-07 SYSTEM
PRELIMINARY CHECKS
Perform the visual checks as described at start of “Basic Troubleshooting” chapter. Check for vacuum leaks.
Check that SECM grounds are clean and tight. See SECM wiring diagram.
SM 751 02(LP-T3)-6-10
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-6-11
Group 02(LP-Tier3), MI-07 SYSTEM
PRELIMINARY CHECKS
SM 751 02(LP-T3)-6-12
Group 02(LP-Tier3), MI-07 LP SYSTEM
PRELIMINARY CHECKS
SM 751 02(LP-T3)-6-13
Group 02(LP-Tier3), MI-07 SYSTEM
PRELIMINARY CHECKS
SM 751 02(LP-T3)-6-14
Group 02(LP-Tier3), MI-07 LP SYSTEM
PRELIMINARY CHECKS
SM 751 02(LP-T3)-6-15
Group 02(LP-Tier3), MI-07 SYSTEM
RICH OPERATION
LP (Trim valve duty cycle>90%)
• Inspect hoses from AVV port (port on bottom of mixer) to trim valves and regulator for leaks or blockages, replace
as necessary.
• Inspect in-line orifices for blockages (in wye), replace as necessary
• Check trim valves for proper operation, replace as necessary
• Check regulator out pressure, replace if out of spec
• Inspect fuel cone for damage, replace mixer assembly as necessary
LEAN OPERATION
LP (Trim valve duty cycle<10%)
• Check for vacuum leaks, replace hoses, o-rings, and gaskets as necessary
• Check balance line for blockage, replace as necessary
• Check vapor hose for restrictions, replace as necessary
• Check trim valves for proper operation, replace as necessary
• Check regulator out pressure, replace if out of spec
SM 751 02(LP-T3)-6-16
Group 02(LP-Tier3), MI-07 LP SYSTEM
3
Courtesy of GM 1991 Service Manual
for Chevrolet Camaro © 1990
ILLUSTRATION NOTES
1. Backpressure gage
2. Pre-catalyst Oxygen (O2) sensor
3. Exhaust manifold
DIAGNOSIS:
1. With the engine idling at normal operating tempera-
ture, observe the exhaust system backpressure read-
ing on the gage. Reading should not exceed 1.25 psig
(8.61 kPa).
2. Increase engine speed to 2000 rpm and observe gage.
Reading should not exceed
3 psig (20.68 kPa).
3. If the backpressure at either speed exceeds specifica-
tion, a restricted exhaust system is indicated.
SM 751 02(LP-T3)-6-17
Group (LP-Tier3), MI-07 LP SYSTEM
Section 7
ADVANCED DIAGNOSTICS
MI-07 systems are equipped with built-in fault diagnos- turn the key OFF to exit display mode. The code list will
tics. Detected system faults can be displayed by the Mal- continue to repeat until the key is turned OFF.
function Indicator Lamp (MIL) as Diagnostic Fault Codes
(DFC) or flash codes, and viewed in detail with the use of
the Service Tool software. When the ignition key is turned
Clearing Fault (DFC) Codes
on, the MIL will illuminate and remain on until the engine To clear the stored fault codes from SECM memory you
is started. Once the engine is started, the MIL lamp will go must complete the reset fault pedal maneuver.
out unless one or more fault conditions are present. If a
detected fault condition exists, the fault or faults will be ! CAUTION
stored in the memory of the small engine control module
(SECM). Once an active fault occurs the MIL will illumi- Once the fault list is cleared it cannot be
nate and remain ON. This signals the operator that a fault restored.
has been detected by the SECM.
First turn OFF the ignition key. Now turn ON the key but
do not start the engine. As soon as you turn the key to the
Reading Diagnostic Fault Codes ON position you must cycle the foot pedal by depressing
All MI-07 fault codes are three-digit codes. When the it to the floor and then fully releasing the pedal (pedal
fault codes are retrieved (displayed) the MIL will flash for maneuver). You must fully cycle the foot pedal ten (10)
each digit with a short pause (0.5 seconds) between digits times within five (5) seconds to clear the fault code list of
and a long pause (1.2 seconds) between fault codes. A the SECM. Simply turn the key OFF to exit the reset
code 12 is displayed at the end of the code list. mode. The code list is now clear and the SECM will begin
storing new fault codes as they occur.
EXAMPLE: A code 461 (ETCSticking) has been
detected and the engine has shut down and the MIL has
remained ON. When the codes are displayed the MIL will
Fault Action Descriptions
flash four times (4), pause, then flash six times (6), pause, Each fault detected by the SECM is stored in memory
then flash one time (1) This identifies a four sixty one (FIFO) and has a specific action or result that takes place.
(461), which is the ETCSticking fault. If any additional Listed below are the descriptions of each fault action.
faults were stored, the SECM would again have a long
pause, then display the next fault by flashing each digit. Engine Shutdown: The most severe action is an Engine
Since no other faults were stored there will be a long Shutdown. The MIL will light and the engine will imme-
pause then one flash (1), pause, then two flashes (2). This diately shutdown, stopping spark, closing the fuel lock-off
identifies a twelve, signifying the end of the fault list. This closing, and turning off the fuel pump and fuel injectors.
list will then repeat. Delayed Engine Shutdown: Some faults, such as low oil
pressure, will cause the MIL to illuminate for 30 seconds
Displaying Fault Codes (DFC) from and then shut down the engine.
SECM Memory Cut Throttle: The throttle moves to its default position.
The engine will run at idle but will not accelerate.
To enter code display mode you must turn OFF the igni-
tion key. Now turn ON the key but do not start the engine. Cut Fuel: Fuel flow will be turned off.
As soon as you turn the key to the ON position you must Turn on MIL: The MIL will light by an active low signal
cycle the foot pedal by depressing it to the floor and then provided by the SECM, indicating a fault condition. May
fully releasing the pedal (pedal maneuver). You must fully illuminate with no other action or may be combined with
cycle the foot pedal three (3) times within five (5) seconds other actions, depending on which fault is active.
to enable the display codes feature of the SECM. Simply
SM 751 02(LP-T3)-7-1
Group 02(LP-Tier3), MI-07 LP SYSTEM
Soft Rev Limit / Medium Rev Limit / Hard Rev Limit: sensors are converted into digital counts by the SECM. A
System will follow various sequences to bring engine low/high range sensor fault is normally set when the con-
speed back to acceptable levels. verted digital counts reach the minimum of 0 or the maxi-
mum of 1024 (1024 = 5.0 Vdc with ~ 204 counts per volt).
Level4 Power Limit / Level3 Power Limit / Level2
Power Limit / Level1 Power Limit: The maximum
engine power output will be limited to one of four possi-
ble levels. The engine power is calculated from measured
engine parameters (e.g. MAP, rpm, fuel flow, etc).
Disable Gas O2 Control: In LPG mode, closed loop cor-
rection of air fuel ratio based on the Pre-catalyst O2 sen-
sor is disabled.
Additionally, the SECM includes software to learn the
Fault List Definitions actual range of the pedal position and throttle position
sensors in order to take full advantage of the sensor range.
All the analog sensors in the MI-07 system have input Faults are set if the learned values are outside of the nor-
sensor range faults. These are the coolant temperature mal expected range of the sensor (e.g.
sensor, fuel temperature sensor, throttle position sensors, APP1AdaptLoMin).
pedal position sensors, manifold pressure sensor, HEGO
sensors, and intake air temperature sensor. Signals to these
641
Learned full pedal end of APP1 sensor range higher than
APP1 Adapt Hi Max (64)
expected
APP1 Adapt Lo Max Learned idle end of APP1 sensor range higher than expected 661
631
APP1 Adapt Lo Min Learned idle end of APP1 sensor range lower than expected
(63)
Learned full pedal end of APP2 sensor range higher than 642
APP2 Adapt Hi Max
expected (68)
SM 751 02(LP-T3)-7-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
APP2 Adapt Lo Max Learned idle end of APP2 sensor range higher than expected 662
632
APP2 Adapt Lo Min Learned idle end of APP2 sensor range lower than expected
(67)
SM 751 02(LP-T3)-7-3
Group 02(LP-Tier3), MI-07 LP SYSTEM
721
Gas Fuel Adapt Range Lo In LPG mode, system had to adapt rich more than expected
(72)
SM 751 02(LP-T3)-7-4
Group 02(LP-Tier3), MI-07 LP SYSTEM
SM 751 02(LP-T3)-7-5
Group 02(LP-Tier3), MI-07 LP SYSTEM
Reserved 843
521
Low Oil Pressure Fault Low engine oil pressure
(52)
SM 751 02(LP-T3)-7-6
Group 02(LP-Tier3), MI-07 LP SYSTEM
561
Sens Volt Range High Sensor reference voltage XDRP too high
(56)
551
Sens Volt Range Low Sensor reference voltage XDRP too low
(55)
TPS1 Adapt Hi Min Learned WOT end of TPS1 sensor range lower than expected 271
541
Sys Volt Range High System voltage too high
(54)
531
Sys Volt Range Low System voltage too low
(53)
TPS1 Adapt Hi Min Learned WOT end of TPS1 sensor range lower than expected 271
Learned closed throttle end of TPS1 sensor range lower than 241
TPS1 Adapt Lo Min
expected (24)
SM 751 02(LP-T3)-7-7
Group 02(LP-Tier3), MI-07 LP SYSTEM
TPS2 Adapt Hi Min Learned WOT end of TPS2 sensor range lower than expected 272
SM 751 02(LP-T3)-7-8
Group 02(LP-Tier3), MI-07 LP SYSTEM
NONE
None, used as end of the fault list
12 Signifies the end of one pass NONE
identification
through the fault list
ECT_IR_Fault
Check for coolant system problems, e.g.
171 Engine coolant temperature not None
defective or stuck thermostat
changing as expected
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-9
Group 02(LP-Tier3), MI-07 LP SYSTEM
TPS1RangeHigh
Check throttle connector and TPS1 sensor
TPS1 sensor voltage out of range high,
231 wiring for a shorted circuit
normally set if the TPS1 signal has Turn On Mil
(23) SECM Pin B23 (signal) to ETC Pin 6
shorted to power or the ground for the
SECM Pin B1 (sensor GND) to ETC Pin 2
sensor has opened
TPS2RangeHigh
Check throttle connector and TPS1 sensor
TPS2 sensor voltage out of range high,
wiring for a shorted circuit
232 normally set if the TPS2 signal has Turn On Mil
SECM Pin B4 (signal) to ETC Pin 5
shorted to power or the ground for the
SECM pin B1 (sensor GND) to ETC Pin 2
sensor has opened
TPS1AdaptHiMax
251
Learned WOT end of TPS1 sensor range None N/A
(25)
higher than expected
TPS2AdaptHiMax
252 Learned WOT end of TPS2 sensor range None N/A
higher than expected
TPS1AdaptHiMin
271 Learned WOT end of TPS1 sensor range None N/A
lower than expected
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-10
Group 02(LP-Tier3), MI-07 LP SYSTEM
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
TPS2AdaptHiMin
Learned WOT end of TPS2 sensor range
272 None N/A
lower than expected
TPS1AdaptLoMax
Learned closed throttle end of TPS1
281 None N/A
sensor range higher than expected
TPS2AdaptLoMax
Learned closed throttle end of TPS2
282 None N/A
sensor range higher than expected
TPS_Sensors_Conflict
TPS sensors differ by more than
expected amount
(1) Turn On Mil
291 NOTE: The TPS is not a serviceable Perform checks for DFCs 241 & 242
(2) Engine Shutdown
item and can only be repaired by
replacing the
DV-EV throttle assembly.
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-11
Group 02(LP-Tier3), MI-07 LP SYSTEM
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
MAP_IR_LO
352 MAP sensor indicates lower pressure None Possible defective TMAP sensor.
than expected
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-12
Group 02(LP-Tier3), MI-07 LP SYSTEM
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-13
Group 02(LP-Tier3), MI-07 LP SYSTEM
ETCSpringTest
Electronic Throttle Control Spring Return
Test has failed.
The SECM will perform a safety test of
the throttle return spring following
Perform throttle spring test by cycling the
481 engine shutdown. If this spring has (1) Turn On Mil
ignition key and recheck for fault
(28) become weak the throttle will fail the (2) Engine Shutdown
test and set the fault.
NOTE: The throttle assembly is not a
serviceable item and can only be
repaired by replacing the DV-EV
throttle assembly.
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-14
Group 02(LP-Tier3), MI-07 LP SYSTEM
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-15
Group 02(LP-Tier3), MI-07 LP SYSTEM
572
MediumOverspeed (1) Turn On Mil • Check for ETC Sticking or other ETC
Engine speed has exceeded the second (2) Medium Rev Limit faults
level (2 of 3) of overspeed protection Verify if the lift truck was motored down a
steep grade
APP1RangeLow
611 APP1 sensor voltage out of range low, (1) Turn On Mil Check foot pedal connector
(61) normally set if the APP1 signal has (2) Check Engine
shorted to ground, circuit has opened or Light • Check APP1 signal at SECM PIN B7
sensor has failed
APP2RangeLow
APP2 sensor voltage out of range low, Check foot pedal connector
612
normally set if the APP2 signal has Turn On Mil
(65) • Check APP2 signal at SECM PIN B16
shorted to ground, circuit has opened or
sensor has failed
APP1RangeHigh
APP1 sensor voltage out of range high, (1) Turn On Mil Check foot pedal connector
621
normally set if the APP1 signal has (2) Check Engine
(62) • Check APP1 signal at SECM PIN B7
shorted to power or the ground for the Light
sensor has opened
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-16
Group 02(LP-Tier3), MI-07 LP SYSTEM
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
APP2RangeHigh
APP2 sensor voltage out of range high, Check foot pedal connector
622
normally set if the APP2 signal has Turn On Mil
(66) • Check APP2 signal at SECM PIN B16
shorted to power or the ground for the
sensor has opened
APP2AdaptHiMax
642
Learned full pedal end of APP2 sensor None N/A
(68)
range higher than expected
APP1AdaptHiMin
651 Learned full pedal end of APP1 sensor None N/A
range lower than expected
APP2AdaptHiMin
652 Learned full pedal end of APP2 sensor None N/A
range lower than expected
APP1AdaptLoMax
661 Learned idle end of APP1 sensor range None N/A
higher than expected
APP2AdaptLoMax
662 Learned idle end of APP2 sensor range None N/A
higher than expected
Check APP connector and pins for corrosion
APP_Sensors_Conflict • Cycle the pedal several times and check
691 APP position sensors do no not track (1) Turn On Mil
(69) well, intermittent connections to APP or (2) Level1 Power Limit
APP1 signal at SECM Pin B7
defective pedal assembly • Cycle the pedal several times and check
APP2 signal at SECM Pin B16
Check FTV1 for an open wire or FTV
connector being disconnected
LSDFault_Dither1 FTV1 Pin 1 (signal) to SECM Pin A1
711 Dither Valve 1 Fault, signal has FTV1 Pin 2 (power) to SECM (DRVP) Pin
Turn On Mil A23
(71) opened or shorted to ground or
power or defective dither 1 valve Check FTV1 for an open coil by
disconnecting the FTV connector and
measuring the resistance (~26 ȳ · 2 ȳ )
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-17
Group 02(LP-Tier3), MI-07 LP SYSTEM
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
Check FTV1 for an open wire or FTV
connector being disconnected or signal
shorted to GND
LSDFault_Dither2 FTV2 Pin 1 (signal) to SECM Pin A2
Dither Valve 2 Fault, signal has opened FTV2 Pin 2 (power) to SECM (DRVP) Pin
712 Turn On Mil
or shorted to ground or power or A23
defective dither 2 valve Check FTV1 for an open coil by
disconnecting the FTV connector and
measuring the resistance (~26 ȳ · 2 ȳ )
LSDFault_CheckEngine
Check Engine Lamp Fault, signal has Check “Check Engine Lamp” for an open
714 None
opened or shorted to ground or power or wire or shorted to GND
defective check engine lamp
LSDFault_CrankDisable
Crank Disable Fault, signal has opened
715 None N/A
or shorted to ground or power or
defective crank disable relay
Check fuel lock off valve for an open wire or
connector being disconnected or signal
shorted to GND
LSDFault_LockOff Lockoff Pin B (signal) to SECM Pin A11
Fuel lock off Valve Fault, signal has Lockoff Pin A (power) to SECM (DRVP)
717 Turn On Mil
opened or shorted to ground or power or Pin A23
defective Fuel lock off valve Check CSV for an open coil by
disconnecting the CSV connector and
measuring the resistance (~26 ȳ · 3 ȳ )
LSDFault_MIL
Malfunction Indicator Lamp Fault, signal Check MIL lamp for an open wire or short to
718 None
has opened or shorted to ground or GND.
power or defective MIL lamp
Check for vacuum leaks.
GasFuelAdaptRangeLo
721 Check fuel trim valves, e.g. leaking valve or
In LPG mode, system had to Turn On Mil
(72) hose
adapt rich more than expected
Check for missing orifice(s).
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-18
Group 02(LP-Tier3), MI-07 LP SYSTEM
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
Check that Post-catalyst O2 sensor
connections are OK.
O2 (signal) Pin 3 to SECM Pin B19
O2 Pin 2 (HEATER GND) to SECM (DRVG
GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to Post
O2 Heater Relay. Relay pin 87.
This relay only turns on after engine has
been running for some time and SECM
GasPostO2NotActive has calculated that water condensation in
(1) Turn On Mil exhaust has been removed by exhaust
Post-catalyst O2 sensor inactive on LPG,
742 (2) Disable Gas Post heat.
open O2 sensor signal or heater leads,
O2 Ctrl Post O2 Heater Relay has SECM (DRVP +
defective O2 sensor.
12V) applied to the relay coil power. The
relay coil ground is controlled by SECM
Pin A20 to activate the relay to flow
current through the post O2 heater.
Verify O2 sensor heater circuit is operating
by measuring heater resistance (2.1 ȳ ·
0.4 ȳ )
O2 Pin 2 (HEATER GND) to Pin 1 (HEATER
PWR)
743 Reserved
GasO2FailedRich (1) Turn On Mil Check fuel trim valves, e.g. plugged valve or
771
Pre-catalyst O2 sensor indicates (2) Disable Gas O2 hose.
(77)
extended rich operation on LPG Ctrl Check for plugged orifice(s).
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-19
Group 02(LP-Tier3), MI-07 LP SYSTEM
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
843 Reserved
Check if O2 sensor installed before the
O2RangeLow (1) Turn On Mil
catalyst is shorted to GND or sensor
Pre-catalyst O2 sensor voltage out of (2) Disable Liquid O2
GND.
911 range low, sensor signal shorted to Ctrl
O2 (signal) Pin 3 to SECM Pin B13
ground (3) Disable Gas O2
SECM (DRVG GND) Pins A16, B17
Ctrl
SECM (XDRG sensor GND) Pin B1
FuelTempRangeHigh
Check if fuel temp sensor connector is
Fuel Temperature Sensor Input is High
disconnected or for an open FTS circuit
932 normally set if the fuel temperature Turn On Mil
SECM (signal) Pin B14 to FTS Pin 1
sensor wire has been disconnected or
SECM (sensor GND) Pin B1 to FTS Pin 2
the circuit has opened to the SECM.
(1) Turn On Mil
TransOilTemp Refer to drivetrain manufacturer’s
933 (2) Delayed Engine
Excessive transmission oil temperature transmission service procedures.
Shutdown
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-20
Group 02(LP-Tier3), MI-07 LP SYSTEM
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
Perform service procedure related to
ServiceFault3
993 None Service Interval 3
Service Interval 3 has been reached
(determined by OEM)
ServiceFault4
Replace Pre-catalyst HEGO sensor
994 Service Interval 4 has been reached. Turn On Mil
Replace Post-catlyst HEGO sensor
Replace HEGO sensors
ServiceFault5
995 Service Interval 5 has been reached. Turn On Mil Replace engine timing belt
Replace timing belt
(*) Fault actions shown are default values specified by the OEM.
SM 751 02(LP-T3)-7-21
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 8
PARTS DESCRIPTION
• Oxygen Sensors 2
• Coolant Sensor 1
• Ignition Coils 1
5233-1018 Regulator 1
SM 751 02(LP-T3)-8-1
Group 02(LP-Tier3), MI-07 LP SYSTEM
REF
DESCRIPTION QTY
NO.
1 Torx Screws (T-25) #10-24 x 5/8” 4
2 Lockwashers (T-210) #10 SST 4
3 Mixer Cover 1
4 Mixer Spring 1
5 Diaphragm 1
8 Mixer Body 1
9 Expansion Plug Cap ø1/2” x 1/16” thick
1
(ø12.7mm x 27mm)
10 Fuel Inlet 1
SM 751 02(LP-T3)-8-2
Group 02(LP-Tier3), MI-07 LP SYSTEM
REF
DESCRIPTION QTY
NO.
1 1 N-2007 Body 1
2 2 Diaphragm, Primary Assembly 1
3 3 Springs, Primary Assembly 2
4 4 Cover, Primary Assembly 1
5 5 Spring, Secondary Seat, Red 1
6 Dowel Pin ø 0.094” x 1” L (ø2.39mm x
6 1
25.4mm L) Hardened Steel
7 7 Diaphragm, Secondary Assembly 1
8 8 Lever, Secondary 1
9 9 Seat, Secondary 1
10 10 Valve Primary 1
11 Fillister Head Screws SEMS Split
11 6
Lockwasher #12-24 x 5/8”
Pan Head Screw SEMS Ext. Tooth
12 1
Lockwasher #12-24 x 1/4”
13 Body Gasket 1
14 Back Plate 1
15 O-ring, Size 107 GLT Viton® 1
16 Bottom Plate Gasket 1
17 Plate Cover 1
Fillister Head Screws SEMS Split Lockwasher
18 6
#12-24 x 1-3/8”
Hex Head Screws SEMS Split Lockwasher 1/
19 4
4-20 x 5/8”
20 Plug, Socket Head Pipe (T-086) 1
21 Cover, Secondary Diaphragm 1
22 Lockwasher, Int. Tooth (T-210) #8 SST 6
23 Torx Screws (T-15) #8-32 x 5/8” 6
SM 751 02(LP-T3)-8-3
Group 02(LP-Tier3), MI-07 LP SYSTEM
Butane Methane
Propane (C3H8) Propylene Iso-Butane TOTAL
(C4H10) (CH4)
SM 751 02(LP-T3)-8-4
Group 02(LP-Tier3), MI-07 LP SYSTEM
Compressed Vapor
128 psig
Liquid Propane
NOTE
NOTE
A 375-psig relief valve is used on a DOT fork-
Vapor pressure inside an LPG tank depends lift tank. The relief valve must be replaced
on the propane temperature, not the amount with a new valve after the first 12 years and
of liquid inside the tank. A tank that is 3/4 every 10 years thereafter.
full of liquid propane at 80° F (27° C) will
contain the same vapor pressure as a tank The tank must be discarded if the collar is damaged to the
that is only 1/4 full of liquid propane. point that it can no longer protect the valves. It must also
be replaced if the foot ring is bent to the point where the
LPG’s relative ease of vaporization makes it an excellent tank will not stand or is easily knocked over.
fuel for low-rpm engines on start-and-stop operations.
The more readily a fuel vaporizes, the more complete
combustion will be. Because propane has a low boiling Installing LPG Fuel Tanks
point (-44° F [-42° C]), and is a low carbon fuel, engine When installing a tank on a lift truck, the tank must be
life can be extended due to less cylinder wall wash down within the outline of the vehicle to prevent damage to the
and little, if any, carbon build up. valves when maneuvering in tight spaces. Horizontal
tanks must be installed on the saddle that contains an
alignment pin, which matches the hole in the collar of the
tank. When the pin is in the hole, the liquid withdrawal
tube is positioned to the bottom of the tank. A common
problem is that often these guide-pins are broken off,
allowing the tank to be mounted in any position. This cre-
ates two problems: (1) Exposure of the liquid withdrawal
tube to the vapor space may give a false indication that the
SM 751 02(LP-T3)-8-5
Group 02(LP-Tier3), MI-07 LP SYSTEM
tank is empty, when actually it is not. (2). The safety relief LPG Fuel Tank Components
valve may be immersed in liquid fuel. If for any reason
the valve has to vent, venting liquid can cause a serious 1. Fuel Gauge
safety problem. 2. 80% Stop Bleeder
3 7
8 9
2
4
5
6
Fuel Gauge
! WARNING
In Figure A3 a visual fuel gauge is used to show the fuel It is not a legal practice to fill the tank
level in the tank. A mechanical float mechanism detects through the liquid contents gauge.
the liquid propane level. A magnet on the end of the float
shaft moves a magnetic pointer in the fuel gauge. Some In some applications a fixed tube fuel indicator is used in
units have an electronic sending unit using a variable place of a float mechanism. A fixed tube indicator does
resistor, installed in place of a gauge for remote monitor- not use a gauge and only indicates when the LPG tank is
ing of the fuel level. The gauge may be changed with fuel 80% full. The fixed tube indicator is simply a normally
in the tank. DO NOT REMOVE THE FOUR LARGE closed valve that is opened during refueling by the fueling
FLANGE BOLTS THAT RETAIN THE FLOAT attendant. When opened during refueling and the tanks
ASSEMBLY WHEN FUEL IS IN THE TANK! LPG level is below 80%, a small amount of vapor will
exit the valve. When the LPG tank level reaches 80% liq-
uid propane will begin exiting the valve in the form of a
white mist (Always wear the appropriate protective
apparel when refueling LPG cylinders). In order for this
SM 751 02(LP-T3)-8-6
Group 02(LP-Tier3), MI-07 LP SYSTEM
type of gauge to be accurate, the tank must be positioned open, the vehicle may not get enough fuel to
properly. When full (80% LPG) the valve is closed by operate efficiently. In addition to possibly
turning the knurled knob clockwise. Typically a warning starving the engine for fuel, a partly open
label surrounds the fixed tube gauge which reads STOP valve may restrict the flow enough to prevent
FILLING WHEN LIQUID APPEARS. the excess flow valve from closing in the event
of a ruptured fuel line.
Pressure Relief Valve
Most liquid service valves have an internal hydrostatic
A pressure relief valve is installed for safety purposes on relief valve and are usually labeled “LIQUID WITH
all LPG tanks. Portable fuel tank safety pressure relief INTERNAL RELIEF.” The hydrostatic relief valve pro-
valves are a normally closed spring-loaded valve and are tects the fuel service line between the tank and the lock off
calibrated to open at 375 psig tank pressure. This will from over pressurization. The internal hydrostatic relief
allow propane vapor to escape to the atmosphere. When valve has a minimum opening pressure of 375 psig and a
tank pressure drops below the preset value the valve maximum pressure of 500 psig. These relief valves have
closes. an advantage over external relief valves because the pro-
pane is returned to the tank in the event of an over pressur-
ization instead of venting the propane to the atmosphere.
Service Valve
The service valve is a manually operated valve using a
small hand wheel to open and close the fuel supply to the
service line (fuel supply line). The service valve installs
directly into the tank and has two main categories, liquid
and vapor service valves. Liquid service valves used on
portable LPG tanks use a 3/8” NPT) male pipe thread on
the service valve outlet for attachment of a quick discon-
nect coupler.
An excess flow valve is built into the inlet side of the ser-
vice valve as a safety device in case of an accidental open-
ing of the service line or damage to the service valve
itself. The excess flow valve shuts off the flow of liquid
propane if the flow rate of the liquid propane exceeds the
maximum flow rate specified by the manufacturer.
Outlet
Hydrostatic
Excess
Flow Valve
! CAUTION
The service valve should be completely open
when the tank is in use. If the valve is partly
SM 751 02(LP-T3)-8-7
Group 02(LP-Tier3), MI-07 LP SYSTEM
Quick Disconnect Coupling halves are equipped with 100% shutoffs, which open
when coupled together to allow fuel flow. The coupler has
The liquid withdrawal or service valve on a DOT tank has two seals. One is an o-ring and the other is a flat washer.
male threads and accepts the female portion of a quick The o-ring prevents leakage from the shaft on the other
disconnect coupling (Figure A4). The female portion is coupling and the flat washer seals when the coupler is
adapted to the liquid hose going to the fuel system. Both fully connected.
shear off above the check valves so that the tank will be
NOTE sealed and no liquid propane can escape.
The flat seal and/or the o-ring will sometimes
pop off when disconnecting and slide up the
shaft of the mating connector, causing the
valve not to open when fully mated. Remove
the extra washer or o-ring from the shaft and Weakness
reconnect the coupling. Ring
Filler Valve
The liquid filler valve (Figure A5) has a male thread to
receive a fuel nozzle and typically has a plastic or brass
screw on cap that is retained with a small chain or plastic
band to keep debris out of the filler valve. The filler valve
is a one-way flow device that uses two check valves to
allow fuel to enter the tank but prevent it from exiting. Figure A5. Liquid Filler Valve
Both check valves are backpressure type check valves,
designed so that backpressure from the tank assists the
check valves own spring pressure to close the valve. The
first valve uses a neoprene on metal seal and the second
valve uses a metal on metal seal.
A weakness ring is machined into the filler valve just
above the check valves and will allow the filler valve to
shear off in case of an accident. The valve will break or
SM 751 02(LP-T3)-8-8
Group 02(LP-Tier3), MI-07 LP SYSTEM
Abbreviations
ACFM Actual cubic feet per minute at the specified suction conditions
Dual Fuel Able to run simultaneously on two fuels, e.g. diesel and natural gas. Often this term is
incorrectly used to describe bi-fuel operation. Spark-ignited engines are typically bi-fuel
while compression ignition engines are dual-fuel.
VE Volumetric efficiency
SM 751 02(LP-T3)-8-9
GROUP 02 (GM-TIER4)
GROUP 02 (GM-TIER4)
Definitions.................................................................... Section 7
SM 751 02-0
Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 1
General Information
INTRODUCTION ! CAUTION
This service manual has been developed to provide the Do not allow LPG to contact the skin. LPG is
service technician with the basic understanding of the PSI stored in the fuel tank as a liquid. When LPG
certified fuel and emission systems for their GM engine contacts the atmosphere, it immediately
line. This manual should be used in conjunction with the expands into a gas, resulting in a refrigera-
base engine manual and the OEM service manual when tion effect that can cause severe burns to the
diagnosing fuel or electrical problems. skin.
SM 751 02(GM-T4)-1-1
Group 02(GM-Tier4), PSI FUEL SYSTEM
! WARNING
Always leak check any fuel system connec-
tion after servicing! Use an electronic leak
detector and/or a liquid leak detection solu-
tion. Failure to leak check could result in
serious bodily injury, death, or serious prop-
erty damage.
SM 751 02(GM-T4)-1-2
Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 2
Maintenance
SERPENTINE BELT SYSTEM The engine manufacturer recommends the cooling system
be filled with a 50/50 mixture of antifreeze and water. The
Serpentine belts utilize a spring-loaded tensioner to keep use of DexCool “Long Life” type coolant is required. This
the belt properly adjusted. Serpentine belts should be antifreeze is typically a bright orange in color and should
checked according to the maintenance schedule in this meet the requirements issued by PSI. Coolant should have
section. a minimum boiling point of 300F (149c) and a freezing
point no higher than -34F (-37c).
IMPORTANT Do not add plain water. Replace coolant per the recom-
The use of “belt dressing” or “anti-slipping mended schedule.
agents” on belts is not recommended.
SM 751 02(GM-T4)-2-1
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-2-2
Group 02(GM-Tier4), PSI FUEL SYSTEM
! 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.
SM 751 02(GM-T4)-2-3
Group 02(GM-Tier4), PSI FUEL SYSTEM
FUEL SYSTEM INSPECTION AND • Check for leaks at the inlet and outlet ttings, using
a soapy solution or an electronic leak detector and
MAINTENANCE repair if necessary.
• Check to make sure lter is securely mounted.
GASOLINE AND LPG FUEL SYSTEM • Check lter housing for external damage or distor-
tion. If damaged replace fuel lter.
The fuel system installed on this industrial engine has
been designed to meet the mobile engine emission stan-
dard applicable for the 2010 and later model years. To REPLACING THE FUEL FILTER:
ensure compliance to these standards, follow the recom-
mended maintenance schedule contained in this section. 1. Move the equipment to a well ventilated area and
verify that sparks, ignition and any heat sources are
not present.
INSPECTION AND MAINTENANCE OF THE
2. Start the engine.
FUEL STORAGE CYLINDER
3. If the engine operates on a positive pressure fuel sys-
The fuel storage cylinder should be inspected daily or at tem, run the engine with the fuel supply closed to
the beginning of each operational shift for any leaks, remove fuel from the system.
external damage, adequate fuel supply and to ensure the
IMPORTANT
manual service valve is open. Fuel storage cylinders
should always be securely mounted, inspect the securing A small amount of fuel may still be present in
straps or retaining devices for damage ensure that all lock- the fuel line. Use gloves and proper eye pro-
ing devices are closed and locked. Check to ensure that tection to prevent burns. If liquid fuel contin-
the fuel storage cylinder is positioned with the locating ues to ow from the connections when
pin in the tank collar on all horizontally mounted cylin- removed, make sure the manual valve is fully
ders this will ensure the proper function of the cylinder closed.
relief valve.
4. Slowly loosen the inlet tting and disconnect.
When refueling or exchanging the fuel cylinder, check the
quick ll valve for thread damage. Also verify O-ring is in 5. Slowly loosen the outlet tting and disconnect.
place and inspect for cracks, chunking or separation. If 6. Remove the lter housing form the equipment.
damage to the o-ring is found, replace prior to lling.
Check the service line quick coupler for any thread dam- 7. Check for contamination.
age. 8. Tap the opening of the lter on a clean cloth.
IMPORTANT 9. Check for debris.
When refueling the fuel cylinder, wipe both
10. Check canister for proper mounting direction.
the female and male connection with a clean
rag prior to lling to prevent dust, dirt and 11. Reinstall the lter housing to the equipment.
debris from being introduced to the fuel cyl-
12. Tighten the inlet and outlet ttings to specificaion.
inder.
13. Check for leaks at the inlet and outlet ttings, and the
lter housing end connection using a soapy solution or
INSPECTION AND REPLACEMENT OF THE an electronic leak detector, if leaks are detected make
FUEL FILTER repairs
SM 751 02(GM-T4)-2-4
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-2-5
Group 02(GM-Tier4), PSI FUEL SYSTEM
are detected make repairs. Check coolant line con- The ECM then makes corrections to the fuel
nections to ensure no leaks are present. air ratio to ensure the proper fuel charge and
optimum catalytic performance. Therefore, it
15. Start engine recheck for leaks at the regulator.
is important that the exhaust connections
16. Dispose of any drained material in safe and proper remain secured and air tight.
manner.
IMPORTANT
The HEGO sensor is sensitive to silicone
AIR FUEL MIXER/THROTTLE CONTROL based products. Do not use silicone sprays or
DEVICE MAINTENANCE AND INSPECTION hoses which are assembled using silicone
lubricants. Silicone contamination can cause
IMPORTANT severe damage to the HEGO.
The Air Fuel Mixer components have been
speci cally designed and calibrated to meet When inspecting the Exhaust system check the following:
the fuel system requirements of the emission
certi ed engine. The mixer should not be dis- • Exhaust manifold at the cylinder head for leaks and
assembled or rebuilt. If the mixer fails to that all retaining bolts and shields (if used) are in
operate or develops a leak the mixer should place.
be replaced with the OEM recommended • Manifold to exhaust pipe fasteners to ensure they
replacement parts. are tight and that there are no exhaust leaks repair
if necessary.
When inspecting the mixer check for the following items: • HEGO electrical connector to ensure connector is
• Leaks at the inlet tting. seated and locked, check wires to ensure there is
no cracking, splits chafing or “burn through.”
• Fuel inlet hose for cracking, splitting or chaffing, Repair if necessary.
replace if any of these condition exist.
• Exhaust pipe extension connector for leaks tighten
• Ensure the mixer is securely mounted and is not if necessary
leaking vacuum at the mounting gasket or surface.
• If the egine is equipped with a catalytic converter
• Inspect air inlet hose connection and clamp. Also
inspect the converter to ensure it is securely
inspect inlet hose for cracking, splitting or chafing.
mounted.
Replace if any of these conditions exist.
• Check for any leaks at the inlet and outlet of the
• Inspect Air cleaner element according to the Rec-
converter.
ommended 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.
SM 751 02(GM-T4)-2-6
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-2-7
Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 3
SM 751 02(GM-T4)-3-1
Group 02(GM-Tier4), PSI FUEL SYSTEM
Fuel ows from the fuel supply to the electric lock off Voltage to the Electric Lock-Off Valve is controlled by
valve. The service lines are not supplied by the engine the engine control module (ECM).
manufacturer. Please contact the equipment manufacturer
regarding fuel service lines DIRECT ELECTRONIC PRESSURE REGULA-
TOR (DEPR)
FUEL FILTER
The ECI engine management system uses the DEPR to
LP, fuel like all other motor fuels is subject to contamina- control fuel delivery for the precise fuel metering neces-
tion from outside sources. Refueling of the equipment sary for optimum combustion, fuel economy and transient
tank and removal of the tank from the equipment can response. The DEPR is available in either a 19 or a 28 mm
inadvertently introduce dirt and other foreign matter into size.
the fuel system. It is therefore necessary to filter the fuel
The DEPR is a single-stage microprocessor based electro-
prior to entering the fuel system components down stream
mechanical fuel pressure regulator that incorporates a
of the tank. An inline fuel lter has been installed in the
high speed/fast acting actuator. It communicates with the
fuel system to remove the dirt and foreign matter from the
Engine Control Module (ECM) over a Controller Area
fuel, which is replaceable as a unit only. Maintenance of
Network (CAN) link, receiving fuel pressure commands
the lter is critical to proper operation of the fuel system
and broadcasting DEPR operating parameters back to the
and should be replaced according to the maintenance
ECM. The DEPR can regulate fuel pressure from -18 to
schedule or more frequently under severe operating condi-
+13 inches of water column above the Mixer air inlet
tions.
pressure, providing sufficient control authority to stall an
engine either rich or lean. When the DEPR receives an
Inline Fuel Filter 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
SM 751 02(GM-T4)-3-2
Group 02(GM-Tier4), PSI FUEL SYSTEM
! CAUTION
The air/fuel mixer is an emission control
device. Components inside the mixer are spe-
cifically calibrated to meet the engine’s emis-
sions 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 techni-
cians.
SM 751 02(GM-T4)-3-3
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-3-4
Group 02(GM-Tier4), PSI FUEL SYSTEM
HEATED EXHAUST GAS OXYGEN SENSORS .HEGO1 (upstream or before the catalytic converter)
and HEGO2 (downstream) voltage output.
The Heated Exhaust Gas Oxygen (HEGO) Sensors are
mounted in the exhaust system, one upstream and one ! CAUTION
downstream of the catalytic converter. Models that do not
The Heated Exhaust Gas Oxygen Sensor
use a catalyst assembly will only use one HEGO sensor.
(HEGO) is an emissions control component.
The HEGO sensors are used to measure the amount of In the event of a failure, the HEGO should
oxygen present in the exhaust stream to determine only be replaced with the recommended
whether the air-fuel ratio is to rich or to lean. It then com- OEM replacement part. The HEGO is sensi-
municates this measurement to the ECM. If the HEGO tive to silicone based products and can
sensor signal indicates that the exhaust stream is too rich, become contaminated. Avoid using silicone
the ECM will decrease or lean the fuel mixture during sealers or air or fuel hoses treated with a sili-
engine operation. If the mixture is too lean, the ECM will cone based lubricant.
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 TMAP SENSOR
code and turn on the MIL light in the dash.
The Temperature Manifold Absolute Pressure or TMAP
By monitoring output from the sensor upstream and the
sensor is a variable resistor used to monitor the difference
sensor downstream of the catalytic converter, the ECM
in pressure between the intake manifold and outside or
can determine the performance of the catalyst.
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 perfor-
mance and emissions. The temperature is also monitored
by the ECM, primarily to richen the fuel/air mixture dur-
ing a cold start.
SM 751 02(GM-T4)-3-5
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-3-6
Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 4
SM 751 02(GM-T4)-4-1
Group 02(GM-Tier4), PSI FUEL SYSTEM
GASOLINE MULTI POINT FUEL INJEC- begins to crank. Consult the OEM for the location of the
fuel pump.
TON (MPFI)
The primary components of the Gasoline Multi Point Fuel
Injection (MPFI) fuel system are the gasoline fuel tank,
electric fuel pump, fuel pressure and temperature sensor GASOLINE PRESSURE AND TEMPERATURE
manifold, fuel filter and fuel rail.
SENSOR MANIFOLD
This engine is equipped with a fuel injector rail that does
GASOLINE FUEL STORAGE TANK not have a pressure regulator or a return circuit to the fuel
The gasoline fuel storage tank location may very on tank. Fuel pressure for this engine is regulated by the
equipment applications. The fuel tank may be integrated engine’s ECM. The ECM receives fuel pressure and tem-
into the chassis frame or may be a stand alone vessel perature feedback from the gasoline fuel sensor manifold
mounted on the equipment. For precise location for the and uses this information to control the ground side of the
equipment application refer to the OEMs vehicle manual. fuel pump. Fuel pressure is regulated by the ECM pulse
width modulating (PWM) the fuel pump. The fuel pres-
sure and temperature sensor manifold has a return or
GASOLINE FUEL PUMP “bleed” circuit that connects back to the equipment fuel
tank. This circuit is used to bleed off any vapor that devel-
The Gasoline is stored as a liquid in the fuel tank and in ops in the line and returns a small amount of fuel to the
drawn into the fuel system by a 12 volt electric fuel pump. tank. The fuel comes from the fuel tank and passes
Depending on the vehicle application the fuel pump may through the fuel pump. Fuel exits the fuel pump, passes
be mounted in the fuel tank or as a stand alone compo- through the filter and then enters the fuel pressure and
nent. In either case the fuel pump will receive a signal temperature manifold assembly. Fuel flows through the
from the ECM at Key On to prime the fuel system for feed circuit and is delivered to the fuel injector rail. Fuel
approximately 2 seconds prior to start. Priming of the fuel that enters the bleed circuits through the by-pass valve in
system provides for a quicker start, when the engine the manifold is returned to the fuel tank.
SM 751 02(GM-T4)-4-2
Group 02(GM-Tier4), PSI FUEL SYSTEM
FUEL FILTER
After the fuel is drawn into the fuel pump, the fuel flows
through the gasoline fuel filter. The fuel filter will trap
small particles. The fuel passes through the filter to
remove debris which prevents the fuel pressure and tem-
perature manifold and fuel injectors from becoming dam-
aged. Maintenance of the fuel filter is required as
indicated in the Recommended Maintenance Schedule. A
more frequent replacement of the filter may be required if
the equipment operates in a dusty or dirty environment.
FUEL INJECTOR
The fuel supply is maintained on the top of the injector
from the injector rail. The injector is fed a “pulse” signal
through the wire harness which causes the injector to
open. During regular operating conditions the ECM con-
trols the opening and duration of opening of the injector.
During lower RPM operation the injector signals or
“pulses” are less frequent then when the engine is operat-
ing at higher RPMs. The certified engine has been cali-
brated to deliver the precise amount of fuel for optimum
performance and emission control.
SM 751 02(GM-T4)-4-3
Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 5
PRESSURE GAUGES
• ITK-2 Test Kit
SM 751 02(GM-T4)-5-1
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-5-2
Group 02(GM-Tier4), PSI FUEL SYSTEM
NORMAL & ABNORMAL FUEL CORRECTION control. The system will set Diagnostic Trouble Codes
(DTC’s) for correction factors in the +/- 30%-35% range.
Generally, the system is operating within specification If total fuel correction is found to be operating outside of
when total fuel correction falls between -15% and +15%. the normal range additional diagnostic procedure will be
Operation outside of this range will require further diag- required to determine the cause. Follow the appropriate
nosis to determine the system level issue affecting fuel Symptom Routine or DTC Chart for additional help.
SM 751 02(GM-T4)-5-3
Group 02(GM-Tier4), PSI FUEL SYSTEM
Before using this section, you should have performed On Board Diagnostic (OBD) Check and
determined that:
1. The ECM and MIL are operating correctly.
Before Using This
2. There are no Diagnostic Trouble Codes (DTCs) stored, or a DTC exists but without a MIL.
Section
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 prob-
lem.
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
Fuel System Check
between lean and rich. IMPORTANT! Normal HEGOGswitching indicates the fuel sys-
tem 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.
• 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.
Visual and PhysicalG Check the ignition wires for the following conditions:
Checks • 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.
SM 751 02(GM-T4)-5-4
Group 02(GM-Tier4), PSI FUEL SYSTEM
INTERMITTENT
Checks Action
DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC).
Do not use the DTC tables. If a fault is an intermittent, the use of the DTC tables with this con-
Preliminary Checks
dition may result in the replacement of good parts.
Faulty electrical connections or wiring can cause most intermittent problems. Check the sus-
pected circuit for the following conditions:
• Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully seated in the
connector (backed out). Terminals not properly formed or damaged.
• Wire terminals poorly connected.
Faulty Electrical Con- • Terminal tension is insufficient.
nections or Wiring • Carefully remove all the connector terminals in the problem circuit in order to ensure the
proper contact tension.
• If necessary, replace all the connector terminals in the problem circuit in order to ensure the
proper contact tension (except those noted as “Not Serviceable”). See section Wiring Sche-
matics.
• 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
Operational Test with the DST connected. When the problem occurs, an abnormal voltage or scan reading indi-
cates a problem circuit.
The following components can cause intermittent MIL and no DTC(s):
• A defective relay.
• Switch that can cause electrical system interference. Normally, the problem will occur
Intermittent MIL Illu- when the faulty component is operating.
mination • 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.
SM 751 02(GM-T4)-5-5
Group 02(GM-Tier4), PSI FUEL SYSTEM
NO START
Checks Action
SM 751 02(GM-T4)-5-6
Group 02(GM-Tier4), PSI FUEL SYSTEM
NO START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gaso-
line fuel system.
Check for the following:
• Vacuum leaks.
