HALE FORKLIFT TRUCK inual HLF 20/25 [20 HGF 20/ /25 2h AN Halla Engineering & Heavy Industries LtdFOREWOR Proper operation, maintenance, troubleshooting and repairs are necessary to preserve the performance for vehicles and engines (engine-powered forklift trucks) over a long period of time and to ensure that fault and breakdowns do not occur. The object of this Shop Manual is to provide the information necessary especially in connection with the performance of inspections and repairs mainly in the maintenance areas. For this purpose. it includes sections on "General and Specifications’, “Inspection and maintenance’, “Removal and installation’ , “Disassembly and Assembly’ and the “Stucture and function”, “Trouble Shooting’. Maintenance data necessary for the performance of maintenance on the machines is also included, but reference should be made to the Operation and Maintenance Manual for further details. Reference should also be made to this manual in connection with correct operation of the machine. The content of the items menfioned above is as follows. General and Specifications This chapter explains the precautions for servicing, torque specification for common fastenings, and data related to vehicle dimensions and performance. Inspection and maintenance . This chapter explains the service data, adjustment procedure, and dimensions to be referred to during servicing. Removal and installation ‘This chapter explains the weight of component parts as well as the order of removal of mast, lift cylinder, and engine, and the point of reinstallation of them. Disassembly and Assembly ‘This chapter explains the point of disassembly, inspection /repair(or replacement), and reassembly of individual component parts.Structure and function ‘This chapter explains the structure of the TORQFLOW transmission as well as the hydraulic circuits and electrical circuits. Trouble Shooting This chapter shows locating the basic cause of the failure, and carrying out swift repairs to ensure that the failure does not occur again. Reference should be made to the “General Shop Manual” for safe operating and working methods which serve as the basis for the performance of repair and inspecting works on machines. -2-PRECAUTIONS WHEN PERFORMING THE SERVICE WORK ‘Always pay attention to ‘Safety’ before starting any work — this is important. Never attempt any work where there is danger to yourself or the other persons. Whenever work requiring safety precautions are described in this manual, a flag mark AM is inserted, so always make doubly sure that safety measures are taken. Other unmarked work should always be performed after studying and using your common sense to prevent accidents. DESCRIPTION OF THE SYMBOLS ‘The symbols described below are used in this manual for convenience and better understanding. Symbol item Description Safety Special safety precautions are needed to perform the work. * Note Special technical precautions are needed to perform the work. es) ‘Tightening Torque Fastening parts that require specified tighte- ning force when assembling. ae) Weight Weight for parts or systems LNs Coat Places to be coated with adhesives, etc. when assembling. Fs faa Quantity of bolts when disassembling or as~ sembling.SECTION INDEX Section | . GENERAL AND SPECIFICATIONS Section [| . INSPECTION AND MAINTENANCE Scetion I. REMOVAL AND INSTALLATION Section lV. DISASSEMBLY AND ASSEMBLY Section V. STRUCTURE AND FUNCIION Section \I. TROUBLE SHOOTINGSection |. GENERAL AND SPECIFICATIONS I -2. Lifting, Jacking, and blocking. AS I -3. Towing... 1 —4. Preeantions for maintenance... BI | -5. Periodic replacement of consumable parts...--.-- 25 1 —6. Standard tightening torque for bolts... 261 -1. Safety Sefety Signs and Messages Safety signs and messages in this manual and on the lift truck provide instructions and identify specific areas where potential hazards exist and special precautions should be taken. Be sure you know and understand the meaning or these instructions, signs, and messages. Damage to the truck, death, or serious injury to you or other persons may result if these messages are not followed. NOTE This message is used when special information, instructions or identification is required relating to procedures, equipment, tools, pressures, capacities, and other special data. IMPORTANT This message is used when special precautions should be taken to ensure a correct action or to avoid damage to, or malfunction of, the truck or a component. ZX cAUTIONN——+ This message is used as a reminder of safety hazards that can result in personal injury if proper precautions are not taken. A WARNING This message is used when a hazard exists that can result in injury or death if proper precautions are not taken. Section 1. General and specifications A DANGER This message is used when an extreme hazard exists that can result in injury or death oF serious injury if proper precautions are not taken, The above terms have been adopted by HALLA. The same terms may be used in different context in service literature supplied directly or indirectly by vendors of truck components, Safe Maintenance Practices The following instructions have been prepared from current industry and government safety standards applicable to industrial truck operation and maintena- nee. These recommended procedures specify conditions, methods and safety of all workers during maintenance opera- tions. Carefully read and understand these instructions and the specific mainte- nance procedures before attempting to do any repair work. When in doubt of any maintenance pro- cedure, please contact your local HALLA dealer. 1. Powered industrial trucks can become hazardous if maintenance is neglected. ‘Therefore, suitable maintenance facili~ ties, trained personnel, and procedures must be provided. 2, Maintenance and inspection of all powered industrial trucks shall be done Safety 1-1in conformance with the manufactures recommendations, 3. A scheduled planned maintenance, lubrication, and inspection program shall be followed. 4. Only trained and authorized personnel shall be permitted to maintain, repair, adjust, and inspect industrial trucks, Work should be performed in accordance with the manufacturer's specifications, 5. Properly ventilate work area, vent exhaust fumes, and keep shop clean and floor dry, 6, Avoid fire hazards and have fire protect- ion equipment present in the work area. Do not use an open flame to check for level or leakage of fuel, elctrolyte, or coolant. Do not use open pans of fuel or flammable cleaning fluids for cleaning parts. 7. Before starting work on truck : a. Raise drive wheels off of floor or di- sconnect power source and use blocks or other positive truck positioning devices. b. Disconnect battery before working on the electrical system. 8. Before working on engine fuel system of LPGror diesel-powered trucks, be sure the fuel shut-off valve is closed. 9. Operation of the truck to check perfor mance must be conducted in an author- ized, safe, clear area. 10. Before starting to drive truck : a. Be in operating position. b. Be sure parking brake is engaged. ¢. Put direction control in neutral. d, Start engine. e. Check functioning of direction and sp- eed controls, steering, brakes, warn ing devices, and any load handling attachments. 11. Before leaving truck a, Stop truck. b, Put directional control in neutral. c. Apply the parking brake. d. Stop the engine by turning off the ignition circuit. e. Put blocks at the wheels if truck is on an incline. 12. Brakes, steering mechanisms, control mechanisms, warning devices, lights, governors, guards, safety devices, and frame members must be carefully and regularly inspected and maintained in a safe operating condition. 13. Special tracks or devices designed and approved for hazardous area operation must receive special attention to ensure that maintenance preserves the original, approved, safe-operating features. 14. Fuel systems must be checked for leaks and condition of parts. Extra spec- ial consideration must. be given in the case of a leak in the fuel system. Action must be taken to prevent the use of the truck until the lea has been corrected. 15. The truck manufacturer's capacity, operation, and maintenance instruction plates, tags, or decals must be maintai- ned in legible condition. 16. Batteries, motors, controllers, limit ww I ~1 Sofety ~10-switches, protective devices, electrical conductors, and connections must be inspected and maintained in confor- mance with good practice. Special attent- ion must be paid to the condition: of electrical insulation. 17. To avoid injury to personnel or damage to the equipment, consult the manufact- urer'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. 19, Modifications and additions that affect capacity and safe truck operation must not be done without, the manufacturer's prior written approval. Capacity. operat- ion and maintenance instruction plates, tags, or decals must be changed accord- ingly, This is an OSHA requirement. 20. Care must be taken to assure that: all replacement. parts, including tires, are interchangeable with the original parts and of a quality at least equal to that provided in the original equipment. Parts, including tires, are to be installed per the manufacturer's procedures. Always use genuine HALLA or HALLA. opproved parts. 21, Use special care when removing heavy components from the truck, such, as counterweight, seat deci, mast, ete. Be sure that lifting and handling equip- ment is of the correct capacity and in good condition. Also, this removal may upset the stability of the truck. The frame must always be safely blocked for major component removal. Safety 1-1-81-2. Lifting, Jacking, and Blocking A WARNING Lifting or jacking any large piece of equipment such as your fork truck presents ‘obvious hazards. It must be done with great care and forethought. Safe Parking Before woking on truck : 1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks. 2. Put mast 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. A WARNING Defective equipment can cause accidents. All tools and lifting equipment must be in good condition, meet the load capacity Tequirements and have OSHA labels when Tequired. Tools with defects can have failures causing severe Injury or death. Lifting, Blocking, and jacking Points ‘Use the following illustration to locate general lifting, blocking and jacking points on the truck. Read the procedures for raising, blocking. or jacking specific components of the truck to make sure you understand the correct, safe procedures. On Tie Bars. Under Steer Axle Frama Mount & 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 damaged. Raising Drive Wheels Off Floor This procedure uses the mast as a lever to lift the drive wheels off the floor and prevent accidents due to inadvertent powering of the drive wheels, 1. Park truck safely as described in “Safe Parking’ Block steer wheels. 2, Be sure mast trunnion bolts are tight. Bolt torques must be 75-80 N - m(55-59 fib). 1 ~2 Lifting Jacking and BlockingSection 1. General and specifications 3. Start the engine. Tilt the mast fully the drive wheels or slip wheel cradles back. Adjust upright height as necess- under the drive wheels. If using block- ary to put blocking underneath the —_ing, check for safe clearance between lower end of the mast. drive wheels and floor and blocks. 4, Put a solid 100 x 100mm(4x4in) hard- wood block under the front section of each mast rail. Put a 3-6mm(.125~.250 in) steel plate on top of each block. NOTE When forks are raised as in illustration above, use shop rags, paper, or bright tape 5. Tilt mast fully forward. This raises the. . on fork tips to signal the danger of tripping. drive wheels off the floor. Release the tilt, control lever and turn engine OFF. T. Check for stable condition of the truck. Be sure that the blocks are located securely under the truck frame before operating the drive or working on truck. 8. Lower the drive wheels to the floor and remove the blocks by reversing the above procedure. Raisig Truck with A Hoist When suitable equipment is available, the front of the truck may be raised by means of a hoist. with wheel cradles placed under the wheels or blocking placed 6. Insert blocking under the frame behind —_under the frame. -B- Lifting, Jacking and Blocking | —2ZN CAUTION When lifting the front of the truck, watch truck for signs of lateral instability. It may tip sideways. You may have to support or guide the side of the truck or overhead guard to prevent tipping. 1. Park truck safely as described in “Safe Parking’ Block rear steer wheels. 2. Check trunnion bolts to make sure they are tightened to correct. torque. Bolt torques must be 75-80 N - m(56-59 ft-lb). 3. To raise the front of the truck using the thast, spread two chains on the outer rail tiebar of the mast. A WARNING Chain and hoist used to lift truck should be checked to make sure they are of safe lifting capacity. See the truck data plate for in- formation. 4, Slowly lift truck and lower drive wheels onto the cradles or place blocking under frame prop points. 5. When maintenance work is completed, lower the truck to the floor by reversing the lifting procedure. Check to be sure no tools or equipment are under the truck or wheels. Blocking the Mast In Raised Position ‘This procedure is used to safely provide clearance for access from the front of truck to components on or near the drive axle. Tlustrations show mast with forks removed however, fork removal is not necessary 1. Park truck safely as described in “Safe Parking’. 2. Put blocks in front of and behind drive wheels. 3. Put wooden support blocks conveniently near mast rails before raising the mast. Use two 100% 100mm(4%4in) hardwood blocks or equal, of about 300% 300mm (12 in) and 600% 600 mm(24in) length. NOTE For standard masts, block may need length cut to suit. For triple stage masts the carriage may be blocked up, as shown. 4, Start engine and raise the mast carriage. 5. Hold the taller block against inner rail and lower the mast until carriage rests on block. sr Lifting, Jacking and Blocking 1 —2 ~4-Section 1. General and specifications Carriage Inner Rail 6. Hold the shorter block against the outer rail and lower the mast until inner rail rests on the block. Carriage 7. Reverse the procedure to remove blocking. Raising Rear of Truck The truck may be raised at the rear by jacking and blocking under the center of the frame member at either the front or rear steer axle mounting, or under the center section of the steer axle. Refer to truck data plate for trick we- ights. 1, Park truck safely as described in “Safe Parking’. Put blocks at front and rear or drive wheels. 2. Put a floor jack under the steer axle mounting frame member, centered bet ween the two wheels. NOTE If there is insufficient clearance under frame for your jack, the truck may first be driven onto shims, such as 25X150X300 mm(1X 6X12in) pleces of board, to increase the truck frame underclearance. 3. Raise the truck only as high as necessary to perform the maintenance work. 4, Put blocks at both sides of the truck, fully under the frame main side struct ure, Put the blocks in front of but close to the counterweight and steer wheels for best truck stability. ~15- Lifting, Jacking and Blocking 1-2 “=Put an equal amount of blocks under each side of the truck to provide a level working position. 5. Lower the truck onto the blocks and remove the jack. AX cAuTIoN——— Before performing any maintenance work, check the truck for stable condition onthe blocking. 