Engine Mechanical • Improper valve timing.
Checks • 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 • Inspect the exhaust system for damaged or collapsed pipes:
Checks • Inspect the muffler for signs of heat distress or for possible internal failure.
• Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diag-
nosis.
SM 751 02(GM-T4)-5-7
Group 02(GM-Tier4), PSI FUEL SYSTEM
HARD START
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start
but immediately dies.
Preliminary Checks 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
Sensor Checks 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.
Important:
1. If the engine starts but then immediately stalls, check the cam angle sensor.
2. Check for improper gap, debris or faulty connections.
SM 751 02(GM-T4)-5-8
Group 02(GM-Tier4), PSI FUEL SYSTEM
HARD START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gaso-
line fuel supply system.
Check for the following:
• Vacuum leaks
• Improper valve timing
Engine Mechanical
• Low compression
Checks
• 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 • Inspect the exhaust system for damaged or collapsed pipes.
Checks • 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.
SM 751 02(GM-T4)-5-9
Group 02(GM-Tier4), PSI FUEL SYSTEM
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:
• Insulation cracks.
Ignition System • Wear.
Checks • 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:
• Improper valve timing.
Engine Mechanical • Improper valve clearance.
Checks • 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:
SM 751 02(GM-T4)-5-10
Group 02(GM-Tier4), PSI FUEL SYSTEM
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
• 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 pres-
sure drops below speci cation, there is possibly a faulty low pressure regulator or a restric-
tion in the fuel system.
Fuel System Checks
• 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.
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 accord-
Ignition System ingly.
Checks • 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.
Additional Check
• Check the alternator output voltage.
SM 751 02(GM-T4)-5-11
Group 02(GM-Tier4), PSI FUEL SYSTEM
BACKFIRE
Checks Action
DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping noise.
Preliminary Checks None
Important! LPG, being a gaseous fuel, requires higher secondary ignition system volt-
ages for the equivalent gasoline operating conditions. The ignition system must be main-
tained in peak condition to prevent backfire.
• Check for the proper ignition coil output voltage using the spark tester J26792 or the equiv-
alent.
• Check the spark plug wires by connecting an ohmmeter to the ends of each wire in ques-
tion. If the meter reads over 30,000 ohms, replace the wires.
Ignition System • Check the connection at ignition coil.
Checks • 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 gas-
oline fuel supply system.
SM 751 02(GM-T4)-5-12
Group 02(GM-Tier4), PSI FUEL SYSTEM
If all procedures have been completed and no malfunction has been found, review and inspect
Additional Check the following items:
• Visually and physically, inspect all electrical connections within the suspected circuit and/
or systems.
• Check the DST data.
SM 751 02(GM-T4)-5-13
Group 02(GM-Tier4), PSI FUEL SYSTEM
DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake.
Preliminary 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
Sensor Checks exhaust indication). The ECM will reduce the amount of fuel delivered to the engine caus-
ing a severe driveability problem.
Check the Temperature Manifold Absolute Pressure (TMAP) sensor response and accuracy.
• 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.
Fuel System Checks
• 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.
Remove the plugs and inspect them for the following conditions:
• Wet plugs.
• Cracks.
Ignition System • Wear.
Checks • 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 gaso-
line fuel supply system.
• Check for vacuum leaks. Vacuum leaks can cause a higher than normal idle and low throt-
Additional Checks tle angle control command.
• Check the ECM grounds for being clean, tight, and in their proper locations. Check the bat-
tery 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.
Engine Mechanical • Low compression.
Check • Improper valve clearance.
• Worn rocker arms.
• Broken or weak valve springs.
• Worn camshaft lobes.
SM 751 02(GM-T4)-5-14
Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 6
Electrical Section
SM 751 02(GM-T4)-6-1
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-2
Group 02(GM-Tier4), PSI FUEL SYSTEM
1.6L Gasoline
SM 751 02(GM-T4)-6-3
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-4
Group 02(GM-Tier4), PSI FUEL SYSTEM
3.0L Gasoline
SM 751 02(GM-T4)-6-5
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-6
Group 02(GM-Tier4), PSI FUEL SYSTEM
4.3L Gasoline
SM 751 02(GM-T4)-6-7
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 fre-
quently 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 descrip-
tions of parts and servicing procedures will be updated based on trade, brand, or common description to more accurately
describe the part or service procedure.
SM 751 02(GM-T4)-6-8
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-9
Group 02(GM-Tier4), PSI FUEL SYSTEM
• Double Click the setup.exe file - - - > This will launch the installation wizard
• Select “NEXT” until you finish the installation as shown below
SM 751 02(GM-T4)-6-10
Group 02(GM-Tier4), PSI FUEL SYSTEM
• Select the GCP Display icon - - - > This will launch the installation wizard
• Restart your PC
SM 751 02(GM-T4)-6-11
Group 02(GM-Tier4), PSI FUEL SYSTEM
PASSWORD LOGIN
Figure 1 shows the password dialog box, which is displayed when a software session begins. Login can be accomplished
in two ways.
1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original equipment manufacture
(OEM).
2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A Single Serial Number
password is unique to a specific ECM serial number and permits authorized service personnel to make changes or
view information for a specific ECM.
3. In most instances the top “all” serial number boxes should be used for password entry. In this case, do not check the
single serial number box. Each password is a 16-character alphanumeric string specific to each Spectrum customer
and determines which pages and variables are visible through the software. Passwords are assigned by the OEM sup-
port 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.
SM 751 02(GM-T4)-6-12
Group 02(GM-Tier4), PSI FUEL SYSTEM
Should an invalid password be entered, the error prompt shown in figure (2) will be displayed and the software
will not load. This prompt signifies the following:
• The All S/N password is invalid.
• The Single S/N password is incorrect for the Single Serial Number entered.
• An All S/N password is entered for Single Serial Number use.
• The Single Serial Number password is valid; however, the Single Serial Number Access Checkbox is not checked.
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.
SM 751 02(GM-T4)-6-13
Group 02(GM-Tier4), PSI FUEL SYSTEM
Figure 4 shows the communication status if a valid software password is entered when attempting to connect to an ECM
with a different key. In this instance the software will load but will not connect to the target (ECM).
Within several seconds the system Gauge screen should now appear and a green banner in the upper left hand will read
“Connected.”
SM 751 02(GM-T4)-6-14
Group 02(GM-Tier4), PSI FUEL SYSTEM
• To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.
SM 751 02(GM-T4)-6-15
Group 02(GM-Tier4), PSI FUEL SYSTEM
• Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You are now ready to con-
nect using the ECOM USB DLC cable.
SM 751 02(GM-T4)-6-16
Group 02(GM-Tier4), PSI FUEL SYSTEM
Gauge Page
Provides system data in large easy to read displays. Displays ECM configuration information for the ECM software, hard-
ware, serial numbers and calibration dates.
SM 751 02(GM-T4)-6-17
Group 02(GM-Tier4), PSI FUEL SYSTEM
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
SM 751 02(GM-T4)-6-18
Group 02(GM-Tier4), PSI FUEL SYSTEM
The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a display for rpm, coolant tem-
perature and spark advance. It also provides a large display to monitor the closed loop mixture control.
Tests Page
Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools such as spark and injec-
tor 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 indi-
vidual cylinder, use the mouse to highlight the “Spark Kill” button and select the desired coil. The spark output can be re-
enabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If the engine is running below
1000 rpm, the spark output will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the
spark output will stay disabled for 5 seconds and then re-set. This test mode has a timeout of 10 minutes. Record the rpm
drop related to each spark output disabled. The spark outputs are arranged in the order which the engine fires, not by cyl-
inder 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 Injec-
tor 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.
SM 751 02(GM-T4)-6-19
Group 02(GM-Tier4), PSI FUEL SYSTEM
Faults Page
Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active Faults). Includes use-
ful 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.”
SM 751 02(GM-T4)-6-20
Group 02(GM-Tier4), PSI FUEL SYSTEM
Figure 6
SM 751 02(GM-T4)-6-21
Group 02(GM-Tier4), PSI FUEL SYSTEM
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.
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
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 When checked, this does not allow the plot to scroll past the ‘Time Interval’ thereby pre-
Checkbox* serving plotted data for post-processing.
Exclusive Serial Use When checked, this allows exclusive serial communication for the plot variables. Other
Checkbox* 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) Define the sample period for recording and display Frequency (Hz.) = 1000/Sample
Field* Interval (ms)
Time Interval (s) Field* Defines the total sample acquisition time for the plot.
SM 751 02(GM-T4)-6-22
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-23
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-24
Group 02(GM-Tier4), PSI FUEL SYSTEM
DST LOGGER
Another data capture function incorporated in the software is the DST logger. This tool serves as a PC data logger for any
variable available in the ECM through the interface software. Figure 9 shows the interface display for configuring the
DST Log. The interface allows the user to create the filename, set the sample rate for acquisition, set the time interval for
sampling, and display the progress of acquisition. A maximum of twenty (20) variables may be tagged for the log. The
amount of data stored is only limited by available PC RAM. The resulting text file may then be viewed by any standard
Windows text editor/reader program. To create a log file select the “Log Tags” in the drop down menu as shown in figure
6.
SM 751 02(GM-T4)-6-25
Group 02(GM-Tier4), PSI FUEL SYSTEM
If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set. Diagnose each problem to
correction unless directed to do otherwise by the diagnostic chart. The DTCs are numbered in order of importance. Both
DTC 112 and DTC122 pertain to the oxygen sensor, so it is possible that a repair that corrects DTC 112 may also correct
the problem causing the DTC 122.
Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System Data Mode.” This
simply means that the DST is connected and communicating with the PC. In some instances the chart will call out a spe-
cial 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.
SM 751 02(GM-T4)-6-26
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-27
Group 02(GM-Tier4), PSI FUEL SYSTEM
Diagram 1 will be able to see any unstable voltages that you would
otherwise not see with a standard DVOM.
When using the DST program to clear a DTC, always
select the “Clear All Faults” function to immediately turn Caution should be used when pressure washing the under
the MIL OFF after a successful repair (as shown in dia- hood of any electrical system. Avoid direct pressure spray
gram 1 above). 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
INTERMITTENT PROBLEMS serious system problems.
Intermittent fuel system problems can prove to be the Extra care must be taken when probing electrical pins and
most challenging to repair. It is most important to remem- terminals. Do not bend or spread these terminals as this
ber when looking to find the cause of these problems, to can also be a source of intermittent problems cause by
operate the system in the condition when and where the improper handling of these connectors.
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 pres-
sure 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 inter-
mittent 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 volt-
age and watch the plot. While watching the plot, agitate
the electrical wire connection at the sensor and ECM con-
nector. The resolution of the plot screen is such that you
SM 751 02(GM-T4)-6-28
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-29
Group 02(GM-Tier4), PSI FUEL SYSTEM
METRI-PACK
REPAIRING TWISTED LEADS
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.
1. Locate Damaged Wire.
Refer to Figure 2 and repair procedure for replacement of 1. Slide the seal back on the wire.
a Micro-Pack terminal. 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 connec-
tor. If reusing the terminal, reshape the locking tab
(2).
WEATHER-PACK
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 con-
Micropack Connector nection.
1. Cable
2. Terminal
3. Locking Tang
4. Tool J33095/BT8234-A
SM 751 02(GM-T4)-6-30
Group 02(GM-Tier4), PSI FUEL SYSTEM
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.
SM 751 02(GM-T4)-6-31
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-32
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-33
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-34
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-35
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC Set 2
Description SPN-2 FMI-2
DTC 2618: Tach output ground short 645 4
DTC 2619: Tach output short to power 645 3
DTC 8901: UEGO microprocessor internal fault 3221 31
DTC 8902: UEGO heater supply high voltage 3222 3
DTC 8903: UEGO heater supply low voltage 3222 4
DTC 8904: UEGO cal resistor voltage high 3221 3
DTC 8905: UEGO cal resistor voltage low 3221 4
DTC 8906: UEGO return voltage shorted high 3056 3
DTC 8907: UEGO return voltage shorted low 3056 4
DTC 8908: UEGO pump voltage shorted high 3218 3
DTC 8909: UEGO pump voltage shorted low 3218 4
DTC 8910: UEGO sense cell voltage high 3217 3
DTC 8911: UEGO sense cell voltage low 3217 4
DTC 8912: UEGO pump voltage at high drive limit 3225 3
DTC 8913: UEGO pump voltage at low drive limit 3225 4
DTC 8914: UEGO sense cell slow to warm up 3222 10
DTC 8915: UEGO pump cell slow to warm up 3225 10
DTC 8916: UEGO sense cell impedance high 3222 0
DTC 8917: UEGO pump cell impedance high 3225 0
DTC 8918: UEGO pump cell impedance low 3225 1
SM 751 02(GM-T4)-6-36
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-37
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-38
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-39
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC Set 2
Description SPN-2 FMI-2
DTC 188: Gaseous fuel temperature sender high vol 520240 3
DTC 187: Gaseous fuel temperature sender low volta 520240 4
DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 332: Knock2 sensor open or not present 520241 4
DTC 2120: FPP1 invalid voltage and FPP2 disagrees 520250 31
DTC 2125: FPP2 invalid voltage and FPP1 disagrees 520250 31
DTC 1122: FPP1/2 do not match each other or IVS ( 520250 31
DTC 223: TPS2 voltage high 520251 3
DTC 222: TPS2 voltage low 520251 4
DTC 509: IAC coil open/short 520252 5
DTC 508: IAC ground short 520252 6
DTC 1171: MegaJector delivery pressure higher than 520260 0
DTC 1172: MegaJector delivery pressure lower than 520260 1
DTC 1174: MegaJector voltage supply high 520260 3
DTC 1175: MegaJector voltage supply low 520260 4
DTC 1176: MegaJector internal actuator fault detecti 520260 12
DTC 1177: MegaJector internal circuitry fault detectio 520260 12
DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 1173: MegaJector comm lost 520260 31
DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1182: Fuel impurity level high 520401 0
DTC 11: Intake cam / distributor position error 520800 7
DTC 24: Exhaust cam position error 520801 7
DTC 1183: MegaJector autozero / lockoff failure 520803 31
SM 751 02(GM-T4)-6-40
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indi-
cator 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 possi-
ble 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 posi-
tion, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illu-
minate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may
be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON.
SM 751 02(GM-T4)-6-41
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-42
Group 02(GM-Tier4), PSI FUEL SYSTEM
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.
SM 751 02(GM-T4)-6-43
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-44
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-45
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 dis-
play software. This code will set when these two values are more than 30 CAD BTDC apart.
To change the CAM position you should rotate the distributor. If rotating the distributor does not correct the issue you
should troubleshoot sensor, wiring, and ECM for issues.
SM 751 02(GM-T4)-6-46
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located
on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. This
fault will set if the ECM detects cranking revolutions without synchronization of the CMP and CKP sensors.
Reversed sensor wires, poor wire connections or a faulty system ground are most frequently the cause of this code set.
SM 751 02(GM-T4)-6-47
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-48
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-49
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The CKP (crankshaft position sensor) is a magnetic transducer mounted on the engine block adjacent to a pulse wheel
located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft Position sen-
sor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel systems.
This fault will set one or more crank re-sync occur within 800 ms.
SM 751 02(GM-T4)-6-50
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-51
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-52
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 feed-
back 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 sen-
sor 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 tem-
perature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail. Fuel that enters
the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.
SM 751 02(GM-T4)-6-53
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-54
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 feed-
back 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 sen-
sor 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 tem-
perature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail. Fuel that enters
the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.
SM 751 02(GM-T4)-6-55
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-56
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 91-Gasoline Fuel Pressure Sensor Low Voltage (SPN 94: FMI 4)
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The ter-
minals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the
ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline
fuel pressure sensor voltage is read at less than 0.2v. This indicates a low voltage fault from the sensor or circuit. This
fault can occur when a ground is lost on the black/Lt Green circuit.
SM 751 02(GM-T4)-6-57
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 91-Gasoline Fuel Pressure Sensor High Voltage (SPN 94: FMI 3)
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The ter-
minals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the
ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline
fuel pressure sensor voltage is reading greater than 4.8v. This indicates a high voltage fault from the sensor or circuit.
SM 751 02(GM-T4)-6-58
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 esti-
mate the airflow rate to the engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than
0.050 with TPS greater than 2% and engine RPM is less than 3000. The Adaptive Learn will be disabled for the remainder
of the key on cycle and the MIL command is on.
SM 751 02(GM-T4)-6-59
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-60
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-61
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure value is used for fuel, air-
flow and spark calculations. This fault will set in the event the MAP value is greater than 17.00 psia when the TPS is less
than 10% with engine rpm greater than 800.
SM 751 02(GM-T4)-6-62
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-63
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-64
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature
sensitive resistor is used in the TMAP located in the air intake manifold of the engine. It is used to monitor incoming air
temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM
provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. This
fault will set if the Intake Air Temperature is greater than 200 degrees F. with engine speed greater than 700 rpm. The
engine will go into a level 1 derate mode to prevent engine damage.
Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a
problem with the inlet air system.
• Ensure that the air inlet is not obstructed, modified or damaged.
• Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system
• If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.
SM 751 02(GM-T4)-6-65
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 incom-
ing air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is less than 0.050 volts for 1 second anytime the engine is cranking or running. The
ECM will use the default value for the IAT sensor in the event of this fault.
SM 751 02(GM-T4)-6-66
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-67
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature
sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold.. It is used to monitor incom-
ing air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is greater than 4.950 volts for 1 second or longer. The ECM will use a default value
for the IAT sensor in the event of this fault.
SM 751 02(GM-T4)-6-68
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-69
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-70
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 sec-
onds. Power derate level one will be enforced during this fault limiting the maximum throttle position to 50%.
SM 751 02(GM-T4)-6-71
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-72
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-73
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-74
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-75
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-76
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-77
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS
1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for
the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if
the throttle is opening as commanded. This fault will set if TPS 1 is 20% (or more) lower than TPS 2. At this point the
throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is on
and the engine will shutdown.
SM 751 02(GM-T4)-6-78
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-79
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-80
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage is less than 0.200 volts. The MIL command is ON and
the engine will shut down.
SM 751 02(GM-T4)-6-81
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-82
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts. The MIL command is ON and the
engine will shut down.
SM 751 02(GM-T4)-6-83
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-84
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-85
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature
sensitive resistor is used in the TMAP located in the intake manifold of the engine. It is used to monitor incoming air tem-
perature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM pro-
vides a voltage divider circuit so that when the air is cool, the signal reads a higher voltage, and lower when warm. This
fault will set if the intake air temperature is greater than 210 degrees F. with engine speed greater than 700 rpm. The MIL
light command is on during this active fault and the engine will derate to 1,400 rpms.
Diagnostic Aid
• This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a
problem with the inlet air system. Ensure that the air inlet is not obstructed, modified or damaged.
• Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system
• If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.
SM 751 02(GM-T4)-6-86
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value is used for fuel and air-
flow calculations. This fault sets in the event the BP value is out of the normal range.
SM 751 02(GM-T4)-6-87
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-88
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-89
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive
multiplier. This fault will set if EGO 1 is cold, nonresponsive, or inactive for more than 120 seconds.
SM 751 02(GM-T4)-6-90
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-91
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-92
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 sec-
onds.
SM 751 02(GM-T4)-6-93
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-94
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-95
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostic checks before using the following diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load.
Fuel Pressure Low fuel pressure, faulty fuel pressure sensor, faulty pump, or contaminated fuel filter can cause fuel the
system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
SM 751 02(GM-T4)-6-96
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-97
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-98
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostics before using the following diagnostic chart.
Diagnostic Aid
Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by the ECM using a ground
side driver. If the fuel pump is turned on all the time the fuel pressure will increase. Open or leaking injector will cause a
rich condition.
Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
SM 751 02(GM-T4)-6-99
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-100
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The ter-
minals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the
ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline
fuel temperature sensor voltage is read at less than 0.05v. This indicates a low voltage fault from the sensor or circuit.
This could also indicate a low fuel temperature reading. Inspect the fuel temperature for extreme cold.
SM 751 02(GM-T4)-6-101
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The ter-
minals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the
ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline
fuel temperature sensor voltage is read at less than 0.05v. This indicates a high voltage fault from the sensor or circuit.
This could also indicate a high fuel temperature reading. Inspect the fuel temperature for extreme hot temperatures.
SM 751 02(GM-T4)-6-102
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 sec-
onds. Engine shutdown will occur if this code occurs.
SM 751 02(GM-T4)-6-103
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-104
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
This fault will set anytime the engine rpm exceeds 2,850 for longer than 2 seconds. The MIL command is ON during this
active fault
Diagnostic Aid
Check for other stored DTC codes before using the following DTC chart for this code set. Always diagnose and repair
any existing codes starting with the lowest numerical code first.
SM 751 02(GM-T4)-6-105
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-106
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 val-
ues for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to deter-
mine 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 throt-
tle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and
the engine will shutdown.
SM 751 02(GM-T4)-6-107
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-108
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-109
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON and
engine will shutdown.
SM 751 02(GM-T4)-6-110
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-111
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position.TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL command is ON.
The MIL command is ON and the engine will shutdown.
SM 751 02(GM-T4)-6-112
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-113
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-114
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 261: Injector driver 1 (cyl 1) open or short to ground (SPN 651:FMI 5)
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 indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-115
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 264: Injector driver 2 (Cyl 6) open or short to ground (SPN 264:FMI 5)
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 indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-116
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 267: Injector driver 3 (Cyl 5) open or short to ground (SPN 653:FMI 5)
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 indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-117
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 270: Injector driver 4 (Cyl 4) open or short to ground (SPN 654:FMI 5)
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 indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-118
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 273: Injector driver 5 (Cyl 3) open or short to ground (SPN 655:FMI 5)
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 indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-119
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 276: Injector driver 6 (Cyl 2) open or short to ground (SPN 656:FMI 5)
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 indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-120
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-121
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-122
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-123
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-124
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 274: Injector driver 5 (Cyl 3) Coil Shorted (SPN 655: FMI 6)
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 indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-125
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.
SM 751 02(GM-T4)-6-126
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 no signal is present for 800ms or longer.
SM 751 02(GM-T4)-6-127
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-128
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-129
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located
on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. The
ECM must see a valid Crankshaft position signal while cranking. If no crankshaft signal is present for 6 cam pulses this
fault will set.
SM 751 02(GM-T4)-6-130
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-131
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-132
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM
detects erroneous pulses from the camshaft position sensor causing invalid cam re-sync. MIL light will become active and
Adaptive Learn will be disabled.
SM 751 02(GM-T4)-6-133
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-134
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-135
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM
does not detect a cam pulse in 2.5 engine cycles whenever the engine is greater than 100 rpm. The engine may not run
with this fault present.
SM 751 02(GM-T4)-6-136
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-137
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-138
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The LPG lock off valve is supplied system battery power from the VSW fused source. The ECM then provides a path to
ground to turn the valve on. This fault will set in the event the engine continues to run for more than 20 seconds after the
key is turned off. This fault indicates a possible problem with the electric LPG lock off solenoid.
SM 751 02(GM-T4)-6-139
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-140
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffler. When the signals for
EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.
Diagnostic Aids
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to
replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after
repairing exhaust leaks, and recheck for code. If there are no exhaust leaks or other exhaust related issues there may be a
problem internally with the catalyst muffler.
SM 751 02(GM-T4)-6-141
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 includ-
ing vehicle speed controller along with circuit between the vehicle speed controller and the engine ECM.
SM 751 02(GM-T4)-6-142
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-143
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON.
SM 751 02(GM-T4)-6-144
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-145
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will go into a forced
idle condition in the event of this fault to help prevent possible engine damage.
SM 751 02(GM-T4)-6-146
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-147
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will go into a forced
idle in the event of this fault to help prevent possible engine damage.
SM 751 02(GM-T4)-6-148
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-149
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will go into forced
idle in the event of this fault to help prevent possible engine damage.
SM 751 02(GM-T4)-6-150
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-151
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will shut down in
the event of this fault to help prevent possible engine damage.
SM 751 02(GM-T4)-6-152
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-153
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The battery voltage powers the ECM and must be measured to correctly to properly operate injector drivers, solenoid
valves and ignition coils. This fault will set if the ECM detects system voltage less than 9.00 volts while the alternator
should be charging. The adaptive learn is disabled during this fault.
SM 751 02(GM-T4)-6-154
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-155
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 volt-
age ever exceeds 26 volts.
SM 751 02(GM-T4)-6-156
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-157
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown
when this fault occurs.
SM 751 02(GM-T4)-6-158
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-159
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown if
this fault occurs.
SM 751 02(GM-T4)-6-160
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-161
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown
when this fault occurs.
SM 751 02(GM-T4)-6-162
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-163
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.
SM 751 02(GM-T4)-6-164
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-165
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.
SM 751 02(GM-T4)-6-166
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-167
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 629- Fuel Pump Relay Coil Short to Power (SPN 1347:FMI 3)
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 resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.
SM 751 02(GM-T4)-6-168
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-169
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-170
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The External 5 volt supply powers many of the sensors and other components of the fuel system. The accuracy of the 5
volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to
determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5 volt supply. This fault will
set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be disabled during this fault
SM 751 02(GM-T4)-6-171
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-172
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 dis-
abled during this fault
SM 751 02(GM-T4)-6-173
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-174
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indi-
cator 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 cir-
cuit is open.
SM 751 02(GM-T4)-6-175
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-176
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The accuracy of the 5 volt supply
is very important to the accuracy of the FPP sensor circuit. The ECM is able to determine if the circuit is open, shorted, or
otherwise out of specification by monitoring this 5 volt supply. This fault will set if the 5 volt reference is below 3.00
volts. Adaptive Learn will be disabled during this fault.
SM 751 02(GM-T4)-6-177
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-178
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The accuracy of the 5 volt supply
is very important to the accuracy of the FPP sensor circuit. The ECM is able to determine if the circuit is open, shorted, or
otherwise out of specification by monitoring this 5 volt supply. This fault will set if the 5 volt reference is above 5.40
volts. Adaptive Learn will be disabled during this fault.
SM 751 02(GM-T4)-6-179
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-180
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the
ECM detects an open circuit on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.
SM 751 02(GM-T4)-6-181
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-182
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the
ECM detects a short to ground on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.
SM 751 02(GM-T4)-6-183
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-184
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the
ECM detects a short circuit to power on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.
SM 751 02(GM-T4)-6-185
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-186
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-187
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings in the calibration. This is generally set at
3000 rpms. The MIL command is ON during this active fault
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing
codes starting with the lowest numerical code first.
SM 751 02(GM-T4)-6-188
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-189
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings installed in the calibration. This is gener-
ally set at 3200 rpms. The MIL command is ON during this active fault and the engine will shut down.
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing
codes starting with the lowest numerical code first.
SM 751 02(GM-T4)-6-190
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-191
Group 02(GM-Tier4), PSI FUEL SYSTEM
DTC 1121 FPP 1 And 2 Redundancy Lost (SPN 91: FMI 31)
Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although
the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set
if FPP 1 or FPP 2 positions are 20% greater or 20% less than the expected throttle position target. The MIL command is
ON. Forced idle and low rev limit are in effect during this fault limiting full power output.
Diagnostic Aid
It is very likely that in the event this code sets, other codes will set along with it. Always diagnose and repair codes start-
ing with the lowest numerical value first. It is possible that by correcting the lower code sets first the problem will be cor-
rected. 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 pack-
aged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly
must be replaced.
SM 751 02(GM-T4)-6-192
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-193
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 mod-
ify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially
at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
SM 751 02(GM-T4)-6-194
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-195
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-196
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 can-
not correctly modify the fuel flow within its limits, it is limited at -35%.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic
Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure
that the specified HD-5 or HD-10 motor fuel grade LPG is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
SM 751 02(GM-T4)-6-197
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-198
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 mod-
ify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
SM 751 02(GM-T4)-6-199
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-200
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-201
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostics before using the following diagnostic chart.
Diagnostic Aid
Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by the ECM using a ground
side driver. If the fuel pump is turned on all the time the fuel pressure will increase. Open or leaking injector will cause a
rich condition.
Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
SM 751 02(GM-T4)-6-202
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-203
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostic checks before using the following diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
SM 751 02(GM-T4)-6-204
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-205
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-206
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostics before using the following diagnostic chart.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic
Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure
that the specified HD-5 or HD-10 motor fuel grade propane is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
SM 751 02(GM-T4)-6-207
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-208
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffl er. When the signals for
EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.
Diagnostic Aid
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to
replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after
repairing exhaust leaks, and recheck for code.
SM 751 02(GM-T4)-6-209
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 sec-
ondary fuel pressure due to a worn or damaged primary or secondary seat may cause this fault to set
SM 751 02(GM-T4)-6-210
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-211
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 sec-
ondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.
SM 751 02(GM-T4)-6-212
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-213
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. This code will set in the event communication with the ECM is lost. The MIL command is on.
SM 751 02(GM-T4)-6-214
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-215
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-216
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-217
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the EPR internal supply voltage is too
high.
Diagnostic Aid
This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the system charging volt-
age to be sure this DTC and other over voltage DTCs are not present. Repair the charging system if it is found to be out of
specification for high charge voltage. In the event of multiple code sets, always start the diagnostic repair with the lowest
numerical value DTC first.
SM 751 02(GM-T4)-6-218
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-219
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 volt-
age to be sure this DTC and other low voltage DTCs are not present. Repair the charging system if it is found to be out of
specification for low charge voltage. In the event of multiple code sets, always start the diagnostic repair with the lowest
numerical value DTC first.
SM 751 02(GM-T4)-6-220
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-221
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-222
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator
fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value
DTC first. In most instances the EPR will need to be replaced in the event of this code set.
SM 751 02(GM-T4)-6-223
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-224
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator
fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value
DTC first. In most instances the EPR will need to be replaced in the event of this code set.
SM 751 02(GM-T4)-6-225
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-226
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator
fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value
DTC first. In most instances the EPR will need to be replaced in the event of this code set.
SM 751 02(GM-T4)-6-227
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-228
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The AUX PU1 is pulled-up to 5 VDC inside the ECM therefore; if SPDF input becomes an open-circuit into the ECU the
input will remain at 5 VDC. The OEM supplied controller grounds the SPDF circuit when the vehicle is stopped. As a
result, the fault is configured in the ECU on an AUX PU1 High Voltage state if voltage reached 5.0v for longer than 1
second. This informs the technician that the circuit is open. The technician should verify the wiring is good from the OEM
supplied speed computer to the GCP module. If the wiring is ok, the problem is likely in the OEM system.
SM 751 02(GM-T4)-6-229
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-230
Group 02(GM-Tier4), PSI FUEL SYSTEM
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.
SM 751 02(GM-T4)-6-231
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-232
Group 02(GM-Tier4), PSI FUEL SYSTEM
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.
SM 751 02(GM-T4)-6-233
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-234
Group 02(GM-Tier4), PSI FUEL SYSTEM
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.
SM 751 02(GM-T4)-6-235
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-236
Group 02(GM-Tier4), PSI FUEL SYSTEM
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.
SM 751 02(GM-T4)-6-237
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-238
Group 02(GM-Tier4), PSI FUEL SYSTEM
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.
SM 751 02(GM-T4)-6-239
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-240
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 com-
mands the engine to shutdown.
SM 751 02(GM-T4)-6-241
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 vari-
ous control functions. This fault will set if the ECM detects 120 packets lost within a one second time period. The MIL
command is ON.
SM 751 02(GM-T4)-6-242
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-243
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 vari-
ous control functions. This fault will set if the ECM detects 120 packets lost within a one second time period. The MIL
command is ON.
SM 751 02(GM-T4)-6-244
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-245
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 vari-
ous control functions. Individual devices are assigned network addresses. This fault will set if the ECM detects an address
conflict, such as two devices with the same address. This is usually not due to an in field failure and may be the results of
“add on” CAN devices
SM 751 02(GM-T4)-6-246
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-247
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Mal-
function 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 possi-
ble 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 posi-
tion, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illu-
minate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may
be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL
control is shorted to ground.
SM 751 02(GM-T4)-6-248
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-249
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-250
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Mal-
function 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 possi-
ble 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 posi-
tion, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illu-
minate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may
be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL
control is shorted to voltage.
SM 751 02(GM-T4)-6-251
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-252
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-253
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 com-
mand. During this active fault the MIL command is ON and the engine will shutdown.
SM 751 02(GM-T4)-6-254
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-255
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-256
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 com-
mand. The MIL command is ON and the engine will shutdown.
SM 751 02(GM-T4)-6-257
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-258
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-259
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 veri-
fied in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must
be replaced.
SM 751 02(GM-T4)-6-260
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-261
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-262
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 con-
sidered to be out of specification. The MIL command is ON. Forced idle will be in effect during this code set limiting full
power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP connection
must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one
packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete foot pedal
sensor assembly must be replaced.
SM 751 02(GM-T4)-6-263
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-264
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will
set if the FPP 1 voltage is less than 0.200 volts at any operating condition while the key is on. If the voltage drops below
0.200 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle will be in effect during
this code set limiting full power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP connection
must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one
packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete foot pedal
sensor assembly must be replaced.
SM 751 02(GM-T4)-6-265
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-266
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-267
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although
the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set
if FPP 1 is 20% or more higher that FPP 2. The MIL command is ON. Forced idle and low rev limit are in effect during
this fault limiting full power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be veri-
fied in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must
be replaced..
SM 751 02(GM-T4)-6-268
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-269
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-270
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will
set if the FPP 2 voltage is less than 0.200 volts at any operating condition while the key is on. If the voltage drops below
0.400 volts the FPP is considered to be out of specification. The MIL command is ON. Low rev limit and forced idle will
be effect during this fault limiting power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be veri-
fied in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must
be replaced.
SM 751 02(GM-T4)-6-271
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-272
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-273
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on foot pedal position. This fault
will set if the FPP 2 voltage exceeds 4.800 volts at any operating condition while the key is on. If the voltage exceeds
4.800 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle and low rev limit will
be in effect limiting power output during this fault.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be veri-
fied in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must
be replaced.
SM 751 02(GM-T4)-6-274
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-275
Group 02(GM-Tier4), PSI FUEL SYSTEM
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 val-
ues for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to deter-
mine 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 throt-
tle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and
the engine will shutdown.
SM 751 02(GM-T4)-6-276
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-277
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-278
Group 02(GM-Tier4), PSI FUEL SYSTEM
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value is used for fuel and air-
flow calculations. This fault sets in the event the BP value is out of the normal range.
SM 751 02(GM-T4)-6-279
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-6-280
Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 7
Definitions
Air Valve Vacuum (AVV): The vacuum signal taken Cathode Ray Tube: A vacuum tube in which cathode
from below the air valve assembly and above the throttle rays usually in the form of a slender beam are projected
butterfly valve. on a uorescent screen and produce a luminous spot.
ADP: Adaptive Digital Processor. Circuit: A path of conductors through which electricity
ows.
Air/Fuel Ratio: The amount or balance of air and fuel in
the air fuel mixture that enters the engine. Closed Loop Operation: Applies to systems utilizing an
oxygen sensor. In this mode of operation, the system
Analog Voltmeter: A meter that uses a mechanical nee-
uses oxygen sensor information to determine air/fuel
dle to point to a value on a scale of numbers. It is usually
ratio. Adjustments are made accordingly and checked by
of the low impedance type and used to measure voltage
comparing the new oxygen sensor to previous signals.
and resistance.
No stored information is used.
Aromatics: Pertaining to or containing the sixcarbon ring
CNG: Compressed Natural Gas.
characteristic of the benzene series. Found in many
petroleum distillates. CKP: Crankshaft Position Sensor
Back re: Combustion of the air/fuel mixture in the intake CMP: Camshaft Position Sensor
or exhaust manifolds. A backfire can occur if the intake
Conductor: A material, normally metallic, that permits
or exhaust valves are open when there is a mis-timed
easy passage of electricity.
ignition spark.
Contaminants: Impurities or foreign material present in
Benzene: An aromatic (C6H6). Sometimes blended with
fuel.
gasoline to improve anti-knock value. Benzene is toxic
and suspected of causing cancer. Control Module: One of several informal names for a
solid state microcomputer which monitors engine condi-
Bi-Fueled: A vehicle equipped to run on two fuels.
tions and controls certain engine functions; i.e. air/fuel
Blow-By: Gases formed by the combustion of fuel and ratio, injection and ignition time, etc. The formal name
air, which ordinarily should exert pressure only against and the one used throughout this manual is ECM, or
the piston crown and rst compression ring. When rings Engine Control Module.
do not seal, these gases escape or “blow by” the side of
Converter: A LPG fuel system component containing
the piston into the crankcase.
varying stages of fuel pressure regulation combined with
BTU: British Thermal Unit. A measurement of the a vaporizer.
amount of heat required to raise the temperature of 1lb.
Cryogen: A refrigerant used to obtain very low tempera-
of water 1 degree F.
tures.
Butane: An odorless, colorless gas, C4H10 found in natu-
Current: The volume or ow of electrons through a con-
ral gas and petroleum. One of the ve LP gases.
ductor. Measured in amperes or amps.
CAFE: Corporate Average Fuel Economy.
DBW: Drive By Wire
CARB: California Air Resources Board.
Dedicated Fuel System: A motor fuel system designed to
Carbon Monoxide (CO): A chemical compound of a operate on only one fuel type.
highly toxic gas that is both odorless and colorless.
Diaphragm: A thin, exible membrane that separates two
Carburetor: An apparatus for supplying an internal- chambers. When the pressure in one chamber is lower
combustion engine a mixture of vaporized fuel and air. than in the other chamber, the diaphragm will move
toward the side with the low pressure.
SM 751 02(GM-T4)-7-1
Group 02(GM-Tier4), PSI FUEL SYSTEM
Diaphragm Port: The external port located at the fuel Fuel Injector: a spring loaded, electromagnetic valve
inlet assembly and connected to the vacuum chamber which delivers fuel into the intake manifold, in response
above the air valve diaphragm. to an electrical input from the control module.
DLC: Data Link Connector. Fuel Lock: A solenoid-controlled valve located in the
fuel line to stop the ow when the engine stops or the
DTC: Diagnostic Trouble Code
ignition switch is off.
DST: Diagnostic Scan Tool.
Gasohol: 10 percent ethanol, 90 percent gasoline. Often
DVOM: Digital Volt/ohm Meter. A meter that uses a referred to as E-10.
numerical display in place of a gauge and is usually of
Gasoline: A motor vehicle fuel that is a complex blend of
the high impedance type.
hydrocarbons and additives. Typical octane level is 89.
ECT: Engine Coolant Temperature.
GCP: Spectrum III (90-pin) ECM.
ECM: Electronic Control Module
Greenhouse Effect: A scienti c theory suggesting that
ECOM: A DLC cable supporting CAN and serial com- carbon dioxide from the burning of fossil fuels is causing
munication with a PSI/EControls ECM. the atmosphere to trap heat and cause global warming.
EFI: Electronic Fuel Injection. A fuel injection system, HC: Hydrocarbon. An organic chemical compound.
which uses a microcomputer (ECM) to
HD 10: A fuel of not less than 80% liquid volume pro-
determine and control the amount of fuel, required by, and pane and not more than 10% liquid volume propylene.
injected into, a particular engine.
HD 5: A fuel of not less than 90% liquid volume propane
EGO: Exhaust Gas Oxygen, used to describe a sensor. and not more than 5% liquid volume propylene.
Also known as “HEGO” (Heat Exhaust Gas Oxygen)
HDV: Heavy Duty Vehicle.
sensor, “O2” or “Oxygen sensor.
Heavy Ends: A term used to describe the build up of
EGR: Exhaust Gas Recirculation.
wax-like impurities that fall out of LPG when vaporized.
EPA: Environmental Protection Agency: A regulating
HEGO: Heated Exhaust Gas Oxygen, used to describe a
agency of the Federal government which, among other
sensor. Also known as “EGO” (Exhaust Gas Oxygen
duties, establishes and enforces automotive emissions
sensor), “O2” or “Oxygen sensor.
standards.
Hg: Chemical symbol for the element mercury. Used in
Ethanol: Grain alcohol (C2H5OH), generally produced
reference to a measure of vacuum (inches of Hg).
by fermenting starch or sugar.
Histogram: The graphical version of a table which shows
Evaporative Emissions Controls: An automotive emis-
what proportion of values fall into specific categories
sion control system designed to reduce hydrocarbon
over a specific period of time.
emissions by trapping evaporated fuel vapors from the
fuel system. Hydrocarbon: A chemical compound made up of hydro-
gen and carbon (HC). Gasoline and almost all other fuels
Excess Flow Valve: A check valve that is caused to close
are hydrocarbons.
by the fuel when the ow exceeds a predetermined rate.
Hydrostatic Relief Valve: A pressure relief device
FTV: Fuel Trim Valve.
installed in the liquid LPG hose on a LPG fuel system.
FFV: Flexible Fuel Vehicle.
IAT: Intake Air Temperature
Firing Line: The portion of an oscilloscope pattern that
Ideal Mixture: The air/fuel ratio at which the best com-
represents the total amount of voltage being expended
promise of engine performance to exhaust emissions is
through the secondary circuit.
obtained. Typically 14.7:1.
FMVSS: Federal Motor Vehicle Safety Standards.
Ignition Reserve: The difference between available volt-
FPP: Foot Pedal Position Sensor age and the required voltage.
ILEV: Inherently Low Emission Vehicle.
SM 751 02(GM-T4)-7-2
Group 02(GM-Tier4), PSI FUEL SYSTEM
Impedance: A form of opposition of AC electrical current Mixer: Fuel introduction device that does not include a
ow (resistance) measured in ohms. throttle plate.
Insulation: A nonconductive material used to cover wires MFI: Multiport Fuel Injection. A fuel injection system
in electrical circuits to prevent the leakage of electricity that uses one injector per cylinder mounted on the engine
and to protect the wire from corrosion. to spray fuel near the intake valve area of combustion
chamber.
Intercept: An electrical term for a type of splice where
the original circuit is interrupted and redirected through MSV: Manual Shut-Off Valve. Refers to the manually
another circuit. operated valve on the LPG tank.
Knock: Sound produced when an engine’s air/fuel mix- MTBE: Methyl Tertiary Butyl Ether. Oxygenate add to
ture is ignited by something other than the spark plug, gasoline to reduce harmful emissions and to improve the
such as a hot spot in the combustion chamber. Also octane rating.
caused by a fuel with an octane rating that is too low
Multi-fuel System: A motor fuel system designed to
and/or incorrect ignition timing. Also called detonation
operate on two different fuels, such as LPG and gasoline.
or ping.
Natural Gas: A gas formed naturally from buried organic
Lambda Sensor: A feedback device, usually located in
material, composed of a mixture of hydrocarbons, with
the exhaust manifold, which detects the amount of oxy-
methane (CH4) being the dominant component.
gen present in exhaust gases in relation to the surround-
ing atmosphere. (See HEGO). NGV: Natural Gas Vehicle.
LDV: Light Duty Vehicle. NOX: See Oxides of Nitrogen.
Lean Mixture: An air to fuel ratio above the stoichiomet- OBD: On Board Diagnostic
ric ratio; too much air.
Octane Rating: The measurement of the antiknock value
LEV: Low Emission Vehicle. of a motor fuel.
Limp-in or Limp Home: A mode where the ECM or a OEM: Original Equipment Manufacturer, the vehicle
component has failed, but the vehicle remains opera- manufacturer.
tional although the engine may operate minimally. This
Open-Loop: An operational mode during which control
term may also describe the drivability characteristics of a
module memory information is used to determine air/
failed computer system.
fuel ratio, injection timing, etc., as opposed to actual
Liquid Petroleum Gas (LPG): A fuel commonly known oxygen sensor input.
as propane consisting mostly of propane (C3H8),
Ori ce: A port or passage with a calibrated opening
derived from the liquid components of natural gas
designed to control or limit the amount of ow through it.
stripped out before the gas enters the pipeline, and the
lightest hydrocarbons produced during petroleum re Oscilloscope: An instrument that converts voltage and
ning. Octane level of LPG is 107. frequency readings into traces on a cathode ray tube
(also see Cathode Ray Tube).
LPG: Liqui ed Petroleum Gas.
Oxides of Nitrogen: Chemical compounds of nitrogen
M85: A blend of gasoline and methanol consisting of
bonded to various amounts of oxygen (NOX). A chief
85% methanol and 15% gasoline.
smog forming-agent.
Measurements of Pressure: 1 PSI=2.06” Hg (mercury) =
Oxygen Sensor: An automotive fuel system that produces
27.72” H2O (water column). At sea level atmospheric
a signal in accordance with the oxygen content of the
pressure is 29.92” Hg.
exhaust gas. (See Lambda Sensor).
Methanol: Known as wood alcohol (CH3OH), a light,
Oxygenate: Oxygenates (such as MTBE, ethanol and
volatile, ammable alcohol commonly made from natural
methanol) added to gasoline to increase the oxygen con-
gas.
tent and therefore reduce exhaust emissions.
MIL: Malfunction Indicator Lamp.
Ozone: A radical oxygen module (O3) that is found in the
Mis re: Failure of the air/fuel mixture to ignite during the upper atmosphere and lters out ultraviolet radiation from
power stroke.
SM 751 02(GM-T4)-7-3
Group 02(GM-Tier4), PSI FUEL SYSTEM
the sun. Ground level ozone is formed by NOX, during Spark Line: The portion of an oscilloscope pattern that
the formation of photochemical smog. represents the time during which the air/fuel mixture is
being burned in the combustion chamber.
Particulates: Microscopic pieces of solid or liquid sub-
stances such as lead and carbon that are discharged into Splice: An electrical term for the joining of two or more
the atmosphere by internal combustion engines. conductors at a single point.
Positive Crankcase Ventilation (PCV): An automotive Stoichiometric Ratio: An ideal fuel/air ratio for combus-
emission control system designed to reduce hydrocarbon tion in which all of the fuel and most of the oxygen will
emissions by routing crankcase fumes into the intake be burned.
manifold rather than to the atmosphere.
Sulfur Oxides: Chemical compounds where sulfur is
Power Derate: A mode of reduced engine power output bonded to oxygen produced by the combustion of gaso-
for the purposes of protecting engine components during line or any other fuel that contains sulfur. As sulfur
a failure or malfunction. oxides combine with water in the atmosphere to form
sulfuric acid.
Pressure Differential: The differential between atmo-
spheric pressure and intake manifold (referred to as vac- System Pressure: The fuel pressure maintained in the
uum) pressure. system during normal engine operation.
Pressure Regulator: A device to control the pressure of Tap: An electrical term for a type of splice where the
fuel delivered to the fuel injector(s). original circuit is not interrupted.
Primary Circuit: The low-voltage or input side of the TBI: Throttle Body Injection. Any of several injection
ignition coil. systems that have the fuel injector(s) mounted in a cen-
trally located throttle body.
Propane: An odorless and colorless gas, C3H8, found in
natural gas and petroleum. Throttle Body: Controls engine RPM by adjusting the
engine manifold vacuum to the mixer. Consists of a
Psia: pounds per square inch absolute
housing shaft, throttle liner and butter y valve.
PTV: Pressure Trim Valve
TLEV: Transitional Low Emission Vehicle.
Reactivity: Refers to the tendency of an HC in the pres-
TMAP: Combined Air Inlet and Manifold Pressure Sen-
ence of NOX and sunlight to cause a smogforming reac-
sor.
tion. The lighter the HC, the lower reactivity tends to be.
Toluene: A liquid aromatic hydrocarbon C7H8.
Regulator: An assembly used to reduce and control the
pressure of a liquid or vapor. TPS: Throttle Position Sensor.
Resistance: The opposition to the ow of current in an TSB: Technical Service Bulletin.
electrical circuit. Measured in ohms.
ULEV: Ultra Low Emission Vehicle.
Rest Pressure: Fuel pressure maintained within the sys-
USB: Universal Serial Bus. A plug or interface supplied
tem after engine shutdown.
on most personal computers.
Rich Mixture: An air to fuel ratio below the stoichiomet-
Vaporization: A process in which liquid changes states
ric ratio; too much fuel.
into gas.
SAE: Society of Automotive Engineers.
Venturi Air Valve Vacuum (VAVV): An ampli ed air
Secondary Circuit: The high-voltage output side of the valve vacuum signal coming from the venturi area of the
ignition coil. mixer, directly exposed to air ow before the addition of
vaporized LPG.
SEFI or SFI: Sequential Electronic Fuel Injection or
Sequential Fuel Injection. Volt/ohmmeter (VOM): A combination meter used to
measure voltage and resistance in an electrical circuit.
Sensors: Devices that provide the control module with
Available in both analog and digital types. May also
engine information as needed to properly control engine
referred to as AVOM and DVOM.
function.
SM 751 02(GM-T4)-7-4
Group 02(GM-Tier4), PSI FUEL SYSTEM
SM 751 02(GM-T4)-7-5
GROUP 03
GROUP 03
SM 751 03-0
Group 03, Intake and Exhaust System
Section 1
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-
cally shorten engine life. Clogged air filters cause engine
power loss and poor fuel economy.
SM 751 03-1-1
Group 03, Intake and Exhaust System
Section 2
Dirty or restricted air induction components can cause If any of these problems occur with the truck, the air filter
several problems with your truck’s operation. Regular may be clogged or the air intake system is restricted. Ser-
maintenance and service of the filter element and related vice the entire system to make sure that air flow is clean
components can prevent problems with your truck. The and unrestricted. Change the filter element and check all
air restriction indicator also automatically gauges the air hoses, tubing, and the air cleaner for tight fittings. Look at
induction system performance and can warn you when all connections for fan-shaped dust deposits that indicate
problems arise. The air restriction indicator switch is a possible air leaks. Check all hoses for proper seating and
mechanical control mounted on the air cleaner body. The look for cracks or damage. Make sure all hose clamps are
switch monitors the vacuum present in the system and properly torqued.
determines when the air flow is not adequate; either a
clogged air intake or dirty filter element prevents the full,
required amount of air from reaching the engine.
Clogged air filters may cause the following symptoms :
• Engine starts but does not remain running.
• Engine lacks power.
• Excessive black exhaust smoke.
• Fuel or oil leaking from exhaust manifold.
• Excessive fuel consumption.
• Low compression.
SM 751 03-2-1
Group 03, Intake and Exhaust System
Section 3
Use the illustrations on the following pages to service the 6. Reseat the air cleaner cover, making sure that it fits
intake system, including changing the air filter element. tightly around the air cleaner.
NOTE 7. Close and latch the air cleaner cover clamps.
The air restriction indicator gauges vacuum
present in the system. For diesel engines, the Air Cleaner Removal
filter should be replaced every 900-1000
hours. Regularly check the system compo- 1. Remove the two bolts that mount the air cleaner to
nents, however, to check for leaks, holes, or the frame.
other damage that could affect the air
2. Loosen the clamp and remove the hose from the
restriction indicator.
engine.
3. Remove the hose from the intake pipe.
! CAUTION
4. Remove the air cleaner and hosing from the truck.
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
Air Cleaner Replacement
surface, such as a concrete floor with no
gaps or breaks. Installation is the reverse order of removal.
2. Put upright in vertical position and fully • Torque the hose clamp bolts to 1.9-2.9 N½m (1.3-
lower the forks or attachment. 2.1 lbf½ft).
3. Put all controls in neutral. Turn key • Torque air cleaner bracket mounting bolts to 20-25
switch OFF and remove key. N½m (14.8-18.5 lbf½ft).
4. Apply the parking brake and block the
wheels.
SM 751 03-3-1
Group 03, Intake and Exhaust System
Air Filter
Free cleaner
Bracket
Air cleaner
Indicator
Intake Pipe
Blow by hose
Intake Hose
Hose connector
pipe
Radiator bracket
Intake Hose
<SI-46976>
SM 751 03-3-2
Group 03, Intake and Exhaust System
Section 4
Exhaust Systems
! CAUTION
SAFE PARKING. Before working on
truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with
no gaps or breaks.
2. Put upright in vertical position and
fully lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
SM 751 03-4-1
Group 03, Intake and Exhaust System
Exhaust System
Torque to 60-65N.m
(44~48ft.lb)
Torque to 30-35N.m
(22~28ft.lb)
r
fle
uf Exhaust Pipe
M
Cushion Rubber
SM 751 03-4-2
GROUP 07
GROUP 07
TRANSMISSION
3WG-94EC (New T/M)
(for DIESEL TRUCK)
Disassembly .....................................................Section 3
Reassemly ........................................................Section 4
Transmission
Removal and Installation ...........................Section 5
SM 751 07-0
Group 07, Transmission(3WG-94EC)
Section 1
LAYOUT 3WG-94EC
1 = Flex plate for direct mount
2 = Converter
3 = Transmission pump
4 = Clutch shaft „KV“
5 = Input shaft / clutch shaft „KR“
6 = Central shaft / input shaft PTO
7 = Connection, PTO; coaxial, engine-dependent
8 = Clutch shaft „KD“
9 = Clutch shaft „KE“
10 = Clutch shaft „KC“
11 = Output flange
12 = Output shaft
13 = Screen sheet
SM 751 07-1-1
Group 07, Transmission(3WG-94EC)
Legend:
KV = Forward clutch
AN/KR = Input /Reverse clutch
KC = 1st gear clutch
KD = 2nd gear clutch
KE = 3rd gear clutch
AB = Output
SM 751 07-1-2
Group 07, Transmission(3WG-94EC)
Section 2
Measuring Points And Connections
Take measurements when the transmission has reached operating temperature (approx. 80° - 90° C)!
No. Denomination of item Connection
SM 751 07-2-1
Group 07, Transmission(3WG-94EC)
SM 751 07-2-2
Group 07, Transmission(3WG-94EC)
Section 3
Disassembly
1. Transmission Disassembly :
Transmission 3 WG-94 EC
Loosen the cylindrical screws (1) and remove the oil filler tube
with the oil dipstick (2).
SM 751 07-3-1
Group 07, Transmission(3WG-94EC)
Separate the filter (1) from the filter head by means of belt
wrench.
(S) Belt wrench 5870 105 005
Loosen the cylindrical screws (2) and separate the filter head (1)
from the transmission housing.
Remove both O-rings (1) out of the annular groove of the filter
head.
SM 751 07-3-2
Group 07, Transmission(3WG-94EC)
2. DISASSEMBLY :
DISASSEMBLY pressure controller (proportional valves),
inductive sensor, speed sensor (Hall sensor), temperature
sensor, breather and screw plugs
Remove O-rings!
SM 751 07-3-3
Group 07, Transmission(3WG-94EC)
Remove O-rings!
SM 751 07-3-4
Group 07, Transmission(3WG-94EC)
SM 751 07-3-5
Group 07, Transmission(3WG-94EC)
Press the ball bearing (1) from the central shaft (2).
SM 751 07-3-6
Group 07, Transmission(3WG-94EC)
Pull output flange (1) off the output shaft by means of two-armed
puller.
Remove shaft seal (see arrow) from the housing hole by means
of assembly lever.
SM 751 07-3-7
Group 07, Transmission(3WG-94EC)
Loosen screw plug (1) and remove main pressure valve (control
pressure valve):
SM 751 07-3-8
Group 07, Transmission(3WG-94EC)
SM 751 07-3-9
Group 07, Transmission(3WG-94EC)
Use assembly lever to remove all bearing outer rings from the
housing front part.
Use assembly lever to remove all bearing outer rings from the
housing rear part.
SM 751 07-3-10
Group 07, Transmission(3WG-94EC)
SM 751 07-3-11
Group 07, Transmission(3WG-94EC)
SM 751 07-3-12
Group 07, Transmission(3WG-94EC)
7. Disassembly clutches:
Legend:
1 = Clutch KV (Clutch - forward)
2 = Clutch KR (Clutch – reverse and input)
3 = Clutch KD (Clutch – 2nd gear)
4 = Clutch KE (Clutch – 3rd gear)
5 = Clutch KC (Clutch – 1st gear)
6 = Output
Pull off bearing inner ring with inner disk carrier (1).
Remove bearing inner ring (1), axial bearing assy (2) and inner
disk carrier (3).
SM 751 07-3-13
Group 07, Transmission(3WG-94EC)
Remove end plate (1), disk package (2) and plate with cup
springs (3) from the disk carrier.
SM 751 07-3-14
Group 07, Transmission(3WG-94EC)
By means of compressed air (see arrow), press piston (1) off the
shaft /disk carrier (see arrow) and remove it.
SM 751 07-3-15
Group 07, Transmission(3WG-94EC)
1A = Ball
1B = Helical gear
1C = Disk carrier
1D = Input shaft
SM 751 07-3-16
Group 07, Transmission(3WG-94EC)
7.2 Clutch KV
Pull off bearing inner ring with inner disk carrier (1).
Remove bearing inner ring (1), axial bearing assy (2) and inner
disk carrier (3).
SM 751 07-3-17
Group 07, Transmission(3WG-94EC)
Remove end plate (1), disk package (2) and plate (3) from the
disk carrier.
SM 751 07-3-18
Group 07, Transmission(3WG-94EC)
By means of compressed air (see arrow), press piston (1) off the
shaft/disk carrier and remove it.
SM 751 07-3-19
Group 07, Transmission(3WG-94EC)
1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft
SM 751 07-3-20
Group 07, Transmission(3WG-94EC)
7.3 Clutch KD
SM 751 07-3-21
Group 07, Transmission(3WG-94EC)
Remove end plate (1), disk package (2) and cup spring (3) from
the disk carrier.
SM 751 07-3-22
Group 07, Transmission(3WG-94EC)
By means of compressed air (see arrow), press piston (1) off the
shaft/disk carrier and remove it.
SM 751 07-3-23
Group 07, Transmission(3WG-94EC)
1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft
SM 751 07-3-24
Group 07, Transmission(3WG-94EC)
7.4 Clutch KE
Remove bearing inner ring (1) and inner disk carrier (2).
SM 751 07-3-25
Group 07, Transmission(3WG-94EC)
Remove tapered roller bearing (1) and inner disk carrier (2).
Pull off bearing inner ring (1) and running disk (2).
SM 751 07-3-26
Group 07, Transmission(3WG-94EC)
Remove end plate (1) disk package (2) and cup spring (3) from
the disk carrier.
By means of compressed air (see arrow), press piston (1) off the
shaft/disk carrier and remove it.
SM 751 07-3-27
Group 07, Transmission(3WG-94EC)
1A = Retaining ring
1B = Helical gears
1C = Disk carrier
1D = Shaft
SM 751 07-3-28
Group 07, Transmission(3WG-94EC)
7.5 Clutch KC
Pull off bearing inner ring with inner disk carrier (1).
Remove bearing inner ring (1), axial bearing assy (2) and inner
disk carrier (3).
SM 751 07-3-29
Group 07, Transmission(3WG-94EC)
Remove end plate (1) and disk package (2) from the disk carrier.
YG
XG
SM 751 07-3-30
Group 07, Transmission(3WG-94EC)
By means of compressed air (see arrow), press piston (1) off the
shaft/disk carrier and remove it.
SM 751 07-3-31
Group 07, Transmission(3WG-94EC)
1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft
Rotate output shaft 180° and pull off bearing inner ring.
SM 751 07-3-32
Group 07, Transmission(3WG-94EC)
Section 4
Reassembly
1. Reassembly of clutches :
1.1 Clutch KR/input
The clutch (1) is supplied by the spare parts service only as
a complete assy which consists of :
1A = Ball
1B = Helical gear
1C = Disk carrier
1D = Input shaft
Insert both O-rings (1 and 2) into the piston grooves and oil
1 = 40x3
2 = 104.5x3
SM 751 07-4-1
Group 07, Transmission(3WG-94EC)
SM 751 07-4-2
Group 07, Transmission(3WG-94EC)
Mount plate assy with cup springs (1), with the open side show-
ing towards the piston (see arrow).
Legend:
1 = Plate with cup springs
2 = Compression spring with spring cup and retaining ring
3 = Piston with O-rings
4 = Clutch assy
Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.
Starting with an outer disk and ending with an inner disk.
Legend:
1 = Outer disks (10 pcs)
2 = Inner disks (10 pcs)
3 = Clutch assy
Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).
Pay attention to the installation position of the end plate!
SM 751 07-4-3
Group 07, Transmission(3WG-94EC)
Then press end plate against the snap ring (upwards) and read
the disk clearance.
Disk clearance: 2.2 to 2.6 mm
In case of deviations, the disk clearance must be corrected
with an appropriate snap ring (optional thickness = 2.0 …...
3.5 mm/available in steps of 0.25 mm)!
Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2)
and axial washer 40x60x1 (3) and oil them.
Fit running disk (1), with the chamfer showing towards
theretaining ring!
SM 751 07-4-4
Group 07, Transmission(3WG-94EC)
Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2)
and running disk (3) 40x60x3.5 and oil them.
Fit running disk (3), with the chamfer showing towards the
tapered roller bearing!
SM 751 07-4-5
Group 07, Transmission(3WG-94EC)
SM 751 07-4-6
Group 07, Transmission(3WG-94EC)
1.2 Clutch KV
The clutch (1) is supplied by the spare parts service only as
a complete assy which consists of :
1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft
Insert both O-rings (1 and 2) into the piston grooves and oil them.
1 = 40x3
2 = 104.5x3
SM 751 07-4-7
Group 07, Transmission(3WG-94EC)
SM 751 07-4-8
Group 07, Transmission(3WG-94EC)
Mount plate assy with cup springs (1), with the open side show-
ing towards the piston (see arrow).
Legend:
1 = Plate with cup springs
2 = Compression spring with cup spring and retaining ring
3 = Piston with O-rings
4 = Clutch assy
Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.
Legend:
1 = Outer disks (10 pcs)
2 = Inner disks (10 pcs)
3 = Clutch assy
Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).
SM 751 07-4-9
Group 07, Transmission(3WG-94EC)
Then press end plate against the snap ring (upwards) and read
the disk clearance.
Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2)
and axial washer 40x60x1 (3) and oil them.
Fit running disk (1), with the chamfer showing towards the
retaining ring!
SM 751 07-4-10
Group 07, Transmission(3WG-94EC)
Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).
Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2)
and running disk (3) 40x60x3.5 and oil them.
Fit running disk (3), with the chamfer showing towards the
tapered roller bearing!
SM 751 07-4-11
Group 07, Transmission(3WG-94EC)
SM 751 07-4-12
Group 07, Transmission(3WG-94EC)
1.3 Clutch KD
SM 751 07-4-13
Group 07, Transmission(3WG-94EC)
Insert both O-rings (1 and 2) into the piston grooves and oil them.
1 = 40x3
2 = 104.5x3
SM 751 07-4-14
Group 07, Transmission(3WG-94EC)
Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.
Legend:
1 = Outer disks (12 pcs)
2 = Inner disks (12 pcs)
3 = Clutch assy
Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).
SM 751 07-4-15
Group 07, Transmission(3WG-94EC)
Legend:
1 = Cup spring
2 = Compression spring with spring cup and retaining ring
3 = Inner clutch- and outer clutch disc
4 = End shim
5 = Piston with O-rings
6 = Clutch assy.
Then press end plate against the snap ring (upwards) and read
the disk clearance.
SM 751 07-4-16
Group 07, Transmission(3WG-94EC)
Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2)
and axial washer 40x60x1 (3) and oil them.
Fit running disk (1), with the chamfer showing towards the
retaining ring!
Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).
Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2)
and running disk (3) 40x60x3.5 and oil them.
Fit running disk (3), with the chamfer showing towards the
tapered roller bearing!
SM 751 07-4-17
Group 07, Transmission(3WG-94EC)
SM 751 07-4-18
Group 07, Transmission(3WG-94EC)
1.4 Clutch KE
1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft
SM 751 07-4-19
Group 07, Transmission(3WG-94EC)
Insert both O-rings (1 and 2) into the piston grooves and oil them.
1 = 40x3
2 = 104.5x3
SM 751 07-4-20
Group 07, Transmission(3WG-94EC)
Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.
Legend:
1 = Outer disks (10 pcs)
2 = Inner disks (10 pcs)
3 = Clutch assy
Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).
SM 751 07-4-21
Group 07, Transmission(3WG-94EC)
Legend:
1 = Cup spring
2 = Compression spring with spring cup and retaining ring
3 = Inner clutch- and outer clutch disc
4 = End shim
5 = Piston with O-rings
6 = Clutch assy
Then press end plate against the snap ring (upwards) and read
the disk clearance.
Fit running disk (1), with the chamfer showing towards the
retaining ring!
SM 751 07-4-22
Group 07, Transmission(3WG-94EC)
Press in both bearing outer rings into the inner disk carrier (1)
until contact is obtained.
Calculation example:
Legend:
1 = Inner disk carrier
2 = Tapered roller bearing 59x35x16
3 = Tapered roller bearing 62x35x18
Mount the retaining ring e.g. 35x2.0 (1) and bring it into contact
position by means of a two-armed puller.
SM 751 07-4-23
Group 07, Transmission(3WG-94EC)
Dimension X1 = 42.1 mm
Legend:
1 = Retaining ring 35x2.0
2 = Running disk 35x52x3.5
3 = Compression spring with cup spring and retaining ring
4 = Disk package with end plate and snap ring
5 = Piston with O-rings
6 = Clutch assy
7 = Tapered roller bearing
Calculation example:
Dimension X1………………………………… 42.10 mm
Dimension X2………………………………… - 40.00 mm
Dimension S (retaining ring).……………….. = 2.10 mm
Determined retaining ring S = 2.10 mm
Axial play must be set with the retaining ring (optional thick-
ness = 1.8 ... 2.7 mm/available in steps of 0.10 mm)!
SM 751 07-4-24
Group 07, Transmission(3WG-94EC)
Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).
SM 751 07-4-25
Group 07, Transmission(3WG-94EC)
SM 751 07-4-26
Group 07, Transmission(3WG-94EC)
1.5 Clutch KC
1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft
Insert both O-rings (1 and 2) into the piston (3) grooves and oil
them.
1 = 115x3
2 = 52x3
SM 751 07-4-27
Group 07, Transmission(3WG-94EC)
Legend:
1 = Clutch
2 = Cup springs (9 pcs)
3 = Disk
4 = Retaining ring (50x2)
5 = Drain valve (piston)
6 = Piston with O-Rings
SM 751 07-4-28
Group 07, Transmission(3WG-94EC)
Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.
Legend:
1 = Outer disks (10 pcs)
2 = Inner disks (10 pcs)
3 = Clutch assy
Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).
Then press end plate against the snap ring (upwards) and read
the disk clearance.
SM 751 07-4-29
Group 07, Transmission(3WG-94EC)
Mount axial needle cage 35x52x2 (1) and axial disk 35x52x1 (1)
and oil them.
Mount needle cage 35x42x18 (1) and bush (2) and oil it.
Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).
Mount axial washer 35x60x1 (1), axial needle cage 40x60x3 (2)
and running disk (3) 40x60x3.5 and oil them.
SM 751 07-4-30
Group 07, Transmission(3WG-94EC)
SM 751 07-4-31
Group 07, Transmission(3WG-94EC)
1.6 Output
SM 751 07-4-32
Group 07, Transmission(3WG-94EC)
Legend:
1 = Stator hollow shaft
2 = Inner rotor
3 = Outer rotor
4 = Pump housing with sliding bearing
With the sealing lip showing downwards, carefully insert the shaft
seal 55x75x8 (1) into the pump housing (2) until contact is
obtained.
The driver pins of the inner rotor (see arrows) are to be fitted
in upward direction.
SM 751 07-4-33
Group 07, Transmission(3WG-94EC)
Fix stator hollow shaft radially with two cylindrical screws (1).
Place O-ring (2) 135x3 into the annular groove and grease it.
Wet mounting face bell housing with Loctite (type no. 574)!
SM 751 07-4-34
Group 07, Transmission(3WG-94EC)
Force the cylindrical pins 12x24 (1) into the holes (blind holes)
until contact is obtained.
Fix converter bell housing (1) with cylindrical screws M10x30 (2).
Fit two adjusting screws (S) and mount preassembled pump (1).
SM 751 07-4-35
Group 07, Transmission(3WG-94EC)
1 = M8x16
2 = M8x35
Mount O-ring 30x3 (1) onto the suction tube (2) and grease it.
SM 751 07-4-36
Group 07, Transmission(3WG-94EC)
Insert all bearing outer rings into the bearing holes of both hous-
ing parts (see Figure).
Insert O-ring 24x2.5 (7) into the hole and grease it.
SM 751 07-4-37
Group 07, Transmission(3WG-94EC)
Bolts (3) of screen sheet must be fixed into the pilot holes!
SM 751 07-4-38
Group 07, Transmission(3WG-94EC)
Bolts (1) of screen sheet must be fixed into the pilot holes!
SM 751 07-4-39
Group 07, Transmission(3WG-94EC)
SM 751 07-4-40
Group 07, Transmission(3WG-94EC)
Fill space between sealing lip and dust lip with grease!
Insert O-ring 38x4 into the space between output flange and
shaft.
SM 751 07-4-41
Group 07, Transmission(3WG-94EC)
Insert valve (1) with drift (S) into the housing until contact is
obtained.
Place compression spring (1) into the transmission hole and fit
screw plug M38x1.5 (2) with O-ring 35x2 (3).
Tightening torque..............................MA = 46 Nm
SM 751 07-4-42
Group 07, Transmission(3WG-94EC)
Press the toothed disk (1) onto the pump shaft until contact is
obtained.
SM 751 07-4-43
Group 07, Transmission(3WG-94EC)
Mount washer (3) to the hexagon screw M10x16 (4) and fix the
flexplates.
SM 751 07-4-44
Group 07, Transmission(3WG-94EC)
6. REASSEMBLY:
Pressure controller (proportional valves), inductive sensor,
speed sensor (Hall sensor), temperature sensor, breather
and screw plugs
Mount output Hall sensor - (1) onto the speed sensor, install
Oring 15.5x2.6 (2) and fix it with cylindrical screws M8x16 (3).
SM 751 07-4-45
Group 07, Transmission(3WG-94EC)
SM 751 07-4-46
Group 07, Transmission(3WG-94EC)
Place O-rings 34.2x3 (1) into the holes and grease them.
SM 751 07-4-47
Group 07, Transmission(3WG-94EC)
Install O-ring 30x3 (1) onto the oil suction tube (2), grease it and
fix it with cylindrical screws M8x16 (3) to the transmission hous-
ing.
SM 751 07-4-48
Group 07, Transmission(3WG-94EC)
Section 5
Transmission Removal and Installation
SM 751 07-5-1
Group 07, Transmission(3WG-94EC)
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. As described in Group 13, remove a variety of front connectors and wiring harness.
2. Remove transmission controller from the overhead guard (Fig. 2).
3. As described in Group 38, remove the floor plate and then disconnect the overhead guard from the frame. Disconnect
negative (-) battery cable.
4. As described in Group 23, remove brake, inching brake and cross plate.
5. Remove such various lines as connectors and valves from hydraulic pump (Fig. 1).
6. Remove drain plug and drain the transmission oil.
7. Remove transmission oil cooling line (Fig. 1).
8. Remove drive shaft assembling bolts so as to be disconnected from the transmission (Fig. 3).
Cross plate
SM 751 07-5-2
Group 07, Transmission(3WG-94EC)
9. Place a block beneath the end of engine’s flywheel 10. After removing the hole cover for assembling the
housing or support it with the use of a reliable method transmission to the engine, loosen the 4 bolts that
as a floor jack to prevent sagging (Fig. 4). tighten the transmission driving plate to the engine
flywheel. (Fig. 5).
11. Unfasten 12 bolts fixing the transmission housing to
the engine flywheel housing in order for the transmis-
sion to be separated. (Fig. 6)
12. Remove bolts fastening the brackets at both sides of
the transmission. (Fig. 7)
13. Lift out the transmission using a crane hook. (Fig. 9)
! CAUTION
Be aware of all wires, hose and cable which
could obstruct removing the transmission.
Use extreme caution and determine that the
Fig. 2: Transmission controller transmission is safely and stably hooked
prior to lifting it.
! WARNING
Always be alert of the potential fall of heavy
loads that may cause serious injury.
SM 751 07-5-3
Group 07, Transmission(3WG-94EC)
! CAUTION
Check, without fail, that the crane is firmly
and completely robustly assembled.
Remove the transmission with special care
not to damage to other systems.
SM 751 07-5-4
Group 07, Transmission(3WG-94EC)
Transmission Installation 9. Rotate the crank pulley until the flywheel tap holes
and drive plate mounting holes are in location for
The installation shall be in the reverse order of the remov- assembly. Temporarily assemble the drive plate
ing procedure. Refer to figures herein when installation mounting bolts. Repeat the above procedure with
the transmission. (Fig. 11) respect to each flywheel/drive plate mounting hole.
! CAUTION 10. Fasten all drive plate mounting bolts with a torque of
Make sure the forklift is parked in a secure 60-65 N·m (44-48 Ibf·ft).
manner. Apply Loctite #262 to bolts as appropriate. (Fig. 5)
11. After locating the transmission to mounting brackets,
1. Check to ensure that the torque converter is normally fasten them with the use of bolts, where the fastening
positioned in the transmission.
torque shall be 240-270 N·m (177-199 Ibf·ft). (Fig. 6)
2. Remove the access hole cover at the side of engine for
12. Assemble the drive shaft to the transmission with an
assembling the transmission. (Fig. 5)
engaging torque of 71-93N·m (52-69 Ibf·ft).
3. Install the mounting bracket to the transmission by Apply Loctite #262 to bolts as appropriate. (Fig. 3)
applying a torque of 450-500 N·m (332-369 Ibf·ft)
13. Reinstall/reconnect the following items. (Fig. 1):
for tightening.
Apply Loctite #262 to bolts as appropriate. (Fig. 8) • Brake and inching pedal assembly
4. Mount the dipstick tube to the transmission, where the • Various front connectors, wiring harness, sensors
tightening torques to be applied is 30-35 N·m (22-26 • Transmission oil cooling line
Ibf·ft).
14. Install/connect all items that have been removed or
Apply Loctite #262 to bolts as appropriate. (Fig. 8)
disconnected as directed in 1~5 steps of the above-
5. Check to ensure that the transmission mounting mentioned “Transmission Removal” by referring to
bracket and mounting lever is stably assembled to the the pertinent descriptions therein.
frame. (Fig. 7)
15. Install transmission controllers in which the fastening
6. Carefully locate within the frame the transmission torque shall be 5-6 N·m (4 Ibf·ft). (Fig. 2)
that is engaged through a hook of crane. (Fig. 10) At
16. Fill transmission oil. Operate until the forklift is pre-
this point, ensure that the transmission be positioned
heated and then recheck the oil level.
in a way that the transmission mounting bolts pass
through the mounting lever and mounting brackets 17. As described in Group 13, starting the vehicle is
assembled to the frame. allowed only after making initial AED setting and
inching pedal adjustments once assembling the vehi-
! CAUTION cle is completed.
Use extreme caution that the transmission is
safely and stably hooked prior to lifting it.
! WARNING
Be always alert for the potential fall of heavy
loads that may cause serious injury.
SM 751 07-5-5
Group 07, Transmission(3WG-94EC)
SM 751 07-5-6
GROUP 08
GROUP 08
DISASSEMBLY ..............................................................................Section 1
TRANSMISSION CONTROLLER...............................................Section 8
SM 751 08-0
Group 08, Transmission(T12313)
Section 1
DISASSEMBLY
• Remove drive plate attaching capscrews and washers. • Remove torque converter to turbine shaft retainer
Remove drive plate and backing ring. ring.
• Remove torque converter plug retainer ring. • Remove torque converter assembly.
• Remove plug and O–ring. • Remove torque converter to shaft locating ring.
SM 751 08-1-1
Group 08, Transmission(T12313)
SM 751 08-1-2
Group 08, Transmission(T12313)
• Remove solenoid valve cartridge retainer nut and O– • Remove valve. Repeat procedures for remaining sole-
ring. noid valves.
• Remove solenoid coil and O–ring. • Remove bore plug and O–rings. This plug is used in
the middle bore position in the 3 speed version only.
SM 751 08-1-3
Group 08, Transmission(T12313)
• Remove spacer plate capscrews and washers. • Remove forward and reverse clutch assembly.
• Pry spacer plate away from transmission case at • Remove 3rd clutch assembly.
dowel pin holes. Remove spacer plate and gasket.
Note aligning studs to facilitate spacer removal.
SM 751 08-1-4
Group 08, Transmission(T12313)
• Remove oil baffle capscrew and washer. • Remove supply tube and screen assembly.
• Remove oil baffle. • Remove 3rd clutch gear and output shaft.
• Remove oil supply tube O–ring. • Remove 1st and 2nd clutch shaft rear roller bearing.
Remove 3rd gear roller bearing.
SM 751 08-1-5
Group 08, Transmission(T12313)
• Remove roller bearing locating ring. • Pilot bearing and distributor sleeve removed.
• Remove inner case set screw plug. Remove clutch • Remove modulator housing sleeve and O–ring.
shaft distributor sleeve set screw.
SM 751 08-1-6
Group 08, Transmission(T12313)
• Remove accumulator spool. • Remove parking brake caliper assembly bolts from
brake and housing.
SM 751 08-1-7
Group 08, Transmission(T12313)
• Tap output flange from rear bearing. • Remove seal sleeve, seal and O–ring.
• Remove output flange and brake disc. • Remove output flange bearing.
• Remove output seal sleeve retainer ring. • Remove bearing locating ring.
SM 751 08-1-8
Group 08, Transmission(T12313)
Section 2
DISASSEMBLY AND REASSEMBLY OF 1st AND 2nd CLUTCH
DISASSEMBLY 1st CLUTCH DISASSEMBLY • Remove outer thrust washer, bearing and inner thrust
washer.
• Remove clutch shaft oil sealing rings.
SM 751 08-2-1
Group 08, Transmission(T12313)
• Remove outer thrust washer, thrust bearing, and inner • Remove inner and outer clutch discs.
thrust washer.
SM 751 08-2-2
Group 08, Transmission(T12313)
SM 751 08-2-3
Group 08, Transmission(T12313)
• Remove gear locating ring from shaft. • Remove clutch gear and hub and gear bearings.
• Remove thrust bearing and clutch gear retainer ring. • Remove outer thrust washer, thrust bearing and inner
thrust washer.
SM 751 08-2-4
Group 08, Transmission(T12313)
• Compress disc springs and remove retainer ring. • Remove clutch piston wear plate.
SM 751 08-2-5
Group 08, Transmission(T12313)
! WARNING
Ring must be sized before installing in clutch
drum. Sizing is best accomplished by rotating
piston while holding a round object against
the new seal ring. Rotate piston until seal
ring is flush with outer diameter of piston.
Assembly instruction.
SM 751 08-2-6
Group 08, Transmission(T12313)
• Position clutch piston wear plate on piston. • Start ring on shaft with snap ring pliers.
• Install piston return disc springs. First spring with • Use a sleeve with the proper inner diameter to fit over
large diameter of bevel toward wear plate. shaft and against retainer ring. A sharp blow with a
Alternate seven (7) springs. soft hammer will compress springs and seat retainer
ring. Be sure ring is in full position in groove.
Assembly instruction.
SM 751 08-2-7
Group 08, Transmission(T12313)
Assembly instruction.
SM 751 08-2-8
Group 08, Transmission(T12313)
• Position thrust bearing on clutch shaft against inner • Position inner thrust washer on shaft.
thrust bearing washer.
SM 751 08-2-9
Group 08, Transmission(T12313)
Assembly instruction.
SM 751 08-2-10
Group 08, Transmission(T12313)
• Install piston rerurn disc springs. First spring with • Install first steel (outer) clutch disc.
large diameter of bevel toward wear plate.
Alternate five (5) springs.
Assembly instruction.
• Start ring on shaft with snap ring pliers. Use a sleeve • Install clutch disc end plate.
with the proper inner diameter to fit over shaft and
against retainer ring. A sharp blow with a soft ham-
mer will compress springs and seat retainer ring. Be
sure ring is in full seated position in groove.
SM 751 08-2-11
Group 08, Transmission(T12313)
• Install end plate retainer ring. • Install outer thrust bearing washer against bearing.
• Position thrust bearing inner washer on clutch shaft. • Press needle bearings in clutch gear and disc hub,
being certain bearings are pressed flush with face of
gear on both sides. Install the clutch gear in the clutch
assembly by aligning the clutch hub teeth with the
clutch inner discs.
Be sure the clutch hub is in full seated position in the
clutch assembly. Do not force this operation.
SM 751 08-2-12
Group 08, Transmission(T12313)
• Position thrust bearing on clutch shaft against inner • Install clutch shaft gear locating ring.
thrust bearing washer.
• Install thrust washer retainer ring. • Install rear bearing inner race on clutch shaft with
bearing race shoulder down.
SM 751 08-2-13
Group 08, Transmission(T12313)
SM 751 08-2-14
Group 08, Transmission(T12313)
Section 3
DISASSEMBLY AND REASSEMBLY OF 3rd CLUTCH
SM 751 08-3-1
Group 08, Transmission(T12313)
• Compress disc springs and remove retainer ring. • Remove clutch piston wear plate.
SM 751 08-3-2
Group 08, Transmission(T12313)
3rd CLUTCH REASSEMBLY • Install piston return disc springs. First spring with
large diameter of bevel toward wear plate.
• Clutch piston bleed ball must be clean and free of any Alternate five (5) springs.
foreign material.
Assembly instruction.
SM 751 08-3-3
Group 08, Transmission(T12313)
• Use a sleeve with the proper inner diameter to fit over • Install clutch disc end plate.
shaft and against retainer ring. A sharp blow with a
soft hammer will compress springs and seat retainer
ring. Be sure ring is in full seated position in groove.
Assembly instruction.
SM 751 08-3-4
Group 08, Transmission(T12313)
SM 751 08-3-5
Group 08, Transmission(T12313)
Section 4
DISASSEMBLY AND REASSEMBLY OF FORWARD AND
REVERSE CLUTCHES
SM 751 08-4-1
Group 08, Transmission(T12313)
• Compress disc springs and remove retainer ring. • Remove clutch piston wear plate.
SM 751 08-4-2
Group 08, Transmission(T12313)
FORWARD CLUTCH DISASSEMBLY • Remove bearing and spacer from clutch gear.
SM 751 08-4-3
Group 08, Transmission(T12313)
• Remove end plate retainer ring. • Compress disc springs and remove retainer ring.
SM 751 08-4-4
Group 08, Transmission(T12313)
• Remove clutch piston wear plate. • Install inner and outer clutch piston seal rings.
Size inner ring as previously explained. Install clutch
piston in clutch drum. Use caution as not to damage
sealing rings.
Assembly instruction.
Assembly instruction.
SM 751 08-4-5
Group 08, Transmission(T12313)
• Position return spring ring retainer on clutch shaft. • Install first steel (outer) clutch disc.
• Start ring on clutch with snap ring pliers. • Install first friction (inner) clutch disc. Alternate steel
and friction until six (6) steel and six (6) friction discs
are in position.
Assembly instruction.
SM 751 08-4-6
Group 08, Transmission(T12313)
• Install end plate retainer ring. • Position thrust bearing inner washer on clutch shaft.
Assembly instruction.
SM 751 08-4-7
Group 08, Transmission(T12313)
• Press one bearing in clutch gear, flush with face of • Position outer thrust washer on shaft.
gear. Install bearing spacer with face of gear. Install
bearing spacer next to bearing.
Press second bearing in gear, flush with face of gear.
Install the clutch gear in the clutch assembly by align-
ing the cluthc hub teeth with the clutch inner discs. Be
sure the clutch hub is in full seated position in the
clutch assembly.
Do not force this operation.
SM 751 08-4-8
Group 08, Transmission(T12313)
• Install inner and outer clutch piston seal rings. • Position return spring ring retainer in clutch shaft.
Size inner ring as explained on page 20–02–21 install
clutch piston in clutch drum. Use caution as not to
damage sealing rings.
Assembly instruction.
Assembly instruction.
SM 751 08-4-9
Group 08, Transmission(T12313)
• Install first steel (outer) clutch disc. • Install end plate retainer ring.
Assembly instruction.
• Install clutch disc end plate.
SM 751 08-4-10
Group 08, Transmission(T12313)
• Position thrust bearing inner washer on clutch shaft. • Press one bearing in clutch gear, flush with face of
gear. Install bearing spacer next to bearing. Press sec-
ond bearing in gear, flush with face of gear. Install the
clutch gear in the clutch assembly by aligning the
clutch hub teeth with the clutch inner discs. Be sure
the clutch hub is in full seated position in the clutch
assembly. Do not force this operation.
SM 751 08-4-11
Group 08, Transmission(T12313)
SM 751 08-4-12
Group 08, Transmission(T12313)
Section 5
REGULATOR VALVE DISASSEMBLY AND REASSEMBLY
DISASSEMBLY REASSEMBLY
• Tap pin from regulator valve sleeve. Use caution as (See Cleaning and Inspection Page.)
valve spool is under spring pressure. • Install pressure regulator valve spring and regulator
valve piston as an assembly into regulator valve
sleeve.
SM 751 08-5-1
Group 08, Transmission(T12313)
SM 751 08-5-2
Group 08, Transmission(T12313)
“A” Dimension (Bolt Circle Diameter) “A” Dimension (Bolt Circle Diameter)
333.38 mm Diameter : Kit No. 802424 333.38 mm Diameter : Kit No. 8022426
342.90 mm Diameter : Kit No. 802425 342.90 mm Diameter : Kit No. 802427
Each Kit will include the following parts : Kit will include the following parts :
2 Intermediate drive plates. 3 Intermediate drive plates.
1 Backing ring. 1 Backing ring.
6 Mounting capscrews. 6 Mounting capscrews.
6 Lock washers. 6 Lock washers.
6 Lock washers. 1 Instruction sheet.
1 Instruction sheet.
SM 751 08-5-3
Group 08, Transmission(T12313)
! WARNING
Two dimples 180° apart in backing ring must
be out (toward the engine flywheel).
SM 751 08-5-4
Group 08, Transmission(T12313)
• Install drive plate screw and washer. SnugGscrew but SPECIFICATIONS AND SERVICE DATA–
do not tighten. Some engine flywheelGhousings gave a POWER SHIFT TRANSMISSION AND
hole located on the flywheelG housing circumference
TORQUEGCONVERTER
in line with the driveG plate screw access hole. A
screwdriver or pryG bar used to hold the drive plate • TRANSMISSION OUT PRESSURE
against theG flywheel will facilitate installation of the With transmission outlet oil temperature,
driveGplate screws. 82.3°~93.3°C (180°~200°F) and transmission in
Rotate the engine flywheel and install theG remaining NEUTRAL. Operating specifications : 413.7kPa
seven flywheel to drive plateGattaching screws. Snug (60P.S.I) minimum pressure at 2000R.P.M. engine
screws but do notG tighten. After all eight screws are speed AND a maximum of 827.kPa (120P.S.I) outlet
installed : pressure with engine operating at no–loadG governed
35~39N·m torque (26~29 lbf·ft). This will speed.
require tightening each screw and rotating theGengine • CONTROLS
flywheel until the full amount of eightG screws have Forward and Reverse–Electric.
been tightened to specified torque. Speed Selection–Electric.
NOTE
Never use service brakes while making clutch
pressure checks. Units having brakeGactuated
declutching in forward and/or reverse will
not give a true reading.
SM 751 08-5-5
Group 08, Transmission(T12313)
(c) Refill transmission to LOW port. • Replace oil filter elements, cleaning out filter cases
thoroughly.
(d) Run engine at 700~800R.P.M. to prime converter
and lines. • The oil cooler must be thoroughly cleaned. The cooler
should be “back flushed” with oil and compressed air
(e) Recheck level with engine running at until all foreign material has been removed. Flushing
700~800R.P.M. and add oil to bring level to in direction of normal oil flow will not adequately
LOWGport. clean the cooler. If necessary, cooler assembly should
be removed from machine for cleaning, using oil, com-
When oil temperature is hot 82.2°~93.3°C
pressed air, and steam cleaner for that purpose. DO
(180°~200°F) make final oil level check. BRING NOT use flushing compounds for cleaning purposes.
OIL LEVEL TO FULL PORT.
• Reassemble all components and use only type oil rec-
ommended for lubrication section. Fill transmission
! WARNING through filler opening until fluid comes up to LOW
It is recommended that oil filter be changed port on transmission.
after 50 and 100hours of operation on new
Remove LOWER check plug, fill until oil runs from
and rebulit or repaired units.
LOWER oil hole. Replace filler plug and level plug.
**Normal drain periods and oil filter change
Run engine two minutes at 700~800R.P.M. to prime
intervals are for average environmental and
torque converter and hydraulic lines. Recheck level of
duty–cycle conditions. Servere or sustained
fluid in transmission with engine running at idle
high operating temperatures or very dusty
(700~800R.P.M.).
atmospheric conditions will cause acceler-
ated deterioration and contamination. Add quantity necessary to bring fluid level to run
For extreme conditions judgment must be freely from LOWER oil level check plug hole.
used to determine the required change inter- Install oil level plug. Recheck with hot oil
vals. 82.2~93.3°C (180~200°F).
Bring oil level to FULL port to run freely from
UPPER oil level plug hole.
SM 751 08-5-6
Group 08, Transmission(T12313)
SM 751 08-5-7
Group 08, Transmission(T12313)
SM 751 08-5-8
Group 08, Transmission(T12313)
Section 6
CLEANING AND INSPECTION
• CLEANING • INSPECTION
Clean all parts thoroughly using solvent type cleaning The importance of careful and thorough inspection of
fluid. It is recommended that parts be immersed in all parts cannot be overstressed.
cleaning fluid and moved up and down slowly until Replacement of all parts showing indication of wear
all old lubricant and foreign material is dissolved and or stress will eliminate costly and avoidable failures
parts are thoroughly cleaned. at a later date.
ཛ BEARINGS
! CAUTION
Carefully inspect all rollers : cages and cups for wear,
chipping, or nicks to determine fitness of bearings for
Care should be exercised to avoid skin further use. Do not replace a bearing cone or cup indi-
rashes, fire hazards, and inhalation of vapors vidually without replacing the mating cup or cone at
when using solvent type cleaners. the same time. After inspection, dip bearings in auto-
matic transmission fluid and wrap in clean lintless
ཛ BEARINGS cloth to protect them until installed.
Remove bearings from cleaning fluid and strike flat ཛྷ OIL SEALS, GASKETS, ETC.
against a block of wood to dislodge solidified particles Replacement of spring load oil seals, O–rings, metal
of lubricant. Immerse again in cleaning fluid to flush sealing rings, gaskets, and snap rings is more econom-
out particles. Repeat above operation until bearings ical when unit is disassembled than premature over-
are thoroughly clean. Dry bearings using moisture– haul to replace these parts at a future time. Further loss
free compressed air. Be careful to direct air stream of lubricant through a worn seal may result in failure
across bearing to avoid spinning. Do not spin bearings of other more expensive parts of the assembly. Sealing
when drying. Bearings may be rotated slowly by hand members should be handled carefully, particularly
to facilitate drying process. when being installed. Cutting, scratching, or curling
under of the seal lip seriously impairs its efficiency.
ཛྷ HOUSINGS Apply a thin coat of Permatex No. 2 on the outer diam-
Rlean interior and exterior of housings, bearing caps, eter of the oil seal to assure an oil tight fit into the
etc., thoroughly. Cast parts may be cleaned in hot solu- retainer. When assembling new metal type sealing
tion tanks with mild alkali solutions providing these rings, same should be lubricated with coat of chassis
grease to stabilize rings in their grooves for ease of
parts do not have ground or polished surfaces. Parts
assembly of mating members. Lubricate all O–rings
should remain in solution long enough to be thor- and seals with recommended type automatic transmis-
oughly cleaned and heated. This will aid the evapora- sion fluid before assembly.
tion of the cleaning solution and rinse water.