6. When maintenance work is completed, lower the rear of truck to the floor by reversing the above procedure and lowering each side of the truck 50zam(2 in) ata time = * Put jack under frame and raise truck * Carefully remove blocks and lower truck. + Remove jack and blocks from drive _ wheels. Raising Entire Truck Refer to truck data plate for truck we- © Lifting, Jacking and Blocking 1-2 ights. 1. Park truck safely as described in “Safe Parking’. Lower mast fully. 2. If necessary, drive truck onto boards to increase underclearance. A WARNING SIDE-TO-SIDE TIPOVER. When jacking side of truck, be sure mast is lowered fully and do not raise one side of the truck more than about 50mm(2in) higher than the other, to avoid tipping truck over laterally. END-TO-END TIPOVER. If the mast and transaxle are removed while the truck is blocked up, the truck will tip backwards due to the heavy counterweight. Both mast and counterweight must be removed before "attempting to raise the truck for transaxle removal. The back of the truck must be supported by blocking under the steer axle to prevent movement. ‘The reverse is also true. If the counterweight is removed while the truck is up on blocks, the weight of the mast and transaxle will cause the truck to tip on the front blocks and fall forward. 3. Put the jack under side frame near the center of the truck, ~16-IMPORTANT Be sure to put the Jack squarely and fully under the main side structure of the frame. Do not’ put the jack under the outer covers which enclose the fuel and hydraulic sump tanks. 4, Carefully raise the truck one side at a time, only as high as necessary to do the main- tenance work and not more than a max- imum of 150mm (Gin) total. 5, Put blocks under the side frame at each side of the jack. Spread the blocks close to the steer and drive wheels for maxi-~ mum stability. 6. If using one jack, lower the truck onto the blocks and move the jack to the opposite side, Repeat the lifting procedure. 7. Put the same size blocks under each side of the truck so it will be level. ZX caution Before performing any maintenance work, check the truck for stable condition on the blocking. Section 1. General and specifications 8. When maintenance work is completed, lower the entire truck to the floor by reversing the lifting procedure, Lower the truck one side at a time, while carefully removing the blocks. Check to be sure no tools or equipment are under the truck or wheels. NOTE Depending on jack height, shims under the tires may be needed for clearance to allow removal of jack. Shipping Tie-Down Instructions 1. Front or Truck a. With mast and Carriage Installed + Lower the carriage fully. + Put a tie down(e.g., chain) between the carriage fork bars. b, Without a mast and Carriage In- stalled + Put a chain across the truck floor plate. Protect truck from chain -7- Lifting, Jacking and Blocking 1-27damage by using covered chain or protective material under the chain at contact points. 2. Rear of Truck * Attach the tie down to pocket in bottom of counterweight. Lifting, Jacking and Blocking | —2 -18-1-38. Towing If your truck is disabled but can be moved freely on its own wheels without further damage, use the following procedures to tow the truck safely to a repair area. A WARNING It is important for your safety and to the care of your lift truck to use the proper equipment and carefully follow these recommendations for safe towing. Do not tow a lift truck if there is a problem with the brakes or tires, or if the steering cannot be operated. Do not tow the disabled truck up or down ramps or steep inclines. Do not attempt to tow the disabled truck if traction or weather conditions are poor. 1. Be sure to apply the parking brake or block the drive wheels on the disabled truck while working around it. Section 1. General and sp 2, When possible, raise the carriage(forks) on the disabled truck 300mm(12in) from the floor or ground. Secure the carriage on the mast with a chain. _ 8, Use truck for towing that is of equal or larger capacity than the disabled truck. Carry a partial load on the tow truck for improved traction. 4. Check that the counterweight bolts on both trucks are in place and properly torqued to 340-380 N - m(250-280 fb). These bolts are made of special, high- tensile steel and are not commercially available. when necessary, replace these bolts only with a genuine HALLA repla- cement part. 5. Use an approved, solid metal tow bar with towing couplers that connect to- wing pins in the counterweights. Direction of towing for distances of 200 meters (325 yards) or less. Disabled truck with driver in place to steer. Tow truck moving at 8 kitome- tere-per-hour (5 mph) or Towing 1-36. Release the parking brake on the towed vehicle, Place directional control lever in neutral. 1. Tow the disabled truck backwards. An operator must be on the disabled truck. LN CAUTION, The power steering will not operate on the disabled truck when the engine is not funning. The steering handwheel will be difficult to tum. 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(5mph, or a moderate walk- ing speed) with a driver in place and steering the disabled truck. IMPORTANT Do not [ift the disabled truck or any wheels off the floor while the truck is being towed. 9. Park the disbled truck in authorized areas only. Fully lower the forks on the floor, leave the directional control in neutral, turn the ignition switch to OFF, and engage the parking brake. Remove the ignition key and, when necessary, block the wheels to prevent the truck from rolling. A WARNING Always engage the parking brake when Parking a lift truck. The truck can roll and cause injury or death to personnel near it. LIFT TRUCK PARKING or Towing 1-3 ~20—Section 1. General and specifications I -4, PRECAUTIONS FOR MAINTENANCE Careless performing of the easy work may cause injuries, Take care to always perform work safely, at least observing the following. © Oil is a dangerous substance, Never handle oil, grease or oily clothes in places where there is any fire of flame. As preparation in case of fire, always iknow the location and directions for use of fire extinguishers and other fire~ fighting equipment. Flames should never be used instead of lamps. Never use a naked flame to check leaks or the level of oil or electrolyte. Exhaust gas is dangerous. Provide adequate ventilation when working a clo- sed space. Wear well-fitting helmet, safety shoes and working clothes. When drilling, grinding or hammering, always wear protective goggles. Always do up safety clothes properly so that they do not catch on protruding parts of machines. Do not wear cily clothes. When checking, always release battery plug. Ne Av WARNING Be particularly careful when remo-ving the radiator cap and the hydrau-lic oil tank filler cap. If this is done Im-mediately after using the machine, there is a danger that boiled oil may spurt out. Precautions for maintenance | ~ 4-1©The procedure for releasing the hydrav- lic pressure is as follows : Lower the fork to the ground, and stop the engine, move the control levers to each position two or three times. When working on top of the machine, be carefull not to lose your balance and fall. Hand a caution sign in the operator's compartment(for example “Do not start” or “Maintenance in progress’). This will prevent anyone from starting or moving the machine by mistake. A WARNING It Is extremely dangerous to try to check the fan belt tension while the engine is running. When inspecting the engine running parts, or near such parts, always stop the engine first. Before checking or servicing accumulator of piping, depress brake pedal repeatedly to release pressure. Park the machine on firm, flat ground. Lower the fork to the ground and stop the engine. Return each lever to “NEUTRAL, and apply the brake lock. Immediately remove any oil or grease on the floor of the operator's compartment, or on the handrail. It is very dangerous if someone slips while on the machine, we | —4 Precautions for maintenanceSection. 1 . General and specifications When working with others, choose a group leader and work according to his instructions. Do not perform any maint- enance beyond the agreed work. Unless you have special instructions to the contrary, maintenance should always be carried out with the engine stopped. If maintenance is carried out with the engine running, there must be two men present : one sitting in the operator's seat and the other one perfom- ing the maintenance. In such a case, never touch any moving part. Always remember that the hydraulic oil cireuit is under pressure. When feeding of draining the oil or carrying out inspect- ion and maintenance, release the pres~ sure first. Thoroughly clean the machine. In par~ ticular, be careful to clean the filler caps, Grease fittings and the area around the dipsticks. Be careful not to let any dirt or dust.into the system. Always use HALLA Forklift genuine parts for replacement. Always use the grades of grease and oil recommended by HALLA Forklift. Choose the viscosity specified for the ambient temperature, @ Always use pure oil or grease, and be sure to use clean containers. When checking or changing the oil, do it in a place free of dust and prevent any dirt from grtting into the oil. Before draining the oil, warm it up to a temperature of 30 to 400 @ After replacing oil, filter element or strainer, bleed the air from circuit. When the strainer is located in the oil *-filler,-the-strainer must not be removed while adding oil. @When adding oil, use the dipstick to check that the oil is at the correct, level. When changing the oil or filter, check the drained oil and filter for any signs of excessive metal particles or other foreign materials. When removing parts containing O-ring, gaskets or seals, clean the mounting surface and replace with new sealing parts. After injecting grease, always wipe off the old grease that was forced out. Do not handle electrical equipment while wearing wet gloves, or in wet places, as ‘Precautions for maintenance | ~ 47this can cause eleetiric shock. During maintenance, do not allow any unauthorized person to stand near the machine. Be sure you fully understand the contents of the operation. It is important to prepare necessary tools and parts and to keep the operating area clean. When checking an open gear case there is a tisk of dropping things in. Before removing the covers to inspect such cases, empty everything from your pockets. Be particularly careful to remove wrenches and nuts. © Way to use dispstick Push the dipstick fully into the guide, and then pull out. Carrying out other difficult maintenance work carelessly can cause unexpected accidents. If you consider the tiaintenance is too difficult, always request’ the HALLA Forklift distributor to carry it out. & | ~4 Preeautios for maintenance ~24-Section 1. General and specifications 1-5. PERIODIC REPLACEMENT OF CONSUMABLE PARTS For operation safety, never fail to perform periodic maintenance or make periodic replacement of the consumable parts listed in the following. ‘These parts may deteriorate in time and are susceptible to wear. It is difficult to estimate the degree of wear at time of periodic maintenance ; therefore, even if no apparent wear is found, always replace with new parts within the prescribed period of replacement(or earlier if trouble is found). Note that periodic replacement has nothing to do with guaranteed service. No. Part Name Repeoerant 1. | Master cylinder and wheel cylinder caps, dust seals Every 1 year 2. | Brake hose or tube Ever 1 or 2 years 3. | Brake reservoir tank and tube Ever 2to 4 years 4. | Power steering hose Every 2 years 5° | Stop lamp switch(Oil pressure type) Every 2 years 6 | Fuelhose Every 2 to 5 years 1 | Rubber parts of power steering Every 2 years 8 | Lift chain Every 2 to 4 years 9 | Hose of load handling Every 1 or 2 years ~as- Periodic replacement of consumable parts | - 5 firection Disassembling Water Pump REASSEMBLY AND INSTALLATION 1, Reassemble pump, replacing worn or failed parts. Seal contact surfaces must be smooth and flat, The bushing should be replaced if scored or cut. A light film of lubricant applied to the face of the seal will facilitate seating and sealing. 2. Use thick soapsuds on both the seal and shaft when assembling in order to pre~ vent damage to the seal. 3. The fan hub must be installed prior to replacing rear plate. The shaft, must be supported during this operation to prevent damage to the seal and bushing. 4, Mount pump assembly on block using a new housing gasket. 5. Install fan belt and adjust belt tension to have 13mm(1/2”) deflection on long side. Pull out the alternator by hand, as bea~ ring damage will result with a pry bar. 6, Refill cooling system. 41 ‘Water pumpGOVERNORS ‘The governor is a device which controls engine speed — either keeping it operating at a constant speed or preventing it from exceeding a predetermined speed. CAM GEAR GOVERNOR, Extreme caution must be exercised when making governor adjustments to avoid personal injury due to fan blades, belts and hot manifolds. Bodily injury or death may result to individuals during operation of an engine within any enclosure not adequately or properly ventilated. Engine operation in any enclosure requires adequate and proper ventilation to avoid ashyxlation or other interruption of normal breathing, to supply sufficient air to cool the engine, provide air to mix with fuel and to carry away heated air from the building. ‘The Cam Gear Governor — is used on most industrial units requiring normal industrial speed regulation. These gover- nors differ from conventional centrifugal governors mainly in the round steel balls used as the actuating force producer instead of pivoting masses of weight. ‘When the governor is driven at increasing speeds by the engine, the hardened steel balls, move outward, forcing the conical upper race and lever assembly toward a closed throttle position. An externally mounted spring imposes tension on the lever assembly toward the = Governors open throttle position. As the engine speed increases, the centrifugal force created by the balls will increase until a balanced condition between the governor force and the spring force exists and the governing lever remains stationary — holding a constant engine R. P.M. Adjustment — The desired engine speed is obtained by increasing or decreasing the governor spring tension. Cam Gear Governor ‘This built-in cam-gear governor is sealed, dust proof, engine lubricated, is compact and easily adjusted. The control shaft floats on two needle bearings to remove friction for closer and more accurate control through the whole power range. This governor is normally used on all industrial applications. Control rod movement is determined by accelerator pedal of hand control linkages. aneSection W. Inspection and maintenance ‘The idle surge adjusting screw, if supp- lied, should be adjusted *in” just far enough to eliminate any tendency of the engine to surge. ADJUSTMENTS = 1. Linkage Adjustment — With the engine stopped and spring tension about normal, the governor should hold the throttle, (butterfly) in the wide open position. ‘The governor to carburetor control rod should be adjusted in length so that the throttle stop lever is 0.4-0.8mm(1/64” - 1/32") off the stop pin. Be sure that. the bumper screw, if supplied, is backed out so as not to interfere. Make certain that all linkage at gover- nor and carburetor operate free — without any binding. 2. Speed Adjustment — To increase speed increase spring tension by use of the adjusting screw. To decrease speed decrease spring tension by use of the adjusting screw. 