Parts cleaned in solution tanks must be thoroughly ཝ GEARS AND SHAFTS
rinsed with clean water to remove all traces of alkali. If magnaflux process is available, use process to check
Cast parts may also be cleaned with a steam cleaner. parts. Examine teeth on all gears carefully for wear,
pitting, chipping, nicks, cracks, or scores. If gear teeth
show spots where case hardening is worn through or
! CAUTION cracked, replace with new gear. Small nicks may be
removed with suitable hone. Inspect shafts and quills
Care should be exercised to avoid inhalation
to make certain they are not sprung, bent, or splines
of vapors and skin rashes when using alkali
twisted, and that shafts are true.
cleaner.
ཞ HOUSING, COVERS, ETC
All parts cleaned must be thoroughly dried immediately Inspect housings, covers, and bearing caps to be certain
by using moisture – free compressed air or soft, lintless they are thoroughly cleaned and that mating surfaces,
absorbent wiping rags free of abrasive materials such as bearing bores, etc., are free from nicks or burrs. Check
metal filings, contaminated oil, or lapping compound. all parts carefully for evidence of cracks or condition
which would cause subsequent oil leaks or failures.
SM 751 08-6-1
Group 08, Transmission(T12313)
DISASSEMBLY REASSEMBLY
• Loosen and remove lever retaining nut (9) from brake • Lubricate three new balls (5) with high compression
module and piston assembly (13). Remove lever (8). grease and place in ramps of new cam plates (4).
• Depress retainer (11) and remove retaining ring (12) • Install new cam plates (4) in brake module (7) making
from lever end of brake module (7). sure locking lugs are aligned properly in the brake
module.
• Remove retainer (11) and five belleville springs (10)
from piston (13). • Install piston (13) in brake module (7) making sure
piston aligns properly on cam plates (4).
• Remove piston (13), two cam plates (4), and three
balls (5) from brake module (7). • Install five belleville springs (10) and retainer (11) on
lever end of piston (13).
• Depress retainer (11) and install retaining ring (12) in
groove on piston (13).
• Install brake module assembly (7) on housing (1).
SM 751 08-6-2
Group 08, Transmission(T12313)
• Position lever (8) in a convenient location for actua- tify and correct any malfunction which may occur in the
tion rod. Install lever (8) and lever retaining nut (9) on system.
brake module assembly (7). Snug lever retaining nut
(9).
• Adjust brakes per instructions.
! WARNING
Do not use operating lever (8) as a means to
turn the module body (7).
To use the lever will cause the piston to
extend and cause a false setting.
SM 751 08-6-3
Group 08, Transmission(T12313)
Section 7
TROUBLESHOOTING PROCEDURES
Stall Test sure and rate of oil flow, it is important to make the fol-
lowing transmission fluid check :
Use a stall test to identify transmission, converter, or
engine problems. Check oil level in the transmission. The transmission fluid
must be at the correct (full) level. All clutches and the
converter and its fluid circuit lines must be fully charged
Transmission Pressure Checks (filled) at all times.
Transmission problems can be isolated by the use of pres-
sure tests. When the stall test indicates slipping clutches,
then measure clutch pack pressure to determine if the slip-
! WARNING
page is due to low pressure or clutch plate friction mate- The transmission fluid must be at operating
rial failure. In addition, converter charging pressure and temperature 82~93°C (180~200°F) to obtain
transmission lubrication pressure may also be measured. correct fluid level and pressure readings. DO
NOT ATTEMPT to make these checks with
cold oil.
Mechanical Checks
To raise the oil temperature to this specification
Prior to checking any part of the system for hydraulic it is necessary to either operate (work) the vehi-
function (pressure testing), the following mechanical cle or run the engine with converter at “stall”.
checks should be made :
There are only two mechanical linkages available on the ! CAUTION
transmission. Be careful that the vehicle does not move
• Mechanical inching from brake pedal to inching valve unexpectedly when operating the engine and
on transmission. converter at stall R.P.M.
• Linkage from axle disconnect to disconnect actuator.
CONVERTER STALL PROCEDURE
ཛ Check the parking brake and inching pedal for correct
adjustment and travel. • Put the vehicle against a solid barrier, such as a wall,
Be sure the pedal moves freely and returns fully. and/or apply the parking brake and block the wheels.
Be sure all lever linkage is properly connected and
• Put the directional control lever in FORWARD (or
adjusted in each segment and at all connecting points.
REVERSE, as applicable).
ཛྷ The controls are actuated electrically. Check the wir-
• Put the speed control level in 3rd (3speed) (HIGH) or
ing and electrical components.
6th (6 speed).
ཝ Be sure that all components of the cooling system are With the engine running, slowly increase engine
in good condition and operating correctly. The radiator speed to approximately one–half throttle and hold
must be clean to maintain the proper cooling and oper- until transmission (converter outlet) oil temperature
ating temperatures for the engine and transmission. reaches the operating range.
Air clean the radiator, if necessary.
ཞ The engine must be operating correctly. Be sure that it ! CAUTION
is correctly tuned and adjusted to the correct idle and Do not operate the converter at stall condi-
maximum no–load governed speed specifications. tion longer than 30 seconds at one time, shift
to neutral for 15 seconds and repeat the pro-
Hydraulic Check cedure until desired temperature is reached.
Excessive temperature (120°C (250°F) maxi-
Also, before checking the transmission clutches, torque mum) will cause damage to transmission
converter, charging pump, and hydraulic cricuit for pres- clutches, fluid, converter, and seals.
SM 751 08-7-1
Group 08, Transmission(T12313)
TROUBLESHOOTING GUIDE
Refer to the following troubleshooting guide for the diagnosis of typical transmission troubles.
CAUSE REMEDY
1. Low oil level. 1. Fill to proper level.
2. Clutch pressure regulating valve 2. Clean valve spool and housing.
stuck open.
3. Replace pump.
Low clutch 3. Faulty charging pump.
4. Replace sealing rings.
pressure
4. Broken or worn clutch shaft or pis-
5. Clean bleed valves thoroughly.
ton sealing rings.
5. Clutch piston bleed valve stuck
open.
1. Low oil level. 1. Fill to proper level.
Low charging
2. Suction screen plugged. 2. Clean suction pump.
pump output
3. Defective charging pump. 3. Replace pump.
1. Worn oil sealing rings. 1. Remove, disassemble, and rebuild
converter assembly.
2. Worn charging pump.
2. Replace.
3. Low oil level.
Overheating
3. Fill to proper level.
4. Dirty oil cooler.
4. Clean cooler.
5. Restriction in cooler lines.
5. Change cooler lines.
1. Worn charging pump. 1. Replace.
SM 751 08-7-2
Group 08, Transmission(T12313)
SM 751 08-7-3
Group 08, Transmission(T12313)
Assemble oil filter : 27~34 N·m (20~25 Use solenoid bore plug in middle position for 3–speed
lbf·ft). version only.
Teflon seals must be sized prior to assembly. Solenoid cartridge to be assembled : 22~27
N·m (16~21 lbf·ft).
10 outer steel plates–10 inner plates–Alternately
assemble, starting with outer steel plate. Assemble speed sensor adjusting bushing using Loc-
tite No. 262 or No. 270 and stake threaded area three
6 outer steel plates–6 inner plates–Alternately assem- places equally spaced.
ble, starting with outer steel plate.
M10 Ý 1.17–1.20.
5 outer steel plates–5 inner plates–Alternately assem-
ble, starting with outer steel plate. M10 Ý 2.32–2.40.
Fwd. Rev. 2nd and 3rd, clutch return disc springs. Use 5/16–18 Ý 3.500 screw.
Concave side of first disc spring to be placed against
clutch piston wear sleeve. Use 3/8–16 Ý 500 screw.
Remaining four springs to be stacked alternately as
shown. Use 5/16–18 Ý 3.250 screw.
Low clutch return disc springs concave side of first Use 5/16–24 nut.
disc spring to be placed against clutch piston wear
sleeve. Remaining six springs to be stacked alter- Use 3/8–24 nut.
nately as shown.
Tighten all cartridge nuts : 5~7 N·m (4~5
lbf·ft).
SM 751 08-7-4
Group 08, Transmission(T12313)
ASSEMBLY NOTES :
Use Permatex and Loctite only where specified. All lead
in chamfers for oil seals, piston rings, and O–rings must
be smooth and free from burrs. Inspect before assembly.
Lubricate all piston ring grooves and O–rings with oil
before assembly.
Apply a thin coat of grease between seal lips on lip type
seals prior to assembly.
Apply a thin coat of Peramtex No. 2 or Loctite No. 641 to
O.D of all oil seals before assembly.
Apply a thin coat of Loctite No. 592 or No. 506 Dryseal to
all pipe plugs.
Where precoated pipe plugs are not used, apply a thin coat
of Loctite No. 592 or 506 Dryseal to pipe plugs.
After assembly of parts using Loctite or Permatex, there
must not be any free or excess material which might enter
the oil circuit.
! WARNING
Assembly of components must be completed
within a fifteen minute period from start of
screw installation. The special screw is to be
used for one installation only. If the screw is
removed for any reason it must be replaced.
The epoxy left in the tapped holes must be
removed with the proper tap and cleaned
with solvent. Dry holes thoroughly and use a
new screw for reinstallation.
SM 751 08-7-5
Group 08, Transmission(T12313)
SM 751 08-7-6
Group 08, Transmission(T12313)
Figure K
SM 751 08-7-7
Group 08, Transmission(T12313)
Section 8
TRANSMISSION CONTROLLER
1. Functional specification
1.1 General
The APC73-12 is a device used to control the shifting of many Spicer Off-Highway Powershift transmissions.
While being easy to operate, it takes care of all transmission related functions in order to achieve superior shift quality
and high reliability.
The built in self-test and trouble shooting features allow fast problem resolution.
The integration in the vehicle wiring system is straightforward and mainly involves connections between the shift selec-
tor, the APC73-12 and the transmission control valve.
Additionally the APC73-12 requires some connections for supplying power and for selection of different operating
modes.
Refer to section 4.2 for details about the installation.
SM 751 08-8-1
Group 08, Transmission(T12313)
The different connector pin functions for the APC73-12 are listed below.
Following type designations are considered:
input internally pulled high, must be connected to Ground to
Ptg Pull to ground
activate
input internally pulled low, must be connected to Plus to
Ptg Pull to plus
activate
Output switches internally to Ground. Other side of Load
Ptg Switch to ground
must be connected with Plus
Output switches internally to Battery plus. Other side of Load
Ptg Switch to plus
must be connected with Ground
In below table all references to terminals have prefix TC meaning they refer to the APC73-12 connector pins
APC73-12 connections
Wire Pin Function Type Comment
TC01 A1 Battery + 24V Connect to Battery through 6 A fuse
TC02 B1 Ground Connect to chassis Ground
TC03 C1 PWM0 Stg Warning lamp
TC04 D1 Solenoid 1 Stg Gear position selection solenoid 1
TC05 E1 Solenoid 2 Stg Gear position selection solenoid 2
TC06 F1 Forward Solenoid Stg Forward / Neutral selection solenoid
TC07 G1 Reverse Solenoid Stg Reverse / Neutral selection solenoid
TC08 H1 PWM1 Stg Not used
TC09 J1 Not used stp Not used
TC10 K1 PWM solenoid supply stp Not used
TC11 A2 Not used Not used
TC12 B2 Signal Ground For speed sensors only
TC13 C2 Input 0 ptp Shift lever Forward input
TC14 D2 Input 1 ptp Shift lever Reverse input
TC15 E2 Input 3 ptp Shift lever range selection
TC16 F2 RXD Not used
TC17 G2 Not used Not used
TC18 H2 Input 4 ptp Not used
TC19 J2 Input 6 ptp Not idle/idle switch
SM 751 08-8-2
Group 08, Transmission(T12313)
1.3.2 Display
The display is located on the APC73-12 front panel and consists of:
2 red 7-segment LED digits
2 status LED lamps
a push button labelled 'M' for display mode selection.
The LED lamp labelled 'T' is yellow and is used to indicate test modes and faults.
The LED lamp labelled 'F' is red and is switched on when the APC73-12 is in the reset condition.
SM 751 08-8-3
Group 08, Transmission(T12313)
Pushing the switch activates the next mode. Pushing while in shift lever display, the gear position display is again
selected.
When holding the switch for more than 2 seconds, the display shows a code identifying the severest problem currently
detected, if any. The T-led flashes while an error is detected.
Error codes are described in section 2.4.10.
1.3.3 Other
Additionally there is the ‘not idle/idle’ on/off switch, the declutch request on/off switch, and the manual/automatic selec-
tion switch of which the function is described in section 1.6.1.
SM 751 08-8-4
Group 08, Transmission(T12313)
1.5 Operating Characteristics The 1106FT12313 transmission has a MRS speed sensor
to measure engine speed. The engine speed sensor is
The APC73-12 is designed to operate continuously under located on the spacer plate between the transmission case
the environmental conditions described in section 3. and the converter housing. The controller supports electri-
cal fault detection for the MRS (short circuit or open
Below sections detail some specific system limits and
load).
specification data relevant for interfacing with the
APC73-12.
1.5.4.c Sensor circuit characteristics
SM 751 08-8-5
Group 08, Transmission(T12313)
Output current 10mA - 1100mA A switch should be installed on the machine to detect if
the driver presses the brake pedal.
Resolution 8 bit
This can be eg. a switch installed under the brake pedal, or
Short circuit detect yes a switch in the brake pressure line. If the driver is pushing
Open circuit detect yes the brake pedal, the switch should connect the BAT+ to
input 22 of the APC73-12. If the driver does not press the
Redundant shutdown path
yes brake pedal, the switch should leave input 22 as an open
Common for 2 outputs connection.
Fully protected yes
If declutch is requested, the transmission is put in neutral.
If the driver releases the brake pedal, the transmission
1.5.7 Speedometer output reengages forward or reverse (provided the direction
change protections are fulfilled – see 1.7)
Signal amplitude 0V / 8 -10V
External load >100kOhm 1.6.2 Shift lever
Conversion factor (programmable) 3.0 to 300 Hz/kph
The main interface with the driver is the shift lever. It
Output frequency range 0 - 12000 Hz allows selecting the driving direction and the different
Short Circuit protected yes ranges. The shift lever output signals serve as inputs for
the APC73-12.
Note: this feature is not implemented in your application.
There will be automatic shifting between 2nd gear and the
shiftlever position.
1.5.8 Communication interfaces
RS232 / RS485 1.6.3 Overspeeding upshifts as transmission
The interface method is strap selectable on the controller protection (in forward and reverse)
PCB. In automatic mode –> if the turbine speed exceeds the
Bitrate <19200 bps overspeeding limit of 3300 RPM, an automatic upshift
will be made to protect the transmission against over-
8 bit 1 stop bit no speeding. This automatic upshifts will even be made to
Protocol
parity gears higher than the shift lever position. Eg. when the
xon/xoff shift lever is in 2nd position and the transmission is also in
Handshake 2nd position, and then there is overspeeding > 3300 RPM,
Dana protocol
the transmission will make an automatic upshift to 3rd gear
to protect the transmission.
1.6 Functional description Note that in manual mode, there will be no automatic
upshifts when the transmission is overspeeding. This
1.6.1 External inputs allows the driver to profit from engine braking when driv-
ing downhill.
1.6.1.a Not idle/idle switch (wire 19)
Conclusion;
Input is active when the throttle pedal is applied. Input is
inactive when the throttle pedal is released. The informa- • In automatic mode –> automatic upshifts when over-
tion received from this input is vital for correct function- speeding
ing of the control unit during automatic shifting. • In manual mode –> engine braking (no automatic
upshifts when overspeeding)
1.6.1.b Manual/Automatic selection (wire 29)
When input wire 29 is activated, manual shifting occurs.
When input wire 29 is not activated, automatic shifting
occurs.
SM 751 08-8-6
Group 08, Transmission(T12313)
1.6.4 Automatic shifting is reached and the shift lever indicates a gear higher than
the one selected on the transmission. (see 1.6.3. Over-
1.6.4.a Behaviour in neutral speeding Upshifts as transmission protection)
Automatic shifting in neutral is enabled in manual mode
as well as in automatic mode. automatic downshift
If the transmission is in neutral, the APC73-12 will shift Since the downshifts based upon speed ratio would take a
to the next higher gear when the transmission overspeed- very long time (because the engine speed is low), the tur-
ing limit is reached (3300 rpm) or will shift down when bine speed must be also very low before a downshift
the transmission input speed after the downshift would not based upon speed ratio's would take place. In order to
exceed 1800 RPM. overcome this long period in which no downshift is made,
braking downshifts can be incorporated in the program.
1.6.4.b Standard drive When the engine speed drops below 1000 RPM and the
vehicle speed drops below 500 RPM, a braking downshift
Recognised when the engine is accelerated (see not idle/
is made.
idle switch) and the transmission is in converter drive; this
is when :
1.6.5 Output features
1.6.5.a Standard outputs (wire 6, 7, 4, 5, 9)
Wires TC06, TC07, TC04 and TC05 are used to control
the transmission. The table below reflects the gear pattern
generated in each of the transmission gears.
automatic upshifting
An automatic shift to a higher gear is made when the Transmission gear TC06 TC07 TC04 TC05
throttle pedal is pressed (see not idle / idle switch), the tur- F1 ᆬ ᆬ ᆬ
bine speed exceeds a minimum speed and the slip in the F2 ᆬ ᆬ
converter (speed ratio) has reached a certain value. This
occurs when the tractive effort in the higher gear is higher F3 ᆬ
than the tractive effort in the lower gear. N1 ᆬ ᆬ
N2 ᆬ
automatic downshifting
N3
An automatic shift to a lower gear is made when the trac-
tive effort in the lower gear exceeds the tractive effort in R1 ᆬ ᆬ ᆬ
the higher gear. R2 ᆬ ᆬ
R3 ᆬ
Braking mode
1.6.5.b Warning lamp output (wire 3)
Recognised when the engine is not accelerated and in con-
verter drive when the speed ratio > = 1. On When a downshift request, a forward – reverse request, a
reverse – forward request, a neutral – forward request, a
the vehicle, it means that the driver has released the throt- neutral – reverse request, a forward – neutral – forward
tle pedal. request or reverse – neutral – reverse request is not
granted due to too high vehicle speed or engine speed, or
when the transmission is overspeeding, the warning lamp
output (wire 3) switches on.
automatic upshift
No automatic upshifts are allowed in braking mode (throt-
tle pedal released – see not idle / idle switch).
The only condition in which an upshift is made during
braking mode is when the transmission overspeeding limit
SM 751 08-8-7
Group 08, Transmission(T12313)
SM 751 08-8-8
Group 08, Transmission(T12313)
The fail-safe state (to be attained when all else fails) is: 2.4.2 Reset Condition
- Fail to neutral When power is applied, the APC73-12 first selects the
highest gear and starts initialising itself. This includes a
2.2.2 APC73-12 implementation series of self-tests to assure system integrity.
The transmission concept mechanically prevents simulta- The highest gear is believed to be the safest possible con-
neously locking of two conflicting clutches and guaran- dition in case of an intermittent power failure.
tees Fail To Neutral in case of electrical power loss.
The initialisation phase takes about 1 second.
These properties are used in the APC73-12 to implement
After power up, the APC73-12 is in the so-called Neutral
the safety concept.
Lock state. This means that the transmission remains in
It monitors its inputs and outputs permanently in order to Neutral until the shift lever is cycled physically through
detect internal and external faults. Neutral.
All faults are reported within 0.5 seconds, but only safety
critical faults are acted upon. 2.4.3 Over voltage
Faults resulting in range shifts and loss of drive are toler- The APC73-12 is very tolerant to large transients on its
ated. power lines (see also 3.4).
Even power supply levels up to 30 V will not damage cir-
Faults resulting in unwanted direction clutch engage- cuit components in 12V mode.
ment result in immediate selection of neutral using the For 24V mode, supply levels can go as high as 50V with-
available redundant shutdown method. out damaging the controller.
Some other faults are tolerated but the performance of the In 24V mode, voltages in excess of 34V will be flagged as
system is crippled when the fault persists. fault. For supply voltages in excess of 42V, the controller
will protect itself by turning outputs off (or back on at
even higher voltages).
SM 751 08-8-9
Group 08, Transmission(T12313)
2.4.7 Single faults on outputs If both Forward and Reverse are requested simulta-
neously, Neutral is selected.
General
Single 'stuck on' faults of either input are not recognised
If any ON/OFF output is shorted to ground, the fault is and result in a valid input signal, probably causing the
shown on the display but no further action is taken. The 'faulty' direction to be engaged.
background for this is that a short on an output always
results in switching the load off. This either forces Neutral Range selection related inputs:
or a shift to a higher range. In case a shift lever pattern is generated on the inputs
which does not have a matching pattern in the internal
Direction selection related outputs (TC06,TC07) :
table (see 1.6.2), the pattern is ignored and the last known
A short to plus is considered as a critical fault. Shorts to shift lever position is taken into consideration.
plus usually result in being blocked in either Forward or
Reverse (If both are on simultaneously, the transmission 2.4.9 Speed sensor failure
behaviour depends on the state of a hydro-mechanical
interlock inside the transmission). An electrical speed sensor failure can be detected when
using a MRS (magneto resistive sensor).
In this case, the APC73-12 cuts off the power to its power If a speed sensor fault is detected, no automatic down-
switches using the redundant shutdown path in order to shifts are allowed. As soon as the error disappears, the
bring the transmission to neutral (this only helps if the automatic downshift is granted again.
APC73-12 itself is the cause of the problem).
A fault indication on the display is given to warn the
This response prevents the APC73-12 from further driver of this problem. See next paragraph.
monitoring the outputs. Therefor once it enters this
condition, it remains blocked in it until power is cycled
off and on.
SM 751 08-8-10
Group 08, Transmission(T12313)
Direction outputs
–> forced to plus
–> open connection
Direction outputs
–> short circuit
Other outputs
–> forced to plus
–> open connection
–> short circuit
SM 751 08-8-11
Group 08, Transmission(T12313)
SM 751 08-8-12
Group 08, Transmission(T12313)
SM 751 08-8-13
Group 08, Transmission(T12313)
3. Environmental conditions
SM 751 08-8-14
Group 08, Transmission(T12313)
4. Guidelines and Conditions for Use After powering up, the turbine speed monitor is acti-
vated.
4.1 Diagnostics and maintenance Pushing the mode switch after powering up selects the
next mode in the order listed above.
Principally there are no specific devices required for first After output test, turbine speed monitoring is again
level troubleshooting as the APC73-12 incorporates sev- selected.
eral self-test features assisting in this process.
Nevertheless, use of digital multi-meters and simple tools 4.1.1.b Turbine Speed Monitor
such as an indicator lamp will be required to pinpoint When selecting this mode the display shows:
exact causes of problems.
More in depth troubleshooting and system tuning involves
use of an IBM Compatible PC with appropriate software
and EPROM programming equipment.
The APC73-12 allows recall and modification of non-vol-
atile parameters through RS232. After releasing the mode switch the display shows turbine
speed in RPM (rotations per minute).
This way, customers can (given the necessary equipment)
choose to adapt certain parameters to suit their needs. From 0 - 999 rpm the display displays 10's - i.e. below
display corresponds with 630 RPM.
From a maintenance point of view, this is relevant in so
far that the APC73-12 allows reading back the (modified)
parameters along with serial number, part number and
modification date.
SM 751 08-8-15
Group 08, Transmission(T12313)
The voltage displayed is measured on the 12Vinput i.e. on This segment is switched on if input wire 25 is activated.
pin TC01. Range selection.
The displayed value after the mode switch is released is
the battery voltage in Volts.
Values with a fractional part of 0.5V or higher have the
right dot on
SM 751 08-8-16
Group 08, Transmission(T12313)
This segment is switched on if input wire 18 is activated. This mode can only be selected at standstill. When press-
Not used. ing the mode switch while driving or if a speed sensor
fault is flagged, this mode is skipped.
After operating in this test mode, the transmission is
blocked in neutral until the shift lever is cycled through its
neutral position.
This segment is switched on if input wire 29 is activated. The APC73-12 gives information about the status of the
Manual/Automatic. outputs. The possible states are: G (good), S (short-circuit
with ground) and O (open load : output is not connected or
has a short-circuit to the battery plus).
The APC73-12 tests each output sequentially, the left side
of the display gives information about which output is
tested, the right side gives the status of the output.
This segment is switched on if input wire 19 is activated.
Not idle/idle. OUTPUT 1 is good.
This segment is switched on if input wire 22 is activated. OUTPUT 2 has a short circuit to ground.
Declutch request.
SM 751 08-8-17
Group 08, Transmission(T12313)
SM 751 08-8-18
Group 08, Transmission(T12313)
Section 9
TRANSMISSION REMOVAL AND INSTALLATION
SM 751 08-9-1
Group 08, Transmission(T12313)
Transmission Removal
! CAUTION
SAFE PARKING: Before starting work.
SM 751 08-9-2
Group 08, Transmission(T12313)
! CAUTION
Be aware of all wires, hose and cable which
could obstruct removing the transmission.
Use extreme caution and determine that the
transmission is safely and stably hooked
prior to lifting it.
! WARNING
Always be alert of the potential fall of heavy
loads that may cause serious injury.
SM 751 08-9-3
Group 08, Transmission(T12313)
15. After removing the transmission from the frame, In case of using a crane (Figs. 9, 10):
remove the mounting bracket. (Fig. 8)
A. Engage the transmission with eyebolts for pull-
ing. (Fig. 9)
B. Hang crane ring to eyebolts made in the transmis-
sion and remove it from the frame.
! CAUTION
Check without fail whether the eyebolts are
firmly engaged and the crane rings are
robustly assembled.
Remove the transmission with special care
not to damage to other systems.
SM 751 08-9-4
Group 08, Transmission(T12313)
! CAUTION
Use extreme caution on whether the trans-
mission is safely and stably hooked, including
status of eyebolts being engaged, prior to lift-
ing it.
! WARNING
Be always alert for the potential fall of heavy
loads that may cause serious injury.
SM 751 08-9-5
Group 08, Transmission(T12313)
SM 751 08-9-6
GROUP 13
GROUP 13
ELECTRICAL SYSTEM
SM 751 13-0
Group 13, Electrical System
Section 1
As checking the electrical components Remove the jumper (-) cable from the engine block
of the discharged machine.
When working or checking electrical components make Remove the other end of jumper (-) cable from the
sure to study the features and specifications of the relevant battery (-) terminal of the running engine.
components in advance so that the possibility of accident Remove the jumper (+) cable from the battery (+)
will be avoided. terminal of the running engine.
Remove the other end of jumper (+) cable from the
Cautions for welding battery (+) terminal 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.
SM 751 13-1-1
Group 13, Electrical System
Section 2
Auxiliary circuit
The auxiliary circuit consists of lamps, horn and warning
devices. They are turned “ON” and “OFF” by the opera-
tor as required.
Specification
SM 751 13-2-1
Group 13, Electrical System
Section 3
SM 751 13-3-1
Group 13, Electrical System
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• Accessory (Diesel)
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SM 751 13-3-33
Group 13, Electrical System
Section 4
Instrument Pod
1 3 4 2 6 7 8
9
10
29MAR06[WED] H
11
12
13
C 14
SYSTEM CHECK
5
OP A2
SM 751 13-4-1
Group 13, Electrical System
2. Engine shutdown function 3. Seat belt LED and Buzzer: To be operated as 1hz in
The instrument pod circuit board receives signals 3sec.
from sensors in various locations and shut down the
truck when coolant temperature, transaxle fluid tem- Basic display screen (Normal display mode)
perature are excessive or engine oil pressure is low.
Before shutting down the truck, the instrument pod 1. Display screen after initialization of system
sounds alarm for 30 seconds and flashes indicator
2. Display the data delivered(CANBus) from other
lights. After shutdown, the truck may be restarted,
instruments
but if the fault condition persists, the truck is shut
down again in 30 seconds. 3. The date and time are controlled by internal system,
so the real-time information will be displayed.
Seat switch application
When the fuel level is low, the buzzer and warning lamp
The instrument pod shuts down the running truck
will be operated in the interval of 1sec. "LOW FUEL"
without warning when the operator leaves the seat
message will be displayed on LCD screen.
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. Gauges and indicators
When directional switch is open and parking brake is
1. Fuel gauge
not engaged, if the operator leaves a seat, after 3 sec-
onds, the instrument pod will sound buzzer, and then It displays the remaining fuel
honk horn. level in fuel tank.
Setting the parking brake shall reset the alarm.(The If the level is low, the Flashing
engine is not shut down.) and buzzer will sound 1
Secand and "LOW FUEL"
3. Neutral start function and Anti-restart function
message will be displayed on
Neutral start function
LCD window.
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
10 Step specifications
be turned OFF to restart engine.
Anti-restart function एरडब ऌडमटडपरझणडࣤ࣡ࣥ ऎडऩझमध
When engine is already running, the start motor does ࣭࣬ࣤंऱननࣥ ࣵ࣬ࣜࣽञफलड
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. ࣭ ࣬ऺࣵ ंनझयतडमय࣭ࣤऄशࣥ
SM 751 13-4-2
Group 13, Electrical System
IMPORTANT
You should always have your seat belt
C securely fastened when operating your
lift truck.
10 Step specifications
एरडब एरझरऱय ऐडऩबडमझरऱमड ऎडऩझमध Service icon
࣭࣬ ऄफरࣜएतऱरठफळप ࣲ࣭࣭ଇࣜࣽञफलड ंनझयतडमय࣭ࣤऄशࣥ
LED will illuminate when preset service
࣭࣬ ऄफर ࣲ࣭࣭ଇ time is reached. When LED is on, the pre-
ࣵ ऊफमऩझन ࣱ࣭࣭ଇ set service time has been reached indi-
ࣴ ऊफमऩझन ࣰ࣭࣭ଇ cating that a PM is required. Refer to
ࣳ ऊफमऩझन ࣭࣭࣯ଇ Service Manual for proper PM proce-
ࣲ ऊफमऩझन ࣭࣭࣭ऺ࣭࣭࣮ଇ dures.
ࣱ ऊफमऩझन ࣵ࣬ऺ࣭࣭࣬ଇ Pre-set service time setting method -
ࣰ ऊफमऩझन ࣲࣳऺࣴࣵଇ initialized by "key on + FWD + F1 +
F2", service time display at hour
࣯ ऊफमऩझन ࣱ࣬ऺࣱࣳଇ
meter. Here, F1 is for up set, F2 is for
࣮ ऊफमऩझन ࣲ࣮ऺࣰࣵଇ down set with interval times of 50 hours. When
࣭ ࣿफनठ ࣱ࣮ଇࣜञफनफळ the key switch is turned OFF, the pre-set service
• If the wire of cooling water temp gauge is broken or time setting time is saved. Pre-set service time
the gauge scale doesn't move after 10min of engine counts down opposite to operating time.
starting, engine will be shut down because the To disable the Service Icon, set the pre-set service
gauge is recognized as defective. time to "-1000" (display 1 0 0 0 ); If you push the F2
switch when setting the pre-set service time, the time
Message display will be adjusted to "-1000".
The following message will be displayed when it comes
under the Red Zone (Beyond Hot Warning)
Date and time display
1. Function: To indicate the current date and time
W/TEMP WARN
2. Display
29MAR06[WED]
Parking brake
Indicates that the parking brake is
engaged.
Anytime the parking brake is on, the Hour and Speed meter display
truck can't be driven because the
transaxle solenoid valves switch is off. 1. Function: To display the accumulated operating hour
until now and the traveling speed of fork lift truck.
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.
SM 751 13-4-3
Group 13, Electrical System
Speed Meter
N
OP A1
2. Operation
3. Operation Display Direction/ Display Direction/
• When the speed is lower than 0.5km/h, the hour ICON Gear Select ICON Gear Select
will be displayed. FWD/ 1 Gear REV/ 1 Gear
• When the speed is higher than 0.5km/h, the Drive Mode/ Drive Mode/
speed will be displayed. AUTO 1step AUTO
• It can be dispayed in the of km/h or MPH. 1step‹
OP A1 OP A1
Message display
FWD/ 2 Gear REV/ 2 Gear
1. Function: To display model name, POWER selec- Drive Mode/ Drive Mode/
tion, travel direction, warning and error message AUTO 2step‹ AUTO
2step‹
2. Display OP A2 OP A2
FWD/ 3 Gear REV/ 3 Gear
Normal Operating Operating
OP A2
Mode/ Manual Mode/ Man-
01 : E.SHUT COIL S/C
Error ual
03 : ST.RELAY S/C
OP ML OP ML
Warning NEUTRAL
OP A2
Drive Mode/
• Display when the truck is in normal condition:
Model name / POWER / Direction
N AUTO 1step
OP A1
3. Priority of displaying message
Error display ICON
• If there are several messages which shall be dis-
played on the screen, the priority of display will 1. Function: To display the ICON for easy reorganiza-
be in the order of Error > Warning > Normal tion when any error occurs.
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 Operation and Description
time, the content of failure will be displayed on ऀथयबनझवࣜ ऀथयटमथबरथफप
top row and the warning icon at below row. अࣿऋऊ
Travel Direction display ICON ऌथनफरࣜनथणतरࣜढफमࣜबमडतडझरडमࣜफबडमझरथपण
ओतडपࣜरतडࣜबमडतडझरडमࣜथयࣜफबडमझरथपणࣜ
1. Function: To display the traveling direction or gear
ऱपठडमࣜरतडࣱ࣭ࣜ࣪ࣜठडणमडडࣜञडनफळࣜशडमफࣨࣜ
selected condition of truck
रतथयࣜअࣿऋऊࣜफबडमझरडयࣜझपठࣜळतडपࣜथरࣜथयࣜ
• Receive the traveling direction data from the T/
मडनडझयडठࣨࣜथरࣜळथननࣜरऱमपࣜफढढ࣪ࣜ
M controller.
• Receive the gear selected data from the T/M
controller.
SM 751 13-4-4
Group 13, Electrical System
ऌथनफरࣜनथणतरࣜढफमࣜऩझथपरडपझपटडࣜरथऩडࣜ
ओतडपࣜमडझटतडयࣜरफࣜ࣬ऄऎࣜझयࣜटफऱपरथपणࣜ
मडलडमयडनवࣜरफࣜरतडࣜठडयथणपझरडठࣜ
ऩझथपरडपझपटडࣜरथऩडࣨࣜथरࣜळथननࣜरऱमपࣜफपࣜ
रफࣜयतफळࣜरतडࣜरथऩडࣜफढࣜऩझथपरडपझपटड࣪
ओझमपथपणࣜनथणतरࣜढफमࣜऐ࣫उࣜफथनࣜpressureࣜ
ओतडपࣜऐ࣫उࣜफथनࣜथयࣜयतफमरࣜफमࣜबमडययऱमडࣜ
यळथरटतࣜढझथनयࣨࣜरतडࣜळझमपथपणࣜनथणतरࣜ
ळथननࣜरऱमपࣜफप.
Button Function
Down arrow button (Mode button)
In normal working mode, move to Menu mode by pressing this button.
OP A2
In Menu mode, move to sub menu by pressing this button.
1 STATUS
SM 751 13-4-5
Group 13, Electrical System
1 STATUS
OP A2
Perform as "Enter" key function when confirming after the Password and important variables are
changed.
1.10 SOFTWARE
V 1.0
Plus(+) button
It performs DR/OP selection function at normal mode.
It selects DR ˧ OP in turns, whenever pressing the button.
The data for the selected mode will be transferred to T/M controller.
Under S/L mode, DR/OP does not change.
SM 751 13-4-6
Group 13, Electrical System
Minus(-) button
It performs ML/A1/A2 selection function at normal mode.
It selects ML ˧ A1 ˧ A2 in turns, whenever pressing the button.
The data for the selected mode will be transferred to T/M controller.
Under S/L mode, ML/A1/A2 does not change.
SM 751 13-4-7
Group 13, Electrical System
5 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 ON OFF OFF +/-
fork lift truck
5.2 Password lock Set the password which is avail- LOCK UNLOCK LOCK +/-
able or not when accessing to
the setup mode.
5.3 Password Change Change of password 00000 99999 10000 +/-
SM 751 13-4-8
Group 13, Electrical System
6.5 Seat Shutdown Set up the function, seat S/R E/S S/R +/-
reminder / engine shutdown
6.6 Speed Unit Display of set unit, Km/h or Km/h MPH Km/h
MPH
6.8 DR/OP selection S60 series OP OP/DR OP/DR
- When setting to OP/DR: The
main screen is switched to OP/
DR.
- When setting to OP: Only OP
is displayed and operable on the
main screen.
7 TIME SETUP
7.1 Year 2000 2099 Actual +/-
7.2 Month 1 12 Actual +/-
7.3 Date 1 31 Actual +/-
7.4 Week MON SUN Actual +/-
7.5 Hour 0 23 Actual +/-
7.6 Minute 0 59 Actual +/-
7.7 PM/AM PM AM Actual +/-
8 T.M CALIBRATION Auto-adjustment function related to T/M (Access shall be allowed only after
MODE entering a password)
8.1 AEB Start Operation of AEB function - - - -
8.2 Inching Start Operation of inching calibration - - - -
function
SM 751 13-4-9
Group 13, Electrical System
IGNITION MODE The passwords for Ignition and Setup shall be same.
Function able to operate the fork lift truck only when giv- 1. How to change password
ing the password after turning the key on. If pressing Enter (Up arrow) button in the fol-
Ignition password can be set as "ON/OFF". If setting to lowing conditions,
OFF, the truck can be operated by key on, but if setting to
ON, it can be operated only by giving the password.
5.3 PASSWORD CHANGE?
1. How to input password
YES : ENTER
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 "+/-" but-
tons and move the position by use of left/right arrow but- PASSWORD INPUT
tons.
YES : ENTER
When the input is completed, confirm by pressing
"ENTER" button.. The new password will be displayed for 1 sec as
shown in the following figure, and then the
PASSWORD INPUT mode will move to "5 PASSWORD"..
YES : ENTER
PASSWORD CHANGED
2. When the password is agreed, the following will 12345
be displayed.
PASSWORD OK !
PASSWORD ERROR
SM 751 13-4-10
Group 13, Electrical System
8 AEB MODE
AEB OK
8.2 INCHING
AEB OK START
YES : ENTER
When presses the ENTER (UP arrow) button to
execute the Inching calibration, the contents of
execution will be shown and executed automat-
ically.,
INCHING CAL OK
SM 751 13-4-11
Group 13, Electrical System
Error Code
Abbre 1. o.c.: open circuit
viati 2. s.c.: Short circuit
ons 3. OP-Mode: operating mode
4. TCU: transmission control unit
5. EEC: electronic engine controller
6. PTO: power take off
SM 751 13-4-12
Group 13, Electrical System
SM 751 13-4-13
Group 13, Electrical System
SM 751 13-4-14
Group 13, Electrical System
SM 751 13-4-15
Group 13, Electrical System
SM 751 13-4-16
Group 13, Electrical System
SM 751 13-4-17
Group 13, Electrical System
SM 751 13-4-18
Group 13, Electrical System
SM 751 13-4-19
Group 13, Electrical System
SM 751 13-4-20
Group 13, Electrical System
SM 751 13-4-21
Group 13, Electrical System
SM 751 13-4-22
Group 13, Electrical System
SM 751 13-4-23
Group 13, Electrical System
SM 751 13-4-24
GROUP 20 (D)
GROUP 20
DRIVE AXLE
(for Diesel truck)
SM 751 20-0
Group 20, Drive Axle (D)
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SM 751 20-1-1
Group 20, Drive Axle (D)
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SM 751 20-1-2
Group 20, Drive Axle (D)
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SM 751 20-2-1
Group 20, Drive Axle (D)
SM 751 20-3-1
Group 20, Drive Axle (D)
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SM 751 20-3-2
Group 20, Drive Axle (D)
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SM 751 20-3-3
Group 20, Drive Axle (D)
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GGGGGGGGG GUG
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GGGGGGGGG GGU
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SM 751 20-3-4
Group 20, Drive Axle (D)
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͙ΖΥΣΠΝΖΦΞ͑ΠΚΝ͑ΔΙΒΘΖ͑ͫ͑ͦ͡͡ΠΡΖΣΒΥΚΟΘ͑ΙΠΦΣΤ͑͝ΥΨΚΤΖ͑Β͑ΪΖΒΣ͚
͙͚ͣ͑ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͙͚ͤ͑ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΤΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͑ΠΣ͑ΕΖΗΖΔΥ͟
͢ ͑ΖΘΦΝΒΣ͑ΟΠΚΤΖ ͙͚ͥ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΒΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͟
͙͚ͦ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΠΣ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΕΒΞΒΘΖ͑ΠΣ͑ΨΖΒΣ͟
͙͚ͧ͑ͽΒΣΘΖ͑ΠΣ͑ΤΞΒΝΝ͑ΘΖΒΣ͑ΓΒΔΜΝΒΤΙ͟
͙͚ͨ͑ΚΟΚΠΟ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚ͩ͑΄ΚΕΖ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚͑͢ͺΣΣΖΘΦΝΒΣ͑ΣΠΥΒΥΚΠΟ͑ΠΗ͑ΣΚΟΘ͑ΘΖΒΣ͟
͑͑Β͑͟ͽΠΠΤΖΟΖΕ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΗΚΩΚΟΘ͑ΓΠΝΥ͟
ͣ ͑ͺΣΣΖΘΦΝΒΣ͑ΟΠΚΤΖ
͑͑Γ͑͟͵ΣΚΧΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟
͙͚ͣ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΓΖΒΣΚΟΘ͑ΕΒΞΒΘΖ͟
͙͚͑͢͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΠΣ͑ΤΡΚΕΖΣ͑ΒΣΖ
͑͑͑͑͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟
͙͚ͣ͑΄ΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΔΒΤΖ͑ΒΣΖ͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟
ͤ ͑ͿΠΚΤΖ͑ΠΟΝΪ͑ΒΥ͑ΥΙΖ͑ΣΠΥΒΥΚΠΟ
͙͚ͤ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΤΚΕΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟
͙͚ͥ͑΅ΙΣΦΤΥ͑ΨΒΤΙΖΣ͑ΨΖΒΣ͑ΠΣ͑ΕΒΞΒΘΖ͟
͙͚ͦ͑΅ΠΠ͑ΝΒΣΘΖ͑ΓΒΔΜΝΒΤΙ͙͑ΓΖΥΨΖΖΟ͑ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͚
͙͚͑͢ΚΝ͑ΝΖΒΜΒΘΖ͑ΒΥ͑ΥΙΖ͑ΒΩΝΖ͑ΙΦΓ͑ΔΒΣΣΚΖΣ͑ΤΚΕΖ͟
͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟
͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΓΣΖΒΥΙΖΣ͟
ͥ ͑ͽΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΝΖΒΜΒΘΖ ͙͚ͣ͑ΚΟΚΠΟ͑ΒΩΝΖ͑ΝΖΒΜΒΘΖ͟
͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟
͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΓΣΖΒΥΙΖΣ͟
͑͑Ε͑͟ΈΖΒΣ͑ΠΣ͑ΚΟΔΠΣΣΖΔΥ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΠΚΝ͑ΤΖΒΝ͟
͙͚͑͢ͲΩΝΖ͑ΤΙΒΗΥ͑ΕΒΞΒΘΖΕ͟
͑͑Β͑͟ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΝΠΠΤΖΟΚΟΘ͟
͑͑Γ͑͟΄ΙΠΣΥ͑ΝΖΟΘΥΙ͑ΠΗ͑ΤΙΒΗΥ͟
ͦ ͑͵ΣΚΧΖ͑ΨΙΖΖΝ͑ΤΥΠΡΡΚΟΘ ͑͑Δ͑͟΄ΥΦΕ͑ΒΟΕ͑ΟΦΥ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚ͣ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΥΖΖΥΙ͑ΕΒΞΒΘΖΕ͟
͙͚ͤ͑ΚΟΚΠΟ͑ΘΖΒΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΤΚΕΖ͑ΘΖΒΣ͑ΚΤ͑ΕΒΞΒΘΖΕ͟
͙͚ͥ͑΄ΡΚΕΖΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΚΤ͑ΕΒΞΒΘΖΕ͟
SM 751 20-4-1
Group 20, Drive Axle (D)
͙͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͚͑͑
ͭ͑Ͷ;·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑ͷ͑ΈͶͶͽ͑Άͳ͑ͯ
͚͑͢͵ΣΒΚΟ͑ΠΚΝ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟΚΟΘ͑ΕΣΒΚΟ͑ΡΝΦΘ͑ΨΚΥΙ͑Β͑ΥΠΣΦΖ͑ΨΣΖΟΔΙ͑
ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟
͵ͲͺͿ͑ͽΆ
͚ͣ͑ͽΠΠΤΖΟ͑ΠΚΝ͑ΗΚΝΝΖΣ͑ΡΝΦΘ͑ΠΟ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟
Ϳ΅Ͷͫ͑΄ΒΞΖ͑ΤΥΖΡ͑ΥΠ͑ΓΖ͑ΞΒΕΖ͑ΒΥ͑ΥΙΖ͑ΤΖΔΠΟΕ͑ΤΚΕΖ͒
͚ͤ͑ͽΠΠΤΖΟ͑ΔΪΝΚΟΕΣΚΔΒΝ͑ΓΠΝΥΤ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͟
͵ΖΥΒΔΙ͑ΒΟΕ͑ΣΖΞΠΧΖ͑͞ΣΚΟΘ͑ΗΣΠΞ͑ΒΩΝΖ͑ΙΦΓ͟
SM 751 20-5-1
Group 20, Drive Axle (D)
͚ͥ͑ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚͑͢ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͟ ͙͚͢
͚ͦ͑ΖΞΠΧΖ͑ͤΡΚΟΤ͙͚ͣ͑ΨΚΥΙ͑Β͑ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͟ ͙͚ͣ
͚ͧ͑ΖΞΠΧΖ͑ΡΝΒΟΖΥ͑ΘΖΒΣ͙͚ͤ͑͝ΟΖΖΕΝΖ͑ΓΖΒΣΚΟΘ͙͚ͥ͑ΒΟΕ͑ΥΙΣΦΤΥ ͙͚ͤ
ΨΒΤΙΖΣ͙͚ͦ͟ ͙͚ͣ ͙͚ͥ
͙͚͢ ͙͚ͦ
͚ͨ͑ΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΒΟΕ͑ΕΣΚΧΖ͑ΤΙΒΗΥ͙͚ͨ͟
͙͚ͧ ͙͚ͨ
SM 751 20-5-2
Group 20, Drive Axle (D)
͚ͩ͑ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΗΣΠΞ͑
ΥΙΖ͑ΤΙΒΗΥ͙͚ͨ͟
͙͚ͧ
͙͚ͨ
͙͚ͩ
ΗΣΠΞ͑ΥΙΖ͑ΤΡΚΟΕΝΖ͑͟
͚͑͢͡ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΡΦΝΝ͑ΗΝΒΟΘΖ͑ΠΦΥ͑ΠΗ͑
ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͟
͚͑͢͢ΣΖΤΤ͑ΠΗΗ͑ΓΖΒΣΚΟΘ͑͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟ͑ΗΝΒΟΘΖ͑ΨΚΥΙ͑ΕΚΤΒΤΤΖΞΓΝΪ
ΥΙΣΖΒΕ͑ͣ͑Ή͑;ͩ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΚΥ͟
SM 751 20-5-3
Group 20, Drive Axle (D)
͚ͣ͑͢ΖΞΠΧΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΗΣΠΞ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟ ͙͚͢͢
ͥ͑͢ΓΠΝΥ͙͚͢͢͟
͚ͤ͑͢ΖΞΠΧΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΗΣΠΞ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΓΪ͑ΦΤΚΟΘ͑ΛΚΘ͑ΒΟΕ͑
ΙΒΞΖΣ͑͟
΄ΙΒΗΥ͑ΤΖΒΝ͑ΨΚΚΝ͑ΓΖ͑ΕΒΞΒΘΖΕ͟
SM 751 20-5-4
Group 20, Drive Axle (D)
ͭ͑Ͷ;·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑ͷ͑ͲΉͽͶ͑Ά΄ͺͿ͑ͯ
͚͑͢ͽΠΠΤΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΔΒΣΣΚΖΣ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ ͙͚͢
ΦΤΚΟΘ͑Β͑ΝΚΗΥΚΟΘ͑ΞΒΔΙΚΟΖ͟
͚ͣ͑ͷΠΣ͑ΥΙΖ͑ΣΖΒΤΤΖΞΓΝΪ͑͝ΔΙΖΔΜ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΒΟΕ͑ΣΖΔΠΣΕ͑ΚΥ͟
ͲΗΥΖΣ͑ΝΠΠΤΖΟ͑ͣ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΓΒΔΜΚΟΘ͑ΡΝΒΥΖ͙͚ͤ͟
͙͚ͣ
͙͚ͤ
͚ͤ͑ͳΖΗΠΣΖ͑ΣΖΞΠΧΚΟΘ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΔΒΣΣΚΖΣ͙͚ͥ͑͝ΔΙΖΔΜ͑ΥΙΖ͑
ΝΠΔΒΥΚΠΟ͑ΠΗ͑ΔΒΡ͙͚ͦ͑ΒΟΕ͑ΞΒΣΜ͑ΚΥ͑ΗΠΣ͑ΣΖΒΤΤΖΞΓΝΪ͟ ͙͚ͦ
͙͚ͧ
͚ͥ͑ΖΞΠΧΖ͑ͥ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͙͚ͧ͑ΒΟΕ͑ΔΒΡ͙͚ͦ͟
͙͚ͥ
͚ͦ͑͵ΚΤΒΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͙͚ͧ͑ΗΣΠΞ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ ͙͚ͧ
͙͚ͨ
ͣ͑͢ΓΠΝΥΤ͙͚ͨ͟
SM 751 20-5-5
Group 20, Drive Axle (D)
͚ͧ͑ΖΞΠΧΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
͙͚ͩ
͚ͨ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ͣ͑͢ΞΠΦΟΥΚΟΘ͑ΓΠΝΥΤ͙͚ͩ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑
ΥΙΖΟ͑ΕΚΤΒΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͟
͚ͩ͑ʹΙΖΔΜ͑ΥΙΖ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΤΖΡΒΣΒΥΖ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΗΣΠΞ͑
ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͟
ͺΗ͑ΥΙΖΣΖ͑ΚΤ͑ΟΠ͑ΞΒΣΜ͑͝ΓΖ͑ΤΦΣΖ͑ΥΠ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
ΈΙΖΟ͑ΣΖΒΤΤΖΞΓΝΚΟΘ͑͝ΚΥ͑ΞΦΤΥ͑ΓΖ͑ΡΝΒΔΖΕ͑ΒΥ͑͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͑
ΥΙΒΥ͑ΓΖΗΠΣΖ
͚ͪ͑ΖΞΠΧΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑͝ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΒΟΕ͑
ΥΙΖΟ͑ΡΝΒΔΖ͑ΥΙΖΞ͑ΠΟ͑ΥΙΖ͑ΔΝΖΒΟ͑ΓΖΟΔΙ͟
ΥΙ Ν ΥΙ ΥΙ Ν Γ Ι
͚͑͢͡ͽΠΠΤΖΟ͑ͥ͑ΓΠΝΥΤ͙͚ͪ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑͵ΣΦΞ͙͚͑͢͡ΗΣΠΞ͑ΥΙΖ͑ΒΣΜΚΟΘ
͙͚͢͡
ͳΣΒΜΖ
͙͚ͪ
SM 751 20-5-6
Group 20, Drive Axle (D)
͙͚͢͢
͚͑͢͢ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΝΠΔΜ͑ΟΦΥ͙͚͑͢͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΪΠΜΖ͙͚ͣ͢ ͙͚ͣ͢
͙͚ͦ͢
͚ͣ͑͢ͽΠΠΤΖΟ͑ͥ͑ΓΠΝΥΤ͙͚ͤ͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΒΣΜΚΟΘ͑ͳΣΒΜΖ͙͚ͥ͑͑͢ΗΣΠΞ
ΥΙΖ͑ΔΒΣΣΚΖΣ͑ΙΠΦΤΚΟΘ͟
͚ͤ͑͢ΖΞΠΧΖ͑ΔΒΣΖΗΦΝΝΪ͑ΕΣΚΧΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͙͚͑ͦ͑͢ΓΪ͑ΦΤΚΟΘ͑Β͑
ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͑͑͑͑͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΕΒΞΒΘΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
͙͚ͤ͢ ͙͚ͥ͢
͚ͥ͑͢ΖΞΠΧΖ͑ΤΙΚΞ͙͚ͧ͑͢ΒΟΕ͑ΤΡΒΔΖΣ͙͚ͨ͑͢ΗΣΠΞ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ͙͚ͨ͢
͙͚ͧ͢
ΆΤΚΟΘ͑Β͑ΓΖΒΣΚΟΘ͑ΡΦΝΝΖΣ͑͝ΕΚΤΒΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑
ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
͑͑
͚ͦ͑͢ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΤΙΚΞ͑ΗΣΠΞ͑
ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ΦΤΚΟΘ͑Β͑ΛΚΘ͑ΒΟΕ͑ΙΒΞΞΖΣ͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͟
͚ͧ͑͢ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΠΡΡΠΤΚΥΖ͑
ΤΚΕΖ͟
SM 751 20-5-7
Group 20, Drive Axle (D)
ͭ͑ͶͲ΄΄Ͷ;ͳͽΊ͑ͷ͑͵ͺ·Ͷ͑ͲΉͽͶ͑ͯ
ʹΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΨΚΥΙ͑ΔΝΖΒΟΤΖΣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΣΖΞΒΚΟΖΕ͑ΝΠΔΥΚΥΖ͟
ΌΈΒΣΟΚΟΘΎ
ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΤΡΚΝΝ͑ΔΝΖΒΟΤΖΣ͑ΠΟ͑ΪΠΦΣ͑ΓΠΕΪ͟
ͲΧΠΚΕ͑ΕΣΚΟΜΚΟΘ͑ΔΝΖΒΟΤΖΣ͑ΠΣ͑ΓΣΖΒΥΙΚΟΘ͑ΚΥΤ͑ΗΦΞΖΤ͟
ΈΖΒΣ͑ΡΣΠΥΖΔΥΚΧΖ͑ΔΝΠΥΙΚΟΘ͑͝ΘΝΒΤΤΖΤ͑ΒΟΕ͑ΘΝΠΧΖΤ͟
ͺΗ͑ΤΡΚΝΝΖΕ͑ΠΟ͑ΥΙΖ͑ΤΜΚΟ͑͝ΗΝΦΤΙ͑ΪΠΦΣ͑ΤΜΚΟ͑ΨΚΥΙ͑ΨΒΥΖΣ͑ΚΞΞΖΕΚΒΥΖΝΪ͟
ͺΗ͑ΤΨΒΝΝΠΨΖΕ͑͝ΘΖΥ͑ΞΖΕΚΔΒΝ͑ΒΥΥΖΟΥΚΠΟ͑ΚΞΞΖΕΚΒΥΖΝΪ͟
• ʹΙΖΔΜ͑ΨΖΒΣ͑͝ΕΒΞΒΘΖ͑ΠΣ͑ΔΣΒΔΜ͑ΗΠΣ͑ΒΝΝ͑ΥΙΖ͑ΡΒΣΥΤ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΟΖΖΕΖΕ͟
• ͺΗ͑ΥΙΖ͑ΥΖΖΥΙ͑ΠΗ͑ΘΖΒΣ͑ΒΣΖ͑ΕΒΞΒΘΖΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͟
• ΖΡΝΒΔΖ͑ΕΒΞΒΘΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͟
• ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΖΗΠΣΞΖΕ͑ΤΙΚΞΤ͑ΠΣ͑ΨΠΣΟ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣΤ͟
• ΒΤΡ͑ΠΗΗ͑ΥΙΖ͑ΤΖΒΝ͑ΔΠΟΥΒΔΥΖΕ͑ΤΦΣΗΒΔΖ͟
ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑ͷ͑ͳͶ·Ͷͽ͑ͺͿͺͿ͑΄Ͳͷ΅͑ͯ
ͲΕΛΦΤΥΚΟΘ͑ΤΙΚΞ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑͑ΤΙΒΗΥ͟
͚͑͢ͲΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΟΕ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΨΚΥΙ
ΗΠΝΝΠΨΚΟΘ͑ΞΖΥΙΠΕ͟
͞ ;ΖΒΤΦΣΖ͓͑Ͷ͓ΒΥ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
ͳ͑ͫ͑;ΠΦΟΥΚΟΘ͑ΕΚΞΖΟΤΚΠΟ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ͤ͢͢͟͢͝͡ΞΞ
΅͑ͫ͑ΖΚΘΙΥ͑ΠΗ͑ΓΖΒΣΚΟΘ͟
ʹ͑ͫ͑͵ΚΞΖΟΤΚΠΟ͑ΠΗ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͟
ͺΗ͑ΥΙΖΣΖ͘Τ͑ΟΠ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ʹͮ͟͡
ͶΉ͑ͫ͑ͷΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͓͑͝Ͷ͓͑ͮ͑ͧͤ͢͟͢᎖͝
ͳ͑ΚΤ͑ΗΒΔΥΠΣΪ͑ΕΚΞΖΟΤΚΠΟ͓͑͝ͳ͓͑ͮ͑ͤ͢͢͟͢͡᎖͝
ͷΣΠΟΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͓͑͝΅͓͑ͮ͑͑ͤͦ͢͟᎖͝
ʹΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͓͑͝ʹ͓͑ͮ͑ͦ͟͡͡᎖͝
΄ΙΚΞ͑ΥΙΚΔΜΟΖΤΤͫ͑͑͑͑͑
͓Ή͓͑ͮ͑ͧͤͤͤͦͦ͑ͮ͑ͥͦ͢͟͢͢͢͟͢͢͟͟͟͡͞͡͞͞͡͡͡᎖͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͺΗ͑ΥΖΖΥΙ͑ΒΣΖ͑ΕΒΞΒΘΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͙͑͟ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΤΙΒΗΥ͚
͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͑ΒΟΕ͑ΓΖΒΣΚΟΘΤ
SM 751 20-5-8
Group 20, Drive Axle (D)
͚ͣ͑ΆΤΚΟΘ͑ΕΚΗΗΖΣΖΟΥ͑ΜΚΟΕΤ͑ΠΗ͑ΤΙΚΞΤ͑͝ΒΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΤ͑ΞΖΒΤΦΣΖΕ͑
ΓΪ͑ΡΣΖΧΚΠΦΤ͑ΖΦΒΥΚΠΟ͟
ΝΒΔΖ͑ΤΙΚΞΤ͑ΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟
ΆΤΚΟΘ͑Β͑ΛΚΘ͑͝ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΤΠ͑Υ ΙΒΥ͑͑͑
ΥΙΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟
͚ͤ͑ΖΒΥ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΥΠ͑ΞΒΩ͑͢͡͡ఁ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑ΥΠ͑
ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
ͲΝΤΠ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΤΙΠΦΝΕ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟
ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑ͷ͑ͺͿͺͿ͑΄Ͳͷ΅͑ͯ
͚͢ ͲΤΤΖΞΝΖ ΓΖΒΣΚΟΘ ΔΦΡ
͚͑͢ͲΤΤΖΞΝΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͟
ͲΤΤΖΞΓΝΖ͑ΤΡΒΔΖΣ͑ΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΥΙΖΟ͑ΚΟΤΥΒΝΝ͑ΞΖΒΤΦΣΖΕ͑
ΤΙΚΞΤ͑ΠΟΥΠ͑ΥΙΖ͑ΤΡΒΔΖΣ͟
͚ͣ͑ͺΟΤΖΣΥ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΚΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͑ΒΟΕ͑ΝΠΔΜ͑ΟΦΥ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΠΦΥΖΣ͑ΓΖΒΣΚΟΘ͟
ͲΡΡΝΪΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΥΙΖΟ͑ΥΚΘΙΥΖΟ͑
ΝΠΔΜ͑ΟΦΥ͟
ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͤͥ͝͡͡ίͥ͝͡͡͡ᎠחΔΞ
;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
ీΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣ͡ίͤͦᎠ͟ΔΞ͑͑
ʹΠΜΖ͑ΝΠΔΜ͑ΟΦΥ͑ΚΟΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΤΝΠΥ͟
SM 751 20-5-9
Group 20, Drive Axle (D)
ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑ͷ͑ͲͼͺͿ͑ͳͲͼͶͯ
͚͢ͲΤΤΖΞΓΝΖ͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΨΚΥΙ͑ΥΙΖ͑ΡΒΣΜΚΟΘ͑ΓΣΒΜΖ͑ΒΟΕ͑ΥΙΖΟ͑΅ΚΘΙΥΖΟ͑ͥ͑ΓΠΝΥΤ
͚͢ͲΤΤΖΞΓΝΖ͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΨΚΥΙ͑ΥΙΖ͑ΡΒΣΜΚΟΘ͑ΓΣΒΜΖ͑ΒΟΕ͑ΥΙΖΟ͑΅ΚΘΙΥΖΟ͑ͥ͑ΓΠΝΥΤ ͙͚͢
ΨΚΥΙ͑ΝΠΔΥΚΥΖ͔͑ͣͨͨ͑
͙ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͦ͢͢͡ίͣͦ͢͡ᎠחΔΞ͚
͙ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͦ͢͢͡ίͣͦ͢͡ᎠחΔΞ͚
͚ͣΖΞΠΧΖ͑ΡΝΦΘ͑ΗΣΠΞ͑ΙΠΝΖ͙͚͑͢ΒΟΕ͑ΙΒΟΕΝΖ͑Β͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΦΟΥΚΝ͑ΤΖΖΚΟΘ
͑ΓΣΒΜΖ͑ΒΕΛΦΤΥΖΣ
͚ͤ΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΡΣΠΔΖΕΦΣΖΤ͑ΤΙΠΦΝΕ͑ΓΖ͑ΒΡΡΝΚΖΕ͑ΥΠ͑ΓΣΒΜΖ͑ΤΙΠΖ͑
ΒΕΛΦΤΥΞΖΟΥ
ᐭͲΕΛΦΤΥΖΣ͑ΤΙΠΦΝΕ͑ΓΖ͑ΥΦΣΟΖΕ͑ΥΠ͑ΒΣΣΠΨ͑ΤΚΘΟ͑ΦΟΥΚΝ͑ΠΔΔΦΣΚΟΘ͑
ΕΣΦΞ͑ΕΣΦΘ
ᐮͲΕΛΦΤΥΖΣ͑ΤΙΠΦΝΕ͑ΓΖ͑ΥΦΣΟΖΕ͑ΥΠ͑ΠΡΡΠΤΚΥΖ͑ΕΚΣΖΔΥΚΠΟ͑ΠΗ͑ΥΙΖ͑ΒΣΣΠΨ͑
ΤΚΘΟ͑ΠΟ͑ΗΠΦΣ͑ΔΝΚΔΜ͑͑͑͑͑͑͟
ͲΥ͑ΥΙΚΤ͑ΥΚΞΖ͑͝ΝΚΟΚΟΘ͑ΔΝΖΒΣΒΟΔΖ͑ΚΤ͑͟͢͡ίͣͦ͟͡ΞΞ͑͑͑͑͑͑͑
ᐯʹΙΖΔΜ͑ΕΣΦΞ͑ΕΣΒΘ͑ΒΗΥΖΣ͑ΠΡΖΣΒΥΚΟΘ͑ΝΖΧΖΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟
͙ΖΡΖΒΥ͑ΗΣΠΞ͑ΓΖΘΚΟΚΟΘ͑ΚΗ͑ΕΣΒΘ͑ΚΤ͑ΠΔΔΦΣΖΕ͚
SM 751 20-5-10
Group 20, Drive Axle (D)
ͭ͑Ͳ΄΄Ͷ;ͳͽΊ͑ͷ͑͵ͺͷͷͶͶͿ΅ͺͲͽ͑Ͳ΄΄Ͷ;ͳͽΊͯ
͚͑͢ͲΤΤΖΞΓΝΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΨΚΥΙ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ
ΚΟΤΥΒΝΝ͑ΥΙΖΞ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͟
͚ͣ͑ͲΤΤΖΞΓΝΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ʹΙΖΔΜ͑ΞΒΣΜΤ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
;ΒΥΔΙ͑ΥΨΠ͑ΞΒΣΜΤ͑ΒΥ͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͟
͙͚͢
͚ͤ͑΅ΚΘΙΥΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚ͨ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͦͦ͡ίͧͦ͡Ꭰ͟ΔΞ
͙͚ͣ
͚ͥ͑ͲΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΓΪ͑ΥΚΘΙΥΖΟΚΟΘ͑ͣ͑͢ΓΠΝΥΤ͙͚ͣ͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫͤ͢͝͡͡ίͥ͢͟͡͡Ꭰ͟ΔΞ
SM 751 20-5-11
Group 20, Drive Axle (D)
͚ͦ͑ͺΟΤΥΒΝΝ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΠΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
ΝΒΔΖ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΒΟΕ͑ΤΔΣΖΨ͑ΚΟΥΠ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑͟
ͲΥ͑ΥΙΚΤ͑ΡΠΚΟΥ͑ΠΗ͑ΥΚΞΖ͑͝ΦΤΚΟΘ͑Β͑ΤΔΣΖΨ͑ΒΕΛΦΤΥ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͟
ͺΟΤΥΒΝΝ͑ΥΙΖ͑ΕΚΒΝ͑ΘΒΦΘΖ͑ΠΟ͑ΥΙΖ͑ΘΖΒΣ͑ΥΠΠΥΙ͑ΒΟΕ͑ΞΖΒΤΦΣΖ͑ΥΙΖ͑ΓΒΔΜΝΒΤΙ͑
ΨΙΚΝΖ͑ΣΠΥΒΥΚΟΘ͑ΓΖΧΖΝ͑ΘΖΒΣ͟
ీ ΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ͫ͑ͩ͟͢͡ίͣͤ͟͡᎖
͚ͧ͑ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͷΚΩ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ•ΔΞ
;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑͟
΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΥΒΓΝΖ͑ΤΙΠΨΤ͑ΥΙΖ͑ΣΖΝΒΥΚΠΟ͑ΓΖΥΨΖΖΟ͑ΡΣΖΝΠΒΕ͙͚͑
ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΣΠΝΝΣΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͙͚͟
͙ʹΒΝΔΦΝΒΥΖΕ͑ΒΥ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑ͷ͑ͺͿͺͿ͑΄Ͳͷ΅͚
ΆͿͺ΅͙ͼΘχΔΞ͚
ͣ͡ ͥͥίͥͨ
ͣͦ ͥͪίͦͣ
ͤ͡ ͦͦίͦͩ
ͤͦ ͦͪίͧͣ
͚ͨ͑ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΤΔΣΖΨ͑ΔΠΟΥΒΔΥΤ͑ΨΚΥΙ͑ΔΝΠΤΖΝΪ͑ΥΠ͑ΓΖΒΣΚΟΘ͟
͚ͩ͑ͲΗΥΖΣ͑ΔΠΞΡΝΖΥΖ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΓΖΒΣΚΟΘ͑͝ΞΖΒΤΦΣΖ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ΠΟΔΖ͑ΞΠΣΖ͑ΒΟΕ͑ΣΖΒΕΛΦΤΥ͑ΨΚΥΙ͑Β͑
ΤΔΣΖΨ͑ΚΗ͑ΟΖΖΕΖΕ͟
͚ͪ͑ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΥΠ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑
͑ΥΠΣΦΖ͑ΠΗ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ͟ΔΞ
͚͑͢͡ͲΤΤΖΞΓΝΖ͑ΡΝΒΥΖ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΖ͑ΥΒΡΡΖΕ͑ΤΚΕΖ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ
͑ΥΠΣΦΖ͑ΠΗ͑ͩ͡ίͣ͢͡Ꭰ͟ΔΞ
Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ͲΤΤΖΞΓΝΖ͑ΠΡΠΤΚΥΖ͑ΤΚΕΖ͑ΨΚΥΙ͑ΥΙΖ͑ΤΒΞΖ͑ΞΖΥΙΠΕΤ͟
͚͑͢͢ͲΡΡΝΪ͑ΞΒΣΜΚΟΘ͑ΝΚΦΚΕ͑ΥΠ͑ͤίͥ͑ΥΖΖΥΙ͑ΠΗ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ͑ΓΣΚΟΘ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑
ΥΙΖ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟
ʹΙΖΔΜ͑ΠΦΥ͑ΥΙΖ͑ΔΠΟΥΒΔΥΖΕ͑ΤΙΒΡΖ͟
SM 751 20-5-12
Group 20, Drive Axle (D)
ͭͲ΄΄Ͷ;ͳͽͺͿ͑ʹͲͺͶ͑ͯ
͚͑͢ͲΤΤΖΞΓΝΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΚΟΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͟ ͙͚͢
͚ͣ͑ͷΚΩ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͙͚͢͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑
ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ΠΗ͑ͦ͢͝͡͡ίͦ͢͢͝͡Ꭰ͟ΔΞ
ͭͲ΄΄Ͷ;ͳͽͺͿ͑ΈͶͶͽ͑Άͳ͑Ͳ΄΄͘Ίͯ
͚͑͢ͺΟΤΖΣΥ͑ΓΖΒΣΚΟΘ͑ΚΟΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͟
ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΔΠΟΥΒΔΥ͑ΔΠΞΡΝΖΥΖΝΪ͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΣ͑ΠΚΝ͑ΥΠ͑ΤΙΒΗΥ͑ΤΖΒΝ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑
ΗΣΠΞ͑ΥΙΖ͑ΕΚΣΖΔΥΚΠΟ͑ΠΗ͑ΠΦΥΣΖ͑ΤΚΕΖ͑ΠΗ͑ΨΙΖΖΝ͑ΙΦΓ͟
͚ͣ͑ͺΟΤΥΒΝΝ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΥΙΖ͑ΥΦΓΖ͑ΗΝΒΟΘΖ͑ΠΗ͑ΒΩΝΖ͑ΔΠΞΡΝΖΥΖΝΪ͟
ͺΟΤΥΒΝΝ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͟
͚ͤ͑ͺΟΤΖΣΥ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΚΟΥΠ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΤΖΔΦΣΖ͑ΨΚΥΙ͑ΔΚΣΔΝΚΡ͟
SM 751 20-5-13
Group 20, Drive Axle (D)
͚ͥ͑ΝΒΔΖ͑ΙΖΒΥΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟΥΠ͑ΗΝΒΟΘΖ͑
ΦΟΥΚΝ
ΔΠΟΥΒΔΥ͑͟ͺΟΤΥΒΝΝ͑ΤΦΓΤΖΦΖΟΥΝΪ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͑ΒΗΥΖΣ͑ΔΠΠΝΚΟΘ͑ΕΠΨΟ͟
͚ͦ͑ͲΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͑ΚΟΥΠ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͟
ీ ΦΓ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣͨ͡ίͤ͡͡Ꭰ͟ΔΞ
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝ
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑
Ζ͑
ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ΠΗ͑ͪ͢͡ίͣͦ͡Ꭰ͟ΔΞ
͚ͧ͑ͲΤΤΖΞΓΝΖ͑ΤΦΒΣΖ͑ΣΚΟΘ͙͚͙͚͑ͤͥ͑͝ΨΚΥΙ͑ΠΚΝ͙;ͳͺͽ͔͚͑ͥͣͥ͑ΥΠ͑ΥΙΖ͑ͲΩΝΖ͑
ΙΠΦΤΚΟΘ͙͚ͦ͟
ͲΤΤΖΞΓΝΖ͑ΓΦΤΙΚΟΘ͙͚ͧ͑ΥΠ͑ΡΚΤΥΠΟ͙͚ͨ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΡΚΤΥΠΟ͙͚ͨ
ͲΤΤΖΞΓΝΖ ΓΦΤΙΚΟΘ͙͚ͧ ΥΠ ΡΚΤΥΠΟ͙͚ͨ ΒΟΕ ΥΙΖΟ ΒΤΤΖΞΓΝΖ ΡΚΤΥΠΟ͙͚ͨ
ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΒΡΡΝΪΚΟΘ͑ΠΚΝ͑ΤΦΗΗΚΔΚΖΟΥΝΪ͑ΒΟΕ͑ΒΡΡΝΪ͑ΝΠΔΥΚΥΖ͑
͔ͣͨ͑͢ΥΠ͑ΤΡΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ͥ͑ΓΠΝΥΤ͙͚ͪ͑ΥΠ͑͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͥ͢͡ίͧ͢͡ΜΘ͟ΔΞ
ͲΤΤΖΞΓΝΖ͑ͤ͑ΓΣΒΜΖΡΚΟΤ͙͚͑͢͡ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑
Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ʹΙΖΔΜ͑ΥΙΖ͑ΤΥΒΥΦΤ͑ΠΗ͑ΤΦΒΣΖ͑ΣΚΟΘ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΕΒΞΒΘΖ͟
ͭ͑ͲΤΤΖΞΓΝΚΟΘ͑ΡΝΒΥΖ͑ΒΟΕ͑ΚΟΤΡΖΔΥΚΠΟ͑ͯ
Β͑͟ͲΤΤΖΞΓΝΖ͑ͦ͑ΡΝΒΥΖΤ͙͚͑͢ΒΟΕ͑ͥ͑ΕΚΤΜΤ͙͚ͣ͑ΨΚΥΙ͑ΤΡΝΚΟΖ͑ΔΠΝΝΒΣ͙͚ͤ͑ΒΟΕ͑
ΥΙΖΟ͑ΝΠΔΜ͑ΨΚΥΙ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͥ͟
Γ͑͟ͲΤΤΖΞΓΝΖ͑ΤΡΝΚΟΖ͑ΔΠΝΝΒΣ͑ΛΠΚΟΖΕ͑ΡΝΒΥΖΤ͑ΒΟΕ͑ΕΚΤΜΤ͑͝ΒΟΕ͑ΕΣΚΧΖ͑
ΤΙΒΗΥ͙͚ͦ͑ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͑͟
͞ͳΖΗΠΣΖ͑ΒΤΤΖΞΓΝΚΟΘ͑͝ΔΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΔΠΞΡΝΖΥΖΝΪ͑ΒΟΕ͑
ΣΖΞΠΧΖ͑ΓΦΣΣΤ͟
Δ͑͟ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͦͣͨ͑͢ΥΠ͑ΤΡΚΟΕΝΖ͑ΤΚΕΖ͑ΠΗ͑ΒΝΩΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͟
SM 751 20-5-14
Group 20, Drive Axle (D)
͚ͨ͑ΦΤΙ͑ΡΣΖΒΤΤΖΞΓΝΖΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΠΟΥΠ͑ΤΡΚΟΕΝΖ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͟
͚ͩ͑ͲΗΥΖΣ͑ΒΤΤΖΞΓΝΖ͑ΤΦΟ͑ΘΖΒΣ͑ΥΠ͑ΒΩΝΖ͑ΤΙΒΗΥ͑ΒΟΕ͑ΗΚΩ͑ΚΥ͑ΨΚΣΙ͑ΤΟΒΡ͑ΣΚΟΘ͟
ͲΤΤΖΞΓΝΖ͑ΒΩΝΖ͑ΤΙΒΗΥ͑ΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΒΤΤΖΞΓΝΪ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΤΙΒΗΥ͑ΈΙΖΣΖ͑ΓΦΤΙΚΟΘ͑ΔΠΟΥΒΔΥΤ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΥΠ͑ΥΖΖΥΙ͑ΡΒΣΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΘΖΒΣ͑͟
͚ͪ͑ͲΤΤΖΞΓΝΖ͑ΚΟΥΖΣΟΒΝ͑ΔΠΞΡΠΟΖΟΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΚΟ͑ΥΙΖ͑ΣΖΧΖΣΤΖ͑
ΠΣΕΖΣ͑ΥΠ͑ΕΚΤΒΤΤΖΞΓΝΪ͟
SM 751 20-5-15
Group 20, Drive Axle (D)
͚͑͢͡ͺΟΤΥΒΝΝ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑
ΓΠΝΥ
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͣͦ͡ίͥ͡͡Ꭰ͟ΔΞ
͚͑͢͢ͲΤΤΖΞΓΝΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑ΡΝΦΘ͙͚͢͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͤͦ͡ίͧ͡͡Ꭰ͟ΔΞ
͙͚͢
SM 751 20-5-16
Group 20, Drive Axle (D)
Section 6
Transmission Removal and Installation
SM 751 20-6-1
Group 20, Drive Axle (D)
! 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.
! 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 appropriate sizes of crane rings are used to the both sides of
drive axle.
Make sure to use lifting equipment having a safe load capacity exceeding the weight of the drive axle.
SM 751 20-6-2
Group 20, Drive Axle (D)
! CAUTION
Care shall be taken so as to cause no damage
to threads of wheel bolts during fixing of
crane rings to both wheel bolts.
! WARNING
Always be alert of the potential fall of heavy
loads that may cause serious injury.
Parking Cable
Brake line
SM 751 20-6-3
Group 20, Drive Axle (D)
! CAUTION
Ensure that the forklift is lifted in a right manner and vehicle body be fixed with a rigid prop.
1. Place the drive axle in the position of frame, where engagement torque shall be 800-900 N·m (590-664 Ibf·ft). (Fig. 5)
! CAUTION
Care shall be taken so as to cause no damage to threads of wheel bolts during fixing of crane rings to both
wheel bolts.
! WARNING
Be always alert for the potential fall of heavy loads that may cause serious injury.
Mounting bolt
Mounting bolt
SM 751 20-6-4
GROUP 21 (L)
GROUP 21 (L)
DRIVE AXLE
(for LPG truck)
SM 751 21-0
Group 21, Drive Axle (LPG)
uU uhtl
X kGG
Y kG
Z kG
[ iG
GkGGGGGGG OXPSGGOYPSGGGOZPU
GGG{GGGGGG GGGU
GGG{GGGGGGGGGGGGGGU
GGGhGGGGGGGGGGGGGU
SM 751 21-1-1
Group 21, Drive Axle (LPG)
YUGzGOwP
k ZUZ][
nG w [
hG tvipsGJ[Y[
vG XYU\Gs
zG vGG
Gi
iGG hvsshGTGzXW
nG o GG
Gk
kG [G
GG|Tqvpu{ ]j
SM 751 21-1-2
Group 21, Drive Axle (LPG)
GkGGGGGGGGGU
GGGG~GGGGGGGGGGGGGGU
GGGGkGGGG[GOXPSGYGGO\PGGXGOYPU
GGGG{GGGG GG[OXPGGYGGO[PSGGGG
GGGGGGGU
SM 751 21-2-1
Group 21, Drive Axle (LPG)
SM 751 21-3-1
Group 21, Drive Axle (LPG)
GkGGGGGGG O`PSGGO^PGGG
GGGO]PGGGGGGGGUGG
GGGG{GGGGGGGGGGGGGOX[P
GGGGGGOXWPGGGGGGGU
GGGG{GGGGGGGGGGGGNGG
GGGGGGGGU
GGGG{GGGG[GOXYPSGYGGOXZPGGGGGG
GGGGG[GOXYPGGGOXZPGGGGU
GGGGzGGOXZPGGGO^PGGGGGGGGO^PG
GGGGG GOYPSGG O]PGGGU
SM 751 21-3-2
Group 21, Drive Axle (LPG)
YUGkGhG{G{
SM 751 21-3-3
Group 21, Drive Axle (LPG)
ZUGkGiG
GzGGGG GGG GGGGGG
GGGGGGGGG GUG
GGGGiGGGGGGGGT SGGGGGGGG
GGGGGGGGG GGU
GGGGtGGG[GGOZPSG\GGOYPSGGO^PU
GGGGiGGGG GGGGGGGO\PGGGO]PU
SM 751 21-3-4
Group 21, Drive Axle (LPG)
ͿΠ ΣΠΓΝΖΞ ʹΒΦΤΖ
͙͚͑͢ΝΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΤΙΠΣΥΒΘΖ͟
͙ΖΥΣΠΝΖΦΞ͑ΠΚΝ͑ΔΙΒΘΖ͑ͫ͑ͦ͢͡͡ΠΡΖΣΒΥΚΟΘ͑ΙΠΦΣΤ͑͝ΥΨΚΤΖ͑Β͑ΪΖΒΣ͚
͙͚ͣ͑ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͙͚ͤ͑ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΤΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͑ΠΣ͑ΕΖΗΖΔΥ͟
͢ ͑ΖΘΦΝΒΣ͑ΟΠΚΤΖ ͙͚ͥ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΒΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͟
͙͚ͦ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΠΣ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΕΒΞΒΘΖ͑ΠΣ͑ΨΖΒΣ͟
͙͚ͧ͑ͽΒΣΘΖ͑ΠΣ͑ΤΞΒΝΝ͑ΘΖΒΣ͑ΓΒΔΜΝΒΤΙ͟
͙͚ͨ͑ΚΟΚΠΟ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚ͩ͑΄ΚΕΖ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚͑͢ͺΣΣΖΘΦΝΒΣ͑ΣΠΥΒΥΚΠΟ͑ΠΗ͑ΣΚΟΘ͑ΘΖΒΣ͟
͑͑Β͑͟ͽΠΠΤΖΟΖΕ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΗΚΩΚΟΘ͑ΓΠΝΥ͟
ͣ ͑ͺΣΣΖΘΦΝΒΣ͑ΟΠΚΤΖ
͑͑Γ͑͟͵ΣΚΧΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟
͙͚ͣ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΓΖΒΣΚΟΘ͑ΕΒΞΒΘΖ͟
͙͚͑͢͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΠΣ͑ΤΡΚΕΖΣ͑ΒΣΖ
͑͑͑͑͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟
͙͚ͣ͑΄ΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΔΒΤΖ͑ΒΣΖ͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟
ͤ ͑ͿΠΚΤΖ͑ΠΟΝΪ͑ΒΥ͑ΥΙΖ͑ΣΠΥΒΥΚΠΟ
͙͚ͤ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΤΚΕΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟
͙͚ͥ͑΅ΙΣΦΤΥ͑ΨΒΤΙΖΣ͑ΨΖΒΣ͑ΠΣ͑ΕΒΞΒΘΖ͟
͙͚ͦ͑΅ΠΠ͑ΝΒΣΘΖ͑ΓΒΔΜΝΒΤΙ͙͑ΓΖΥΨΖΖΟ͑ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͚
͙͚͑͢ΚΝ͑ΝΖΒΜΒΘΖ͑ΒΥ͑ΥΙΖ͑ΒΩΝΖ͑ΙΦΓ͑ΔΒΣΣΚΖΣ͑ΤΚΕΖ͟
͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟
͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΓΣΖΒΥΙΖΣ͟
ͥ ͑ͽΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΝΖΒΜΒΘΖ ͙͚ͣ͑ΚΟΚΠΟ͑ΒΩΝΖ͑ΝΖΒΜΒΘΖ͟
͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟
͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΓΣΖΒΥΙΖΣ͟
͑͑Ε͑͟ΈΖΒΣ͑ΠΣ͑ΚΟΔΠΣΣΖΔΥ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΠΚΝ͑ΤΖΒΝ͟
͙͚͑͢ͲΩΝΖ͑ΤΙΒΗΥ͑ΕΒΞΒΘΖΕ͟
͑͑Β͑͟ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΝΠΠΤΖΟΚΟΘ͟
͑͑Γ͑͟΄ΙΠΣΥ͑ΝΖΟΘΥΙ͑ΠΗ͑ΤΙΒΗΥ͟
ͦ ͑͵ΣΚΧΖ͑ΨΙΖΖΝ͑ΤΥΠΡΡΚΟΘ ͑͑Δ͑͟΄ΥΦΕ͑ΒΟΕ͑ΟΦΥ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚ͣ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΥΖΖΥΙ͑ΕΒΞΒΘΖΕ͟
͙͚ͤ͑ΚΟΚΠΟ͑ΘΖΒΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΤΚΕΖ͑ΘΖΒΣ͑ΚΤ͑ΕΒΞΒΘΖΕ͟
͙͚ͥ͑΄ΡΚΕΖΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΚΤ͑ΕΒΞΒΘΖΕ͟
SM 751 21-4-1
Group 21, Drive Axle (LPG)
͙͑͵ ͺ΄ Ͳ ΄ ΄ Ͷ ; ͳ ͽ Ί ͑ ͚
ͭ͑Ͷ;·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑ͷ͑ΈͶͶͽ͑Άͳ͑ͯ
͚͑͢͵ΣΒΚΟ͑ΠΚΝ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟΚΟΘ͑ΕΣΒΚΟ͑ΡΝΦΘ͑ΨΚΥΙ͑Β͑ΥΠΣΦΖ͑ΨΣΖΟΔΙ͑
ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟
͵ͲͺͿ͑ͽΆ
͚ͣ͑ͽΠΠΤΖΟ͑ΠΚΝ͑ΗΚΝΝΖΣ͑ΡΝΦΘ͑ΠΟ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟
Ϳ΅Ͷͫ͑΄ΒΞΖ͑ΤΥΖΡ͑ΥΠ͑ΓΖ͑ΞΒΕΖ͑ΒΥ͑ΥΙΖ͑ΤΖΔΠΟΕ͑ΤΚΕΖ͒
͚ͤ͑ͽΠΠΤΖΟ͑ΔΪΝΚΟΕΣΚΔΒΝ͑ΓΠΝΥΤ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͟
͵ΖΥΒΔΙ͑ΒΟΕ͑ΣΖΞΠΧΖ͑͞ΣΚΟΘ͑ΗΣΠΞ͑ΒΩΝΖ͑ΙΦΓ͟
SM 751 21-5-1
Group 21, Drive Axle (LPG)
͚ͥ͑ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚͑͢ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͟
͙͚͢
͚ͦ͑ΖΞΠΧΖ͑ͤΡΚΟΤ͙͚ͣ͑ΨΚΥΙ͑Β͑ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͟ ͙͚ͣ
͚ͧ͑ΖΞΠΧΖ͑ΡΝΒΟΖΥ͑ΘΖΒΣ͙͚ͤ͑͝ΟΖΖΕΝΖ͑ΓΖΒΣΚΟΘ͙͚ͥ͑ΒΟΕ͑ΥΙΣΦΤΥ ͙͚ͤ
ΨΒΤΙΖΣ͙͚ͦ͟ ͙͚ͣ ͙͚ͥ
͙͚͢ ͙͚ͦ
͚ͨ͑ΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΒΟΕ͑ΕΣΚΧΖ͑ΤΙΒΗΥ͙͚ͨ͟
͙͚ͧ ͙͚ͨ
SM 751 21-5-2
Group 21, Drive Axle (LPG)
͚ͩ͑ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΗΣΠΞ͑
ΥΙΖ͑ΤΙΒΗΥ͙͚ͨ͟
͙͚ͧ
͙͚ͨ
͙͚ͩ
ΗΣΠΞ͑ΥΙΖ͑ΤΡΚΟΕΝΖ͑͟
͚͑͢͡ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΡΦΝΝ͑ΗΝΒΟΘΖ͑͑
ΠΦΥ͑ΠΗ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͟
͚͑͢͢ΣΖΤΤ͑ΠΗΗ͑ΓΖΒΣΚΟΘ͑͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟ͑ΗΝΒΟΘΖ͑ΨΚΥΙ͑ΕΚΤΒΤΤΖΞΓΝΪ
ΥΙΣΖΒΕ͑ͣ͑Ή͑;ͩ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΚΥ͟
SM 751 21-5-3
Group 21, Drive Axle (LPG)
͚ͣ͑͢ΖΞΠΧΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΗΣΠΞ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟ ͙͚͢͢
ͥ͑͢ΓΠΝΥ͙͚͢͢͟
͚ͤ͑͢ΖΞΠΧΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΗΣΠΞ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΓΪ͑ΦΤΚΟΘ͑ΛΚΘ͑ΒΟΕ͑
ΙΒΞΖΣ͑͟
΄ΙΒΗΥ͑ΤΖΒΝ͑ΨΚΚΝ͑ΓΖ͑ΕΒΞΒΘΖΕ͟
SM 751 21-5-4
Group 21, Drive Axle (LPG)
ͭ͑Ͷ;·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑ͷ͑ͲΉͽͶ͑Ά΄ͺͿ͑ͯ
͚͑͢ͽΠΠΤΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΔΒΣΣΚΖΣ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑
ΦΤΚΟΘ͑Β͑ΝΚΗΥΚΟΘ͑ΞΒΔΙΚΟΖ͟
͙͚͢
͚ͣ͑ͷΠΣ͑ΥΙΖ͑ΣΖΒΤΤΖΞΓΝΪ͑͝ΔΙΖΔΜ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΒΟΕ͑ΣΖΔΠΣΕ͑ΚΥ͟
ͲΗΥΖΣ͑ΝΠΠΤΖΟ͑ͣ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΓΒΔΜΚΟΘ͑ΡΝΒΥΖ͙͚ͤ͟
͙͚ͣ
͙͚ͤ
͚ͤ͑ͳΖΗΠΣΖ͑ΣΖΞΠΧΚΟΘ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΔΒΣΣΚΖΣ͙͚ͥ͑͝ΔΙΖΔΜ͑ΥΙΖ͑
ΝΠΔΒΥΚΠΟ͑ΠΗ͑ΔΒΡ͙͚ͦ͑ΒΟΕ͑ΞΒΣΜ͑ΚΥ͑ΗΠΣ͑ΣΖΒΤΤΖΞΓΝΪ͟ ͙͚ͦ
͙͚ͧ
͚ͥ͑ΖΞΠΧΖ͑ͥ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͙͚ͧ͑ΒΟΕ͑ΔΒΡ͙͚ͦ͟
͙͚ͥ
͚ͦ͑͵ΚΤΒΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͙͚ͧ͑ΗΣΠΞ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ ͙͚ͧ
͙͚ͨ
ͣ͑͢ΓΠΝΥΤ͙͚ͨ͟
SM 751 21-5-5
Group 21, Drive Axle (LPG)
͚ͧ͑ΖΞΠΧΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟ ͙͚ͩ
͙͚ͩ
͚ͨ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ͣ͑͢ΞΠΦΟΥΚΟΘ͑ΓΠΝΥΤ͙͚ͩ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑
ΥΙΖΟ͑ΕΚΤΒΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͟
͚ͩ͑ʹΙΖΔΜ͑ΥΙΖ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΤΖΡΒΣΒΥΖ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΗΣΠΞ͑
ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͟
ͺΗ͑ΥΙΖΣΖ͑ΚΤ͑ΟΠ͑ΞΒΣΜ͑͝ΓΖ͑ΤΦΣΖ͑ΥΠ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
ΈΙΖΟ͑ΣΖΒΤΤΖΞΓΝΚΟΘ͑͝ΚΥ͑ΞΦΤΥ͑ΓΖ͑ΡΝΒΔΖΕ͑ΒΥ͑͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͑
ΥΙΒΥ͑ΓΖΗΠΣΖ
͚ͪ͑ΖΞΠΧΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑͝ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΒΟΕ͑
ΥΙΖΟ͑ΡΝΒΔΖ͑ΥΙΖΞ͑ΠΟ͑ΥΙΖ͑ΔΝΖΒΟ͑ΓΖΟΔΙ͟
ΥΙ Ν ΥΙ ΥΙ Ν Γ Ι
͙͚͢͢
͚͑͢͡ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΝΠΔΜ͑ΟΦΥ͙͚͑͢͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΪΠΜΖ͙͚ͣ͢
͙͚ͣ͢
͙͚ͤ͢
͚͑͢͢ΖΞΠΧΖ͑ΔΒΣΖΗΦΝΝΪ͑ΕΣΚΧΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͙͚͑ͤ͑͢ΓΪ͑ΦΤΚΟΘ͑Β͑
ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͑͑͑͑͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΕΒΞΒΘΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
SM 751 21-5-6
Group 21, Drive Axle (LPG)
͚ͣ͑͢ΖΞΠΧΖ͑ΤΙΚΞ͙͚ͥ͑͢ΒΟΕ͑ΤΡΒΔΖΣ͙͚ͦ͑͢ΗΣΠΞ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ͙͚ͦ͢
͙͚ͥ͢
ΆΤΚΟΘ͑Β͑ΓΖΒΣΚΟΘ͑ΡΦΝΝΖΣ͑͝ΕΚΤΒΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑
ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
͚ͤ͑͢ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΤΙΚΞ͑ΗΣΠΞ͑
ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ΦΤΚΟΘ͑Β͑ΛΚΘ͑ΒΟΕ͑ΙΒΞΞΖΣ͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͟
͑͑
͚ͥ͑͢ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΠΡΡΠΤΚΥΖ͑
ΤΚΕΖ͟
SM 751 21-5-7
Group 21, Drive Axle (LPG)
ͭ͑ͶͲ΄΄Ͷ;ͳͽΊ͑ͷ͑͵ͺ·Ͷ͑ͲΉͽͶ͑ͯ
ʹΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΨΚΥΙ͑ΔΝΖΒΟΤΖΣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΣΖΞΒΚΟΖΕ͑ΝΠΔΥΚΥΖ͟
ΌΈΒΣΟΚΟΘΎ
ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΤΡΚΝΝ͑ΔΝΖΒΟΤΖΣ͑ΠΟ͑ΪΠΦΣ͑ΓΠΕΪ͟
ͲΧΠΚΕ͑ΕΣΚΟΜΚΟΘ͑ΔΝΖΒΟΤΖΣ͑ΠΣ͑ΓΣΖΒΥΙΚΟΘ͑ΚΥΤ͑ΗΦΞΖΤ͟
ΈΖΒΣ͑ΡΣΠΥΖΔΥΚΧΖ͑ΔΝΠΥΙΚΟΘ͑͝ΘΝΒΤΤΖΤ͑ΒΟΕ͑ΘΝΠΧΖΤ͟
ͺΗ͑ΤΡΚΝΝΖΕ͑ΠΟ͑ΥΙΖ͑ΤΜΚΟ͑͝ΗΝΦΤΙ͑ΪΠΦΣ͑ΤΜΚΟ͑ΨΚΥΙ͑ΨΒΥΖΣ͑ΚΞΞΖΕΚΒΥΖΝΪ͟
ͺΗ͑ΤΨΒΝΝΠΨΖΕ͑͝ΘΖΥ͑ΞΖΕΚΔΒΝ͑ΒΥΥΖΟΥΚΠΟ͑ΚΞΞΖΕΚΒΥΖΝΪ͟
• ʹΙΖΔΜ͑ΨΖΒΣ͑͝ΕΒΞΒΘΖ͑ΠΣ͑ΔΣΒΔΜ͑ΗΠΣ͑ΒΝΝ͑ΥΙΖ͑ΡΒΣΥΤ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΟΖΖΕΖΕ͟
• ͺΗ͑ΥΙΖ͑ΥΖΖΥΙ͑ΠΗ͑ΘΖΒΣ͑ΒΣΖ͑ΕΒΞΒΘΖΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͟
• ΖΡΝΒΔΖ͑ΕΒΞΒΘΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͟
• ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΖΗΠΣΞΖΕ͑ΤΙΚΞΤ͑ΠΣ͑ΨΠΣΟ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣΤ͟
• ΒΤΡ͑ΠΗΗ͑ΥΙΖ͑ΤΖΒΝ͑ΔΠΟΥΒΔΥΖΕ͑ΤΦΣΗΒΔΖ͟
ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑ͷ͑ͳͶ·Ͷͽ͑ͺͿͺͿ͑΄Ͳͷ΅͑ͯ
ͲΕΛΦΤΥΚΟΘ͑ΤΙΚΞ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑͑ΤΙΒΗΥ͟
͚͑͢ͲΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΟΕ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΨΚΥΙ
ΗΠΝΝΠΨΚΟΘ͑ΞΖΥΙΠΕ͟
͞ ;ΖΒΤΦΣΖ͓͑Ͷ͓ΒΥ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
͞ ͳΪ͑ΥΙΖ͑ΖΦΒΥΚΠΟ͓͑͑Ή͑ͮ͑Ͷ͑͞ ͳ͑͞ ΅͑ρ ʹ͓͑͑ΕΖΗΚΟΖ͑ΥΙΖ͑ΤΙΚΞ͑
ΥΙΚΔΜΟΖΤΤ͙͚͢͟
ͳ͑ͫ͑;ΠΦΟΥΚΟΘ͑ΕΚΞΖΟΤΚΠΟ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ͤ͢͢͝ΞΞ
΅͑ͫ͑ΖΚΘΙΥ͑ΠΗ͑ΓΖΒΣΚΟΘ͟
ʹ͑ͫ͑͵ΚΞΖΟΤΚΠΟ͑ΠΗ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͟
ͺΗ͑ΥΙΖΣΖ͘Τ͑ΟΠ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ʹͮ͟͡
ͶΉ͑ͫ͑ͷΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͓͑͝Ͷ͓͑ͮ͑ͧͤ͢᎖͝
ͳ͑ΚΤ͑ΗΒΔΥΠΣΪ͑ΕΚΞΖΟΤΚΠΟ͓͑͝ͳ͓͑ͮ͑ͤ͢͢᎖͝
ͷΣΠΟΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͓͑͝΅͓͑ͮ͑͑ͤͦ͢͟᎖͝
ʹΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͓͑͝ʹ͓͑ͮ͑ͦ͟͡͡᎖͝
΄ΙΚΞ͑ΥΙΚΔΜΟΖΤΤͫ͑͑͑͑͑
͓Ή͓͑ͮ͑ͧͤͤͤͦͦ͑ͮ͑ͥͦ͢͢͢͢͟͟͟͞͞͞͡͡͡᎖͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͺΗ͑ΥΖΖΥΙ͑ΒΣΖ͑ΕΒΞΒΘΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͙͑͟ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΤΙΒΗΥ͚
͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͑ΒΟΕ͑ΓΖΒΣΚΟΘΤ
SM 751 21-5-8
Group 21, Drive Axle (LPG)
͚ͣ͑ΆΤΚΟΘ͑ΕΚΗΗΖΣΖΟΥ͑ΜΚΟΕΤ͑ΠΗ͑ΤΙΚΞΤ͑͝ΒΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΤ͑ΞΖΒΤΦΣΖΕ͑
ΓΪ͑ΡΣΖΧΚΠΦΤ͑ΖΦΒΥΚΠΟ͟
ΝΒΔΖ͑ΤΙΚΞΤ͑ΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟
ΆΤΚΟΘ͑Β͑ΛΚΘ͑͝ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΤΠ͑ΥΙΒΥ͑͑͑
ΥΙΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟
͚ͤ͑ΖΒΥ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΥΠ͑ΞΒΩ͑͢͡͡ఁ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑ΥΠ͑
ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
ͲΝΤΠ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΤΙΠΦΝΕ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟
ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑ͷ͑ͺͿͺͿ͑΄Ͳͷ΅͑ͯ
͚͢ ͲΤΤΖΞΝΖ ΓΖΒΣΚΟΘ ΔΦΡ
͚͑͢ͲΤΤΖΞΝΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͟
ͲΤΤΖΞΓΝΖ͑ΤΡΒΔΖΣ͑ΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΥΙΖΟ͑ΚΟΤΥΒΝΝ͑ΞΖΒΤΦΣΖΕ͑
ΤΙΚΞΤ͑ΠΟΥΠ͑ΥΙΖ͑ΤΡΒΔΖΣ͟
͚ͣ͑ͺΟΤΖΣΥ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΚΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͑ΒΟΕ͑ΝΠΔΜ͑ΟΦΥ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΠΦΥΖΣ͑ΓΖΒΣΚΟΘ͟
ͲΡΡΝΪΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΥΙΖΟ͑ΥΚΘΙΥΖΟ͑
ΝΠΔΜ͑ΟΦΥ͟
ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͤͥ͝͡͡ίͥ͝͡͡͡ᎠחΔΞ
;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
ీΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣ͡ίͤͦᎠ͟ΔΞ͑͑
ʹΠΜΖ͑ΝΠΔΜ͑ΟΦΥ͑ΚΟΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΤΝΠΥ͟
SM 751 21-5-9
Group 21, Drive Axle (LPG)
ͭ͑Ͳ΄΄Ͷ;ͳͽΊ͑ͷ͑͵ͺͷͷͶͶͿ΅ͺͲͽ͑Ͳ΄΄Ͷ;ͳͽΊͯ
͚͑͢ͲΤΤΖΞΓΝΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΨΚΥΙ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ
ΚΟΤΥΒΝΝ͑ΥΙΖΞ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͟
͚ͣ͑ͲΤΤΖΞΓΝΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ʹΙΖΔΜ͑ΞΒΣΜΤ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
;ΒΥΔΙ͑ΥΨΠ͑ΞΒΣΜΤ͑ΒΥ͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͟
͚ͤ͑΅ΚΘΙΥΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚ͨ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟ ͙͚͢
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͦͦ͡ίͧͦ͡Ꭰ͟ΔΞ
͚ͥ͑ͲΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΓΪ͑ΥΚΘΙΥΖΟΚΟΘ͑ͣ͑͢ΓΠΝΥΤ͙͚ͣ͟ ͙͚ͣ
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫͤ͢͝͡͡ίͥ͢͟͡͡Ꭰ͟ΔΞ
SM 751 21-5-10
Group 21, Drive Axle (LPG)
͚ͦ͑ͺΟΤΥΒΝΝ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΠΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
ΝΒΔΖ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΒΟΕ͑ΤΔΣΖΨ͑ΚΟΥΠ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑͟
ͲΥ͑ΥΙΚΤ͑ΡΠΚΟΥ͑ΠΗ͑ΥΚΞΖ͑͝ΦΤΚΟΘ͑Β͑ΤΔΣΖΨ͑ΒΕΛΦΤΥ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͟
ͺΟΤΥΒΝΝ͑ΥΙΖ͑ΕΚΒΝ͑ΘΒΦΘΖ͑ΠΟ͑ΥΙΖ͑ΘΖΒΣ͑ΥΠΠΥΙ͑ΒΟΕ͑ΞΖΒΤΦΣΖ͑ΥΙΖ͑ΓΒΔΜΝΒΤΙ͑
ΨΙΚΝΖ͑ΣΠΥΒΥΚΟΘ͑ΓΖΧΖΝ͑ΘΖΒΣ͟
ీ ΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ͫ͑ͩ͟͢͡ίͣͤ͟͡᎖