3. Idle Surge adjustment(When Surge Screw is supplied) Turn governor idle surge adjusting screw ‘IN’, or to the right until corrected. 4, Continued surging — may indicate an excessive looseness of binding of gover- nor linkage and sometimes too lean a fuel mixture. A\ CAUTION Do not turn bumper screw in far enough to reduce the maximum governed speed for full throttle. CAMSHAFT, t TIMING GEAR ne a r ADJUSTING SCREW Exploded View of Cam Gear Governor TM GOVERNOR LINKAGE TM GOVERNOR LINKAGE (M20. UPDRAFT SHOWN) Cam Gear Governor Governors =IGNITION SYSTEMS Continental industrial spark ignited engines are equipped with an electronic ignition system. The ignition system has the job of producing and delivering high voltage surges of about 20,000 volts to the correct spark plug, at the correct intervals and with the correct timing for the engine. Each high voltage surge produces a spark at the spark plug gap to which it is delivered, so that the mixture of air and fuel in the cylinder is ignited. ELECTRONIC IGNITION SYSTEM This battery-ignition circuit consists of the battery, ammeter, ignition switch, ignition coil, distributor, spark plugs and low and high tension wiring. == ie TENSION winine FEEIEEEILOW TENSION WIRING ‘Schematic Drawing of Ignition System (12 Volt) These parts can be divided into separate cireuits consisting of a low tension circuit carrying battery voltage and a high ten- sion spark circuit of about 20,000 volts. ‘The primary section is the low voltage section and is composed of the battery, the ignition switch, the ignition coil primary winding, distributor electronics and asso- ciated wiring. Integral primary Ignition System. The secondary section is the high voltage section and is composed of the ignition coil secondary winding, the distributor cap, the roter, the spark plug cables and the spark plugs. ‘The electronic ignition system maintains a tuned condition longer, since there are no points or condenser. Breaker point erosion and rubbing block wear is eliminated. Wear «@ Ignition systemson the distributor shaft and shaft bearings is greatly reduced. Dwell is permanently controlled by the electronics and total elec- tronic switching offers improved starting, The system is easy to troubleshoot requi- ring no elaborate test equipment or procedures. ‘The electronics are fully protected with a moisture resistant material and are designed to resist shock and vibration. Protection against reverse polarity and over voltage is built into the system. The system will trigger at any speed above zero R.P.M. Each cylinder will fire at the proper time because of close tolerances in the trigger wheel design. Elimination of points and condensers and their inherent problems such as rubbing block wear, plus the longevity of solid state circuitry offers much less downtime and more economical operation. This system uses an oscillator as its sensor. Acting as a “Metal Detector’, it senses the trigger wheel teeth turning with the distributor shaft, The presence of metal (each tooth) causes a change to occur in the oscillator which in turn commands the control unit transistor switch to turn off. The sensor is a coil of very fine wire molded into a plastic housing. This plastic housing is mounted on the movable base plate and is connected directly to the cireuit board. The sensor is not replaceable. The electronic control system is a com- Section IL. Inspection and maintenance pletely self-contained solid state device which is coated to provide a moisture proof barrier. It is not repairable and if neces- sary must be replaced as a complete as- sembly. ‘The Integral system houses the electro— nics inside the distributor. Only two connections are made to the coil. IGNITION SYSTEM COMPONENTS The Battery supplies the voltage for producing a current flow through the ignition circuit, The Ammeter indicates the amount and direction of current flow. ‘The Ignition Switch is an “Of and “On” switch. Current flows only when this switch is closed and returns by the ground through the engine or frame. The resistance of the primary winding of the ignition coil restricts the primary current flow, ‘The Ignition Coil consists of two windings, a primary winding and a secondary winding and is a transformer to increase the voltage high enough to jump a spark gap at spark plug. The Distributor interrupts the primary ~45- Agition, systems “=winding current in the ignition coil and distributes the high tension current to the correct spark plug at the correct time. ‘The Spark Plugs provide a spark gap in the combustion chamber. The compressed air and fuel mixture is ignited when the high voltage jumps across this gap. ‘The Low Tension Primary Wiring condu- cts battery current through the ignition coil and contacts. The High Tension Secondary Wiring conducts the high voltage, produced by the ignition coil, to the distributor and from the distributor to the spark plugs. Operation — A primary current flows from’ the battery, through the ammeter and ignition switch to the coil primary winding, then to ground. The collapsing field induces a very high voltage in the secondary winding which is carried by the high tension wire to the center terminal of the distributor cap. The rotor connects this center terminal to one of the cap terminals which in tum is connec ted to the proper spark plug. The spark produced by this high tension current ignites the fuel in the cylinder. This process is repeated for every power stroke of the engine and at high speeds, an impulse may be required as often as 300 times per second. Ignition Coil — The function of the ignition coil is to transform the low voltage supplied by the battery into the high vol- "& Ignition systems tage to jump the spark plug gap. An ignition coil has two windings wound on a soft iron core ; the primary winding which consists of a comparatively few turns of heavy wire, and the secondary winding of many thousand turns of very fine wire. The primary winding is wound around the outside of the secondary win- ding, A soft iron shell encloses the outside of both windings and server to complete the magnetic circuit. Ignition coils do not normally require any service except keeping all terminals and connections clean, and tight. The coil should be kept reasonably clean : however, it must not be subjected to steam cleaning or similar cleaning methods that may cause moisture to enter the coil. Cut away View of an Ignition Coil Stop engine before checking battery terminals or electrical connections. Do not hold ignition wires with bare hands since 46 -Section IL. Inspection and maintenance shocks or other injuries can result, Sparks or flames near a battery could cause and explosion or fire. Battery acid can cause corrosive burns. Always wear eye protec~ tion. Use of jumper cables or battery charging should be done only as directed by manufacturers safety instructions. Ignition coils can be tested for grounded windings by placing one end of the test probe on a clean part of the metal outer shell and touching the other end of the test probe to the primary and high voltage termi- nals. If tiny sparks appear at, the points of contact, the windings are grounded. If the coil is further suspected of being faulty, remove and check its operation on a coil testers and replace it if inoperative. Most coil testers compare the operation of the coil being tested with one known to be in good condition. This test should be made with the coils at room temperature and then warming the coils five minutes by connecting the primary to a battery of the same voltage rating as the coils. Re~ check the comparison test to see if the expansion due to heating has caused some defect. The ignition coil center tower rubber “Boot” should always be replaced when a new coil is installed. Carbonized tracks in the rubber “Boot” form when a coil fails due to a “burned tower" and if the rubber boot is not replaced, early failure of the new coil can be expected. When the ignition coil is wired up incorrectly with the distributor, it can cause high speed missing, loss of power and performance under heavy loads. Distributor-The distributor conducts and interrupts the current through the primary winding of the ignition coil at the correct time and distributes the high tension voltage to the correct spark plug. ‘There are two separate electrical circuits in a distributor. The sensor and trigger wheel device are in the primary circuit and carry low voltage courrent — while the cap and rotor are in the secondary circuit and carry the high voltage spark current. ‘The triggering system is mounted on a plate in the top part of the distributor housing. ‘The rotor is mounted above the trigge- ring system and turns with it to make a connection between the cap center contact a7 Ignition systems “=and various side contacts. Continental industrial engines have distributors equipped with a mechanical advance which varies the timing by advan- cing the breaker cam as the engine speed ‘increases. This mechanism consists of weighted levers which revolve with the distributor rotor and act against a set of springs, As the speed of rotation increases, the weights are moved out and the timing is advanced. With this arrangement, it is possible to have a retarded spark for idling and obtain a gradual advance in spark timing as the engine speed is increased. The ignition system also features vacuum advance for optimum part throttle economy. With this system, spark timing is not only adjusted for the rotating speed but also for the load applied to the engine, As load is decreased, timing is advanced, and as load in retarded untill only the mechanical advance is used. DISTRIBUTOR MAINTENANCE-'The dis- tributor operation is vital to the operation of the engine and the following items should be carefully inspected every 250 hours of normal operation : however, dirt, dust, water and high speed operation may cause more rapid wear and necessitate more frequent inspections : 1. Remove Distributor Gap~Clean cap and examine for cracks, carbon runners, corroded terminals or if the vertical faces & Ignition systems of the inserts are burned - if found, install a new cap. If the horizontal faces of the inserts are burned-replace the cap and rotor as this is due to the rotor being too short, 2. Check Mechanical Advance Mechanism ~for “freeness’ by turning the breaker cam in the direction of rotation and then releasing it, The advance springs should return the cam to its original position. 3, To ensure proper operation, the diaph- ragm in the vacuum advance unit and the line to the manifold should be checked periodically for leakage. If the diaphragm is ruptured, the vacuum advance housing and linkage must be replaced. SPARK PLUGS~A spark plug consists of two electrodes : one grounded to the outer shell of the plug and the other well insulated with a core of porcelain or other heat resistant material. The space between these two electrodes is called the gap which should be set at 0.8mm(.032”) for Continental OHV engines. Correct and uniformity of the gaps of all. spark plugs in the engine is important for smooth running. Spark plug gaps are best checked with a wire gauge unless the points are dressed to obtain a correct reading with a flat gauge. ‘The adjustment should always be made on the side electrode and never on the center electrode which may cause a broken porcelain,Ceramic insulator Sectional view of Spark Plug “Gapping” the electrode tip is more easily done with proper tools. GAPPING THE SPARK PLUG. This illus~ tration shows the use of the gapping tool which both measures and adjusts the electrode gap. Checking Spark Gap Spark Plugs must operate within a certain temperature range to give good performance —not too hot and not too cold. ‘The ability of a spark plug to conduct heat away from the center electrode and ~49- Section IL. Inspection and maintenance porcelain is controlled by the design of the shell and insulator~so varying the length of the insulator below the gasket shoulder controls the temperature, ens apa ve ie or a ke Des Cold-Normal-Hot Spark Plugs Examination of a used spark plug will show if it is in the correct heat range for the operating condition. If the plug runs too hot, the insulator will blister or crack and the electrodes burn away rapidly. If the plug remains too cool~soot and carbon will deposit. on the insulator causing fouling and missing. Faulty Spark Plugs. Left : cold plug used in an engine that should have a hot plug. Right : hot plug used in an engine that should have a cold plug. Ignition systems “6Spark plug electrodes will wear in the course of time and present day fuels have a tendency to form rusty-brown oxide deposits on the insulator tip. Therefore it is necessary to periodically clean the plugs with a plug cleaner and to reset the gaps to specifications. Spark plugs must be correctly installed in order to obtain good performance from them. It is a simple but important matter to follow the following procedure when installing plugs : 1. Clean the spark plug seat in the cylinder head. 2. Use new seat gasket and screw plug in by hand. 3, Tighten all 14mm plugs to 40N - m(80 LB. FT.) torque with socket wrench of correct size. BLUE, DISTRIBUTOR IGNITION TIMING A\ CAUTION Before ignition timing can be checked or adjusted, remove the vacuum advance line at the distributor and clamp the rubber tube feading to the intake manifold. After setting the timing, remove the damp and reconnect the rubber tube to the ‘vacuum advance unit on the distributor. To ensure proper operation the diaphragm in the vacuum advance unit and the fine to the manifold should be checked periodically for leakage. IF the diaphagm is ruptured, the vacuum advance housing and linkage must be replaced. There are two methods of checking igni- tion timing - with or without a timing light. HEAD CAP [GROUND SCREW, Please 300 89-390, ‘Schematic Diagram Showing typical Timing Light Hookup a Ignition systemsThe preferred method is to use a timing light in the following sequence : Paint a line on the flywheel(or in some cases, on the front pulley) so the timing mark will be more legible under the timing light. Disconnect fan before timing engine to avoid personal injury. Do not hold ignition wires with bare hands since shocks or other injuries can result. Sparks or flames near a battery could cause an explosion or fire. Battery acid can cause corrosive burns. Always wear eye protection. Use of jumper cables or battery charging should be done only as directed by manufacturers safety instruc- tions. Clip blue secondary lead of light to the #1 spark plug — leave spark plug wire on plug. nN Connect primary positive lead(red) to cylinder head capscrew or alternator bracket. Disconnect vacuum line from distributor to manifold and clamp end of Jine leading to the manifold. wo . Direct timing light on the crankshaft pulley or on the flywheel through ope- ning in bell housing and note timing marks as light flashes. = ‘Timing is normally at 18° BTDC at. 1850 rpm(For LPG). ‘Timing is normally at 16° BTDC at 1850 rpm(For GAS). Section IL. Inspection and maintenance 5. To advance timing, turn distributor body clockwise. To retard timing, turn distributor body counter-clockwise. 6, When timing is correct, tighten distribu~ tor clamp screw securely. Then re-check timing again with light. 