͚ͧ͑ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͷΚΩ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ•ΔΞ
;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑͟
΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΥΒΓΝΖ͑ΤΙΠΨΤ͑ΥΙΖ͑ΣΖΝΒΥΚΠΟ͑ΓΖΥΨΖΖΟ͑ΡΣΖΝΠΒΕ͙͚͑
ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΣΠΝΝΣΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͙͚͟
͙ʹΒΝΔΦΝΒΥΖΕ͑ΒΥ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑ͷ͑ͺͿͺͿ͑΄Ͳͷ΅͚
ΆͿͺ΅͙ͼΘχΔΞ͚
ͣ͡ ͥͥίͥͨ
ͣͦ ͥͪίͦͣ
ͤ͡ ͦͦίͦͩ
ͤͦ ͦͪίͧͣ
͚ͨ͑ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΤΔΣΖΨ͑ΔΠΟΥΒΔΥΤ͑ΨΚΥΙ͑ΔΝΠΤΖΝΪ͑ΥΠ͑ΓΖΒΣΚΟΘ͟
͚ͩ͑ͲΗΥΖΣ͑ΔΠΞΡΝΖΥΖ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΓΖΒΣΚΟΘ͑͝ΞΖΒΤΦΣΖ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ΠΟΔΖ͑ΞΠΣΖ͑ΒΟΕ͑ΣΖΒΕΛΦΤΥ͑
ΨΚΥΙ͑Β͑ΤΔΣΖΨ͑ΚΗ͑ΟΖΖΕΖΕ͟
͚ͪ͑ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΥΠ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑͑
ΥΠΣΦΖ͑ΠΗ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ͟ΔΞ
͚͑͢͡ͲΤΤΖΞΓΝΖ͑ΡΝΒΥΖ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΖ͑ΥΒΡΡΖΕ͑ΤΚΕΖ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑
ΥΠΣΦΖ͑ΠΗ͑ͩ͡ίͣ͢͡Ꭰ͟ΔΞ͑͑͑͑͑͑
Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ͲΤΤΖΞΓΝΖ͑ΠΡΠΤΚΥΖ͑ΤΚΕΖ͑ΨΚΥΙ͑ΥΙΖ͑ΤΒΞΖ͑ΞΖΥΙΠΕΤ͟
͚͑͢͢ͲΡΡΝΪ͑ΞΒΣΜΚΟΘ͑ΝΚΦΚΕ͑ΥΠ͑ͤίͥ͑ΥΖΖΥΙ͑ΠΗ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ͑ΓΣΚΟΘ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΔΠΟΥΒΔΥ͑
ΨΚΥΙ͑ΥΙΖ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟
͑ʹΙΖΔΜ͑ΠΦΥ͑ΥΙΖ͑ΔΠΟΥΒΔΥΖΕ͑ΤΙΒΡΖ͟
SM 751 21-5-11
Group 21, Drive Axle (LPG)
ͭͲ΄΄Ͷ;ͳͽͺͿ͑ʹͲͺͶ͑ͯ
͚͑͢ͲΤΤΖΞΓΝΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΚΟΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͟
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ͺΟΤΥΒΝΝ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͟
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SM 751 21-5-12
Group 21, Drive Axle (LPG)
͚ͥ͑ΝΒΔΖ͑ΙΖΒΥΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟΥΠ͑ΗΝΒΟΘΖ͑
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͚ͦ͑ͲΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͑ΚΟΥΠ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͟
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ΥΙΖΟ͑ΝΠΔΜ͑ΨΚΥΙ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͥ͟
Γ͑͟ͲΤΤΖΞΓΝΖ͑ΤΡΝΚΟΖ͑ΔΠΝΝΒΣ͑ΛΠΚΟΖΕ͑ΡΝΒΥΖΤ͑ΒΟΕ͑ΕΚΤΜΤ͑͝ΒΟΕ͑ΕΣΚΧΖ͑
ΤΙΒΗΥ͙͚ͦ͑ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͑͟
͞ͳΖΗΠΣΖ͑ΒΤΤΖΞΓΝΚΟΘ͑͝ΔΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΔΠΞΡΝΖΥΖΝΪ͑ΒΟΕ͑
ΣΖΞΠΧΖ͑ΓΦΣΣΤ͟
Δ͑͟ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͦͣͨ͑͢ΥΠ͑ΤΡΚΟΕΝΖ͑ΤΚΕΖ͑ΠΗ͑ΒΝΩΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͟
SM 751 21-5-13
Group 21, Drive Axle (LPG)
͚ͨ͑ΦΤΙ͑ΡΣΖΒΤΤΖΞΓΝΖΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΠΟΥΠ͑ΤΡΚΟΕΝΖ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͟
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ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΥΠ͑ΥΖΖΥΙ͑ΡΒΣΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΘΖΒΣ͑͟
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͑͑͑ΠΣΕΖΣ͑ΥΠ͑ΕΚΤΒΤΤΖΞΓΝΪ͑͑͑͑
SM 751 21-5-14
Group 21, Drive Axle (LPG)
͚͑͢͡ͺΟΤΥΒΝΝ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑
ΓΠΝΥ
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͣͦ͡ίͥ͡͡Ꭰ͟ΔΞ
͚͑͢͢ͲΤΤΖΞΓΝΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑ΡΝΦΘ͙͚͢͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣΦΖ͑ͫ͑ͤͦ͡ίͧ͡͡Ꭰ͟ΔΞ
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SM 751 21-5-15
Group 21, Drive Axle (LPG)
Section 6
Transmission Removal and Installation
SM 751 21-6-1
Group 21, Drive Axle (LPG)
! 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.
! 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 appropriate sizes of crane rings are used to the both sides of
drive axle.
Make sure to use lifting equipment having a safe load capacity exceeding the weight of the drive axle.
SM 751 21-6-2
Group 21, Drive Axle (LPG)
! CAUTION
Care shall be taken so as to cause no damage
to threads of wheel bolts during fixing of
crane rings to both wheel bolts.
! WARNING
Always be alert of the potential fall of heavy
loads that may cause serious injury.
SM 751 21-6-3
Group 21, Drive Axle (LPG)
! CAUTION
Ensure that the forklift is lifted in a right manner and vehicle body be fixed with a rigid prop.
1. Place the drive axle in the position of frame, where engagement torque shall be 800-900 N·m (590-664 Ibf·ft). (Fig. 4)
! CAUTION
Care shall be taken so as to cause no damage to threads of wheel bolts during fixing of crane rings to both
wheel bolts.
! WARNING
Be always alert for the potential fall of heavy loads that may cause serious injury.
SM 751 21-6-4
GROUP 22
GROUP 22
SM 751 22-0
Group 22, Wheels and Tires
Section 1
SM 751 22-1-1
Group 22, Wheels and Tires
Section 2
SM 751 22-2-1
Group 22, Wheels and Tires
SM 751 22-2-2
Group 22, Wheels and Tires
18. When removing wheels, regardless or how hard or • Incorrect (low) tire pressure can reduce the sta-
firm the ground appears, put hardwood blocks under bility of a lift truck and cause it to tip over.
the jack.
IMPORTANT
19. Block the tire and wheel on the other side of the vehi- Check wheels and tires for damage every
cle, before you place the jack in position. Place time you check tire pressure. Make repairs
blocks under the truck frame as near as possible to when needed. Dirt can get into cuts and cause
the jack to prevent the truck from falling if the jack
damage to the tire cord and tread. Remove
should fail.
debris from all cuts.
20. Remove the bead seat band slowly to prevent it from
dropping off and crushing your toes. Support the 2. Check the condition of the drive and steer wheels and
band on your thigh and roll it slowly to the ground. tires. Remove objects that are imbedded in the tread.
This will protect your back and feet. Inspect the tires for excessive wear, cuts and breaks.
21. Bead breakers and rams apply pressure to bead
flanges. Keep your fingers away from the bead
flanges. Slant bead breaker about 10 to keep it
firmly in place. If it slips off, it can fly with enough
force to kill. Always stand to one side when you
apply hydraulic pressure.
Check tire pressure from a position facing C80 392-490 N.m(289-361 ft.lb)
the tread of the tire, not the side. Use a long-
handled gauge to keep your body away from Inspection and Minor Repair
the side.
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 autho-
rized to do tire and wheel maintenance. The tire
may require removal and repair.
SM 751 22-2-3
Group 22, Wheels and Tires
Steer axle
hub lug Nut
SM 751 22-2-4
Group 22, Wheels and Tires
3. Set the wheel on the hub and start the lug nuts on the Dual-Drive Wheel Dismounting
hub studs. Tighten the nuts only enough to seat the
nuts into the beveled openings on the wheel and to 1. Remove the valve core from the valve stem of the
secure the wheel on the axle hub. outer wheel to be sure all air is removed from the
4. Use a crisscrossing nut tightening sequence to torque tire.
the nuts to a pre-final torque of 54-81 Nm (40-60 Drive axle hub
ftlb). Make sure all nuts seat into beveled spacer
holes correctly. Wheel nut
1 8
5 4
3 6
7 2
SM 751 22-2-5
Group 22, Wheels and Tires
3 6
7 2
SM 751 22-2-6
Group 22, Wheels and Tires
7. Check for cracks in the wheel. 12. Clean the tire bead seat area. Remove all rust and
rubber with a wire brush or wheel.
SM 751 22-2-7
Group 22, Wheels and Tires
6. Put the side ring over the rim and install the lock ring
as shown.
IMPORTANT
Install washer 22.123 on tube over valve stem
before flap is installed, when specified. See
sketch. Refer to Service Parts List.
Wheel Washer
Tube
7. Connect air chuck and turn the tire over with the
2. Put the rubber tube protector(flap) over the tube. valve stem down. Put 21 kPa (3 psi) of air into the
tire.
3. Install the tire onto the wheel rim, against the bead
seat area.
SM 751 22-2-8
Group 22, Wheels and Tires
9. Disconnect the air chuck. Use a mallet and hit the above the wheel center. Arrow must point to ward
ring to make sure the ring is fully installed. 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.
SM 751 22-2-9
Group 22, Wheels and Tires
Filling Tires with Air 2. Turn the regulator valve counterclockwise (CCW)
until you can feel no resistance from the regulator.
Follow these procedures when putting air into tires. All This will adjust the regulator presssure to a low pres-
wheel and tire assemblies must be filled in a safety cage. sure near zero.
The hose must have an adapter that can be connected to
the valve stem.
1. Attach an air hose to valve stem.
2. Open the control valve which will let compressed air
into the tire.
3. At intervals, close the control valve and check the
pressure in the tire by reading the gauge. Do not put
too much presssure into the tire.
4. Continue to fill the tire to the correct air pressure
reading of 3. Slowly turn the cylinder valve counterclockwise
Drive C60-C75: 820 kPa (119psi) (CCW) to open position.
C80 : 1000 kPa (145psi)
Steer C60-C75 : 820 kPa (119psi)
C80 : 1000 kPa (145psi)
IMPORTANT
Put equal pressure in both tires of a dual
assembly. Do not put air into a tire that is flat
without first inspecting it and the wheel for
damage.
! WARNING
Use introgen only. Do not use oxygen or any
other gas to fill tires. Make sure all items of
equipment used (nitrogen cylinder, regula- 5. Turn the regulator valve clockwise (CW) until the
tor, gauges, hoses) are UL approved and in regulator gauge reads the correct tire pressure. Fill
good condition. Use the correct regulator and the tire with nitrogen.
hose for the pressures that are necessary.
SM 751 22-2-10
Group 22, Wheels and Tires
6. Turn the tank valve clockwise (CW) and close the Checking and Adjusting Tire Pressure
valve.
! WARNING
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and wheel wedge. The lock ring can
separate from the rim with enough force to
cause injury or death.
SM 751 22-2-11
GROUP 23
GROUP 23
BRAKE SYSTEM
Braking/Inching System
Specifications and Description ............ Section 1
SM 751 23-0
Group 23, Brake System
Section 1
NOTE
INCHING. This Section only covers inching in re-
gard to the linkage between the brake and inching
pepals. The inching system is more fully covered in
Group 06, “Transmission.”
Specifications
Service Brake : Parking Brake :
Type : Wet disc brake. Master cylinder supplied by a Type : Cam-structure type that each wheel is connected to
reserve tank. the service brake piston
Fluid : Fluid provided by reserve tank. (CLARK MS-68) Holding Test: Rated load on 15% grade.
Pedal Freeplay : 4-6mm (0.16-0.24in)
Inching : also see standard transmission specs in Group
06
Type : Inching pedal which is mechanically connected to
the inching spool and brake pedal of the transaxle.
Pedal Freeplay: None
Overlap Adjustment : 0-5 mm.(0-0.20in)
SM 751 23-1-1
Group 23, Brake System
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 nor-
mally required.
Parking brake should be adjusted if indicated by opera-
tional check.
SM 751 23-1-2
Group 23, Brake System
Section 2
Service Brake
Troubleshooting
SM 751 23-2-1
Group 23, Brake System
Causes/Corrective
Condition Actions
Causes/Corrective Actions
SM 751 23-2-2
Group 23, Brake System
Section 3
Freeplay Adjustment
When the brake pedal linkage is properly adjusted, brak-
ing should begin only after the pedal is depressed a certain
distance, This is “Freeplay” is Adjusted as follows :
1. Loosen the jam nut on the rod brake master cylinder
(Figure 1).
2. Depress the brake pedal 4~6mm (0.16~0.24 in).
3. Adjust the rod until you feel the push rod make clear-
ance with the cylinder piston.
SM 751 23-3-1
Group 23, Brake System
DIESEL
Cross plate
Inching pedal
Bearing ass'y
Brake pedal
Inching pedal
<8076528>
SM 751 23-3-2
Group 23, Brake System
LPG
Cross plate
Torque: 20-25 N·m
(177-221 lbf·in)
Inching cable
bracket
Inching pedal
Bearing ass'y
<8087189>
Brake/Inching Pedals and Linkage (LPG)
SM 751 23-3-3
Group 23, Brake System
Section 4
Brake System
Bleeding
Bleed brakes when : 5. Operate the brake pedal at various rates. If you feel
the pedal kick back, bleed the system again.
• 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.
SM 751 23-4-1
Group 23, Brake System
Section 5
SM 751 23-5-1
Group 23, Brake System
Capscrew
Brake valve Torque: 40-45 N·m(30-33 lbf·ft)
<SI-49401>
SM 751 23-5-2
Group 23, Brake System
Brake valve
Capscrew
Torque: 40-45 N·m(30-33 lbf·ft)
<SI-50310>
SM 751 23-5-3
Group 23, Brake System
SM 751 23-5-4
Group 23, Brake System
Section 6
Operation Adjustment
If the user pulls the parking brake lever, the parking brake 1. While the parking brake lever is completely released,
will begin to work and the ratchet maintain this condition. adjust the loose brake cable and tighten the adjust/
The cable connected to the parking brake lever draws the lock nut.
drive axle brake lever, so the brake will work. When
2. Actuate and release pedal foru to five times.
releasing the parking brake, the user shall press the lock
button and push down the parking brake. The parking 3. Readjust and tighten nuts.
brake lever pin will operate the parking brake interlocking
switch and parking brake indicator light switch.
Parking brake
locking lever
SM 751 23-6-1
GROUP 25
GROUP 25
SM 751 25-0
Group 25, Steering Column and Gear
Section 1
SM 751 25-1-1
Group 25, Steering Column and Gear
The handwheel turning effort is considerably higher, how- the up position by the use of gas spring. The tilt lock
ever, than with power steering. mechanism, the directional control lever are protected by
the steering column cover. The cover can be removed for
The column tilt lock mechanism allows the operator to
service to steering column components. The entire col-
adjust the steering column. The column tilt lever knob
umn can be removed for service or replacement.
releases the adjustment setting and the column returns to
Steer Handle
Screw
Gas Spring
Wire Harness
SM 751 25-1-2
Group 25, Steering Column and Gear
Section 2
SM 751 25-2-1
Group 25, Steering Column and Gear
SM 751 25-2-2
Group 25, Steering Column and Gear
Section 3
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
Steer Handle
Screw
Gas Spring
Wire Harness
SM 751 25-3-1
Group 25, Steering Column and Gear
Steer Handle
SM 751 25-3-2
Group 25, Steering Column and Gear
Column Upper
Cover
Gas Spring
Steering Gear
Column Lower
Cover
Mounting Screw
Steering Gear
SM 751 25-3-3
Group 25, Steering Column and Gear
SM 751 25-3-4
Group 25, Steering Column and Gear
Section 4
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 cir-
cuit. 2. Adjust the pressure.
- Specification : 140 kgf/່ (1990 psi)
1. Engage the parking brake and put the transmission - To increase : turn clockwise
into neutral. - To decrease : turn counter.clockwise
SM 751 25-4-1
Group 25, Steering Column and Gear
TROUBLESHOOTING
Constant steering is necessary for • Leaf springs without spring • Replace leaf springs.
straight travel. force or broken.
(“Snake-like driving”) • Spring in relief valve broken. • Replace relief valve.
• Gerotor assy worn. • Replace gerotor assy.
• Cylinder scored or piston seals • Replace defective parts.
worn.
Neutral position of steering wheel • Steering column and steering • Align the steering column with steer-
can not be obtained, i.e. there is a unit out of alignment. ing unit.
tendency towards “motoring”. • Too little or no end play • Adjust the end play and if necessary,
between steering column and shorten the splined shaft.
steering unit input shaft.
• Pinching between inner and • Dismantle the steering unit and repair
outer spools. as required.
“Motoring” effect. The steering • Leaf springs are stuck or bro- • Replace leaf springs.
wheel can turn on its own. ken and therefore have reduced
spring force.
• Inner and outer spools sticking • Dismantle the steering unit and clean/
possibly due to dirt. repair as required.
SM 751 25-4-2
Group 25, Steering Column and Gear
Steering wheel can be turned con- • Oil is needed in the tank. • Fill with clean oil and bleed the sys-
tinuously without articulating the tem.
steering axle wheels. • Steering cylinder worn. • Replace or repair cylinder.
• Gerotor set worn. • Replace gerotor set.
• Spacer across cardan shaft • Install spacer.
missing.
Steering wheel can be turned • One or both anticavitation • Clean or replace defective valves.
slowly in one or both direction valves leaking.
without articulating the axle • Relief valve is leaking. • Clean or replace defective valve.
wheels.
Steering is too slow and heavy • Insufficient oil supply to steer- • Replace pump.
when trying heavy to turn quickly. ing unit, pump defective.
• Relief valve setting too low. • Adjust valve to correct setting.
• Relief valve sticking owing to • Clean the valve.
dirt.
• Check valve in emergency • Clean or replace the check valve.
steering unit stuck open allow-
ing pressure to return to tank.
(if equipped)
Heavy kick.back in steering wheel • Incorrect setting of cardan shaft • Correct setting as shown in service
in both directions. and gerotor set. manual.
Turning the steering wheel articu- • Hydraulic hoses for the steer- • Reverse the hoses.
lates the axle wheels in the oppo- ing cylinder have been inter-
site direction. changed.
• Incorrect assembly of cardan • Reassemble correctly
shaft and gerotor.
Hard point when starting to turn • Pump output low. • Check pump flow.
the steering wheel. • Relief valve set pressure to • Inspect relief valve and adjust.
low. • Replace the valves if defective.
• Cross.over relief valve set pres-
sure to low. (if equipped) • Clean spool orifice.
• Priority valve spool orifice
blocked. • Let motor run until oil is warm.
• Oil is too thick (cold).
SM 751 25-4-3
Group 25, Steering Column and Gear
SM 751 25-4-4
Group 25, Steering Column and Gear
Section 5
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
NOTE
The following material does not show the load sensing port
on the steering gear (steering control unit). The port is
located in the center of the other four ports. The load sensing
port requires no special overhaul procedures.
SM 751 25-5-1
Group 25, Steering Column and Gear
Control End
11. Remove housing from vise and place on a clean soft
cloth to protect surface finish. Use a thin-bladed
screwdriver to pry retaining ring from housing.
SM 751 25-5-2
Group 25, Steering Column and Gear
SM 751 25-5-3
Group 25, Steering Column and Gear
Parts Inspection 4. Lubricate check ball seat and seals thoroughly before
installing seat in housing. When installing seat do not
Inspect all parts for damage, cracks, broken parts, dam- twist or damage seals. Install check ball seat in hous-
aged threads, corrosion or erosion of surfaces, worn spots, ing; insert open end of seat first. Push check ball seat
nicks or scratches. to bottom of hole.
Check all mating surfaces. Replace any parts that have 5. Install set screw. Use a 5/16-inch Allen wrench to
scratches or burrs that could cause leakage. Discard all old torque set screw to 11 Nm (100 in-lb; 8.3 ftlb). To
seals and replace with new ones. prevent interference of parts, make sure top of set
Clean all metal parts in clean solvent. Blow dry with air. screw is slightly below housing mounting surface.
Do not wipe dry with cloth or paper towel because lint or 6. Assemble spool and sleeve carefully so that the
other matter can get into the hydraulic system and cause spring slots line up at the same end. Rotate spool
damage. Do not use a coarse grit or try to file or grind while sliding parts together. Some spool and sleeve
these parts. sets have identification marks ; align these marks.
If parts are left exposed, cover them with a clean cover to Test for free rotation. Spool should rotate smoothly
prevent airborne dust from collecting on them. in sleeve with finger tip force applied at splined end.
Reassembly
Refer to Service Parts Book when ordering replacement
parts. A good service policy is to replace all old seals with
new seals at overhaul.
NOTE
Lubricate all seals (with exception of new
quad ring seal) with clean petroleum jelly
such as Vaseline. 7. Bring spring slots of both parts in line and stand parts
Do not use excessive lubricant on seals for on end of bench. Insert spring installation tool (avail-
meter (gerotor) section. able as Part No. 6000057) through spring slots of
Make sure all parts are clean and free of both parts. Position three pairs of centering springs
dust. Before assembly, lightly coat all internal (or two sets of 3 each) on bench so that extended
metal parts with oil. edge is down and arched center section is together. In
this position, insert one end of entire spring set into
spring installation tool, as shown.
Control End
1. Use a needle-nosed pliers to lower check ball retainer
into check valve hole of housing. Make sure retainer
is straight (not tilted on edge) in housing.
SM 751 25-5-4
Group 25, Steering Column and Gear
8. Compress extended end of centering spring set and 13. Install two bearing races and the needle thrust bear-
push into spool sleeve assembly withdrawing instal- ing in the order shown.
lation tool at the same time.
9. Center the spring set in the parts so that they push
down evenly and flush with the upper surface of the
spool and sleeve.
10. Install pin through spool and sleeve assembly until
pin becomes flush at both sides of sleeve.
IMPORTANT
Be extremely careful that the parts do not tilt
out of position while being installed. Push
parts gently into place with slight rotating
action; keep pin nearly horizontal. Push the
spool assembly entirely within the housing
bore until the parts are flush at the meter end
or 14-hole end of housing. Do not push the
spool assembly beyond this point to prevent
the cross pin from dropping into the dis-
charge groove of the housing. With the spool
assembly in this flush position, check for free
rotation within the housing by turning with
light finger tip force at the splined end.
SM 751 25-5-5
Group 25, Steering Column and Gear
16. Install seal gland bushing over the spool end with a Meter (Gerotor) End
twisting motion. Tap the bushing in place with a rub-
ber hammer. Make sure the bushing is flush against 18. Clamp housing in vise, as shown. Clamp lightly on
the bearing race. edges of mounting area. Do not overtighten jaws.
On those units which use the Teflon seal, install the
Teflon back-up ring into the recess cut into the seal
gland bushing. Install the Teflon seal over the spool
end, then carefully install the seal gland bushing over
the spool end using a rotary motion.
NOTE
The seal gland bushing which is used with the
Teflon seal is not the same as the seal gland
bushing used with the standard quad-ring
seal. The seal gland bushing with the Teflon
seal has an identification groove cut into the
outer diameter of the bushing. The grooved
bushings can only be used with the Teflon NOTICE
seals and the non-grooved bushings used only Check to ensure that the spool and sleeve are
with the quad-ring seals. flush or slightly below the surface of the
housing.
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 reas-
sembly. Do not use cloth or paper to clean
surfaces.
SM 751 25-5-6
Group 25, Steering Column and Gear
21. Rotate spool and sleeve assembly until pin is parallel 24. Install drive spacer(s) when used, in meter.
with port face. Install drive, making sure you engage
drive with pin.
IMPORTANT
Failure to properly install drive and pin may
cause unit to self steer.
25. Install 3-inch diameter seal in end cap.
NOTE
To assure proper alignment, mark spline end 26. Install end cap on gerotor, and align holes.
of drive shaft with a line parallel to slot on 27. Install 7 dry cap screws in end cap. Pretighten screws
other end, before installing. to initial torque of 17 Nm (150 inlb), then torque
screws to final torque of 31 Nm (275 inlb) in the
22. Install 3-inch diameter seal in meter (gerotor). sequence shown.
23. With seal side of meter toward spacer plate, align star 28. Inspect the assembly to be sure all parts have been
valleys on drive. Note the parallel relationship of ref- installed and fasteners correctly installed and tight-
erence lines A, B, C, and D in figure. Align bolt ened.
holes without disengaging meter from drive. Be sure
star has engaged drive spline in position shown.
SM 751 25-5-7
GROUP 26
GROUP 26
STEER AXLE
SM 751 26-0
Group 26, Steer Axle
Section 1
Specifications Description
Steering System Relief Pressure Setting The steer axle has the steer cylinder, steer knuckles, and
steering links mounted on it. All these components can be
: 13000 KPa (1885 psi).
removed, serviced, and replaced.
Steer Cylinder Type : Double-acting, piston-type.
The steering gear (steering control unit) at the base of the
Turning Arc : Maximum inside turning angle 72 steering column directs hydraulic fluid to one end or the
maximum outside turning angle 51 other of the steer cylinder to pivot the steer wheels.
Bearing Grease : Grade No. 2 EP multi-purpose grease, The steer axle is bolted to the truck frame. The steer cylin-
Clark Part MS-107C. der is connected to the steering knuckles by steer links.
Mounting trunnions allow the axle to tilt independently of
the truck and “silent” mounts cushion the axle on the trun-
Fastener Torques
nions.
Steer Axle and the Silent Block Mounting Bolts : 167-186 All bearings used in the steer axle linkage have lubrication
Nm (123-137 lbfft), fittings and are serviceable. Axle removal, replacement,
Cylinder to Axle Mounting Bolts : 460-562 Nm (339-415 and service for all components, including overhaul of the
lbfft). steer cylinder, is explained in the Sections for this Group.
Service Intervals
Steering Linkage Inspection and Lubrication : Every 50-
250 hours and each PM.
Steer Wheel Bearing Inspection and Lubrication : Every
500 hours of operation.
Steer Cylinder Seals Leakage Check : Every 50-250 hours
and each PM.
Steer Axle Mounting Inspection : Every 50-250 hours and
each PM.
Power Steering Relief Pressure Check : Every year or
2000 hours of operation.
SM 751 26-1-1
Group 26, Steer Axle
Silent Block
Steer Axle
Steer Link
Steer Knuckle
Steer Cylinder
SM 751 26-1-2
Group 26, Steer Axle
Section 2
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
SM 751 26-2-1
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 IMPORTANT
“Lifting, Jacking, and Blocking,” in the Group “SA.” Keep serviceable bearing cups and cones
matched together. Always replace bearing
2. Loosen lug nuts of pneumatic-tire wheels before cups and cones as a set.
completely raising rear wheels off the floor.
3. Lower truck onto blocking. Remove lug nuts and 10. Inspect grease seal for wear and damage. Replace as
then wheel assembly. necessary. It is recommended to install a new grease
seal whenever old ones are removed.
NOTE
Because of the heavy weight of the pneumatic 11. Use a standard puller to remove bearing cups from
wheel and tire, it is suggested to first remove hub or wheel if bearings require replacement.
the wheel and tire assembly from hub when
servicing the bearings to avoid damage to the Bearing Reassembly
grease seal when the wheel hub is moved off
or on the spindle. It also makes the work The procedures for packing and reassembling the bearing
simpler and easier. are the same for the cushion wheel or pneumatic wheel
hub.
4. Clean the excess grease from around the wheel nut. NOTE
5. Remove cotter pin, loosen and remove wheel nut and Use Grade No. 2 EP multi-purpose grease,
bearing washer. Clark MS-107C.
NOTE
1. Install new inner and outer bearing cups by pressing
Remove outer bearing by pulling out on the into hub or wheel. Be sure cups are fully seated in
cushion wheel or pneumatic hub slightly to bore.
loosen bearings.
Bearing
and cone
Grease seal
SM 751 26-2-2
Group 26, Steer Axle
4. Install new grease seal in hub or wheel inner bore. 13. Back up wheel nut to nearest slot and install new cot-
Apply coating of grease to inside diameter of seal ter pin. Bend cotter pin tabs.
lips prior to assembly, then install seal in hub or
14. Recheck for correct bearing adjustment by rotating
wheel bore.
the wheel by hand. Wheel should rotate freely or
with only slight “drag”. Readjust bearings by adjust-
ing wheel nut as necessary to avoid binding in bear-
ings.
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.
SM 751 26-2-3
Group 26, Steer Axle
SM 751 26-2-4
Group 26, Steer Axle
Section 3
SM 751 26-3-1
Group 26, Steer Axle
SM 751 26-3-2
Group 26, Steer Axle
Silent Block
Steer Axle
Steer Link
Steer Knuckle
Steer Cylinder
SM 751 26-3-3
Group 26, Steer Axle
SM 751 26-3-4
Group 26, Steer Axle
Section 4
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
! CAUTION
SAFE PARKING. Before working on truck:
SM 751 26-4-1
Group 26, Steer Axle
Preparation For Steer Axle 2. Remove and discard cotter pin from kingpin castel-
lated nut. Remove the nut.
Disassembly and Overhaul
Kingpin castellated nut
NOTE
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
Snap ring
Steering link Cylinder rod
SM 751 26-4-2
Group 26, Steer Axle
Parts Inspection 3. Set the retainer pin into the king pin and slide the
king pin into the steer axle/knuckle bore.
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid. IMPORTANT
Make sure that retainer pin enters the hole in
2. Inspect all parts for scratches, chips and wear. Check the underside of the axle.
the steering arms of the knuckles to be sure they are
Kingpin castellated nut
not bent or twisted. Check all threaded parts for dam-
age.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light coating of engine oil.
1. Install the upper and lower knuckle bearing cups into 7. Advance the nut to the next castellated slot and lock
the knuckle housing bore. Tap into place with a brass the nut into position with a new cotter pin. Bend cot-
drift pin or equivalent. ter pin tabs over.
Grease 8. Replace steering link pin and snap ring to join the
Seals cylinder rod to the steering link and knuckle.
Washer
Steering link pin
Snap ring
Steering link Cylinder rod
SM 751 26-4-3
Group 26, Steer Axle
Section 5
SM 751 26-5-1
Group 26, Steer Axle
SM 751 26-5-2
Group 26, Steer Axle
Section 6
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
Cylinder Rod
Cylinder Tube
Gland
Steering Cylinder
Pneumatic-tire truck cylinder with “P” stamped on rod end.
SM 709 26-6-1
Group 26, Steer Axle
Preparation for Steer Cylinder Disas- 4. Remove gland from opposite end of steer cylinder.
sembly and Overhaul 5. Remove the seal and O-ring set from the piston. Dis-
card seals. Replace with new seal set at assembly.
Refer to Section 5 for removal of steer cylinder from the
steer axle body.
Piston Seal O-ring
IMPORTANT
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
SM 709 26-6-2
Group 26, Steer Axle
5. Carefully inspect the cylinder internal bore for wear, 2. Install new piston seal over the O-ring seal.
scratches, corrosion or other damage. Check the out- Piston Seal
side for damage. Inspect all welds for cracks. O-ring
O-ring
IMPORTANT
Be sure the rod wiper and rod (U-cup) seal
are installed in the correct directions.
SM 709 26-6-3
Group 26, Steer Axle
6. Install the gland onto the cylinder bore rim, making Operational Pressure Test
sure gland is fully seated on cylinder.
Once cylinder is remounted on axle (see Section 5), con-
7. Install piston and rod assembly into the cylinder. nect pressure source in turn at each port. Extend piston
NOTE rod at each side and test with internal pressure of 13790
A special part is included in the parts kit to kPa (2000 psi). At this pressure no leakage must occur.
allow you to slip the gland over the rod end Typical operating pressure is 10342 kPa (1500 psi).
without damaging the gland seals.
SM 709 26-6-4
GROUP 29
GROUP 29
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.
SM 751 29-0
Group 29, Hydraulic Sump, Filters, and Pump
Section 1
Specifications ......................................................... 2
Service Intervals ................................................. 2
SM 751 29-1-1
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,
Hydraulic Pump Type: IntegraI gear-type pump and return line filter, oil cap/breather.
motor assembly.
The integral main hydraulic pump and motor assembly is
Sump Capacity: Usable oil = C60-75 : 120 L (31.7Gal), mounted to the truck frame beneath the battery compart-
C80 : 147 L (38.9 Gal) ment.
Hydraulic Fluid Type: Clark Hydraulic Fluid MS-68. The main hydraulic pump draws oil from the sump and
Filter Type: Disposable, 25 micron, return line oil filter, sends oil to priority valve.
100 mesh suction line screen and a 10 micron filter cap/ The priority valve variably divides oil between the steer-
breather filter. ing system and the main hydraulic system, with priority
given to the steering system.
Service Intervals Serviceable items are the pump, motor, suction line screen
and the return line filter. Other components, such as
Hydraulic Fluid Level Checks: Every 8-10 hours or daily.
hoses, fittings, and clamps, are nonserviceable and should
Hydraulic Fluid Change (Drain and Refill): Every 2000 be replaced if worn or damaged.
hours of operation or every year.
Hydraulic Fluid Filter Replacement: After the first 50
hours of operation, then every year or 2000 hours of oper-
ation.
Description
NOTE
Se group 30 for a description of the complete
hydraulic circuit.
C60-75L
C60-80D
Sump brearher cap
SM 751 29-1-2
Group 29, Hydraulic Sump, Filters, and Pump
C60-80D
Steering gear
Hydraulic pump
Control valve
C60-75L
Steering gear
Hydraulic pump
Control valve
SM 751 29-1-3
Group 29, Hydraulic Sump, Filters, and Pump
Dip stick
Breather Hose
Tank cover
Filter
Suction filter
<SI-50870>
SM 751 29-1-4
Group 29, Hydraulic Sump, Filters, and Pump
Hydraulic Fluid and Filter Change 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
! CAUTION from the drain line.
SAFE PARKING. Before working on truck:
Continue operation until the sump tank is emptied. This
1. Park truck on a hard, level, and solid point will be reached when the pump starts to cavitate.
surface, such as a concrete floor with no When cavitation occurs the pump speed will increase and
gaps or breaks. the speed sound will whine. Release the tilt lever immedi-
ately when pump cavitation occurs.
2. Put upright in vertical position and fully
lower the forks or attachment. IMPORTANT
3. Put all controls in neutral. Turn key Be careful when sump is nearly emptied and
switch OFF and remove key. oil flow becomes erratic as the pump
approaches cavitation Do not operate pump
4. Apply the parking brake and block the after cavitation occurs.
wheels.