7, This operation is best performed a shaded area, so timing light is visible. DISTRIBUTOR IGNITION TIMING Without Timing Light(Emergency Method) 1. Remove #1 Spark Plug — put your thumb over the spark plug hole and crank engine by hand until air is exhausting. Checking No. 1 Cylinder on Compression Stroke 2. Set piston at 5° BTDC by slowly cran- king until correct mark on flywheel(or crankshaft pulley) will line up with the pointer in bell housing(or gear cover). —st- Ignition. systems3. Loosen the distributor clamp bolt and install a test lamp on the two light is extinguished, then clamp the distributor in place. Crank Pulley Timing Mark The charging circuit consists primarily of an alternator, regulator, battery and wiring. When analyzing the charging circuit, the components should be checked in the following order. 1. Wiring Wiring in the charging circuit, should be carefully inspected for frayed insulation or other damage, and replace any wiring that is defective, Also inspect all connections to the alternator, regulator and battery inclu- ding all ground connections), and clean and tighten as required. I. Battery The lead-acid storage battery, used on automotive and industrial applications, is an electrochemical device for converting chemical energy into electrical energy. It has three major functions : 1. It provides a source of current for star- ting the engine. 2. It acts as a stabilizer to the voltage in the electrical system. 3. It can, for a limited time, furnish current when the electrical demands of the unit exceed the output of the generator. Stop engine before checking battery terminals or electrical connections. Do not hold ignition wires with bare hands since shocks or other injuries can result. Sparks or flames near a battery could cause an explosion or fire. Battery acid can cause corrosivé burns. Always wear eye protec tion. Use of jumper cables or battery charging should be done only as directed by manufacturers safety instructions. Il. Alternator ‘The alternator differs from the conven- tional D. C. shunt generator in that the armature is the stationary member and is called the stator : while the field is the rotating member and is called the rotor. Alternating current is rectified(changed to direct current) by means of diode rectifiers rather than mechanically with brushes coming into contact with the various seg ments of the rotating armature on the generator, With this construction, the high current values involved in the arma- ture or stator may be conducted to the external circuit through fixed leads and connections rather than through the rotating commutator ‘and brushes as in D. G. generator, The comparatively small \& Ignition systemsSection WL. Inspection and maintenance values of current supplied to the field may be conducted without difficulty through small brushes and rotating slip rings. The alternator is somewhat lighter and more compact in design than the conventio- nal D. C. generator of comparable electrical size and is equally as simple to service and test. Each bearing is prelubricated which eliminates the need for periodic lubrication, Precautions to be observed when testing or servicing the alternator system. 1. Disconnect the battery, before connect- ing or disconnecting test instruments (except voltmeter) or before removing or replacing any unit or wiring. Accidental grounding or shorting at the regulator, alternator, ammeter or accessories, will cause severe damage to the units and/ of wiring. 2. To avoid damage to the regulator, do not, at any time, connect battery to the regulator field terminal. 3. The field circuit must never be grounded, on this system, between the alternator and the regulator. Grounding of the field terminal either at the alternator or regu- lator will damage the regulator. 4. If it necessary to solder any lead to a rectifier lead, use a pair of pliers as a heat dam between the solder joint and the rectifier. 5. The alternator must not be operated on open circuit with the rotor winding energized. 6. Do not attempt to polarize the alternator. No polarization is required. Any attempt to do so may result in damage to the alternator, regulator, or circuits. 7. Grounding of the alternator output termi- nal may damage the alternator and/or circuit and components. 8. Reversed battery connections may damage the rectifiers, wiring or other components of the charging system. Battery polarity should be checked with a voltmeter before connecting the battery. 9. If a booster battery or fast charger is used, its polarity must be connected correctly to prevent damage to the electrical system components. (positive to positive, negative to negative. ) IV. Regulator ‘Most regulators are fully transistorized and completely sealed. These cannot be adjusted or repaired and it can be assumed that this type regular will outlive the other components in the charging system. On current Delco/MCI alternators, the regulator is inside the alternator housing, and the case must be split to replace. Care should be taken in the operation to insure correct assembly. . Other regulators are adjusted and repai- red in accordance with the manufacturer's instructions, Installation of Regulator for Alternator To insure proper operation and to Ignition systems =protect the alternator and regulator, the following steps should be observed during installation: 1. Make sure regulator is of the same voltage and polarity as the alternator and battery. 2. Disconnect battery cable at battery terminal. 3, Make sure the mounting area of the alternator and regulator base are clean and make a good tight connection, 4, Connect alternator in accordance with the manufacturer's instructions. 5. Do not flash field or ground terminals of the regulator. 6. Reconnect battery cable. 7, Start ‘engine and observe ammeter, A “High” charge rate is normal for the first few minutes, but will decrease as the regulator warms up. NOTE When servicing the charging system, never remove a unit until tests have shown it to be defective. Reference always should be made to the manufacturer's maintenance manuals for complete trouble shooting instructions. = Ignition systems ~54~ENGINE REPAIR AND OVER HAUL This section includes instructions for repairs and overhaul of the component units of continental industrial engines. Provide a clean place to work and clean the engine exterior before you start disassem- bling — dirt causes engine failures. Many shop tools have been developed to save time and assure good workmanship : these should be included in your equipment. Use only genuine Continental parts in Continental engines since years of develop- ment and testing have gone into these specifictions to assure maximum life and performance. CYLINDER HEAD ‘The cylinder head is an important part of the engine assembly since it contains the combustion chamber, valves, and cored ‘passages for air, exhaust and water flow. REMOVING THE CYLINDER HEAD 1. Drain water from engine and disconnect: radiator or heat exchanger hoses. 2. Remove cylinder head cover by remo- ving the cylinder head. 3, Remove rocker arm shaft assembly and Section IL. Inspection and maintenance push rods. Grip the push rods and snap them sideways out of the tappet sockets as shown in the illustration. This method serves to break the hydraulic connection and permits lifting the push rods out and leaving the tappets in place. AX CAUTION Make a sketch showing the proper location of the cylinder head cap screws for use of reassembly. 4, Loosen and remove the capscrews holding the cylinder head to the block. 5. Lift the cylinder head off the engine and carry to a clean bench for further disassm- bly. DISASSEMBLY OF CYLINDER HEAD 1, Remove all carbon from combustion are as using scraper and wire brush. 2. Using a C type valve spring compressor, remove the valve spring retainer locks, retainers, rotors, springs and oil guards on valve stems — placing all parts in a container of solvent. Removing Valve Springs ~55- ‘Engine repair and overhaul / cylinder fead 23. Remove the valves and place them in order in a rack with holes numbered for both intake and exhaust so they will not be mixed in handling. ‘Valves in Rack 4. Clean the cylinder head thoroughly with a solvent or degreasing solution and blow it off with air pressure. Inspect carefully for cracks, VALVE GUIDES 1. Clean the valve stem guides, removing lacquer or other deposits. Do not use tools that remove metal. 2. Check guides for wear by using a telesco- pegauge and 1” micrometer. Replace all guides that are worn bell-mouthed or have increased 0.038 mm(.0015 in) diameter. See Limits and Clearance Sec- tion and Valve Guide Data for maximum diameter permissible to determine actual amount it has increased. Remove all valve guides when necessary by pressing them out from the combustion chamber side. 3. Replace worn guides as required by pressing in new guides to the correct depth. (see Valve guide Data) Removing Valve Guides from Cor Chamber Side AX CAUTION When replacing guides do not ream since these are all prereamed before being ferrox coated ~ any further reaming will remove the coating. VALVE SEAT INSERTS(IF SUPPLIED) 1, The exhaust valve seat insert is held in place by a shrink ft. Inspect all exhaust valve inserts in the head and replace any that are loose, crac~ ed or otherwise damaged. Use puller for removing faulty insert. 2. When required to replace with new insert, clean and counterbore for 0.25mm(.010") larger insert using counterbare tool with correct fitting pilot. When machining the counterbore, be sure to go deep enough with the tool to clean up the bottom so that the insert will have full contact to carry away the heat. Wis-Con Total Power does not recom- © Valve guies ~56-Section TL. Inspection and maintenance mended installing new inserts having the DIMENSIONS OF STANDARD INSERTS same outside diameter as the one removed. | AND COUNTERBORES The following chart shows the dimensions [Outside Dia. | Inside Dia, of Standard Inserts and Counterbores : Engine Model] of Insert | of Counterbore | Press Fit tA) (8) VALVE GUIDE DATA 35518mm | 6.410mm | 077mm 35.482mm | 35.385mm | .128mm ™ Togo) | case 3 1.8941" . to to ms ase) | aac | ¢ j~——G—-+}. WA Ferd Ss a E 1 j a rl! L Model ™M Intake Exhaust A. | Valve Seat Angle 30° 15 45 15 8 | Diameter of Seat 8, 48) T= 35.0 29,137 28.87 C | Diameter of Choke (1.38) (1.147/1.137) - 23.0 23.0 D | Distance (1.69) 2.69) E | Leneth of Guide 38) eis) 7 [ie nr Oa i G_| Distance Intake to Exhaust 8, Rea H_|-0. D of Valve Seat, Insert If Used - Gap 38,482, J | Thickness of Valve, Seat Insert If Used = ES Valve Seat Material If Used - SAE J—610 ~57- Valve guide datain the head in accordance with instruc~ tions in the Valve Guide Data and limits and clearance chart, Before removing the arbor, indicate the seat. Total indicator reading of the run-out must not be more than 0.05mm(.002"). Use a pilot having a solid stem with a long taper, as all valve seats must be ground concentric and square with either new or worn valve stem guide holes. Insert and Counterbore When OVERSIZE inserts are used. dimensions of the insert and counterbore increase proportionately 0.25, 0.5mm(.010", 020”) depending on the oversize. Grinding Valve Seat Chilling Inserts New insert installation must have a pressfit. Chill insert in container with dry ice for 20 minutes before assembling. Insert may then be installed in the coun- terbore using a piloted driver and arbor press, without the possibility of shearing the side walls. This assures it being seated firmly on the bottom of the counterbore. 8, Grind the intake and exhause valve seats Indicating Valve Seat = Valve guide data ~58—VALVES 1. Inspect valves for condition and replace any that are “necked”, cracked or burned, also any on which valve stems are bent or worn more than 0.05mm(.002 ") over the maximum allowable limits. Reface or replace all valves. Allowable Head Thickness of Refaced Valves 2, All valves having less than 50% margin thickness(outer edge of valve head) after refacing has been completed must be replaced. To check this dimension, compare the refaced valve with a new valve. ‘Checking Vavle Face in "V" Blocks 3. Check all refaced or new valves in V- blocks with indicator to determine if the Section Il. Inspection and maintenance contact face is true with the stem within 0.05 mm(.002"). If not, repeat the refacing operation. 4, After the valves and seats have been refaced and reground, coat the seat lightly with Prussian blue and drop the valve into position, oscillating it slightly to transfer the blue pattern to the valve face. ~ Checking for proper Valve Seating. This should show a contact width of 1.6 to 2.4mm(1/64" to 3/32") and should fall well within the width of the valve face, leaving at least 0.4mm(1/64") on either side where the blue does not show. If the contact is over 2.4mm(3/32”) wide, the seat in the head may be narrowed by using a 15° stone to reduce the outside diameter or using a 60° or 75° stone to increase the inside diameter. Never allow valves to set down inside the seat. ‘After the narrowed-down seat is brought within specifications, the seat should be —s9- ‘Vales =retouched lightly with the original stone to remove burrs or feathered edge. “A poor valve grinding job cannot be corrected by valve lapping” For example, after the valve has been hand lapped, it would Jock like this when cold. The thin line visible here shows Valve Position in Head where the valve lapped into its seat. Keep ‘in mind that the engine is now at rest cold. ‘This illustration shows the same valve only now it has reached normal operating temperature. Notice that lapped area of the valve and the seat no longer match each other. This is perfectly normal due to expansion of the valve. Now you can see that the effects of the lapping job are lost completely. So remember...do not lap valves in after grinding. 5. Coat the valve stem with a light film of engine oil. VALVE SPRINGS 1. Check all valve springs on a spring tester to make sure they meet specifications regarding weight and length. Valve Spring Tester Springs, when compressed to the “valve sar Valve springs ~60-Seétion VL. Inspection and maintenance open” or “valve closed” length, must fall within the specifications shown on the Limits and Clearance chart when new, and must not show more than 10% loss to re-use, 2, All intake and exhaust valves have oil guards, Soak in boiling water for several minutes prior to installation. 3. Reassemble the valves and springs in the head with the oil guards, retainer and retainer lock. ROCKER ARMS 1, Inspect the rocker arm shaft for wear. If the shaft has “shoulders” on it due to wear, replace. Blow out oil holes with air. 2, Examine rocker arms for cracks, condi- tion of valve contact surface and worn bushings. Replace all defective rocker arms or any having over 0.13mm(.005”) clearance between shaft and arm. 3. Inspect the rocker arm brackets for cracks or other damage. VALVE PUSH RODS 1. Inspect push rods for bends or twist and examine the ball and cup ends for exces- sive wear. Replace rods that are faulty or excessively worn. 2. To prevent damage to push rods, replace after the cylinder head is installed. ‘Push Rod Inspection for Runout CHECKING BORE WEAR 1. Clean the ring of carbon from around the top of the cylinder bore formed above the travel of the top ring. 2. Determine the original diameter of the cylinder barrel by checking this unworn area with a pair of inside micrometers at ” intervals of approximately 45° ‘Racker armsMeasuring Original Bore Diameter Above ‘Ring Travel 3. Check same manner the top of the ring travel area approximately 6mm(1/4”) below the shoulder. 4, The maximum difference in the above checks, indicates the amount of cylinder bore wear. If less than 0.20mm(.008”), Teringing will be suitable and if over 0.20 mm(.008”), reboring is recommended. PREPARING CYLINDER WALLS FOR RE- RINGING OR RE-BORING 1, Ridge ream the cylinders to remove the unworn area at the top so that the new rings when assembled will not bump and distort both themselves and the piston lands. Several good makes of ridge reamers are available which will ream the top of the bore in direct relation to the worn area so that should the worn area be off center slightly there will be no partial ridge remaining. Ridge Reaming Top of Cylinder Bore 2. Drain the crankcase and remove the oil pan. 3. Remove the cap screws holding the connecting rod caps to the rod. Keep the cap and bolts in numerical order so that when the pistons and rods are removed from the engine, the cap can be reassem- bled and kept with its mating part. 4, Push the pistons and connecting rods up through the top of the cylinder, carrying with them all the carbon and metal ” chips left from the cleaning and ridge reaming operation. When doing this, every precaution must be taken to prevent damage to cylinder bores by the sharp corners and rough edges of the connecting rods. 5, It is important to remove the glaze on the cylinder bores by using a cylinder hone, with an adjustable stone tension, in order to assure quick seating of the new pistion rings. If the cylinder glaze is not removed, you will have no assurance as to when the rings will begin to func ar Preparing cylinder wall for reringing or reboring — 62 —Section IL. Inspection and maintenance tion properly and control the oil : this is especially true when chrome rings are used. ‘The following step by step procedure is recommended : a. To get the correct cross hatch pattem with a cylinder hone, use a top quality electric drill with a speed of 500 R. P. M. or less and 280 grit stones. ‘Honing Cylinders b. Cover the entire crankshaft with a clean, slightly oily cloth to prevent abrasives and dirt from getting on the crankshaft. c. Remove the excess carbon deposits from the top of the cylinder wall before beginning the glaze breaking operation. (This is to prevent loading the stones.) d. Insert hone in cylinder and expand to cylinder wall with slight tension. Using a clean brush, wet cylinder wall and stones with kerosene. Use a band drill and surface hone cylinder with a rapid up and down motion to produce a good crosshatch pattern, Apply kerosene continuously and increase tension on hone adjustment until a good pattem and finish is obtained. A smooth finish of 0.25-0.38 micrometers(10 to 15 micro inches) is desired. The honing operation will produce a sharp edge at the bottom of the bores. Upon completion of the honing operation, remove this sharp edge with a piece of number 500 emery cloth. If this edge is not removed, it can cause shaving of the piston skirts, "Removing Sharp Edge After Honing e, Clean the loose abrasives from the stones by using kerosene and a wire brush. IMPORTANT Stones must be used wet. Keep applying kerosene during honing to prevent stones from drying out and causing an incorrect honing pattem. - 78 ‘reparing cylinder wal for reringing o reoring “3f. The most desirable cylinder finish is 0.25~0,88 micrometers(10—15 micro- inches) : with this finish the depressions in the surface tend to keep a supply of lubrication between the mating parts. This finish can be obtained by using 280 grit stones on the hone. Desirable Crosshatch Pattern Obtained with a Cylinder Hone After all honing operations are complete, thoroughly wash the bores with soap and water to remove all traces of grit. Kerosene of other solvents will not remove the grit. Rinse the block with clean, clear water and dry with compressed air. When you have finished cleaning the block, run a clean, dry paper towel through the bores. The paper towel should come out clean. Cleaning Block If not, the bores must be rewashed. As soon as the bores have dried, lubricate with engine oil immediately to prevent rust. This completes the honing operation. PISTONS Check the pistons for excessive ring groove wear, and replace any that exceed the allowable limits in our limits and clearance data. ‘The cylinder walls and pistons must be perfectly clean and dry when fitting pistons in the cylinder bores. Pistons should be fitted with the block and pistion at room temperature 20.0° 21.0 (68- 108). PISTON FIT STANDARD PISTONS(with 2.3 to 4.5kg(5 to 10#) pull) TM series 0.08 mm(.003”) "a Pistons ~64-Section IL. Inspection and maintenance Check the piston fit in the bore using a halfinch wide strip of feeler stock, of the thickness specified in the Limits and Clearance Chart, the feeler being attached to a small scale of approximately 7kg(15 Lbs.) capacity. Checking Pistion Fit in Bore When the correct fit is obtained, you must be able to withdraw the feeler with a pull of 2.3~4,5kg(5-10 pounds) on the scale, with the feeler inserted between the piston pin bosses where the diameter of the piston is the greatest, Check the fit of the piston when it is approximately 50mm (2”) down to the cylinder bore in an inver ted position. PISTON PINS Check the bushing in the upper end of the connecting rod for wear. If worn and you are using the original pistons with a service set of rings, an oversize piston pin may be obtained in 0.08 or 0.13mm(.003” or 005”) oversize. Checking Piston Pin Bushing for Wear The piston pin hole in the piston and the bushing in the connecting rod may be honed to increase their diameter to obtain the desired fit as shown in your Limits and Clearance Chart, ‘Piston pins “&Note that while the chart specifies a light press fit of the pin in the piston, there is a definite clearance of the piston pin in the connecting rod. CONNECTING ROD Replace the bushing in the connecting rod if new pistons and sleeves are used. Using the arbor press, press out the old bushing and press in the new one making sure oil supply holes line up — after which the bushing must be honed to obtain the correct fit of the pin in the bushing as shown on Limits and Clearance Chart. If there is an excess of stock in the piston pin bushing, it may be reamed first, then honed. In any event, the final opera- tion should be done with a hone to obtain the desired fit with better than 75% bearing area contact on the pin. PISTON AND CONNECTING ROD ASSEMBLY 1. Assemble the pistons on the connecting rod by first heating them in some from of over or in hot water to a minimum tem- perature of 710(160°F). When heated, the piston pin will enter the piston very easily and can be tapped through the connecting rod and into place without distorting the piston. The snap rings must be assembled in the grooves, making sure they are fully seated in place, 2, The piston pin hole in the connecting rod must be parallel to and in plane with, the large bore in the bearing end of the connecting rod, Checking Connecting Rod for Twist and ‘Alignment ‘This may be checked on a fixture with the piston pin assembled in the rod before assembling the piston : but regardless of this preliminary check the completed piston and rod assembly must be rechec~ ked and there must not be more than 0.05 mm(.002”) twist or out of squareness checked over a spread of approximately 100 mm(4"). IFexcessive, replace the rod. "= Connecting rotSection IL. Inspection and maintenance Checking Connecting Rod Assembly for Alignment, Pistons are cam taper ground, and this must be taken into consideration when checking alignment of the assembly, since the diameter in line with the piston pin would be less at the top of the skirt than at the bottom. PISTON RINGS Check the piston rings in the cylinder for Bap. -67- Checking Ring Gap ‘To do this insert a piston in the cylinder bore in an inverted position and then insert each ring one at a time about 50mm. (2") down in the bore and bring the bottom edge of the piston up against the ring to square it up in the cylinder bore. If the ring does not have sufficient end gap clearance, file one end of the ring until sufficient clearance is obtained. Check the ‘gap between the ends of the ring with a feeler gauge in accordance with specifications shown in the Limits and Clearance Chart. Prior to installing the rings on the piston, check each ring in its respective groove to the limits specified in the manual. If ring to land clearance exceeds maximum ser- viceable limits, pistons must be replaced. ‘Piston rings “=SEGMENT car EXPANDER PACER Checking Ring Clearance in Groove RECOMMENDED METHOD OF cana INSTALLING PISTON RINGS ee 1. Prior to ring assembly, check the ring “P*** ieee Oil Ring grooves for nicks and burrs. This is done by, rotating each unassembled ring a. Place stainless steel expander spacer around its groove to be sure of free action. in groove with ends butted. b. Install steel segment on top side of expander spacer with gap of segment approximately 90° beyond gap of stainless steel expander spacer, ma- King certain that the expander spacer is still in a butted position. ¢. Install second segment on bottom side of the top segment has been installed. 4. Recheck assembly — rings should be free to move in the groove, however, a slight drag will be evident because of the side scaling action of the ring assembly, BE SURE EXPANDER Installing Rings with Ring Expander Tool 2. The 3 piece oil ring should be installed SPACER REMAINS IN BUTTED first on the piston, from the top side so POSITION, skirt will not be scratched. "= Recommended method. of installing piston rings — 68~Section IL. Inspection end maintenance Oil Piston and Rings 3, To install the balance of the rings, use a ring tool with recess side up and place the ring in with the bottom side up. Start with the lowest ring first. a. Position ring in the tool so the expan- ding fingers will fully engage both ends. b. Apply pressure on handles so ring is completely expanded. Pass the ex- panded ring and tool recessed side down over the piston to the proper groove. Install Tapered Rings with “Top” SIDE Up. A\ CAUTION Some piston rings are taper faced. These are clearly marked “TOP” on the side to be up when assembled on piston, and some rings have the top side marked with a color band or a PIP mark. 4, When pistons are ready for installation in the cylinders, oi! generously. Com- press rings carefully using a good ring compressor and a light tap on the head of the piston will allow the assembly to go into the cylinder very easily. If any difficulty in tapping piston and ring assembly into the cylinder is encoun- tered, the compressor should be remo- ved and rings checked for correct installation in the groove. A\ CAUTION The pistons have offset piston pins, Be sure to install pistons with notch in top toward the front of the engine and the numbered side of the connecting rod facing the camshaft. ‘CRANKSHAFT AND MAIN BEARINGS 1. Using a puller, remove pulley from crankshaft. 2, Remove screws and remove gear cover. 3, Remove the crankshaft gear and keys. - Crankshaft and main Bearings “=‘Removing Crank Gear 4. Using a puller, remove cam gear. ‘Removing Cam Gear With Puller 5. Remove the oil pump, by removing cap screws holding pump to front of the engine. 6, Remove each main bearing cap, one at a time, and inspect the bearing and crank- shaft Journals. If there is any indication of flaking out, scoring or actual wear, — they must be rep- laced, BEARINGS ‘Trimetal bearings when new are smooth © Bearings and highly polished, however, a very few hours of operation will change their appearance completely. The bearing surface becomes a leaden gray in color and develops minute craters, almost cellular in appear- ance as indicated in the photograph, which follow the pattern of the matrix. This appearance is a natural characteristic of this type bearing and in no way indicates failure. ‘Appearance of a good Bearing Bearing Damage Due to Corrosion -70-7. If the visual inspection appears satis- factory, they should be removed and checked for thickness using a ball micro- meter. ‘ ‘Removing Main Bearing ZX CAUTION The upper main bearing shells are grooved. The lower main bearing shells, on some models, are not. The ungrooved bearing shell must be placed in the bearing cap, not in the block, or oil to the bearings will be cut off. Section Il. inspection and maintenance To remove the upper half of the bearing shell use a special tool obtainable at most parts houses, which is a pin and an angular head. It may be inserted in the oil hole of the crankshaft and as the crankshaft is turned in a clockwise direction, the head of this pin picks up the bearing shell and forces it out of the bore in the block. The thickness of the bearing shells is given in the Limits and Clearance Chart, and if this thickness has been reduced more than 0.013mm(.005") beyond the maximum allowable tolerance the bearing shell must be replaced. Measuring Beating Thickness 8. If visual inspection of the crankshaft shows no indication of excessive wear or scoring, the clearance of the bearing should be checked. 9. Check each bearing, one at a time, by using a piece of Plastigage of a diameter specified to check certain clearances. -n- Bearings “=Checking Bearing Clearance with Plastigage By placing the Plastigage on the crank- shaft, bearing surface and tightening the bearing and cap in place, the width of the Plastigage after crushing will determine the bearing clearance, AX CAUTION When using this method DO NOT TURN the crankshaft as that would destroy the Plastigage. If crankshaft is scored, or worn enough so that new bearings will not fit with the required clearance, it should be removed and reground. Standard crankshafts may be reground to decrease the diameter a maximum of 1.0mm(.040"). Before shaft is reground, it must be checked for straightness and straightened if necessary to be within 0.05mm(.002") indicator reading. When reground, the fillet radii must be within dimensional limits and must be perfectly blended into thrust and bearing surfaces. The crank- shaft must be nitempered after regrinding. AyorD gzanp 4 INSUFFICIENT { CHarr 4 nor BELOW CORNERS RIGHT WRONG WRONG 2.8R(.11") on all crankpins 3.0R(.12") on all mains ™ Crankshaft Fillet Radi ‘Replacing Bearing CAMSHAFT 1. Remove the screws holding the cam- shaft thrust plate to the front of the cylinder block, which makes it possible to pull the camshaft forward out of the bearings. 2. Before removing the camshaft comple tely, check the clearance of the bearing journals in the block. To do this use strips of fecler stock 6mm(1/4”) wide with edges dressed with a stone to = Camshaft -n2-eliminate any burrs or feathered edges. If clearance is equal to or greater than the amount indicated under wear limits, check the diameter of the camshaft journals to determine the next step. Excess wear at these positions require replacement of the shaft, 3. Tappets can then be lifted out and lined up in sequence, for installation in the same location unless inspection shows that they require replacement, A\ CAUTION ‘When installing camshaft use special care to prevent camshaft bumping and loosening expansion plug at rear of crankcase causing an oilleak. Valve Tappet Wear Comparison 1. Inspect each tappet carefully. Two or three small pits on the contact face is acceptable ; more than that calls for replacement of the tappet. Oversize tappets are available as requi- Section JL. Inspection and-maintenance red. 2. Check the outside diameter with a micrometer to determine if replacement is necessary because of wear. Refer to limits and clearance section. REAR CRANKSHAFT OIL SEALS ‘The overhead valve engines have the rear crankshaft oil seals incorporated in the combination rear main bearing cap and filler block. Rear Main Bearing Cap and Filler Block. ‘The overhead valve engines have the rear crankshaft oil seals incorporated in the combination rear main bearing cap and filler block. ‘The overhead valve engines have a good, trouble-free rear crankshaft oil seal-if care- fully installed. IMPORTANT Installing rear oil seals correctly demands careful workmanship. Install seal with lip pointing toward engine. -w- ‘TappetsSSS Worn oil seals should be replaced in the following manner : 1. Remove rear bearing cap and filler block assembly by using a puller as shown. Remove oil seals and thoroughy clean all contact surfaces. 