There is drain plug in the hydraulic sump tank. When the Turn the key switch OFF.
sump tank must be drained of all fluid, the procedure is to
remove the drain plug and allow the fluid to drain into a Disconnect drain line from truck. Replace the diagnostic
suitable drain pan. Unless the sump tank is to be removed port cover and reinstall the cowl covers.
for other repair or maintenance, the hydraulic fluid can NOTICE
also be changed by one of the following methods: If old oil is excessively dirty or hydraulic sys-
Remove the MCV cover for access to the hydraulic oil fil- tem is contaminated, it is recommended that
ter and diagnostic port on the control valve. the sump tank be completely drained by
removing the pump suction line from the
sump outlet and flushed withy clean oil.
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SM 751 29-1-5
Group 29, Hydraulic Sump, Filters, and Pump
Remove, clean and replace the strainer. 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.
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Remove and discard old oil filter. Install new filter. Fol-
low the installation instructions printed on the filter body.
Also, check that the filter are tightened correctly.
End cap
Front cap
Element
Check valve
<8089335>
SM 751 29-1-6
Group 29, Hydraulic Sump, Filters, and Pump
Section 2
SM 751 29-2-1
Group 29, Hydraulic Sump, Filters, and Pump
The following is a list of problems and solutions relating Pump Not Developing Sufficient
to the main hydraulic pump and associated components.
For other hydraulic system troubleshooting, refer to
Pressure
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.
• Hydraulic fluid level low; measure and correct
• Suction screen dirty; clean screen.
fluid level.
• Defective hydraulic pump; continue other trouble-
• Fluid viscosity too high; change to specified fluid.
shooting items, then consider servicing or replac-
• Sump strainer dirty; check and clean. ing pump.
• Air leak at pump inlet line; check plumbing tight-
ness.
Pump Output Low
• 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. • Air in fluid or wrong fluid; drain and fill with cor-
• Defective hydraulic pump; continue other trouble- rect fluid.
shooting items, then consider servicing or replac- • System relief valve set too low or too high, stuck
ing pump. or leaking; correct relief valve, pump may be OK.
• Overheated fluid; see “Overheated Pump and/or
Pump Not Delivering Hydraulic Fluid Fluid.”
• Contaminated fluid; eliminate contamination
• Hydraulic fluid level low; check and correct fluid source and replace fluid.
level.
• Gear face, body or cover nicked; repair or replace
• Sump suction screen dirty; check and clean. pump.
• Inlet line restriction; check for foreign material or • Excessive side loading, wear plate tight in body
line kinks, check and clean sump suction screen. bore, pinched thrust plate; inspect and service
• Air leak in suction line: check plumbing tightness. pump.
• Fluid viscosity too high: check fluid viscosity and
change to specified fluid. Foaming Fluid
• Defective hydraulic pump; continue other trouble-
shooting items, then consider servicing or replac- • Cavitating pump; see “Noisy Pump.”
ing pump. • Wrong fluid; drain and fill with correct fluid.
SM 751 29-2-2
Group 29, Hydraulic Sump, Filters, and Pump
External Leakage
• Excessive system pressure; replace pressure con-
trol 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.
SM 751 29-2-3
Group 29, Hydraulic Sump, Filters, and Pump
Section 3
SM 751 29-3-1
Group 29, Hydraulic Sump, Filters, and Pump
Main Hydraulic Pump Removal The main hydraulic pump is located in front of transmis-
sion. The pump can be removed from the truck lift truck
after removing the floor.
! CAUTION
Serviceable items are the pump, motor and the suction
SAFE PARKING. Before working on truck:
line filter. Other components such as hoses, fittings and
1. Park truck on a hard, level and solid sur- clamps are non-serviceable and should be replaced if
face, such as a concrete floor with no faulty.
gaps or breaks.
NOTE
2. Put upright in vertical position and fully Capacity of hydraulic sump is C60-75 : 120L
lower the forks or attachment. (31.9 Gal), C80 : 147 L(38.9 Gal).
3. Put ail controls in neutral. Turn key
switch OFF and remove key. 1. Place a drip pan under the hydraulic pump for oil that
will drain from the pump and hoses when they are
4. Apply the park brake and block the disconnected.
wheels.
2. Disconnect suction line from pump and plug the line.
Pump
suction line
Hydraulic pump
czpT\WZYWe
SM 751 29-3-2
Group 29, Hydraulic Sump, Filters, and Pump
3. Disconnect the pressure line from the pump. Cap the 4. Connect pump outlet hose and tighten. Use two
hose and set aside. wrenches to tighten hose fittings to prevent twisting
of lines.
Hydraulic pump NOTE
Always clean or replace hydraulic sump suc-
tion screen fitting when installing new or
rebuilt pump. See Section 1, Main Hydraulic
Filters and Fluid Maintenance.
Transmission
Torque: 98 N·m
(72 lbf·ft)
Torque:
98 N·m(72 lbf·ft)
Pump
<SI-50321>
SM 751 29-3-3
GROUP 30
GROUP 30
IMPORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear”, Group 26 “Steer Axle”, Group 29, “Hydraulic
Sump, Filters and Pump”, Group 32, “Tilt Cylinders”, and
Group 34, “Uprights”. Refer to these other groups for
hydraulic components not covered in this group.
SM 751 30-0
Group 30, Hydraulic Control Valve (HUSCO)
Section 1
27
47 28
22
21
6 24
23
12 5 24
17
13
11
30
10
15 18
1
16
9
37
9 14 31
19
7 29
8 2
20 35
6
32 38
26
33 36
25
42
3 45
4 39 43
34 40 46
41 44
SM 751 30-1-1
Group 30, Hydraulic Control Valve (HUSCO)
SPECIFICATION
C60-C80
Model
HUSCO
SM 751 30-1-2
Group 30, Hydraulic Control Valve (HUSCO)
Section 2
Hydraulic Schematic
SM 751 30-2-1
SM 751
(DIESEL)
LIFT
CYLINDER TILT
CYLINDER STEERING CYLINDER
BRAKE VALVE
UNLOADING
VALVE
ANTI-STALL
CHECK PORT FLOW CONTROL ORIFICE
ORIFICE
PRIORITY
VALVE
FILTER, BREATHER
& STRAINER
HYDRAULIC PRIORITY
COOLER VALVE
RETURN
FILTER
LIFT PUMP & MOTOR
Hydraulic Schematic(C60-80D)
30-2-2
Group 30, Hydraulic Control Valve (HUSCO)
(LPG)
SM 751
LIFT
CYLINDER
TILT
CYLINDER STEERING CYLINDER
LOAD LOWERING
FLOW VALVE SECONDARY RELIEF VALVE
MAIN
RELIEF VALVE
FILTER, BREATHER
& STRAINER
PRIORITY
VALVE
RETURN
FILTER
LIFT PUMP & MOTOR
Hydraulic Schematic(C60-75L)
30-2-3
Group 30, Hydraulic Control Valve (HUSCO)
Group 30, Hydraulic Control Valve (HUSCO)
Section 3
The following is a list of problems and solutions relating • Cavitating pump; check hydraulic plumbing for
to the main hydraulic control valve and associated compo- airtight hoses and connections.
nents. For other hydraulic system troubleshooting, refer to • Pump driveshaft misaligned; check mounting and
Groups 29 and 34.
alignment.
No lift, tilt, or auxiliary function • Axial loading on drive shaft; check shaft end clear-
ance and shaft alignment; check for worn key/
• Hydraulic fluid very low; check and fill to correct spline.
level.
• Relief valve in bypass; check relief setting.
• Hose or fittings broken; replace component.
• Defective main lift valve; check other Trouble- Load cannot be lifted to maximum height
shooting items for possible cause, then consider
rebuilding or replacing main lift valve. • Hydraulic fluid low: check and fill to correct level.
• Hydraulic pump defective: check other Trouble- • Hydraulic pump defective; check other Trouble-
shooting items for possible cause, then consider shooting items for possible cause, then consider
rebuilding or replacing pump. rebuilding or replacing pump.
No motion, slow or jerky action of hydraulic Oil leaks at top of lift (secondary) cylinder(s)
system • Plugged vent line; check and clear line.
• Spool not moved to full stroke; check travel and • Worn or damaged piston seal: rebuild cylinder.
linkage adjustment. • Scored cylinder wall; replace cylinder.
• Relief valve not properly set, stuck in place, and/or See Group 34, “Cylinder Removal, Overhaul, and
worn; check and clean valve, replace if necessary. Replacement.”
• Dirt or foreign particles lodged between relief
valve control poppet and seat: check valve and Oil leak at tilt or auxiliary function cylinder
clean.
• Valve body cracked inside; check and replace • Worn or damaged seal; rebuild cylinder.
entire valve. • Scored piston rod; repair or replace rod.
See Group 34, “Cylinder Removal, Overhaul, and
Foaming hydraulic fluid Replacement.”
• Low oil level; check and fill to correct level.
• Wrong fluid; drain and refill with correct oil.
Load will not hold
• Oil too heavy; change to correct viscosity. • .Oil bypassing between lift spool and valve body; over-
• Pump inlet line restriction or line kinked; clean line haul valve and spool.
and suction screen or repair kinked hose. • Spool not centered; see spool remedies for correct-
• Hydraulic pump cavitating (pumping air with ing problems when spools do not return to neutral.
fluid); check hydraulic plumbing for airtight hoses • Oil bypassing piston in cylinder; repair or replace
and connections. cylinder.
Overheated hydraulic fluid Oil leaks at either end of main hydraulic valve
• Thin fluid; drain and fill with correct fluid. spool
• Fluid contaminated; drain sump, clean suction
screen, replace filter, and refill. • Defective O-ring seals; rebuild valve.
SM 751 30-3-1
Group 30, Hydraulic Control Valve (HUSCO)
SM 751 30-3-2
Group 30, Hydraulic Control Valve (HUSCO)
Section 4
! CAUTION 2. Remove the cap from the gauge port on the valve and
SAFE PARKING. Before working on truck: connect pressure gauge to the fitting.
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
SM 751 30-4-1
Group 30, Hydraulic Control Valve (HUSCO)
Auxiliary relief
Lock nut valve
Lock nut
Main relief valve
Adjuster screw Adjuster screw
SM 751 30-4-2
Group 30, Hydraulic Control Valve (HUSCO)
Section 5
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid surface, such as a
concrete floor with no gaps or breaks.
2. Put upright in vertical position and fully lower the forks or
attachment.
3. Put all controls in neutral. Turn key switch OFF and
remove key.
4. Apply the parking brake and block the wheels.
SM 751 30-5-1
Group 30, Hydraulic Control Valve (HUSCO)
Return Line
to Sump
Feed Line
from Pump
Tilt Cylinder
Lines
SM 751 30-5-2
Group 30, Hydraulic Control Valve (HUSCO)
Hydraulic Assembly
Bracket(Lower Cowl)
Cotter
Ring Clevis
Pin
Tilt Cylinder
Lines
To
Upringt
SM 751 30-5-3
Group 30, Hydraulic Control Valve (HUSCO)
Operational Checks
1. Operate the truck and hydraulic system. Check the
system for leaks.
! WARNING
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.
If any fluid is injected into the skin, it must
be surgically removed within a few hours by
a doctor familiar with this type injury or
gangrene may result.
2. Check the operation of the valve and hydraulic sys-
tem by moving the valve control levers to the various
positions. The levers must operate smoothly with no
binding. When released from any working position,
the levers must return sharply to their neutral posi-
tions.
3. Refer to Section 4, “Hydraulic System Pressure-
Check” if valve was disassembled or overhauled.
4. Replace the cowl cover under the operator’s com-
partment dash. See removal and replacement proce-
duresin Group 38.
SM 751 30-5-4
Group 30, Hydraulic Control Valve (HUSCO)
Section 6
Disassembly ............................................................ 2
Reassembly.............................................................. 4
IMPORTANT
Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets
are available.
The following overhaul instructions describe a two spool • Clean outside of valve with a good grade of solvent
assembly with the inlet/lift section, a tilt (or auxiliary) and dry thoroughly.
section, and outlet section (outlet section contains no • Before starting disassembly, the valve should be
spool). carefully examined to determine if there is any evi-
dence
Preparation for Disassembly
IMPORTANT
Overhaul valve only in a clean, dust-free
location, using clean tools and equipment.
Dirt or grit will damage the highly-ma-
chined surfaces and will result in leakage or
premature failure of components. Cleanli-
ness of the hydraulic circuit is extremely
important to the proper operation and main-
tenance of the system. Be sure the work area
is clean.
SM 751 30-6-1
Group 30, Hydraulic Control Valve (HUSCO)
Disassembly 2. Remove and label all parts between the sections for
correct reassembly. These include:
During disassembly, pay particular attention to identifica- a. Retainers and seals which are included in the
tion of parts for reassembly. Spools are selectively fitted replacement seal kit.
to valve bodies and you must return each spool to the b. O-rings, springs, and ball which are replaced sep-
same body from which it was removed. You must also be arately.
sure to reassemble the valve sections in the original order.
NOTE
NOTE Keep parts in order as removed and avoid
Valve sections may or may not require sepa- mixing the sections and parts.
ration for overhaul.
3. Disassemble each valve spool, one at a time, from
If only valve spools are being overhauled, you do not have bottom of valve as shown in the illustration.
to separate the sections. For a complete overhaul, includ-
ing replacement of the seals, retainers, O-rings, springs, 4. Remove the valve spools by tapping lightly on the
and balls used between the sections, follow steps 1 and 2. top end with a soft-faced hammer to drive them out
To overhaul only the valve spools, begin with step 3. of the valve body.
1. Remove the nuts and studs connecting the valve sec- 5. Arrange the parts in the sequence of removal.
tions.
Relief Valve
Plug Assembly
O-Ring
Figure 1. InletlLift Body, Main Pressure Relief Valve, and Auxiliary Pressure Relief Valve.
Contents of spool assembly are shown in Figure 2.
SM 751 30-6-2
Group 30, Hydraulic Control Valve (HUSCO)
NOTE 3. Inspect valve spools and bores for burrs and scoring.
Remove the outlet port section only if there is If scoring is not deep enough to cause leakage, the
need for further inspection and cleaning of surfaces can be stoned or polished with crocus cloth.
contaminants in the valve. To remove, loosen If scoring is excessive, valve body and spool must be
and remove the nuts and studs and separate replaced. Check each valve spool for free movement
the outlet port section from the valve body. in its bore.
Label and keep all parts for correct reassem- 4. Inspect the main pressure relief valve for damage.
bly. Relief valve must be free from contamination, burrs,
and scoring. Plug, spring, and O-ring should be
Cleaning, Inspection, and Repair cleaned and inspected for damage.
1. Discard all old seals. Wash all parts in a clean min- NOTE
eral oil solvent and place them on a clean surface for Entire relief valve assembly must be replaced
inspection. if damaged. Relief valve pressure is set at the
factory. If pressure relief setting is not in rec-
2. Carefully remove any burrs by light stoning or lap- ommended range, relief valve pressure is
ping. Be sure there is no paint or burrs on mating sur- adjusted.
faces of valve bodies.
Spool
Flow Control
Cover
Spring
Guide
Capscrew
Figure 2. Valve Spool and Tilt (or Auxiliary) Body . Differences in lift (or tilt) and auxiliary components noted.
5. Inspect the lift and tilt relief valves for damage. If damaged relief valve assembly must be replaced.
SM 751 30-6-3
Group 30, Hydraulic Control Valve (HUSCO)
6. Inspect the valve body to make sure it has not been Reassembly
physically damaged. Examine all threads to be sure
they are clean and not damaged or burred. Inspect all Use the exploded view illustration of the valve section,
bores and poppet seats. Poppet seat must be even all spools, and relief valves for reassembly.
around its circumference with no nicks, burrs, or 1. Assemble valve in reverse order of disassembly.
indentations in any of the seat face.
2. Coat all parts with clean hydraulic oil to facilitate
7. All springs should be free of corrosion and not bro- assembly and provide initial lubrication. Petroleum
ken or bent. jelly can be used to hold seal rings in place during
8. If parts must be left unassembled for a period of time assembly.
or overnight, cover with a lint-free clean material. 3. Use new O-rings and seals for all parts.
4. Install seal rings and the seal ring retainer in the
grooves in body of each inlet and center section. Use
petroleum jelly to hold the seals in place. Carefully
place the sections together in the same order in which
they were removed.
5. Torque dust-cover screws to 10.8-13.5 Nm (8-10 ft-
lb).
6. Reinsert studs between valve sections and torque
nuts to 27-34 Nm (20-25 ft-lb).
Stud Bolt
Outlet Housing
Nut
Torque : 37.8~43.2Nm
(28-32ft-lb)
SM 751 30-6-4
GROUP 31
GROUP 31
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.
SM 751 31-0
Group 31, Hydraulic Control Valve (Daesung Nachi)
Section 1
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.
SM 751 31-1-1
Group 31, Hydraulic Control Valve (Daesung Nachi)
2) Descending Position
When the lift lever is pushed forward, the spool moves upward to open the oil path in the valve which connects the lift
cylinder head and hydraulic oil tank. The fork and the mast descends by their weight, and the oil in the cylinder is forced
to return to the oil tank.
SM 751 31-1-2
Group 31, Hydraulic Control Valve (Daesung Nachi)
2. Tilt Section
SM 751 31-1-3
Group 31, Hydraulic Control Valve (Daesung Nachi)
SM 751 31-1-4
Group 31, Hydraulic Control Valve (Daesung Nachi)
3. Relief Valve
The relief valve regulates the pressure in the hydraulic circuit within preset range to protect the pipeline and hydraulic
devices from overpressure.
2 O-ring 9 Spring
4 Spring
5 O-ring
6 Poppet
7 Relief Body
SM 751 31-1-5
Group 31, Hydraulic Control Valve (Daesung Nachi)
* Principle of Operation
1) P1 is filled with hydraulic oil via the orifice. Since the sectional area and the pressure of the P1 and P2 are the same, the
unload spool maintains constant status by the force of the spring on the left.
2) When the pressure at the P port is increased exceeding the relief spring force, the relief poppet moves to the left, and the
pressure in the P1 is discharged into the T line.
SM 751 31-1-6
Group 31, Hydraulic Control Valve (Daesung Nachi)
3) When the pressure in the P1 is released, the pressures in the P1 and P2 become imbalanced. When the pressure in P2
becomes higher than that in the P1, the unload spool is pushed to the left, allowing a large flow of oil to the T-line
directly.
SM 751 31-1-7
Group 31, Hydraulic Control Valve (Daesung Nachi)
Section 2
Hydraulic Circuit
SM 751 31-2-1
Group 31, Hydraulic Control Valve (Daesung Nachi)
(DIESEL TRUCK)
<IN-28414>
SM 751 31-2-2
Group 31, Hydraulic Control Valve (Daesung Nachi)
(LPG TRUCK)
<IN-28415>
SM 751 31-2-3
Group 31, Hydraulic Control Valve (Daesung Nachi)
Section 3
* The hydraulic control valve consists of following subassemblies and parts. Disassembly shall be limited to the subas-
semblies and parts.
SM 751 31-3-1
Group 31, Hydraulic Control Valve (Daesung Nachi)
Disassembly Picture
[CAUTION]
Store separately from the lift lock solenoid valves to
prevent confusion.
[CAUTION]
Store separately from the load solenoid valve to pre-
vent confusion.
SM 751 31-3-2
Group 31, Hydraulic Control Valve (Daesung Nachi)
Disassembly Picture
[CAUTION]
Store separately from the main relief valves to
prevent confusion.
[CAUTION]
Store separately from the auxiliary relief valves to
prevent confusion.
[CAUTION]
Store separately from the seal plate screws to
prevent confusion.
SM 751 31-3-3
Group 31, Hydraulic Control Valve (Daesung Nachi)
Disassembly Picture
[CAUTION]
Store separately from the seal plate screws to pre-
vent confusion.
10. Put the seal plate screw and seal plate separately on
a clean table.
[CAUTION]
Store separately from the cap screw to prevent con-
fusion.
SM 751 31-3-4
Group 31, Hydraulic Control Valve (Daesung Nachi)
Disassembly Picture
11. Put the seal plate screw and seal plate separately on
a clean table.
[CAUTION]
Store separately from the cap screw to prevent con-
fusion.
[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.
[CAUTION]
After disassembly, replace the dust wiper and O-
ring
SM 751 31-3-5
Group 31, Hydraulic Control Valve (Daesung Nachi)
Disassembly Picture
[CAUTION]
Replace the O-ring and dust wiper.
15. Remove the hex bolt from the T-cover with a box
end wrench (17mm).
[CAUTION]
Do not tile to left or right. Otherwise, the ball check
or spring between the sections may come out.
[CAUTION]
Place the tilt section and Aux. in the original order
to avoid confusion in reassembling.
SM 751 31-3-6
Group 31, Hydraulic Control Valve (Daesung Nachi)
Disassembly Picture
[CAUTION]
Replace the O-rings. Keep the O-rings of the tilt
section and Aux. sections separately to avoid con-
fusion.
20. Remove the O-ring and retainer from the Inlet sec-
tion.
[CAUTION]
Replace the O-ring and retainer.
SM 751 31-3-7
Group 31, Hydraulic Control Valve (Daesung Nachi)
Section 4
* The hydraulic control valve assembly consists of following subassemblies and parts. Assembly shall be limited to the
subassemblies and parts.
SM 751 31-4-1
Group 31, Hydraulic Control Valve (Daesung Nachi)
Assembly Picture
[CAUTION]
Ensure the correct positions of the steel ball and
check spring.
[CAUTION]
When o-ring assembling of tilt section and Aux. sec-
tion to prevent mixing.
[CAUTION]
Take care that the winding direction of the retainer
is correct.
SM 751 31-4-2
Group 31, Hydraulic Control Valve (Daesung Nachi)
Assembly Picture
[CAUTION]
Take care that the O-ring is not pushed out.
[CAUTION]
Follow the order of assembly shown in the picture.
[CAUTION]
See the identification markings for the tilt spool and
Aux. spool and assemble at the correct positions.
SM 751 31-4-3
Group 31, Hydraulic Control Valve (Daesung Nachi)
Assembly Picture
SM 751 31-4-4
Group 31, Hydraulic Control Valve (Daesung Nachi)
Assembly Picture
[CAUTION]
Ensure that the coil connecter is in correct direction.
[CAUTION]
Ensure that the coil connecter is at correct position.
SM 751 31-4-5
Group 31, Hydraulic Control Valve (Daesung Nachi)
Section 5
SM 751 31-5-1
C40~55s C60~80
SM 751
SYM. FLOW FLOW TURNS FLOW FLOW TURNS
SS
HF
HB
LS
FP
FP
SC
SC
MC
MC
FC
FC
SHORT ARM
FIXED
SHORT ARM
POSITIONED
RF
LE
TL
OzpT[`W\YP
31-5-2
Group 31, Hydraulic Control Valve (Daesung Nachi)
GROUP 32
GROUP 32
TILT CYLINDERS
IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 29, “Hydraulic
Sump, Filters, and Pump,” Group 30, Hydraulic Control
Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not covered in
this group.
SM 751 32-0
Group 32, Tilt Cylinders
Section 1
SM 751 32-1-1
Group 32, Tilt Cylinders
Description
The tilt cylinders provide backward and forward tilt of the
upright. The forward and back tilt angles are governed by
the cylinder stroke and by use of spacers 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 pre-
vent 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 run-
ning. The tilt lock valve is not serviceable and must be
replaced as a valve section if defective.
SM 751 32-1-2
Group 32, Tilt Cylinders
Section 2
2500mm(98.5in)
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
4. Measure and write down the distance between the
cylinder-spacer face and the rod-end yoke.
Tilt Cylinder Drift Check
To check tilt cylinder drift, a rated capacity load is placed
on the forks, lifted up and held to determine if the tilt cyl-
inder rods moves (drifts) in a specified length of time.
Measure rod
It is recommended that a test load, made up of a full- distance here
SM 751 32-2-1
Group 32, Tilt Cylinders
SM 751 32-2-2
Group 32, Tilt Cylinders
4. Continue to turn rod into rod end until tilt cylinder 4. Use rod shims to fill in the space between the rod-
strokes are equal. end yoke and spacer. Screw rod back into yoke the
same number of turns needed to remove.
IMPORTANT
The rod must be threaded onto the rod-end Spgerical Bearing
yoke a distance at least as great as the diame- Yoke
ter of the rod plus 6.5 mm (0.25 in).
Tilt pin
Grease
diameter Nipple
of rod
Capscrew
SM 751 32-2-3
Group 32, Tilt Cylinders
Section 3
SM 751 32-3-1
Group 32, Tilt Cylinders
! CAUTION ! WARNING
SAFE PARKING. Before working on truck: The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
1. Park truck on a hard, level,-and solid
assembly. Keep hands and feet away from
surface, such as a concrete floor with no
the assembly. Use prybars to move the
gaps or breaks.
assembly into position for tilt cylinder
2. Put upright in vertical position and fully replacement.
lower the forks or attachment.
3. Remove the floorboard.
3. Put all controls in neutral. Turn key
switch OFF and remove key. 4. Put a drain pan under the truck at each tilt cylinder
position before removing the hydraulic lines. Discon-
4. Apply the parking brake and block the
nect and cap hydraulic lines from the tilt cylinders
wheels.
(see illustration on facing page). Remove the hose
connections on both sides of the tee fittings of
Tilt Cylinder Removal therightside 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.
Spgerical Bearing
Yoke
Tilt pin
Grease
Nipple
Capscrew
Fastener
<SI-50088>
SM 751 32-3-2
Group 32, Tilt Cylinders
SM 751 32-3-3
Group 32, Tilt Cylinders
Tee fitting
Tee fitting
<SI-50089>
SM 751 32-3-4
Group 32, Tilt Cylinders
Section 4
IMPORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
Rod
Piston U-cup seal Rod wiper
Piston packing
Wear ring
SM 751 32-4-1
Group 32, Tilt Cylinders
Preparation For Disassembly 2. Carefully pull the rod, piston assembly, and gland
from the cylinder barrel. Remove gland from rod.
IMPORTANT
Overhaul tilt cylinders only in a clean, dust- ! WARNING
free location, using clean tools and equip-
ment. Dirt or grit will damage the highly- The use of compressed air to blow the piston
machined surfaces and will result in leakage out of the barrel is not recommended. High-
or premature failure of components. Cleanli- pressure air can result in piston and rod
ness of the hydraulic circuit is extremely being ejected at high velocity (explosively),
important to the proper operation and main- causing severe injury to personnel and prop-
tenance of the system. Be sure the work area erty damage.
is clean.
3. Remove and discard the piston packing and wear
1. Before disassembly, the exterior of the tilt cylinder rings from the piston.
should be carefully cleaned to remove all dirt and
Piston packing Wear ring
grease accumulation.
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 4. Remove and discard the rod U-cup seal, O-ring, and
the barrel in a vise while disassembling. piston rod wiper from the gland.
IMPORTANT
O-ring U-cup seal
Do not use excessive force when clamping on Rod wiper
the barrel.
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.
SM 751 32-4-2
Group 32, Tilt Cylinders
4. Inspect the tilt cylinder barrel internal bore for wear, 3. Install gland on piston rod. Use gentle pressure and
scratches or other damage. Check the outside for careful movements to avoid damage to the U-cup
damage. Inspect all welds for cracks. seal and rod wiper when these parts are moved over
Deep gouges or pitted surfaces require replacement the piston rod end.
of parts.
NOTE
Check the gland, base end, and ports for cracks or
damage that could cause failure. Inspect the ports to Reassemble cylinder carefully to prevent
be sure they are free of contamination and that the damage to seal lips and O-rings.
threads are clean and not damaged.
4. Install piston into cylinder barrel. Be careful not to
5. Put a light coating of hydraulic fluid on all parts. If damage the piston seals when installing the piston
parts are to be left disassembled for a period of time, into end of cylinder.
e.g., overnight, they should be covered with a clean
cloth. 5. Install gland into cylinder them screw the gland into
the cylinder barrel with a hook wrench. When tight-
ing, do not damage the seal. Tighten torque : 588
Reassembly N½mO434 lbf½ft)
Be sure inside of cylinder and all parts are clean before O-ring
starting reassembly. Seals may be lubricated with hydrau-
lic 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 illus-
tration.
SM 751 32-4-3
GROUP 34
GROUP 34
UPRIGHTS
IMPORTANT
Related service information is covered in Group 29, “Hydrau-
lic Sump, Filters, and Pump,” Group 30, “Hydraulic Control
Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”
SM 751 34-0
Group 34, Uprights
Section 1
General Specifications
Upright
Upright Weight: (Approximately 993 kg (2190 lb) to
Upright Number Cylinder Type
approximately 2280 kg (5027 lb) without carriage.
Type
Carriage Weight: Approximately 472 kg (1040 lb) to 574 <C50-60>
kg (1265 lb) with a 80 inch carriage. STD pneu S5012 Piston-type Lift Cylinder
TSU pneu T7014 Piston-type Secondary Cylinder
Fork Weight: Approximately 115-301 kg each (254-664
<C70-75>
lbs).
STD pneu S7012 Piston-type Lift Cylinder
IMPORTANT TSU pneu T7014 Piston-type Secondary Cylinder
Before hoisting, the weights of upright, car- <C80>
riage, forks and attachments being lifted STD pneu S8012 Piston-type Lift Cylinder
must be combined to determine what lifting TSU Pneu T8013 Piston-type Secondary Cylinder
capacity is required of the hoisting equip-
ment. Drift:
Capacities and Lift Heights: Upright, carriage, and fork With the upright substantially vertical the descent of the
capacity and upright lift heights are listed on the truck’s rated load caused by an internal leakage in the hydraulic
data plate. system shall not exceed 100mm (4in) during the first
10min with the oil in the hydraulic system at normal oper-
Lubricants:
ating temperature. If drift over 100 mm (4 in) in ten min-
• All Purpose Grease (MS-9) utes is evident, cylinder should be checked for internal
• Innerslide Lubricant (Clark P/N 886396) leakage. See Section 3 for drift test procedures.
• Chain and Cable Lube (Clark P/N 886399) Fastener and Fitting Torque Specifications
Upright Mounting Bolts: 57-71 Nm (42-52 lbfft)
Cylinder Types
Chain Anchor Bolt Jam Nut: 340-380 Nm (249-279
Standard uprights use two lift cylinders. Triple stage lbfft)
uprights use four cylinders, two primary (center-mounted)
Carriage Side-Thrust Roller Bolts: 1150-1300 Nm (843-
cylinders, and two secondary cylinders. All primary cylin-
953 lbfft)
ders used on triple-stage uprights (TSUs ) are piston cylin-
ders. The lift and secondary cylinders used on standard, Hose Fittings: See Group 40, “Hydraulic Fitting Tighten-
TSUs can be piston cylinders. ing Procedure.”
The types of cylinders used on the truck are listed below. Rod End Bolts: 170-190 Nm (125-140 lbfft)
Check the first five characters of the upright number
stamped on the upright of the truck to determine the type
of cylinder, piston used on the upright.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
SM 751 34-1-1
Group 34, Uprights
Service Intervals The lift and secondary cylinders on standard uprights and
• All upright components should be visually checked triple-stage uprights (TSUs) are piston type cylinders. The
every day during the Operator’s Daily Inspection. primary cylinder on TSUs are piston-type cylinder. See
the chart under “Specifications” to determine the type of
• A thorough visual inspection should be performed
cylinder used on the upright you are servicing.
by a trained service professional every 50-250
hours. Piston-type cylinders contain a by-pass check valve in the
• Lift chains should be inspected and lubricated piston that allows air and fluid that have accumulated in
every 50-250 hours or monthly. the rod end of the cylinder to return to the system. The
• Lift chain tension should be checked every 50-250 check valve can be removed and cleaned if indicated by
hours or monthly. troubleshooting. A non-serviceable check-ball-type cush-
ioning function is built into ram and piston cylinders for
• Upright and carriage roller checks should be per-
smooth staging during the lowering cycle. The primary
formed every 50-250 hours or monthly.
cylinder on TSUs incorporates cushioning on the lift
• Roller patterns should be checked every 6 months cycle. A velocity fuse in the hydraulic port of the lift cyl-
or after 1000 hours of service. inders (secondary cylinders on TSUs) prevents the mast
• Racking and drift tests should be performed every from falling rapidly in case of sudden fluid pressure loss
50~250 hours or monthly. due to line breaks or other malfunction of the hydraulic
• The complete extended inspection should be per- circuit.
formed at least every year or 2000 hours of opera-
As the cushion system is added to lift cylinder of standard
tion.
upright and the primary cylinder of TSU, the speed will
Description get slow for a moment before the fork touches the ground.
It is helpful to protect the ground.
The upright assembly includes the lift chains, lift cylin-
As explained in more detail in Group 30, the main pump
ders, carriage, forks, and mast or rail sets. Each of the
sends fluid to the main hydraulic control valve, which
components can be serviced using the tests, checks,
contains spools that route fluid to the lift cylinders and tilt
adjustments, and removal and replacement procedures in
cylinders. The valve assembly also contains a counter-
the following Sections.
balance valve that prevents upright tilt when the truck is
The upright uses the hydraulic cylinders and chain sets to not operating.
lift the carriage and rail sets. On standard, two-stage
Fluid flow rates for lift functions are factory set and not
uprights, the lift cylinders lift the carriage with chains and
adjustable. Flow rates for tilt and auxiliary functions are
directly lift the inner rail set. On triple-stage uprights, the
controlled by adjustments on the main hydraulic valve. A
primary (free-lift) cylinder lifts the carriage by chains.
non-adjustable “load-lowering” flow valve mounted on
When the primary cylinder reaches its maximum exten-
the upright limits upright lowering speed.
sion, fluid is diverted to the secondary lift cylinders,
which lift the inner rails using a second set of chains and Groups 29 and 30 contain general hydraulic information
lift the intermediate rails by direct lift. including upright hydraulic functions. Other hydraulic
checks for the upright appear in “Troubleshooting,” Sec-
Friction and play between the nesting rails is controlled by
tion 2.
roller sets mounted on the rails and carriage. When rails or
rollers become worn, the gap between the rollers and rails
becomes larger, creating more play in lifting and lowering
operations. The rail web to roller side clearances can be
reduced by shimming the rollers to close the gap between
the roller and rails. The gap between the rail flange and
roller bearing surface can be reduced by the use of over-
size rollers on a one-time basis.
Forks use a hanger design for mounting on the carriage.
Auxiliary attachments may be added to the upright for
specialized handling operations. The hydraulic circuit is
modified with a hose adapter kit and an auxiliary section
is added to the main hydraulic valve to operate the attach-
ment.
SM 751 34-1-2
Group 34, Uprights
Lift Cylinder
DETAIL B
Chain
Anchor
Load lowering
flow valve
Inner Rail set
Outer Rail set
Lower Roller
DETAIL A
SM 751 34-1-3
Group 34, Uprights
Upper roller
Lift Cylinder
DETAIL B
Chain
Anchor
Load lowering
flow valve
Lower Roller
DETAIL A
SM 751 34-1-4
Group 34, Uprights
Chain Anchor
Assembly direction
Upper roller
Chain sheave
Primary cylinder
Carriage chain
Carriage
Intermediate rail set
Outer rail set
Load lowering
flow valve
Lower roller
Lower roller Load lowering
flow valve
Inner rail set
Primary
cylinder
DETAIL A
<SI-50029>
SM 751 34-1-5
Group 34, Uprights
Carriage Roller
Carriage Side Roller
Inner Rail
Inner-Rail Tie Bar
Side-Thrust Roller
Upright Roller
Intermediate Rail
Outer Rail
Carriage
Roller
SM 751 34-1-6
Group 34, Uprights
<SI-50820>
SM 751 34-1-7
Group 34, Uprights
SM 751 34-1-8
Group 34, Uprights
SM 751 34-1-9
Group 34, Uprights
Section 2
Troubleshooting
The visual inspection and the operational checks pre- • Dry hose sheave or rollers; check condition of all
sented in Section 3 should be used to determine problems sheaves and rollers and lubricate as necessary.
with the upright. Possible problems, causes, and remedies • Damaged chain sheaves; check condition of chain
are listed below. sheaves and repair or replace.
Other troubleshooting information about the hydraulic cir- • Excessive fork hanger or carriage fork bar wear;
cuit and components appears in the troubleshooting Sec- inspect and replace as necessary.
tions of Groups 29 and 30. Use these other • Seals dry; lubricate rod.
troubleshooting Sections for more detailed problem isola-
• Seals dry - all primary cylinders; remove gland and
tion with Upright hydraulic functions.
add 100 ml (3.4 oz) of hydraulic oil to rod side of
piston, see “Cylinder Removal, Shimming, Over-
! WARNING haul, and Replacement.”
The procedures for troubleshooting uprights,
carriages, and forks involve movement of the No lift, tilt, or auxiliary function
components. Failure to follow these warnings
can result in serious injury. • Hydraulic fluid level low; check level and fill.
Make sure overhead clearances are adequate • Broken hoses or fittings; check and repair.
before raising the upright to full lift height.
• Damaged or blocked sump strainer; check and
Do not walk or stand under raised forks.
clean.
Block carriage and upright whenever mak-
ing checks with the upright elevated. • Hydraulic pump defective; see Group 29 for pump
Keep clear of load and carriage when making troubleshooting.
any check or adjustment. • Defective main hydraulic control valve; see Group
Keep your arms and fingers away from mov- 30 for valve troubleshooting.
ing parts of the upright. • Defective upright load-lowering flow valve; disas-
Do not reach through open areas of the semble valve, check and clean or replace.
upright.
SM 751 34-2-1
Group 34, Uprights
Load cannot be lifted to maximum height • Defective priority valve; see Group 30 for valve
troubleshooting information.
• Hydraulic fluid level low, check level and fill. • Defective upright load-lowering flow valve;
• Debris in upright; check and clean. remove valve clean, inspect, and replace if neces-
• Hydraulic hose fittings loose or damaged; check sary.
and torque correctly (see Group 40 for specifica-
tions) or replace. Lowering speed sluggish
• Check cylinder for external leakage; replace cylin- • Damaged or binding upright roller; check condi-
der if cracked. tion of roller and replace if necessary.
• Cylinder shimming is incorrect; check and adjust • Damaged or kinked hydraulic hose or tube; check
shimming. condition of hose and tube, repair or replace as
• Internal leakage on lift or secondary piston cylin- necessary.
ders; remove rod and piston and clean check • Defective upright load-lowering flow valve; check,
valves; also clean and inspect/replace piston seals. clean and replace valve if necessary.
See Section 5.
• Defective velocity fuse; remove fuse from cylinder
• Cylinder check valve on lift or secondary piston hydraulic port, clean and recheck for proper opera-
cylinders not functioning properly; remove rod and tion.
piston and clean check valves; also clean and
inspect/replace piston seals. See Section 5. Load bounces excessively when lowering
• Hydraulic pump defective; see Group 29 for pump
troubleshooting information. • Air in hydraulic system, TSU and Hi-Lo ram-type
cylinders; set capacity load on upright and lift form
• Upright rails binding:
fully collapsed to full lift height for 10-15 cycles.
a. Perform a visual inspection and check for worn,
or distorted parts, broken or cracked rails or tie- • Defective upright load-lowering flow valve; check,
bars, correct chain and hosing placement and clean and replace valve if necessary.
operation • Defective main lift valve; see Group 30 for valve
b. Check rollers for contamination and proper oper- troubleshooting and service information.
ation, perform roller clearance check and adjust- • Defective velocity fuse; remove fuse from cylinder
ment hydraulic port, clean and recheck for proper opera-
tion.
Lift speed sluggish
Upright mis-staging (TSU lifting)
• Hydraulic fluid level low; check level and fill.
• Debris in upright roller area of carriage; check and
• Broken hoses or fittings; check and repair.
clean.
• Pump inlet line restricted; remove from pump and
• Interference between carriage and inner rail or cyl-
clean.
inder; check staging alignment and adjust or repair
• Damaged or binding upright roller; check condi- as necessary.
tion of roller and replace if necessary.
• Bent or broken carriage or inner rail; replace part -
• Internal leakage on piston-type lift and secondary do not try to repair by welding.
cylinders (with load); perform cylinder checks
• Damaged or binding carriage roller; check condi-
listed under “Load cannot be lifted to maximum
tion of roller and replace if necessary.
height.”
• Carriage roller shimming or thrust roller out of
• Hydraulic pump defective; see Group 29 for pump
adjustment; perform roller checks on carriage and
troubleshooting information.
make adjustments as necessary.
• Defective main lift valve; see Group 30 for valve
• Damaged or kinked primary cylinder hose; check
troubleshooting and service information.
condition of hose, repair or replace as necessary.
• Defective velocity fuse; remove fuse from cylinder
• Primary cylinder chain or chain sheave binding or
hydraulic port, clean and recheck for proper opera-
damaged; inspect and repair.
tion.
SM 751 34-2-2
Group 34, Uprights
• Internal leakage in primary lift cylinder; perform • Bent or broken carriage or inner rail; replace part -
cylinder checks listed under “Load cannot be lifted do not try to repair by welding.
to maximum height.” • Carriage and upright roller shimming or thrust
• Damaged primary lift cylinder causing binding in roller out of adjustment; perform roller checks on
the cylinder; inspect and repair or replace cylinder. upright and/or carriage and make adjustments as
• Defective velocity fuse; remove fuse from cylinder necessary.
hydraulic port, clean and recheck for proper opera- • Defective velocity fuse; remove fuse from cylinder
tion. hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lowering)
External leakage on primary cylinder
• Debris in upright roller area or tie bar area; check
and clean. • Gland loose; check and tighten primary cylinder
• Bent or broken carriage or inner rail; replace part - gland and glands on lift (secondary) cylinders to
do not try to repair by welding. 706 Nm (517 lbfft).
• Damaged or binding roller on upright; check con- • Cracked cylinder tube; replace tube.
dition of roller and replace if necessary. • Rod seal damage; replace seals and check for:
• Carriage and upright roller shimming or thrust Damaged rod seal groove in gland; check for
roller out of adjustment; perform roller checks on damage to groove and replace seal or gland if
upright and/or carriage and make adjustments as necessary
necessary. Scored cylinder wall; repair or replace cylinder
tube if necessary
• Damaged or kinked lift cylinder hose; check condi-
Leaking check valve; clean and replace if nec-
tion of hose, repair or replace as necessary.
essary
• Lift cylinder chain or chain sheave binding or dam- Leaking O-ring seal on check valve; replace
aged; inspect and repair. check valve.
• Bent cylinder rod; inspect and replace rod and/or • Gland static seals (O-rings and back-up ring) dam-
cylinder as necessary. aged; replace back-up ring.
• Internal leakage in piston-type cylinders; perform • Gland static seals sealing surface damaged; check
cylinder checks listed under “Load cannot be lifted groove and bore and repair or replace as necessary.
to maximum height.”
• Damaged lift cylinder causing binding in the cylin-
External leakage on lift (Standard) and sec-
der; inspect and repair or replace cylinder.
• Defective velocity fuse; remove fuse from cylinder
ondary cylinder (TSUs)
hydraulic port, clean and recheck for proper opera- • Gland loose; check and tighten gland on cylinders
tion. to 706 Nm (517 lbfft).
• Cracked cylinder tube; inspect and replace tube.
Upright mis-staging (Standard upright lower- • Seal damage in piston-type cylinders; replace pis-
ing) ton seals and rod seals.
• Damaged seal groove, piston-type cylinders; check
• Damaged or binding roller on upright; check con-
for scratches, nicks, or burrs and repair or replace
dition of roller and replace if necessary.
rod and piston.
• Top carriage roller retaining cap screw loose;
• Scored cylinder wall, TSU piston-type cylinders;
check and replace cap screw.
replace tube and all seals.
• Lift cylinder chain or chain sheave binding or dam-
• Scored or damaged rod; replace rod and all seals.
aged; inspect and repair.
• Damaged gland back-up seal; inspect and replace
• Debris in upright roller area or tie bar area; check
seal.
and clean.
SM 751 34-2-3
Group 34, Uprights
• Gland static seals sealing surface damaged; check • Cylinder hydraulic fittings loose or worn; check
grooves and bore. fitting O-rings, tighten fittings according to Group
40, “Hydraulic Fitting Tightening Procedure.”
Oil leak at top of lift cylinder • Check valve worn or damaged; remove rod and
• Scored cylinder wall; see Section 5. piston, clean check valve and replace if necessary.
• Worn or damaged gland rod-seal; see procedures • Control valve spool linkage malfunctioning, dam-
for piston-type cylinders under “Cylinder leaking aged, or worn; see Group 30, Section 5 for linkage
internally.” adjustment and/or replacement.
• Counterbalance function in main hydraulic control
Unsatisfactory lift or tilt cylinder drift test results valve malfunctioning, damaged, or worn; inspect
• Cylinder leaking internally; remove cylinder gland and clean or replace if necessary.
and check:
a. Primary cylinder should have only 3.4 ounces
(100 ml) on rod side of the piston
b. Piston-type lift and secondary cylinders should be
dry on rod side of piston.
If fluid is leaking past piston:
On piston-type cylinders, remove rod and piston,
clean check valves and clean and inspect/replace pis-
ton seals
See Section 5.
SM 751 34-2-4
Group 34, Uprights
Section 3
Upright Inspection
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps or
breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. turn key switch
OFF and remove key.
4. Apply the parking brake and block the
wheels.
Upright
Carriage
Fork
SM 751 34-3-1
Group 34, Uprights
Basic Visual Inspection • Good condition of the chain links and pins. No
rust, corrosion, stiffness, or cracking should be evi-
Use the following steps to conduct an initial visual inspec- dent. Pins should not be turned or protruding.
tion of the upright. This is the same type of inspection • Excessive side wear or edge wear on the chain
operators should be conducting on a daily basis. plates.
If you note problems with any component during the basic • Correct, equal tension on chain sets.
visual inspection, continue with “Extended Inspection” • Secure anchor bolt, adjustment nut, and jam nut
for checks and service. mounting.
• Correct alignment of the chain anchors to the chain
! WARNING and chain sheaves. Adjust turned chain anchors.