2. Install crankshaft oil seals “A” -on engine block and main bearing cap. Before installing- break edge “C’. slightly on both cap and block to avoid cutting the seals during installation and coat seal edge “E”, contacting the groove with sealing compound. NOTE This oil seal can be installed without removing the crankshaft—in this case, use only light grease in the seal groove to assist sliding the seal in place. Apply pressure to the seal so that it will hug the crankshaft which will also-help moving it in place. Filler Block and Seal 3. Apply a light coat of cement(national oil seal or EC-847) to the butting ends of the crankshaft oil seal halves. Allow to become tacky before assembling, Lightly coat the crankshaft. contact edge of the seal with graphite grease to prevent damage prior to use. 4, Install Crankshaft. 5. Apply a light coating of RTV Gasket Crankshaft Oil Seal in Block © Rear crankshaft oil seals -14-Section IL. Inspection and maintenance Material to surface “B" and graphite grease to the oil seal lip. Carefully install the combination rear bearing cap and filler block on to the dowels. Insert the capscrews and torque to 150-162 Nm(110- 120 Lb. Ft.) 6. After the rear cap is in place and torqued, inject RTV into each side seal slot “D" as shown in illustration. Force the RTV into channels until a steady fow cames out the corner chamfsrs, 8, Prior to installing oil pan, apply a small me = bead of RTV material to the rear bearing cap and filler block as shown. Install Curing Insert nr Dowel holes with AT “installing RTV in Rear Filler Block NOTE Applying RTV to Rear Bearing ‘ Oil leakage will occur if any voids are | Brak ar Bearing Cap and Filler left along these slots. 1. Dip the curing insert in clean water. Force the insert into the RTV filled channel until it is flush or slightly below the ofl pan rail, This insert insures complete cure of the RTV. -75- Rear crankshaft off seals 2‘OIL PUMP ‘The oil pump is assembled to the front of the cylinder block and front main bearing cap andis held in place by capscrews. Previous Oil Pump Impetier (inner) Impeller (Outer) Current Oil Pump sf R8320, AQ X98) Moy PY O-Rings Note: Refer to Service Bulletin 88:978, ieued October, 1268, The extended porting of the body acts as NOTE a pilot, fitting closely in a counterbore in Later model oil pumps do not have and extended nose for piloting to the crankcase, Tool #T- 1044 should be the block and bearing cap : maintaining a definite relationship between the crank- shaft and the oil pump assembly. mounted on the crankshaft nose while The pump is driven by a hardened key | i tatting this type of oll pump. Remove mounted in the crankshaft. tool after tightening oll pump mounting screws to torque specification. If tool is not available, install pump against cylinder block and snug up screws by hand. Rotate the crankshaft two or three times, then tighten the screws to torque = Oil pump ~76-specification. Rotate the crank to be sure the pump does not bind. Oil Pump Removal When the pump is removed and disas- sembled, examine the impellers, cover and cavity for wear : Inspecting the key and keyway at the same time. If scored or worn badly they must be replaced. Examine the pick-up screen for clogging or damage. Examine the O-Ring at the pump inlet. If damaged, replace. Engine oil pressure must be maintained to specification for satisfactory engine life. The oil pump must be fully seated in the counterbore. No gaskets are used in this assembly(see note for later model oil Section W. Inspection and maintenance pumps.) Install mounting capsorews and tighten to 20-24Nm(15-18Lb. Ft.) TIMING GEARS 1, Timing gears should be inspected for excessive wear and/or pitting and replaced ifnecessary. 2. Examine the camshaft thrust plate carefully for scoring and wear and if any indication of either shows, a new thrust plate should be assembled. Camshaft Thrust Plate 3, Assemble the cam gear to the camshaft by driving or pressing it on, at the same time holding the camshaft forward with a suitable bar through the fuel pump opening in the block so there is no possi- bility of the camshaft bumping the expansion plug at the rear end and for- cing it out of position, thus causing an oil leak. ‘Taming gears “=A\ CAUTION NEVER USE THE CAMSHAFT NUT TO PRESS THE GEAR ONTO THE CAMSHAFT. This will break the threaded end off cast. iron camshafts. Assemble camshaft nut and torque to specifications shown in torque spec. on page 88. Do not use impact wrench or over torque cam nut. ‘Torquing Cam Gear Nut "Checking Camshaft End Play 4, Drive the crank gear on the shaft ma- king sure that the marked teeth on the cam gear straddle the marked tooth on the crank gear, which assures you of the crankshaft and camshaft being in time. Timing gears Assembled According to Timing Marks CRANKSHAFT END PLAY ‘The crankshaft end play is controlled by the center flanged bearing. No shims are required. If end play exceeds 0.18mm(.007 ") using a feeler gauge, replace the flanged bearing, End play should be between the 0.17mm(,0067") and 0.04mmi (.0015”) limits. Flanged Bearing Controls Crankshaft End Play = Crankghaft end play ~~FLYWHEEL AND FLYWHEEL HOUSING: NOTE On early models, special capscrews having sealing bands are used in the upper holes to mount the flywheel housing to the cylinder block. These special capscrews must be used to prevent oil leakage. The flywheel is machined and balanced so that the clutch face and locating coun- terbore will run true with its axis. “Special Capscrews Checking Flywheel Run-Out ‘To be sure that the crankshaft, flange has not been sprung or otherwise damaged Section Il. Inspection and maintenance or that the counterbore in the flywheel, which locates it on the crankshaft, is not damaged, mount an indicator on the fly- wheel housing and check the flywheel for When checking runout remove spark plugs to allow engine to be runout, Caution : turned over freely, The indicator should be set up so that it contacts the clutch face or the vertical surface of the clutch counterbore, then turn the flywheel at least one full revo- lution at the same time holding against the crankshaft to offset the possibility of end play. Excessive runout of the flywheel, in either position, is probably caused by dirt in or damage to counterbore locating the flywheel on the crankshaft flange. Re-locate the indicator to check the inside diameter of the counterbore. In both cases the maximum indicator reading must not be more than 0.02mm(.008"). When assembled, mount the indicator on the flywheel so that it contacts it the housing face and turn the crankshaft, at the same time holding against it to counteract end play. ‘The maximum indicator reading must not exceed 0,20mm(.008"). Checking flywheel Housing Face ‘Flipofecl and flywheel housing =xRe-tocate the indicator to contact the housing bore and check this in the same manner. The same runout limits prevail. Checking Housing Bore REASSEMBLING ENGINE In the foregoing, we have outlined pro~ cedures for checking, repairing or replacing the many wearing parts in the engine. In most cases, the instructions have covered the reassembly of parts or subassemblies made up of parts of subassemblies made up of several parts. When reassembling pistons and con- necting rods, use a good ring compressor and oil the bores thoroughly. A hammer handle may be used to bump the pistons out of the ring compressor into the cylinder bore. NOTE The pistons have offset piston pins. Be sure to install pistons with notch in top toward the front of the engine and the numbered side of the connecting rod facing the camshaft, as indicated in the photograph right. Once more, we call attention to care demanded to prevent connecting rods damaging the cylinder bore finish and at the same time as they are assembled over the crank pin, locate them carefully in order to protect the bearing surfaces, "Always lubricate the bearings with clean engine oil when assembling, and tighten them to the torque specified, INSTALLING HEAD 1, Make sure that gasket contact surfaces on the head and block are clean, smooth and flat. Check flatness with straight edge and feeler gauge in three positions Checking Cylinder Head Flatness Lengthwise lengthwise and five crosswise. The maximum permissible is 0.10mm(,004") low in the center lengthwise, gradually decreasing towards the ends, or 0.076émm "& Reassembling engineChecking Cylinder Head Flatness Lengthwise (.003") crosswise or in localized low spots. If these limits are exceeded, replace the cylinder head. 2. Use new cylinder head gasket, which is precoated, thus no cement is required. 3. Before installing head cap screws in the block, be sure the threads in the block and on the cap serews have been pro- perly cleaned. Should these tapped holes need cleaning or reconditioning, care should be taken to use proper tap. ‘Tap : M10 x 1.5CLASS 6G ‘M12 x 1.75 CLASS 6G 4. Using a chain hoist, lower the cylinder head assembly evenly over the locator stud. Replace the locator stud with the proper cylinder head capscrew. 5. The cylinder head capscrews require no sealant but should be installed with a light coating of engine oil or Iubriplate to reduce friction and insure proper clamp load and head capscrew torque. See torque specifiations for proper torque and sequence. IL. Inspection and maintenance AX CAUTION No substitution of cap screws should be made as these materials are heat treated. Use only genuine Continental parts. 6. Install the spark plugs at this point. Having the plugs in now, eliminates the risk of dirt and foreign objects falling into the cylinder. INSTALLING OIL PAN Before assembling the oil pan make sure the contact surfaces are flat and clean of any gasket material or oll. A formrin-place gasket material is used for sealing the engine oil pan to the crankcase. ‘The form-in-place gasket: should be applied to the oil pan and filler blocks as shown here. ‘Tighten the screws in accordance with limits prescribed in the torque chart-to avoid looseness or overstressing. When engine is completely assembled and filled with proper oil, (See Lubrication Sec.) set tappets according to the following chart : MODEL INTAKE EXHAUST 0.36 mm 0.46mm_ ™ C014") (0187) Setting Tappets Installing fendNOTES : 1. Parts must be assembled within 20 minutes after applying gasket material. 2. Caution must be used in handling the gasket materials. Read Labels, IMPORTANT After assembly of the bearing cap to the crankcase, fill bearing cap side slots to capacity using RIV and syringe fumished in kit, Sealant must bleed out chamfer at crankcase split line. 2.0 mm(.080) dia. bead of Form- Place gasket material applied to oil pan and filler block as shown Form-in-Place Gasket Form-in-Place gasket material must extend from side seal recess to inner edge of seal retainer as ‘This -area of Form-in-Place gasket shown, both sides. must intersect vertical cavities both sid Top View Crankease contact. face The two curing inserts(pipe clea~ ners) included in the kit must be used as follows ; Dip the curing insert into a container of clean water and insert full length into bearing cap side slot cavities filled with RTV material, making certain the insert is centrally located in side slot. Install curing insert untill Rear Bearing Cap and Filler Block Form-In-Place gasket mat to Bottom View plug holes. approxi-mately 5/8” protrud: i - OWPsn Contact Face © #PP y protrudes ‘Min 6.0mm(.236) deep from con- from slot. Cut off flush with pan tact surface. rail. ‘Typical RTV Oil Pan Application for the Overhead Valve Engine. = Installing oil panTROUBLE SHOOTING Bodily injury or death may result to individuals during operation of an engine within any enclosure not adequately or properly yentillated. Engine operation in any enclosure requires adequate and proper ventilation to avoid asphyxiation or other interruption of normal breathing to supply sufficient air to cool the engine, provide air to mix with fuel and to carry away heated air from the building. A preventive maintenance system inclu- ding inspection, lubrication and adjust- ment as recommended in our Maintenance Section will prevent the greater portion of gasoline engine troubles. Failure of a gasoline engine to start is mainly due to two things : Ignition trouble or failure in the fuel system. Operators handling the same engine every day, soon develop a sense of impen- ding trouble when abnormal operation occurs. Immediate attention to these danger signals can prevent major failures, insure dependable operation and increase the life of the engine, Operators should depend on their well developed senses of feeling, hearing, seeing and smelling and replace their sense of taste in this type of work-with a generous amount of “Common Sense". A good rule to follow in locating trouble is to never make more than one adjust- ment at a time—then locate the trouble by Section \\. Inspection and maintenance a process of elimination. Remember the cause is usually Simple-rather than mysterious and complicated. Following are listed some of the normal complaints encountered in routine opera tion of all gasoline engines and the probable causes. A-STARTING MOTOR- WILL NOT CRANK ENGINE 1—Weak or dead battery. 2—Poor ground connection. 3—Faulty starting switch or relay. 4-Defective starting motor. 5-Internal engine seizure-turn engine manually to determine cause. B-ENGINE CRANKS- BUT DOES NOT START: Disconnect one spark plug wire, turn ignition on with starter cranking engine and free end of wire 3mm(1/8”) from cylinder head - note spark. Do not hold ignition wires with bare hands since shocks or other injuries can result. Sparks or flames near a battery could cause an explosion or fire. Battery acid can cause corrosive burns. Always wear eye protection. Use of jumper cables or battery charging should be done only as directed by manufacturers safety instruc~ tions. ‘Troubleshooting “=1-NO SPARK: (A)-lf Ammeter Shows No Discharge- it indicates an open primary circuit due to : 1-Open primary wires. 2~ Defective ignition switch. 3-Faulty coil. (8) -Normal Ammeter Reading (Discharge 2-5 amps) this indicates that the primary circuit is OK~trou- ble may be in secondary circuit due to : 1-Broken or grounded high tension - wire from coil to distributor. 2 Wet high tension wires. 3~ Faulty distributor cap or rotor, 4~ Broken secondary winding of coil. (C)- Excessive Ammeter Reading (Discharge over 5amps)~ indicates a “short” in the primary winding which may be due to: 1-Shorted or -grounded- primary winding. 2- WEAK SPARK - may be caused by : (A) Loose ignition wiring connections. (B) Wet spark plug wires. (C) Cracked distributor cap; (D) Weak ignition coil. 3-GOOD SPARK AT EACH PLUG- indiéates that ignition system is OK and trouble is in fuel system - which may be due to : (A) No Gas in Carburetor-which may be due to: 1-No gas in tank. 2-Clogged filter or lines. 