The procedures for checking, maintaining, • Loose, broken, or damaged anchor bolt pins and
and adjusting uprights, carriages, and forks cotter pins. Replace defective pins and cotter pins.
involve movement of the components. Failure
to follow these warnings can result in serious
injury. Always use extreme caution. Rollers
Do not walk or stand under raised forks.
Inspect the upright and carriage rollers for:
Keep clear of load and carriage when making
any check or adjustment. • Broken or loose rollers.
Keep your arms and fingers away from mov- • Loose, broken, or misadjusted thrust roller on the
ing parts of the upright. carriage.
Do not reach through open areas of the
• Obvious signs of failed bearing seals.
upright.
NOTE
General Some grease will purge from the bearings in
the first 100-200 hours of operation.
• Check to make sure all fasteners are secure.
• Check to make sure the upright lifts and lowers • Excessive looseness in carriage or upright roller
smoothly with and without a capacity load. shimming.
• Check for visible damage to components.
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 • Bent, cracked, or broken components.
and heel areas. • Undesirable wear on or contact between compo-
• Check for wear in the fork heel. If heel wear is evi- nents.
dent, perform the extended inspection. • Irregular roller patterns and signs of excessive
• Inspect the fork hanger and carriage fork bar for wear or scraping on the rails.
excessive wear.
• 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.
SM 751 34-3-2
Group 34, Uprights
Extended Inspection
The extended inspection should be performed whenever
the basic visual inspection indicates upright problems, as
specified for PMs, or at least every 2000 hours.
Forks
Forks have a limited service life because of wear and
fatigue. Forks should be tested every 50-250 hours using a
visual inspection, a fork thickness check, a fork bending
check, and a fork gap check. If replacement is necessary, Fork Bending Check
always replace the pair to ensure fork integrity. 2. Set a carpenter’s square on the block against the fork
Fork Alignment shank
1. Park the truck on a flat, even surface, tilt upright to 3. Check the fork 508 mm (20 in) above the blade to
vertical position, and set forks 25-50 mm (1-2 in) make sure it is not bent more than 14.5 mm (0.6 in) at
above the ground. the maximum.
2. Compare fork arms to be sure they are straight, on 4. If blades are bent over the 14.5 mm (0.6 in) allow-
the same plane (level), and the same length. ance they should be replaced as a set.
See Section 7, “Fork and Carriage Removal and Replace-
3. Measure the distance from the fork tips to the ment,” for procedures to remove and replace the forks.
ground. The height difference between the forks tips
should be no more than 6mm(1/4in). Fork Fatigue
Fatigue cracks normally start in the heel area or on the
Fork underside of the top hanger. If cracks are found, the fork
Hanger Shank should be replaced. Dye penetrants or magnaflux can be
used for a more accurate inspection.
Fork Wear and Heel Wear
Industrial Truck Association (ITA) standards require that
a fork be removed from service when the blade or heel
thickness is reduced by 10% over its original thickness. If
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
6mm(1/4in ) max. pounds (1818 kg).
Fork Arm Height Use of fork wear calipers are recommended (Clark part
number 1803641) to gauge fork wear as follows:
4. If the fork tips are not aligned within the specified
6mm (1/4in) difference, the cause of the problem 1. Use the outside jaws of the caliper to measure fork
must be determined and corrected before returning thickness in the shank area of the fork.
the truck to service. If replacement is necessary,
always replace the forks in a set.
SM 751 34-3-3
Group 34, Uprights
NOTE
When any section of the chain has worn and increased its
Hold the caliper square and use light pres-
original length by 3% or more, the chain must be replaced.
sure to squeeze the outer jaw tips against the
When checking chain wear, always measure a segment of
fork shank. Take care not to accidentally
the chain that rolls over a sheave.
alter the reading of the calipers.
SM 751 34-3-4
Group 34, Uprights
Chain length must be adjusted if: • Bent components indicate excessive loading or
high impacts to the weldments. Bent components
• The fork-to-ground clearance is less than 5 mm
are usually structurally damaged and should be
(.20 in) or more than 25 mm (1.0 in) when the
replaced.
upright is vertical.
• Inspect roller contact patterns on the rail sections.
• The center of the bottom carriage roller comes
Roller contact patterns should be smooth and regu-
within 20 mm (0.80 in) of the bottom edge of the
lar.
inner rail.
In some applications, it may take up to 500
• The carriage safety stop hits the inner rail stop at hours of operation to develop a roller contact
full lift height. pattern on the flange of the rail.
• On TSUs, the difference between the bottom of the In applications where heavy loads are common,
inner rail and the outer rail is greater than 10 mm a rail lubricant may be required to allow proper
(0.40 in). wear-in on the roller.
See Section 6 for chain length adjustment procedures. • Check rails and carriage for wear due to undesir-
Chain Tension able contact between components. Such contact
can be an indication of broken rollers, loose com-
IMPORTANT ponents, foreign objects or debris on the upright, or
Center any auxiliary attachments before a broken weldment.
beginning tension check If contact or rubbing exists, the condition must
be corrected immediately.
1. Raise the upright enough to put tension on the chains Rail and carriage weldments with damage
to be checked. should be replaced.
2. Push the chains forward and pull them backward; the • Tie bar areas should be free of foreign objects and
amount of tension should be equal on both sides. debris. The roller area of the rail should be cleaned
every 500-1000 hours in a normal application.
! In applications where excessive amounts of
WARNING
contaminants settle in the rail channels, clean-
Do not reach through the upright to push ing may be required on 50-250 hour intervals.
chains for tension check. If excessive contamination exists, the rollers
should be exposed and the bearing seal areas
3. If one chains moves more than the other; cleaned thoroughly.
a. Lower the forks to ease tension on the chains. See Section 4 for carriage roller and upright
b. Adjust chain adjustment nuts for equal tension on roller removal and installation.
both chains. See Section 6 for chain adjustment
procedures
Carriage and Upright Rollers
4. Repeat the tension test and make adjustments until
the tension is equal on both chains when the carriage Carriage Thrust Rollers
and upright are raised. The carriage uses two types of thrust rollers.
SM 751 34-3-5
Group 34, Uprights
• The external thrust roller runs along the outside Carriage and Upright Main Load Rollers
flange of the inner rail to control lateral load on the Inspect the carriage and upright main load rollers for bro-
carriage. ken, loose, or rough bearings. Defective rollers should be
replaced.
Shoulder
Roller shaft
shims
Bearing outer race
External thrust
roller Indications of broken or damaged rollers include:
• Part of all of roller bearing missing
• Bearing outer race loose
Internal
thrust roller • Scraping noise from the upright
<SI-50607>
• Scraping of carriage fork bar on inner rail (carriage
Both types of thrust rollers should be checked for smooth rollers)
rotation, seal integrity, radial bearing tightness, and a tight • Upright rail sections scraping together (upright
cap screw. A roller should turn smoothly without sticking rollers)
and be grit free. Replace the roller if any defect is found.
• Upright misstaging
External thrust roller cap screws have a locking patch to • Excessive looseness of the rail section or carriage
prevent the cap screw from backing out. Repeated demonstrated by the following load test.
removal will deteriorate the ability of the patch to hold the
cap screw. If the cap screw is backing out without hold- NOTE
ing, a new cap screw is recommended. The cap screw can Some grease will purge from the bearings in
also be cleaned and set using thread locking compound the first 100-200 hours of operation. This is
Loctite 271 (Clark Part 1802302). The internal thrust roll- not necessarily a sign of a failed roller bear-
ers use a jam nut to ensure that the bearing remains ing seal.
secure.
Load Test
NOTE A load test helps you to determine the amount of clear-
Some grease will purge from the bearings in ance between the moving upright parts. The upright
the first 100-200 hours of operation. This is requires some lateral movement between the interlocking
not necessarily a sign of a failed roller bear- rails and the carriage. But, too much or too little clearance
ing seal. can be the cause of binding and uneven operation.
SM 751 34-3-6
Group 34, Uprights
Failure to follow these warnings can result in Signs of loose shimming include:
serious injury.
1. Excessive lateral (side-to-side) movement in the
upright rail sections
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)
! CAUTION 3. Irregular roller patterns on the rail.
Test load must be stacked stably, not extend Signs of over shimming include:
beyond the pallet, and be secured on the pal-
let. Operate the truck only from within the 1. Mis-staging or hanging up of the upright
operator’s compartment. 2. Excessive wear in the rail web
2. Tilt the upright back slightly and raise the upright to 3. Premature bearing failure.
its maximum extension several times. Note the Perform the following roll pattern check and the load test
smoothness of operation, the carriage play, and play if the need for roller shimming is suspected. See Section 4
between the rails. for detailed clearance measurement procedures.
3. Move the load 102 mm (4 in) off center on the forks Roll Patterns
and resecure it to the carriage. Impressions made by rollers on upright rails are called roll
patterns. Roll patterns can provide indication of the need
4. Raise the upright to its maximum extension and for upright or carriage adjustment.
lower the load to the floor several times.
5. Repeat the step, moving the load 102 mm (4 in) off ! WARNING
center to the other side.
Keep clear of load and carriage when making
6. Raise the upright to its maximum extension and any checks or adjustments.
lower the load to the floor several times.
Carefully observe the smoothness of operation, particu- 1. Elevate the carriage about 4 feet (1.3 m).
larly in carriage play, and play between the rails. If any
2. Apply a light, thin layer of grease to the roller con-
unusual movement, staging, or noise occurs during the
tact area.
test, correct the problem before returning the truck to ser-
vice. Continue with the following roller shimming checks 3. Lower the forks and pick up a capacity load. Raise
if too much play is evident in the carriage and rails in the and lower the upright several times.
load test. The troubleshooting guide may also help to
4. Back out from the load and raise the carriage.
identify specific problems with upright operation.
Compare the impressions of the rollers on each side of the
Roller Side-Clearance upright rails. The impressions should look the same on
The carriage and upright rollers are shimmed between the both sides. Look for signs of metal scoring or gouging
inner race and the roller shaft shoulder to maintain mini- which can indicate excessive pressure caused by damaged
mal clearance between the side of the roller and the web or misadjusted rollers.
of the adjacent rail. Shim adjustments help accommodate
Carriage rollers, including side-thrust rollers, and all
manufacturing tolerances and wear in the upright rail sec-
upright rollers can be checked by examining roll patterns.
tions.
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.
SM 751 34-3-7
Group 34, Uprights
Cylinders 4. After cleaning the top of the gland and the barrel,
cycle the upright 5-10 times. If a ring of oil forms to
Use the Drift Test, presented under “Hydraulic Checks” run 3 mm (0.125 in) down the rod, the cylinder must
below, for additional diagnosis of cylinder condition. See be overhauled or replaced.
Section 5 for cylinder repair.
Internal Leakage on Primary Cylinder
External Leakage (All Cylinders)
To check for internal leakage on the primary cylinder:
To check for external leakage on the primary cylinder:
1. Lift the upright to maximum height then lower forks
1. Clean the top of the gland and rod to remove any completely.
buildup of debris.
2. Cycle the upright 5-10 times through the first 2/3
2. Check rod surface for defects or unusual wear. length of the primary stroke and lower forks com-
• Nicks, burrs, or other sharp defects can cause dam- pletely.
age to the seal and will lead to leaks. The rod
should be repaired or replaced. 3. Slowly lift the carriage 305-610 mm (1-2 ft) into the
secondary lift stage then lift to full extension.
• For piston-type cylinders, small blunt defects in
the top and midsection of the rod can be tolerated 4. If the carriage does not lift to full height, the problem
in this cylinder design. The high pressure sealing is is likely an internal leak and the cylinder should be
over the last several inches of stroke. This type of overhauled.
defect is acceptable if leakage is not evident.
5. If the carriage does lift to full height, but you still
3. Check for external leakage from the cylinder barrel, suspect an internal leak, repeat the procedure with a
gland O-rings and backup ring, and the rod seal. 40-70% capacity load.
NOTE
The primary cylinder normally has approxi-
mately 100 ml (3.4 oz) of hydraulic fluid on
the rod side of the piston as a pre-charge.
SM 751 34-3-8
Group 34, Uprights
Hydraulic Plumbing
Use the Lift Cylinder Shimming Check, the Load Test,
and the following Drift Test to check the performance of
the hydraulic system.
1. Check all fittings for leakage. Disassemble fittings
and inspect the seals. Replace seals as required. See
Group 40 for hydraulic fitting tightening procedures.
Mark upright
2. Check all hoses and tubes for wear and damage. rails here
a. Hoses or tubes with scrapes or kinks should be
replaced.
b. Hoses with outer cover wear exposing the rein- ! WARNING
forcement braiding should be replaced.
Keep clear of load and carriage when making
any checks or adjustments. Do not use the
upright to climb; use an approved platform.
SM 751 34-3-9
Group 34, Uprights
4. Wait ten minutes and recheck the mark. Measure Consider rebuilding the cylinders if the first two remedies
and write down the distance the marks on the inner in this list are not successful. See Section 5 for removal,
and intermediate rails have drifted from the mark on overhaul, and replacement procedures for primary and
the outer rail. secondary cylinders.
5. If the rated load drift 50 mm (2 in) or more in the ten
minutes, read and follow the procedures presented in Trunnion Bearings
“Drift Causes and Remedies.”
To check the Upright mounting:
! CAUTION 1. Check for missing, broken, bent, or loose mounting
fasteners. Replace any damaged parts.
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal- 2. Lift the upright 305-610 mm (1-2 ft) and tilt the
let. upright fully forward.
SM 751 34-3-10
Group 34, Uprights
Section 4
IMPORTANT
Before removing any component for over-
! WARNING
haul, make sure the correct repair parts and/ Use an approved safety platform to reach the
or kits are available. upper areas of the upright. Never use the
upright as a ladder.
! WARNING
Introduction
An upright or carriage can move unexpect-
edly: Standard upright assemblies have two lift roller sets
• Do not walk or stand under raised forks mounted on the rails, three lift roller sets mounted on the
• Kee clear of load and carriage when mak- carriage, and two external thrust roller set mounted on the
ing any check or adjustment carriage.
• Keep your arms and fingers away from
The triple-stage upright assemblies have four lift roller
moving parts of the upright.
sets mounted on the rails, three lift roller sets mounted on
• Block the carriage or upright when work-
the carriage, and thrust roller sets mounted on the car-
ing with the components in a raised posi-
riage. (see the “Roller Side Clearance Chart” on next
tion.
page.)
• Do not reach through open areas of the
upright. Each carriage and upright lift roller is nested within its
• Never attempt to move or align the rails adjacent rail set. The front “face” of the lift roller handles
by hand. Use a prybar. front-to-back friction and play between the nesting seg-
Failure to follow these warnings can result in ments of the upright assembly, the side “face” of the roller
serious injury. radius handles side-to-side friction and play. The rollers
SM 751 34-4-1
Group 34, Uprights
are canted (tilted) to allow the side face to bear properly tainty that the clearance is excessive, you perform the
on the web. checks given below.
Rail flange wear can cause excess play between the lift To correct excessive lift roller side clearance, you add
rollers and the rail flange. The only way to correct this is shims as described later in this Section. To correct internal
to install oversize rollers-only one size of which is avail- thrust roller clearance, you adjust thrust roller position as
able. If oversize rollers were fitted previously, the only described later in this Section.
remedy for excessive front-to-back play is to replace the
rail set. (carriage middle rollers are always standard-size
rollers; see “Oversize Rollers” later in this Section for
details on roller replacement.)
The gap between the roller “side” and the web of adjacent
rail set affects the side-to-side motion of the upright-
which should be as small as possible without causing the
sliding segments to bind. The same is true of the internal
thrust rollers.
You check the performance effect of the lift roller side
clearance and internal thrust roller clearance by means of
the load test described in Section 3. To evaluate with cer-
Roller Set #4
Roller Set #5
Intermediate Rail Set
(TSU only)
Roller Set #6
Roller Set #7
Web Area Gap at Mimimumm Span of Rail Set Gap at Maximum Span of Rail Set
Roller Set# Forming Gap Targeta Allowedb Targeta Allowedb
(mm) (in) (mm) (in) (mm) (in) (mm) (in)
#1 Front, Inner railc 0.5-1.5 0.02-0.06 0.05-1.25 0.02-0.05 d d 2.25 0-0.09
#2 Front, Inner rail 0-0.75 0-0.03 0-1.5e 0-0.06 d d 2.25 0-0.09
#3 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#4 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#5 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#6 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#7 Back, Outer rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
a. Target is the desired gap after reshimming the roller set. d. Ideal is same as final measured gap at minimum width point of rail set.
b. Allowed is the acceptable gap when checking roller set. e. Measured at top of inner rail.
c. Internal side thrust rollers should extend 0.25-0.50mm(0.01-0.02 in)
beyond #1 rollers.
SM 751 34-4-2
Group 34, Uprights
Roller Side Clearance Checks 2. Position the carriage or rails so that the roller set you
want to check is at the mark for the narrowest span
The same basic procedure is used for checking all the lift on the adjacent nesting rail set.
rollers. That general procedure is given in the subsection
directly below. Special instructions for specific rollers fol-
low that subsection. Follow those directions (in the sub-
section called “Directions for Checking Specific Rollers”) Narrowest
span
and you will be directed to general and specific informa-
tion you need.
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 Example of Aligning Roller Set with Widest and
follows: Narrowest Spans Marked on Adjacent Rail Set.
Rail sets are shown separated for clarity.
1. With the spanner tool, find and mark the narrowest
and widest spans in each rail set at the roller-contact 3. Clamp the rails together opposite the roller you
areas in the rail webs: intend to check. Use wooden shim blocks to protect
• Inner Rail Set-Mark narrowest and widest spans the rails. Place clamp as close to roller as possible.
for both the front and back web areas. Torque clamp to 25 Nm (20 lbfft).
• Outer and Intermediate Rail Sets-Mark narrowest
and widest spans for the back web area only.
Back
Area
SM 751 34-4-3
Group 34, Uprights
6. If the clearance at the widest rail set span is more Top Carriage Rollers and Internal Thrust Rollers
than 2.25 mm (0.09 in), the roller set needs shim-
1. Move the top carriage lift roller to the narrowest span
ming.
on the inner rails set.
If the clearance at the narrowest rail set span is more
than 1.0 mm (0.04 in), the roller set should be 2. Clamp rail to one side as in general procedures.
shimmed; however, it is OK for the middle carriage Check clearance of lift roller on clamped side.
roller gap to be up to 1.5 mm (0.06 in).
7. Repeat entire procedure for each roller set, following Measure gap here Measure gap here
(step2). (step3).
the instructions in “Directions for Checking Specific
Rollers” below.
SM 751 34-4-4
Group 34, Uprights
SM 751 34-4-5
Group 34, Uprights
3. Add shims to the top and bottom rollers as deter- Upright Roller Removal
mined in the previous steps. 1. After the carriage has been removed, lower the
• Install shims with the same number on each side. upright rails until both of the secondary (final) lift
• When an odd number of shims is required, always cylinders are completely collapsed.
place the odd shim on the same side on all roller 2. Jack the truck and block under the frame so that the
sets. bottom of the upright is approximately 254 mm (10
4. Use a straight bar to determine the number of shims in) off the floor. See “Lifting, Jacking, and Blocking”
to add to the middle roller shaft as shown in the fol- in Group SA for safe procedures.
lowing illustration. This shimming may be asymmet- 3. Set the parking brake and block the steer wheels.
ric, meaning the numbers of shims do not have to 4. Tilt the upright to as near vertical as possible.
match those of the top and bottom rollers.
5. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
and Hi-LO uprights or intermediate rails on triple-
stage uprights. Lift hoist to remove slack from the
-0.25 to +0.25 mm strap.
(-0.01 to +0.01 in) gap
! WARNING
Use an approved safety platform. Never use
the upright as a ladder.
! CAUTION
The carriage should be removed for shim-
ming or when any service is performed on
the upright. See Section 8, for removal and
replacement procedures.
SM 751 34-4-6
Group 34, Uprights
7. Secure the cylinder to prevent its falling and discon- Roller Removal, Shimming, and Replacement
nect the cylinder rod retaining bolts. 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 dam-
age 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 neces-
sary for 2-hose adapters.
a. Clean and inspect the rollers, shims, and roller
8. Move the sheave with the hoses and any other con-
shafts.
nected components out of the way.
b. Bearings should be in good condition and allow
9. Disconnect the rail cylinders by raising the rails to the roller to spin smoothly with a true rotation.
free the cylinder rod ends from the tie bar. Tilt the c. Clean rail sections and add lubricant if necessary.
cylinders inward and secure out of the way of the tie d. Replace any worn or damaged component.
bars.
3. If the clearance check indicated an even number of
10. Lower the assembly completely to expose the rollers. shims needed, split the number evenly between the
rollers on either side of the upright.
The lower roller set of the inner rail and upper roller set of
the outer rail on standard and triple-stage uprights are now 4. If the clearance check indicated an odd number of
exposed for shim adjustment. 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.
SM 751 34-4-7
Group 34, Uprights
! 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.
4. Reconnect the load lowering flow valve to the
1. Connect the lifting strap to the inner rail on standard upright bracket. Torque nuts to 20-25 Nm (14.8-18.5
uprights or intermediate rails on triple-stage uprights lbfft).
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.
SM 751 34-4-8
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.
SM 751 34-4-9
Group 34, Uprights
Section 5
Cylinder Types 1. Fully lower upright until both lift cylinders are col-
lapsed.
Standard uprights use two lift cylinders. Triple stage
uprights use four cylinders, two primary cylinders, and 2. Attach a hoisting strap to the tie bar of the inner rail
two secondary cylinders. All primary cylinders used on or intermediate rail tie bar of TSUs.
triple-stage uprights (TSUs) are piston cylinders. The lift
and secondary cylinders used on standard, TSUs are either
piston cylinders.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
Upright
Upright Number Cylinder Type
Type
<C50-60>
STD pneu S5012 Piston-type Lift Cylinder ! CAUTION
TSU pneu T7014 Piston-type Secondary Cylinder Make sure hoisting equipment is of adequate
<C70-75> capacity and in good working order.
STD pneu S7012 Piston-type Lift Cylinder
TSU pneu T7014 Piston-type Secondary Cylinder 3. Remove the cylinder rod retaining bolt.
<C80>
STD pneu S8012 Piston-type Lift Cylinder
TSU Pneu T8013 Piston-type Secondary Cylinder
! CAUTION
To remove, or partially remove, the cylinders
from the upright for shimming or overhaul,
start with the truck in a safe position:
• Ignition off
• Parking brake applied
• Directional lever in neutral
4. Slowly lift the inner (or intermediate) rails off the top
• Forks lowered completely of the cylinder to expose the cylinder rod top.
• Wheels blocked.
! CAUTION
Lift Cylinder Shimming Procedure Block rail in up position.
To shim the lift cylinders to correct unequal cylinder 5. Insert shim(s) over rod end of cylinder with the
stroke: shorter stroke to compensate for unequal stroke
length.
SM 751 34-5-1
Group 34, Uprights
6. Slowly lower the inner or intermediate rail back onto 4. Remove the pins, draw the chain through the sheave,
the rod ends. and drape the chain over the carriage.
! WARNING
Do not try to maneuver the cylinder or rails
with your hands. Use a prybar.
Prim ary
cylinder
SM 751 34-5-2
Group 34, Uprights
Lift and Secondary Cylinder Removal & Hi-Lo uprights and inner and intermediate rails on
triple-stage uprights.
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.
SM 751 34-5-3
Group 34, Uprights
Cylinder Disassembly a. Remove the check valve from the piston for
inspection and cleaning by removing the snap
• To overhaul the primary cylinder, it is not neces- ring from the piston bore.
sary to remove the cylinder from the upright.
Instead, free the rod end of the cylinder as
explained in “Cylinder Removal.”
• To overhaul piston-type cylinders, you should
remove the cylinders from the upright as explained
in “Cylinder Removal.” The cylinders have seals
on the piston, and the rods must be removed for
seal replacement.
Check Valve. Arrow shows direction of flow
1. Clean the rod-end and gland thoroughly to prevent
contamination from falling into the cylinder during b. Use a blunt hook to pop the check valve out.
disassembly. IMPORTANT
2. With a blunt punch or chisel, bend the lock ring out Use extreme care that you do not make nicks
of the locking grooves of the gland. and burrs on the interior surface area of the
cap or cylinder or the piston.
3. Use a spanner wrench to remove the gland. Reuse the
lock ring if undamaged.
Parts Inspection and Service
4. Carefully lift the rod out of the cylinder and place in
a clean area. 1. Clean all parts completely in a suitable solvent. Dry
all parts with a soft clean cloth.
5. Inspect the tube and tube end for damage and cover
the cylinder tube end to prevent contamination. 2. Inspect cylinder barrel and bore for cracks, pining,
scoring, or other irregularities that may require
6. Remove all rings and seals from the piston and the
replacement of the barrel.
gland.
Dust Wiper 3. Inspect the piston and rod for nicks, scratches, scor-
ing, or other defects that may demand new parts.
Wear Ring
4. Check all gland and piston seal grooves for nicks,
Rod(U-cup) burrs, and scratches that can damage seals during
Seal Rod reinstallation.
Gland Piston 5. Inspect and clean the check valves.
Wear Ring 6. Inspect all seals, including the check valve O-ring.
Piston Seal
NOTE
O-Ring Wear Ring Minute imperfections inside the cylinder bar-
O-Ring Check Valve rel or on the piston or rod may be improved
for acceptable use by careful honing. How-
O-Ring
Spacer ever, removal of material that produces a
Washer notch, groove, or out-of-roundness may
Rod Snap Ring cause excessive leakage during operation and
a shortened life.
7. For piston-type cylinders: 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 neces-
sary for the particular cylinder.
SM 751 34-5-4
Group 34, Uprights
Cylinder Reassembly the piston. Install the cylinder seal from the top of
the rod.
Take care when installing these parts to make sure that no
parts are damaged.
Cylinder Seal
1. Coat all packing, seals and rings in clean, hydraulic Back-Up Ring
oil (Clark part number 1800236 qt., 1802155 gal.) Spacer Wear Ring
prior to reassembly. Coat the inside of the gland nut
bore with hydraulic oil.
2. Replace the U-cup seal (groove toward bottom of
cylinder), rod wiper, and O-ring and back-up seals on
the gland.
4. For protection against corrosion, lubricate spacers
(where used) with petroleum-based hydraulic fluid.
O-Ring and
Back-Up Seal O-Ring 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
Rod U-Cup Seal
Rod Wiper threads.
6. For primary cylinders, add 3.4 oz (100 ml) of
hydraulic oil into the cylinder on the rod side of the
piston.
NOTE
7. Install the lock ring onto the gland. Lubricate cylin-
O-rings should be carefully installed to elimi-
der threads and screw gland onto cylinder. Be careful
nate cuts or twisting.
not to damage gland seal. Make sure the gland is
fully seated on the cylinder barrel. Deform the lock
3. Replace the piston seals:
ring into slots in the tube and the gland.
a. Primary cylinder pistons require a piston seal and
wear ring. Install the piston seal from the top of 8. Check the assembly by making sure the piston slides
the rod. Use a ring compressor to compress the freely in and out of the cylinder.
piston seal. This prevents damage to the seal dur-
9. Tighten the gland nut:
ing reassembly.
• On primary cylinders, tighten the gland nut to 706
Nm (517 lbfft).
Piston Seal
Check Valve Wear Ring • On lift and secondary cylinders, tighten the gland
O-Ring nut to 706 Nm (517 lbfft).
SM 751 34-5-5
Group 34, Uprights
This competes the cylinder repair procedure. Replace the for correct carriage and rail position. When all adjust-
cylinders as described in “Cylinder Removal and Replace- ments are completed, return the truck to service.
ment.” Complete the chain length adjustment in Section 3
Dust Wiper
Wear Ring
Rod(U-cup)
Dust Wiper Seal
Rod(U-cup) Gland
Seal
Wear Ring Wear Ring
Gland
O-Ring
Wear Ring Back-Up Ring
O-Ring
O-Ring O-Ring
Spacer Spacer
Back-Up Ring
Rod
O-Ring
Rod
Barrel
Barrel
Piston Piston
Back-Up Ring
Piston Seal
Piston Seal
Wear Ring
Wear Ring
Check Valve
O-Ring Check Valve
O-Ring
Washer
Snap Ring Washer
Snap Ring
Typical Piston-Type Standard Upright Lift and TSU Triple-Stage Upright Primary Cylinder
Secondary Cylinder
SM 751 34-5-6
Group 34, Uprights
Section 6
SM 751 34-6-1
Group 34, Uprights
SM 751 34-6-2
Group 34, Uprights
czpT\WWY`e
SM 751 34-6-3
Group 34, Uprights
Highly loaded chain operating with inadequate lubrication Fatigue cracks almost always start at the link plate
can generate abnormal frictional forces between pin and pin hole (point of highest stress) and are perpendic-
link plates. In extreme instances, the torque could surpass ular to the chain pitch line. They are often micro-
the press fit force between the pins and the outside plates, scopic in their early stage. Unlike a pure tensile
SM 751 34-6-4
Group 34, Uprights
Tight Joints
All joints in leaf chain should flex freely. Tight joints
Arc-like cracks in plates are a sign of stress corrosion. resist flexure and increase internal friction, thus increas-
More than one crack can often appear on a link ing chain tension required to lift a given load. Increased
plate. In addition to rusting, this condition can be tension accelerates wear and fatigue problems.
caused by exposure to an acidic or caustic medium
or atmosphere.
Stress corrosion is an environmentally assisted
failure. Two conditions must be present: a corro-
sive agent and static stress. In the chain, static
stress is present at the pin hole due to the press fit If lubrication does not loosen a tight joint, the chain may
pin. No cyclic motion is required, and the plates have corrosion and rust problems or bent pins and must
can crack during idle periods. The reactions of be replaced.
many chemical agents (such as battery acid fumes)
See Section 3 for detailed chain stretch, length, and ten-
with hardened steel can liberate hydrogen which
sions checks.
attacks and weakens the steel grain structure.
For this same reason, never attempt to electroplate
a leaf chain or its components. The plating process Chain Length Adjustments
liberates hydrogen, and hydrogen embrittlement
cracks will appear. These are similar in appearance ! WARNING
to stress corrosion cracks. An upright or carriage can move unexpect-
If a plated chain is required, consult Clark. Plated edly:
chains are assembled from modified, individually • Do not walk or stand under raised forks
plated components which may reduce the chain • Keep clear of load and carriage when mak-
rating. ing any check or adjustment
• Corrosion Fatigue - Corrosion fatigue cracks are • Keep your arms and fingers away from
very similar (in many cases identical) to normal moving parts of the upright.
fatigue cracks in appearance. They generally begin • Block the carriage or upright when work-
at the pin hole and move perpendicular (90) to the ing with the components in a raised posi-
chain pitch line. tion.
Corrosion fatigue is not the same as stress corro-
• Do not reach through open areas of the
sion. Corrosion fatigue is the combined action of
upright.
an aggressive environment and a cyclic stress (not
a static stress alone, as in stress corrosion). • Never attempt to move or align the rails by
hand. Use a prybar.
Failure to follow these warnings can result in
serious injury.
SM 751 34-6-5
Group 34, Uprights
Standard Upright Chain Length Adjustment inner rail. Distance should not be less than 20 mm
(0.80 in) or chain length adjustment is required.
To adjust chain length on the standard upright use the fol-
lowing illustration and procedures: 3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
Adjust chain
length here during normal operations.
To carriage
If all three chain length requirements listed above cannot
1. Fork-to-ground clearance: be met, the tire diameter may be out of the design range
a. Set the upright to vertical position. allowance. Also, excessive tire wear will decrease car-
b. Break the jam nuts loose on the chain anchors. riage 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 devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
Adjustment Nut
Jam Nut Triple-Stage Upright Chain Length Adjust-
c. Turn the chain adjustment nuts until clearance ments
between forks and ground is 10-20 mm (0.40- Triple-stage uprights use two chain sets; one set for car-
0.80 in). riage lift and one set for rail lift. Adjustment anchors for
IMPORTANT the lift cylinder stage are located at the back of the outer
For all chain anchor adjustments: rail. Adjustment anchors for the primary lift stage are
• Threaded chain anchors must be left free behind the primary cylinder. Carriage chain anchors are
to pivot in mounting hole. not intended for adjustment.
• Anchor cotter pin heads must be to the For TSU inner rail lift chains, chain length must be
inside of the upright. adjusted if the difference between the bottom of the inner
• Torque jam nuts to adjustment nuts to 340- rail and the outer rail is greater than 10 mm (0.40 in).
380 Nm (249-279 lbfft).
For the TSU primary cylinders lift chain, the chain length
• Make sure chain anchors are secured so
must be adjusted if:
that no twist is evident in the chains.
2. Carriage roller position: • The fork-to-ground clearance is less than 5 mm
a. Raise carriage about 1 m (3.2 ft) and smear a (0.20 in) or more than 25 mm (1.0 in) when the
bead of grease on the bottom 75 mm (3 in) inner upright is vertical.
rail in the area of the roller pattern. • The center of the bottom carriage roller comes
b. Tilt upright fully back and completely lower. within 20 mm (.80 in) of the bottom edge of the
c. Raise carriage about 1 m (3.2 ft) and measure the inner rail.
distance from where the center of the bottom car- • The carriage safety stop hits the inner rail stop at
riage roller stopped to the bottom edge of the full lift height.
SM 751 34-6-6
Group 34, Uprights
To adjust the cylinder lift chains on a TSU use the follow- IMPORTANT
ing illustration and procedures: For all chain anchor adjustments:
• Threaded chain anchors must be left free
to pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to adjustment nuts to 340-
380 Nm (249-279 lbfft).
Adjust chain • Make sure chain anchors are secured so
length here
that no twist is evident in the chains.
To Inner Rail
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
1. Set the upright in the vertical position. inner rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
2. Break the jam nuts loose on the chain anchors. c. Raise carriage again about 1 m (3.2 ft) and mea-
3. Adjust the chain anchor adjustment nuts until the sure the distance from where the center of the
bottom of the inner rail is within 2.5 mm (0.10 in) of bottom carriage roller stopped to the bottom edge
the bottom of the outer rail. of the inner rail. Distance should not be less than
To adjust the primary cylinder lift chain on TSU use the 20 mm (0.80 in) or chain length adjustment is
following illustration and procedures: required.
3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
Adjust chain
length here IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
To carriage during normal operations.
SM 751 34-6-7
Group 34, Uprights
SM 751 34-6-8
Group 34, Uprights
3. Remove the chain anchor pins on the outer rail and Primary Cylinder/Carriage Chains (TSU)
pull the chains off of the sheaves on the inner or
intermediate rails. 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 col-
lapsed 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.
Triple-Stage Upright Lift Chain Removal from Inner Rail 4. Use these steps in reverse to replace the primary cyl-
inder/carriage chain.
NOTE
Perform the chain length adjustment and chain tension
If a hose adapter assembly is used, the chain
check before returning the truck to service.
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.
SM 751 34-6-9
Group 34, Uprights
SM 751 34-6-10
Group 34, Uprights
Section 7
3. Lift tip of each fork and put parret under the fork arm
! CAUTION near the heel.
]SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur- ! CAUTION
face, such as a concrete floor with no gaps Forks weight 115-301 kg (254-664 lbs) each.
or breaks. Take care when lifting.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Fork Removal
NOTE
Forks do not need to be removed to remove
Blocking the Fork
the carriage.
4. Disassemble the carriage stopper bar and the fork
1. Release the fix pin. shaft.
! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.
SM 751 34-7-1
Group 34, Uprights
The procedures for checking, maintaining, You may need a helper to hold the control
and adjusting uprights, carriages, and forks handle in the lowering position while you pull
involve movement of the components. on the carriage chains to fully collapse the
primary cylinder (on Hi-Lo & TSUs). When
• Do not walk or stand under raised forks.
pulling on the chains to lower the primary
• Keep clear of load and carriage when mak- cylinder (on Hi-Lo & TSUs), the ignition
ing any check or adjustment. must be off.
• Keep your arms and fingers away from
4. Once the carriage is fully lowered, clamp the front of
moving parts of the upright.
one fork to the pallet to prevent the carriage from
• Do not reach through open areas of the falling over backwards when removed.
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 car-
riage 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
SM 751 34-7-2
Group 34, Uprights
6. Disconnect the carriage chains at the base of the car- 10. Remove steer wheel blocks. Release the parking
riage. Pull chains back off primary cylinder sheave. brake and slowly back the truck away from the car-
riage.
11. Lower the upright rails until both of the secondary
cylinders are completely collapsed.
Carriage Replacement
To replace the carriage:
1. First check to be sure the carriage is securely
clamped to the pallet.
2. Move the truck up to the carriage assembly with the
7. For carriage auxiliary components, disconnect hoses inner rail centered on the carriage.
(2- or 4-hose assemblies) from carriage. Remove the
bolts and strap fixture also. 3. Raise the upright until the inner rail is high enough to
clear the upper carriage rollers.
4. Tilt the upright until it is at the same angle as the car-
riage assembly.
5. Now slowly move the truck forward until the inner
rail is centered over the carriage rollers.
SM 751 34-7-3
Group 34, Uprights
6. Lower the upright until the inner rail clears all of the
carriage rollers.
NOTE
If the rail or bearings bind, raise the upright,
back away from the carriage and check to be
sure the carriage rollers are installed prop-
erly.
SM 751 34-7-4
Group 34, Uprights
Section 8
Bushing
Pin
SM 751 34-8-1
Group 34, Uprights
! 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 Disconnect and
cap line from main
being hoisted and set down. Keep hands and hydraulic control valve
feet away from the assembly. Use prybars to
move the assembly into position for reattach-
ment.
SM 751 34-8-2
Group 34, Uprights
3. Remove tilt cylinder rod-end lock plates and rod-end Upright Replacement
pins from upright.
1. Use an overhead chain hoist of adequate capacity and
an approved lift chain to lift upright into position.
4. Remove pin fix bolts and lift upright off frame. See
illustration on page 1.
! WARNING
Use prybars to move the assembly into posi-
5. Slowly set upright down on the floor, 100 x 100 mm
tion for reattachment.
(4 x 4 in) blocking, or sturdy pallets set end-to-end.
2. Match the position of mounting pin to the frame
hole. Install the lock pin bolts and tighten them with
Torque to 56.9-70.5 Nm(42-52 lbfft).
SM 751 34-8-3
Group 34, Uprights
Reconnect hose
adapter lines here.
SM 751 34-8-4
GROUP 38
GROUP 38
SM 751 38-0
Group 38, Counterweight and Chassis
Section 1
Specifications Description
Counterweight weights : The counterweight is a solid, cast-iron piece mounted to
the back of the lift truck to counter-balance the loads
C60:3180 kg (7010 lbs)
C70-75:3600 kg (7736 lbs) placed on the upright at the front of the truck. The weight
C80:4000 kg (8820 lbs) 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
Fastener Torques truck.
Counterweight Mounting Bolt : 441-490 N⋅m (325-361 The counterweight is cast with mounting niches molded
ft⋅lb) 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
General Maintenance
and prevent the counterweight from being dismounted
The counterweight must be maintained in good condition accidentally.
and securely attached to the lift truck. Because of its
heavy weight and bulky mass, the counterweight must be ! WARNING
carefully supported and handled. When removed from the
The counterweight is extremely heavy. Do
truck, store at floor level in a stable position to be sure it
not remove the counterweight unless you
will not fall or tip, causing damage or injury.
have training and are familiar with the cor-
rect 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 han-
dling the weight of the counterweight when
removing or replacing. Make sure your hoist
is of adequate capacity to handle the weight.
SM 751 38-1-1
Group 38, Counterweight and Chassis
Section 2
! WARNING
Stand clear of the counterweight as it is being
hoisted, moved, or mounted.
SM 751 38-2-1
Group 38, Counterweight and Chassis
Towbar
Anchor bolts
Counterweight Installation. A standard truck counterweight and frame is shown. Removal and replacement
SM 751 38-2-2
Group 38, Counterweight and Chassis
Section 3
Removal
! CAUTION
SAFE PARKING. Before working on truck: 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 3. Release parking brake.
gaps or breaks. 4. Remove floor plates.
2. Put upright in vertical position and fully 5. Secure overhead guard safely using a hoist and
lower the forks or attachment. remove bolts.
3. Put all controls in neutral. Turn key
switch OFF and remove key. Replacement
4. Apply the parking brake and block the 1. Set cell into place on the truck chassis using an over-
wheels. head hoist.
2. Replace the four mounting bolts and nuts. Torque the
Overhead Guard/Operator’s Cell nuts to 70-80 Nm (52-59 ftlb).
Removal and Replacement
Overhead Guard
Mounting bolt
SM 751 38-3-1
Group 38, Counterweight and Chassis
Section 4
SM 751 38-4-1
Group 38, Counterweight and Chassis
SM 751 38-4-2
Group 38, Counterweight and Chassis
Section 5
Operator’s Seat
Removal and Replacement
4. Apply the parking brake and block the
! CAUTION wheels.
SAFE PARKING. Before working on truck :
SM 751 38-5-1
Group 38, Counterweight and Chassis
Seat Replacement 2. Check seat for correct, smooth adjustment when slid-
ing forward or back. Make sure the seat locks in
1. Replace the four nuts securing the seat rails to the place on the rails when adjusted for different posi-
seat deck and torque to 23-25 Nm (210-230 inlb). tions.
SM 751 38-5-2
GROUP 40
GROUP 40
SPECIFICATIONS
SM 751 40-0
Group 40, Specifications
Section 1
SM 751 40-1-1
Group 40, Specifications
AVOID :
• slippery,
IMPORTANT sloping,
or uneven
Safety and warning decals are placed in con- surfaces
spicuous locations on the truck to remind • loads over
capacity on
operators of essential procedures or to pre- nameplate
In Case of
Tip-Over:
Don't
jump
Hold on
tight
Brace feet
Lean
away
2798235
SM 751 40-1-2
Group 40, Specifications
2372604
SM 751 40-1-3
Group 40, Specifications
Nameplate, Decal Locations The Keep Away from Forks decal is placed on both sides
of the upright on the outer rail just above the tilt cylinder
The following illustrations show decal locations for the yoke mount.
nameplate and safety decal required on all Clark indus-
trial lift trucks.
The Data Plate is located on the seat deck to the left side
of the operator seat deck.
2372604
SM 751 40-1-4
Group 40, Specifications
Section 2
General Specifications
SM 751 40-2-1
Group 40, Specifications
Capacities
For standard trucks.
At 600mm At 24 in
Models Load Center Load Center
C60 6000 kg 13200 lb
C70 7000 kg 15400 lb
C75 7500 kg 16500 lb
C80 8000 kg 17600 lb
Note : Rated capacity applies when using standard upright : 3000mm [118 inches] for C60-75, 2800mm [110 inches] for
C80 pneumatic tire.
LPG
C60 15110(36332) 9110(20084) 13311(29345) 4066(9863) 5044(11120)
C70 16480(36332) 9480(20900) 14732(32478) 3946(8699) 5533(12200)
C75 17122(37749) 9622(21212) 15561(34306) 4004(8827) 5618(12385)
Note : Refer to the truck data plate for exact service and axle weights.
SM 751 40-2-2
Group 40, Specifications
SM 751 40-2-3
Group 40, Specifications
SM 751 40-2-4
Group 40, Specifications
SM 751 40-2-5
Group 40, Specifications
Group 13, Instrument Pod & Electrical Sys- Fuse : 10A STOP Switch.
tem Specifications Fuse : 10A Horn.
System Voltage : 24 volt (DSL) Coolant Mixture : 50% water and 50% low-silicate, ethyl-
12 volt (LPG) ene glycol, permanent-type antifreeze with rust and corro-
sion inhibitors.
System Ground : Negative.
Cooling System Coolant Capacity :
Alternator Diesel truck with 4-row radiator capacity is 24L (25.4
Type : 24 volt.(DSL) qt).
12 volt.(LPG) LPG truck with 5-row radiator capacity is 24L (25.4
qt).
Battery
Fan Type : Pusher type
Diesel Engine :
Fan Drive Belt : Flat 6 Grove type belt
Type : (12 volt, 80AH) x 2
Water Pump Type : Centrifugal
Cold Crank Current : 800 amps at 0 °F (-18 °C)
Hose Clamp Sizes :
Reserve Capacity : 130 minutes at 80 °F (27 °C).
Diesel/LPG : 51mm (2 in).
LPG Engine :
Type : 12 volt, 80AH
Group 03, Intake and Exhaust Systems Spec-
Cold Crank Current : 800 amps at 0 °F (-18 °C) ifications
Reserve Capacity : 130 minutes at 80 °F (27 °C).
Air Cleaner Type : Canister style with replaceable paper
Starter element and air-restriction indicator.
Diesel Engine :
Type : Positive engagement, offset gear reduction.
Voltage : 24 volts
Output : 4.0 kW.
LPG Engine :
Type : Positive engagement, offset gear reduction.
Voltage : 12 volts
Output : 1.6 kW.
System Protection
Fuse : 10A Direction Control.
Fuse : 10A Ignition.
SM 751 40-2-6
Group 40, Specifications
SM 751 40-2-7
Group 40, Specifications
Group 22, Wheels and Tires Specifications Group 25, Steering Column and Gear
Steer Tire Types : Pneumatic Rubber and urethane. Specifications
Drive Tire Type : Pneumatic Rubber and urethane. Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal circuit.
Pneumatic Truck Wheel and Tires Steering System Relief Pressure Setting : 13000 kPa
Tire Sizes and Ratings (1885 psi).
Drive Tires :
C60/75 Dual : 8.25X15-14 ply rating
C80 Dual : 8.25X15-18 ply rating
Group 26, Steer Axle Specifications
Steer Tires :
SM 751 40-2-8
Group 40, Specifications
Drawbar Pull
With standard upright and standard transaxle.
Travel Speeds
Maximum speeds with standard upright and standard
transaxle.
SM 751 40-2-9
Group 40, Specifications
Section 3
1. Tighten fitting finger tight until it stops turning, 2. Using finger tips only, lightly snug fitting with a
while moving the fitting lightly side to side to pre- wrench until it bottoms out on the seat or port. Do
vent cocking or thread damage. not overtighten.
SM 751 40-3-1
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