3~Faulty fuel line from tank. 4~Plugged vent in fuel tank cap. (B) Gas in Carburetor- which may be flooded due to : 1-Too much choking ~ plugs are wet. 2- Wrong float level. 3—Choke not operating correctly. 4-Water in Gas. C-—ENGINE RUNS WITH CONTINUOUS MISFIRING: due to : 1-Uneven compression. 2-Wet or deteriorated high tension wires. 3—Cracked distributor cap. 4-Faulty spark plugs~if spark plug porcelain is white when removed, use Colder plug—if light brown OK ~ if Black or oily use Hotter Plug. D—ENGINE RUNS UNEVENLY 1~At Iding Speed- which may be due to : (A) Too wide spark plug gaps. (B) Poor Carburetor idle adjustment. (C) Wrong float level. (D) Carburetor or intake manifold air leaks. (B) Leaky cylinder head gasket. 2~ At High Speed-which may be due to : (A) Weak valve spring. (B) Spark plug of wrong type or incorrect gap. E—ENGINE RUNS IMPROPERLY 1-Back-Firing into Manifold - indicates Too Rich a fuel mixture ; into car- & Engine runs with continuous misfiring ~s-buretor indicates Too Lean a mixture ~ may be due to (A) Late ignition Timing. (B) Clogged Air Cleaner. (©) Fuel line restrictions. (D) Clogged carburetor jets. (B) Sticking Valves. () Weak or broken valve springs. 2-Excessive Ping(Detonation) - results in damaged pistons and bearings and is caused by pre-ignition or using infe- rior grade of gas. 3-Engine Idles Too Fast~indicates improper throttle adjustment or weal throttle return springs. 4-Engine Dies When Idling- Which indicates incorrect speed or mixture adjustment + clogged idling circuit in carburetor or wrong choke adjustment, or air leaks in intake manifold. 5~Engine. "Stumbles’ on Acceleration = which may be due to defective acceler ator pump or air in fuel lines. 6— Defective Spark Plugs. F-LACK OF POWER- which may be due to: 1-Poor Compression 2- Wrong timing. 3~Throttle control not opening fully. A- Air leak in fuel system. 5~Restriction in air cleaner~should have vacuum less than 250mm(10") water. 6-Exhaust line obstructed -should have back pressure of not more than Section ||. Inspection and maintenance 500mm(20°) water. 1 ~Poor fuel. 8-—Piston rings sticking or worn, G-—POOR COMPRESSION ~ check with compression gauge~if irregular, seal the pistion with a teaspoonful of engine oil poured through the spark plug hole, and take a second reading’: if pressure does not increase this will indicate that poor seating of valves are at fault. Poor compression may be due to : 1-Valves holding open-no tappet clea~ rance 2-Leaky cylinder head gasket, 3—Broken or weak valve springs. 4-Burned or sticking valves, 5~Badly worn, broken or stuck piston rings. 6~ Wrong valve timing. 7-Bent push rods. H— OVERHEATING. 1-Lack of water in radiator. 2—Fan belts slipping. 3~Thermostat sticking or inoperative. 4~ Radiator clogged or leaky. 5~Late ignition timing. 6~Back pressure in exhaust line. 1-Delective water pump. 8- Overloading of engine. 1- LOW OIL PRESSURE 1~Low oil level. 2- Oil pressure gauge or line faulty. 3— Oil too light diluted. —as- Lack of power4- Suction screen plugged. 5~ Dirt in relief valve or broken spring. 6- Worn bearings. 7-Worn or damaged oil pump impeller. 8- Worn Cam Bores or Journals. J-HIGH OIL PRESSURE~ should not exceed recommended pressures except when engine is starting up cold. Abnor- mally high oil pressure is not desirable because it increases oil consumption- possible causes of high oil pressures are : 1- Engine oil too heavy. 2~ Stuck relief valve. 3- Obstruction in distributing line. 4-Faulty oil pressure gauge. K—HIGH OIL CONSUMPTION 1-Oilleaks. 2-Too high oil level. 3~ Incorrect grade of oil used. 4- Clogged crankease breather. 5-Oil pressure too high-stuck relief valve. 6-Piston rings not run-in, due to too smooth cylinder bore finish or glazed condition, 7-Worn, broken or stuck piston rings and clogged oil control rings. 8- Worn pistons and bores. 9- Worn bearings. 10-Worn valve guides. (Manifold may be removed for visual inspection). L—ENGINE KNOCKS AND OTHER NOISES. 1-Operating knocks~which may be due to: (A) PreIgnition-most common cause is due to wrong type plugs which are too hot. (B) Carbon-noticeable when engine is accelerated while hot — clean head and pistons. (C) Timing-early timing causes knocks similar to carbon — but may tend to kick back when starting. (D) Fuel detonation knock caused by poor gas. (E) Overloads— particularly at lower operating speeds. 2-Mechanical Knocks- result from wear, abuse or improper adjustment — which may be due to : (A) Crankshaft and Main Bearings : (1) Worn or burned-out Main Bearings / A heavy, dull knock when accel- erating under load. Locate by shorting out plugs on both sides of the bad bearing. (2) Crankshaft End-Play— excessive end-play is indicated by an intermittent knock which will come and go when the load is released and engaged. (B) Connecting Rod Bearings - The worst condition, a light pound or metallic knock, is noted at idling and to about 2/3 maximum speed. Bad bearings can be determined by shorting out plugs. & High oil pressure ~86-(C) Pistons and Wrist Pins. (1) Loose Wrist Pins—noise doubles when the correct plug is shor- ted out-most noticeable at idling speed. (2) Piston Loose Cylinder— “Piston- Slap" is noted by metallic knoc- King at low speed under load : but disappears at high speed~ also most noticeable when star- ting cold-test by shorting out plugs. (D) Broken Piston Ring or Pin-sharp clicking noise that won't short out. (E) Valves (1) Burned Valves and Seats or Bent Push Rods~engine misses, es- pecially at low speeds, or acce~ Jeration under load. (2) Weak or broken Valve Springs ~ missing at low or high speeds when under load. (8) Sticking Valve-loss of power and popping sound when bad, (4) Tappet noise~ excessive cleara~ nees cause noise when cold whi- ch diminishes at normal opera- ting temperature. (5) Bent Push rods~engine misses at all speeds and loads ~ excess~ ive tappet noise. (F) Camshaft - noise due to loose jour- nals or end play-usually occurs at half engine speed. (G) Timing Gear Noise-loose or worn gears rattle or knock—tight gears Section I. Inspection and maintenance hum. 3-Vibration Originating at Engine— ‘The most common sources of vibration originating in or on the engine, as distinguished from causes created outside the engine are as follows: (A) Misfiring (B) Misalignment of engine. (C) Bent or off-center coupling. (D) Engine loose on bed and type of mountings. (E) Out of balance condition of fly- wheel and clutch assembly. ~a7- Engine Kuoeks and other noises “=TORQUE SPECIFICATION NOTE : The Following Torque are based on Phosphate Coated Fasteners(Class 10.9 & 12. 9) and Black Oxide Coated Fasteners(Class 8.8 & 9.8). ITEM THD MATL TORQUE size_|_ciass | N-m | ft-lb Connecting Rods CAUTION : High limit is maximum. 3/8 |SAEGR8| 61-68 | 45-50 DO NOT Torque beyond high limit. Main Bearing Caps Mid 12.9 | 150-162 | 110-120 Flywheels MIO 12.9 68-75 | 50-55 Flywheel Housings Roos End Plates M10 12.9 1-68 | 45-50 Manifolds MB 3.8/9.8 | 20-24 | 15-18 (Seezpruf) mio | 88/98 | 34-40 | 25-30 Gear Covers Mio | 88/98 | 34-40 | 25-30 Water Pumps Oil Pans MB 9.8 14-19 | 10-14 (Sheet Steel) Oil Pump Ma | 88/98 | 20-24 | 15-18 Rocker Shaft Supports wa | 8.8/9.8 | 23-27 | 17-20 M6 8.8/9.8 -1_ | 6-8 “Accessories Ms | 8.8/9.8 o a | 16-18 mio | 88/98 | 34-40 | 25-30 and wiz | 88/98 | 75-81 | 55-60 Misc, Brackets Mid_| 8.8/9.8 | 122-185 | 90-100 mié | 2.8/9.8 | 190-203 | 140-150 Spark Plugs M4 38-41 | 28-30 Camshaft Nuts 7/8 88-95 | 65-70 Crankshaft Pulley Ml6 88 163-176 | 120-130 | Rocker Cover M8 98 1-8 5-6 | ar Torque specifications — 88 -Section IL. Inspection and maintenance NOTE : The following Torque Values are be used only if Torque Value for specific part to be installed is not listed on preceeding sheets. THD TOROUE Phosphate Coated Fasteners) Class 8.8 Class 5-8 SIZE N=m CB.FT. N-m LB.FT. M6 a-11 6-8 8-11 6-8 we 20-24 15-18 20-24 15-18 MIO 3440 25-30 34-40 25—30 MZ 75-81 5560 581 5560 M14 122-135 90-100 122-135 90-100 Mi6 190203 140-150 190= 203 140 150 PROPERTY CLASS MARKING BOLTS AND SCREWS : property |_IDENTIFICATION SYMBOL ‘The property class symbols for metric SOLIS STuos bolts and serews are given in table at right. | CLASS | SCREWS SMALLER Marling shall be located on the top of the i “ee _ head. Alternatively, the marking may be : : indented on the side of the head for hex 9.8 9.8 + head products. 10.9 10.9 og 12.9 129 a STUDS: Cold TorgungProcedie All metric studs used are of property class Step 1. Torque with Hand Torgus Wrench 10.9. Ifmarked, marking will be at nut end. CYLINDER HEAD Twa 14 iit — TORQUE SEQUENCE rye oe ® @ a TM20 . . Screw she FL, Ube Nem 41-4 HMO W=1 Me itt 035 Stap 2. Torque with Hand Torque Wrench to Si (SHIMIZ 50-65 ‘Skep 3. Torque with Hond Torave Wrench fn one singe arnoth motion 95100 1-198 35-40 = 5a. ‘eapMo, 112 = ie Hat Retorqunig Procedure Ue ooo] HEARED reece Screw size. Ft_tbs Nem * " 8 2 ise 85-90 115 = 122, . - (HH)M10 30-35. 41-47 (HAMI2 80-85 108-11 a @ ° oe NOTE ® © O © @ (SH) = Socket Head cap screw (HH) = Hex Head cap screw Torque all cylinder nead capserews using the proper torquing sequence shown here. ~89- Bolts and screws “=LIMITS AND CLEARANCE DATA NOTE : Dimensions shown are for standard engines. ENGINE MODEL ™ VALVE GUIDE METRIC (ENGLISH) (intake & Exhaust) Length 60.4 (2 3/8) Outside Dia. 16.700 / 16.675 (6575 / 6565) Stem. Hole dia. 8.717/ 8.692 (3432/3422) + Wear Limits~ Max. Dia. 8175 (3447) VALVES, INTAKE Stem Dia. 8.660/8.635 (.3409/ .3400) + Wear Limits~ Min. Dia. B.85 (3380) Seat Angle 2g 45 (29° 45") Stem Clearance~ Limits 0.082 /0.032 (,0032/ 0012) * Wear Limits ~ Max. Cl. 0,192 (0052) Desired Stom Clear. 0.056 Coo22) 8.640/8.615 8,565, (.3492/.3392) aeas (3372) 0.102/0.052 a’ 45') 0.152, (0040/0020) + Wear Limits~ Mas. Cl. 0.076 (.0060) Desired Stem Clear. C0030) VALVE SPRINGS Outside Dia. 34.85 (1.372) Length ~ Valve Closed 42.0 (1.6535) ‘Load~ Valve Closed ey (62.88) + Wear Limits ~ Min. Wat. 21.5ket (47. 3H) Length - Valve open 32.88 (1.2948) Load ~ Valve open 41.5dkef (104.64) + Wear Limits - Min. Wet. 42.5ket (93.58) Brg. Journal Dia. #1 47,511 /47.486 (1.8705 / 1.8685) #2 44/396 / 44.311 (1.7455 / 1.7445) #3 42.749 / 42.723 (1.6880 / 1.6820) * Wear Limits- Min, Dia. 0,025(.001) Under Minimum New Shaft Diameter Bore Inside Dia. #1 41,625 / 47.600 (1.8750 / 1.8740) #2 44.450 / 44.425 (1.7500 / 1.7490) #3 42.862 / 42.837 (1.6875 / 1.6865) Bore~ Clearance Limits 0.139 /0.089 (0055 / 0035) End Play 0.038 /0.178 x CONNECTING RODS Bush, Hole 80.175 / 30.150 (1.1880 / 1.1870) Brg. Hole 52.375 / 52.362 (2.0620 / 2.0615) Brg. Thickness 1.567 / 1.554 0617/0612) + Wear Limits~ Min, Tak. 1.942 (0607) Dia- Crank Pin 49.212 /49.187 (1.9375 /1,9365) + Wear Limits - Min. Dia. 49.162 (1.9355) Clearance Limits 0.0800 /0.016 (0081/0008) Disired Clearance 0.048 0019) ee Limits ant clearance data ~30—Section Il. Inspection and maintenance ENGINE MODEL CAMSHAFT ‘Wear Limits~ Max. Cl. ‘Side Play Desired Side Play MAIN BEARINGS Dia. of Brg. Bore in Block Brg. thickness + Wear Limits - Min. Thk. Dia. of Main Brg. Jr. + Wear Limits~Min, Dia. Clearance Limits Desired Clearance C/S End Play PISTON PIN; Length Diameter + Wear Limits - Min. Dia. Desired Fit. Bush. Hole Dia - Fin, » Wear Limits ~ Max. Dia. Pin Cl. in Bushing Desired Pin Fit TAPPER. Outside Dia. Bore in Block + Wear Limits Cylinder Dia. + Wear Limits Cyl, Bore Piston Pin Hole Dia. Ring Groove Width ~ #1 + Max. Wear Limit Width Ring Groove Width #2 + Max Wear Limit Width #2~ Ring Groove Width #3 + Max Wear Limit Width Piston fit~ Peeler Gauge Lbs. Pull PISTION RINGS Ring Width~ #1 + Wear Limis~ Min. Width Ring + Wear Limits - Min. Width Ring Width #3 + Wear Limits ~ Min. Width Ring Gap Clear~#i Ring Gep Clear~ #2 Ring Gap Clear~#3 Ring Side Clear ~ #1 Ring Side Clear— #2 Ring Side Clear - #3 METRIC 0.091 0.28/0.15 0.20 78.019 /78.00 2.484/ 2.471 2.459 72.974/ 72.944 72.918 0.133/0.058 0.096 0.17/0.04 71.0/70.7 28,575 / 28.571. 28.562 Light Push 28.598 / 28.588 28.623 0.013/ 0.028 0.020 25.824/ 25.311 25.364 / 26.344 0.13 1.990/1,960 1.905 1.990/1.960 1.905 4.007 73,904 3.853 0,25/0.50 0.25 /0.50 0.38/1.40 0.120/0.070 0.100 / 0.050 0.136 /0.013 (ENGLISH) 0036) (011/006) (008) (3.0716 / 3.0709) (0878 /0.873) (968) (2.8730 / 2.8718) (2.8708) (0052 / 0023) (0038) (.0067 /0.015) (2.195 / 2.783) (1,1250/ 1.1248) (1.1245) (1.1259/ 1.1255) (1.1268) (0.0005 / 0.0011) 0.0008 (9970/9965) (9986/9978) (005) (.078/.077) (075) (1878/1587) (1517) (010/020) (C010/ -020) ((015/ -085) (0047 / 0028) C0039 / 0020) (0054/0.005) ~ot- Limits and clearance data =I — 2, AIR CLEANER ELEMENT REMOVAL Remove wing nut and pull out outer element. + During periodic service, replace only the outer element, Do not replace the inner element unless damaged. INSTALLATION When installing the element, check that the cleaner housing and element cover are completely in close contact, then tighten the nut. AX CAUTION Wear suitable eye protection and protective clothing. CLEANING Cleaning with compressed air Blow dry compressed air(max. 2kg/ow, 30 psi) from inside along pleats. Next blow air from outside along pleats, then blow from inside again and check element. When using compressed air, use safety glasses, face shield and other protective clothes. Never clean or replace air cleaner while engine is running. %* Replace element if exhaust is black, or if lack of engine power is noted even after cleaning of element. * When cleaning the element or element housing, cover the air flow outlet port of @& [| -2 Air cleaner element. the housing with a clean cloth or tape to prevent dirt or dust from entering. + Do not clean the elements by bumping or tapping them. © Cleaning with cleaning agent If there is grease or carbon on the element, use a special element cleaner, following the instructions given with the cleaner. Have a spare element ready so that the machine can start working again immediately. Inner element Nut Element y © Double-clement type A double-element type cleaner is instal- led, so do not remove the inner element, unless it is damaged. Do not remove the inner element when cleaning inside the housing. When replacing a broken inner element, be extremely careful not to let any dirt or dust get inside the engin Inner element. tightening Torque 3 -4.9Nm1-3. DIFFERENTIAL CASE Filler piug Drain plug CHECKING OIL LEVEL 1, Remove the level plug to see that the oil is nearly up to the lower level of the plug hole. +k Remove the filler plug and refill the oil, ifnecessary. In case of a machine equipped with clutches, the same oil is used for both the differential casing and the transmis- sion casing. For a machine equipped with torque converter, each casing uses its own oil. Therefore, individual chec- Section WL. Inspection and maintenance king and refilling oil is required for the differential casing and the TORQ- FLOW mission casing. REPLACING OIL 1. Remove the filler plug, and drain throu- gh the drain plug. 2, After draining, tighten the drain plug and refill the specified volume of oil. 3. Check the oil level after filling. se] Oil capacity : 5¢ Differential case YI ~ 35I -4. TRANSMISSION CASE Brain piug Strainer OIL LEVEL CHECK AX CAUTION # open inspection plate, and cil level can Wear suitable eye protection and be checked using dipstick. protective clothing. @ Add oil through oil filler plug ifnecessary. Always check oil level using dipstick 3- Blow dry compressed air from the inside fter adding oil of strainer to outside and install when completely dry. CHANGE 4, Add specified amount of oil. 1. Remove drain plug. 5, Check oil level after changing oil 2. When changing oil, remove strainer and clean it with flushing oil. ‘we Oil capacity : 10¢ er Il —4 Transmission case -94~Section IL. Inspection and maintenance 1, Change oil after removing drain plug on tank bottom. 2. When changing oil, remove strainer and clean it with flushing oi] AX CAUTION Wear suitable eye protection and protective clothing. 3. Blow dry compressed air form inside of stranier to outside and install when completely dry. Drain plug 4. Remove line filter and replace with new one. 5. Pour specified amount of oil through breather cap hole, Check the oil level with oil gauge. 4 Oil capacity : 43 tine. cireuit : 478) 6, Start engine. Fully raise and lower mast and also fully tilt it forward and back- ward several times. 7. Recheck oil level. 95 Hydraulic tank 1 ~ 5I - 6. ADJUSTMENT OF INCHING / BRAKE PEDAL 25 sroke ol level Inching pl stroke = 138 , Sree pooa roa = 78 Brake pedal Inching pedal a ® ae) PEDAL ADJUSTMENT PROCEDURE View ¥ Section A-A . Gee 1. Set stopper bolt @ so the brake pedal is Oe 223mm from ST bracket.(ST :steering) © ‘E- . Adj i FAS, oe woo learance: 2. Adjust rod ® of master cylinder so that ae ua ') fs F005 brake pedal play is 15 + 2mm, (ater Beputed in) 3. Set stopper bolt @ so that inching pedal” View Z Inching ever mounteg is 285mm from ST. bracket. (ST : steering) 4. Set bolt ® so that: inching pedal is inter- Tectt #271 hap Ae locked with brake pedal when inching pedal height is 187 mm from ST. bracket. & IL-6 Adjustment of inching / brake pedalSection IL. Inspection and maintenance I -7. ADJUSTMENT OF ACCELERATOR PEDAL PEDAL ADJUSTMENT PROCEDURE 1, Set stopper bolt @ so that pedal height is 130mm. 2. Set stopper bolt @ so that pedal stroke is 65mm. 3. After assembling cable, adjust stopper bolt ® or outer casing mounting position for cable so that throttle lever(engine side) is fully opened at pedal stroke end. ~97- Adjustment of accelerator pedal 77I -8. ADJUSTMENT OF PARKING BRAKE LEVER 1. Put the lever in the brake released position, 2, Remove the rubber cap. 3. Pull the lever toward you as far as the length of the play. 4, Hold pin(1) with your fingers to prevent, from coming out. 5. Adjust bolt(2) will come out when the lever is fully levelled forward while pin(1) is kept pressed down. Tighten it with a screwdriver to give a force for 20kg to the lever operation. 6. Match the width across flat of adjust bolt(2) to stopper(3). 3A hexagonal portion of the bolt will cut in stopper(3) when the lever is pulled without matching the width across flat of the hexagonal portion of adjust bolt(2), making adjustment impossible, There- fore, be sure to pull the lever after the position of the hexagonal portion of the bolt is checked when adjusting. When adjust bolt(2) is cut in stopper(3), put the lever to the release position of the brake and knok rod(4) with a screwd- river to let the bolt: come out. ‘7. Install a rubber cap. Rubber cap Portion P Hold the pin with your finger Datail of portion P ve Il ~8 Adjustment of Parking brake lever ~98-I -9. AIR VENT AIR BLEEDING OF BRAKE SYSTEM © Air bleeding should be performed by two persons : One sits on truck for depres- sing and releasing brake pedal while applying brake oil to master cylinder oil tank ; the other person is on the ground and removes cap from air vent plug on wheel cylinder. Attach a vinyl tube to air vent plug and immerse other end of tube into a vessel filled with brake oil. @ Loosen air vent plug by turning it 3/4 in direction of arrow with a wrench, De- press brake pedal to drain oil mixed with air bubbles from plug hole. Tighten plug, and release brake pedal. Repeat above steps until no air bubbles come out of air vent plug hole. © After completion of air bleeding, securely tighten air vent plug. Install cap on plug. LIFT CYLINDER 1. Start and run engine at idling speed. 2. Raise and lower mast. Operate mast so that it stops about 100 mm from the highest position or the lowest position. 3, Repeat item 2. several times. 4, Fully raise and lower mast. 5. Repeat item 4.several times. Section IL. Inspection and maintenance ~99- Air vent 9I - 10. MAINTENANCE AND INSPECTION PROCEDURE Sya tom Check item Checking procedure 1,F-Rlever Move the lever to check the following t 1) Backlash(neutral position each change fi\- N speed position) 2) Smooth change to each speed position 3) Abnormal load catching. NOISSINSNVHL 2. Inching pedal 1) Inching spool protrusion Check the pedal when it is fully returned.(See the dra- wing on the right.) 2) Interlocking stroke Adjust the inching pedal with an adjusting bolt to make it interlock with the brake pedal at the specified value. 3mm Interlocking stroke 3) Pedal height, At free ‘At the start of the vehicle 4) Play Play Clearance: 0-05 (0-002 in 3, Transmission 1) Oil leakage Replace packings when stai- ned oil leaks in oil drops. 2) Oil quantity Park the machine on flat ground to check with dips- tick. Block the wheels of the truck and apply the parking brake firmly before checking the following. 3) Clutch operating pressure Move the F-R lever to the forward or reverse position and depress the accelerator pedal, check the pressure. Clutch operation |10.8-14.9kg/er pressure (153~212psi) Strainer kr Transmission -100-Section V. Inspection and maintenance Sys {tem Check item Checking procedure wiaysAs [anelL 1. Tires 1) Air Pressure(Pneumatic tires only) ‘ront wheel Rear wheel 7.0 kg/ or 1Okg/er ———{100p0) 0p) 2) Cracks and damage to tread and side wall. If crack or damage is serious, replace tire. 8) Depth of tread Measure tread of pneumatic tires(tires with air), Depth of tread must be at least 1.6mm(0.06in) at point 1/4 Alan across width of tread, A/B=4 4) Abnormal wear * Uneven wear * Stepped wear + Pieces stuck in Min, 1.6 mm 2, Lugnuts 1) Tightening torque Front wheel Rear wheel 30-80kzm 20-25 kam 217-362ftb | 145-181 lb 294-450Nm | _196-245Nm 3, Rim 1) Deformation or cracks for side ring. Check visually or use crack detection method. 2) Connecting nut tightening torque. Front wheel 20-50 kgm 145-217 Ab 196-294Nm 4, Wheel bearing Jack up wheel and check follow. 1) Play Hold tire at top and bottom and check for play. 2) Abnormal noise Rotate wheel by hand. Check for abnormal noise during rotation, 5, Front axle Deformation, cracks Check visually or use crack detection method. (Especially around mounting bolts of front axle and main frame and at welds.) ~101- Travel system =Sys tom Check item Checking procedure waysAs Bulseys 1. Steering wheel Play fem? Sg 30-60 mm(at low idling speed) Play |12-2.4in 2, Knuckle Broken Perform visual check or crack detection. 3. Steering axle. Minimum turning radius * Let the assistant drive the machine to minimize the tur- ning radius, + Attach a rod with a piece of chalk mounted on the extreme out side of the weight to draw a circle on the ground. * Measure the circle on the ground. * Check both right and left turns. — PNEUMATIC TYPE — CUSHION TYPE Trucks _| Turning Radius ‘Trucks | Turning Radius 2.0/2.5 Ton| 2260mm(89in)=5% ——_2~37on [2270 mm(B1.5in) + 59% —2.0Ton _|2880 (93.7 \n)+6%_ Difference between R & L : Within + 100mm(3.09in) Adjustment : Adjust with the stopper bolt, wreysks oyeIg, 1. Brake pedal 1) Pedal height. Whi depressed 2) Play 12- 18mm, (@.5-0,7in) Play 2. Stop lamp switch ‘Actuation L) Set stop lamp switch as shown in the figure on the right after setting brake I—4 pedal height. 5 2) Check that the switch actuates when oO the pedal is depressed. ar Steering system / Brake system ~ 102Section IL. Inspection and maintenance Sys [tern Check item Checking procedure weishs eyeg 3. Brake piping Perform visual checks of pipes, hoses and joints for the following. 1) Breakage 2) Oilleakage 3) Possible contact, Actuate the brake pedal to check the following. 1) Heaviness in depressing the pedal 2) The change in heaviness 3) Changes in the position of the pedal when the pedal is kept depressed 4) Return of the pedal when it released Xf there is any change when the pedal is kept depressed but there is no external leakage of oil, it indicates that there is an abnormality in the brake valve. 4, Wheel brake 1) Wheel cylinder 2) Lining Lining thickness(Remaining | Min, 2mm thickness to rivets) 0.08in 8) Brake shoes Check for actuation, rust, wear. 5. Brake drum 1) Measure the following size to check that it is within tolerance. Max. 312mm. Inside diameter of drum 12.3in 6. Backing plate 1) Deformation, cracks, damage 2) Mounting bolt tightening torque 15-20 kgm 108145 ftlb 147-196Nm 7. Braking force Run the machine at maximum speed and bring it to a sudden stop on a dry, flat paved surface to check the following : 1) Involuntary steering 2) Pulling to one side 3) Abnormal noise 4) Stopping distance Max. 5m Unloaded tax. Bm Max. 2.5m Loaded fat i0km/h) 8.Parkingbrake | Lever operation forces —~ y=388 20-30 kg(44—66Jb) gf ~103- ‘rake systemSys i tem Check item Checking procedure 1, Fork 1) Check that the spread at tip and difference in height at tip of the forks conform to the specified value. Max. 35mm on 14in Spread at tip Difference in height at tip 2) Cracks Somat Inspect the following areas on which load is liable to be concentrated using a flaw detector. * The root of the fork . * The hook of the fork 2. Mast WwajsAs JueWdinbe yO/\, 1) Cracks +Maststay + Tiltcylinder bracket + Guide bar + Fork carriage + Roller shaft weld 2) Bush Check for the bushing oil groove on the mast support. 3) Lift chain + Tension Set the mast. perpendicularly, and raise the forks approx. 10 em(4in) from the ground to check by pushing down the center of the lift chain that the chain is tensioned uniformly. Adjustment : Adjust the tension with the chain stopper. + Anchor bolt screw Check visually for defects 4) Chain wheel * Check visually for the contact point with the chain. + Check the bearing for backlash by rotating manually. 3) Hydraulic oil 1) Oil level Check with a dipstick and refill if necessary. 2) Cleaning strainer. 3) Replacing S Work equipment system —104—Section 1. Inspection and maintenance sys [term Check item Checking procedure wasAs Juewdinbe x0), 4. Cylinder 1) Rod Check visually the following susight mesure 2) Mounting bolt tightening torque 5.5~12.5kem_ ‘Tilt cylinder 40-90 filb Mocking 54-123Nm_ 20-43 kgm Lift cylinder 145~311 felb 196-422 Nm Litt evtindss Mast 3) Hydraulic drift, tilt Set the mast perpendicularly with maximum allowable load and raise approx. 1m from the ground to check that it conforms to the specified value. Measured | Max. 100mm sinc a the fares [3.9inGin 1S min) MEY suragne ¢ IPOE f Adjustment : Replace packings on control valve and cylinder Hydraulic ari, Measured at} Max, 50mm. the cylinder | 2.0in(in § min) Hydraulic Max. 45mm ea Ke tilt 1.Bin(in 5 min) "| 4) Clearance Check for the specified value. Clearance between tilt cylinder bushing and attaching pin 5. Control valve 1) Relief pressure + Attach an oil gauge to relief pressure check port + Set the forks at maximum lifted height relief the oil to check that the oil pressure conforms to the specified value. Specified relief pressure | 185 kg /o(2,650 psi) 105 ‘Work equipment systersSection |. REMOVAL AND INSTALLATION Il - 1. Weight table. Il -4. Engine. Il — 5. Transmission and front axle LS Tl — G. Wheel Barrage ees eeseesceeesisssnsecsstineeenntenneenattnsceensee MES Il -7. Steering axle, power steering: I - 9. Hydraulic Control Walwe------.--- Il - 10. Operator's Seat —107~I - 1. WEIGHT TABLE Section MI. Removal and installation unit : kg(Ibs) CUSHION TYPE PNEUMATIC TYPE COMPONENT PARTS HLF 20c | HLF 26¢ | HLF 30c | HLF 20 | HLF 26 | HLF 30 Engine Assembly 243(535) 243(535) Torque Converter 60(182) 60(132) Transmission 135(297) 135(297) Front axle 161(354) 161(354) Steering axle 75(165) 82(180) Front Wheel 40(88) 30(66) 357) Rear Wheel 18(40) 20(44) 13(29) 15(33) Counter Weight cy | Gan | Gaon | Gabo | Gath | Gah Mast 435 (957) 450(990) 435(957) 450(990) Lift 21(69) 35(77) 21(69) 35(77) Oylinder | Tilt 1226) 12(26) Ps 12(26) 15(33) Pork carriage 95(209) 115 (253) 95(209) 115(253) Fork(each) 50(110) 80(176) 50(110) 80(176) Back rest 18(40) 28(62) 18(40) 28(62) ~109- ‘Weight table M—1-S1-2. MAST AX CAUTION To remove, or partially remove, the cylinders from the mast for shimming or overhaul, start with the truck in a safe Position : * Ignition off » Parking brake applied * Directional lever in neutral * Forks lowered completely + Wheels blocked. REMOVAL 1. Place blocks to the front and rear wheels. 2, Remove the forks. 3. Raise the fork carriage with a crane to remove hydraulic piping. 4, Place a block under the fork carriage. 5. Actuate the operating lever of the mach~ ine several times to bleed the remaining pressure in the piping and then disconnect. Put a blank cap immediately after discon— necting the piping to prevent hydraulic oil from flowing out and dirt from coming in, AX CAUTION Make sure hoisting equipment Is of ade- quate capacity and in good working order. 6. Lift. the fork carriage slightly with a crane to remove the block, 7, Lower the fork carriage. 8. Hook the mast on the crane. 9, Remove the mast cap. 10. Remove the tilt pin. 11. Remove the mast. ew Il —2 Mast: NOTE Set the mast assembly horizontally on square bars with carriage on top. Installation shall be performed in the reverse order to removal, ‘Aporox. 200 mm (79 inh Re aT ee -110-1-3. LIFT CYLINDER Angled to left Section WL. Removal and installation Insert shims into left cylinder A\ CAUTION Make sure hoisting equipment is of adequate capacity and in good working order. REMOVAL 1. Place the mast vertically. 2. Remove the stopper bolt. 3. Hoist the mast with a crane. 4, Insert a block under the inner mast. 5, Remove the cylinder clamp. 6. Actuate the operating lever several times to bleed the remaining pressure in the piping, Then disconnect piping, install a blank cap immediately after dis~ connecting the piping to prevent hydraul- ic oil from flowing out and dirt coming in. 7. Hoist the cylinder with the aid of a sling belt and remove. INSTALLATION Installation shall be performed in the reverse order to removal, paying attention to the following. Synchronizing of the mast 1. Raise the mast to the maximum lifting height. 2. Check for the play on both sides. 3. Adjust with shims so that the right and left cylinders are synchronized with each other at the highest position. Angled to right Insert shims into right cylinder | Lift eylinder Lift cylinder Th -3-4. ENGINE AX CAUTION See Safe Jacking and Blocking on page 12. REMOVAL 1. Overthead guard engine hood Counterweight Fork and attachments must be left on the ground or removed.(A truck will be overturned if the counterweight is removed with the mast and atta~ chment in the upper position). 2. Wiring Back-up lamp : Torque converter oil switch, temperature sensor Starting motor Water tomporature sensor Engine oil Pressure sensor Stop lamp switch 3. Accelerator wire Remove accelerator wire. 4. Pipings(hydraulic system, torque con- verter) Hoses(radiator, air cleaner, fuel) 5. Radiator, Shroud, Exhaust pipe cw I —4 Engine = 4u2-Section TL. Removal and installation 6. Flexible plate mounting bolt Flexible plate ‘mounting bolt \ 7. Engine 1) Insert wooden blocks under the tran- smission case. 2) Hoist the engine with a crane and hold it. 8) Remove torque converter case moun- ting bolts. ~u3- ‘Engine 4INSTALLATION Installation shall be performed in the reverse order to removal, paying attention to the following. 1. Tightening engine mount bolt, 2. Tightening Torque converter mounting bolt 60-75 kem 43 ~ 54 ftlb 59 - 74Nm Mounting bolt; 3. Tightening Flexible plate mounting bolt. 2.8-3.5kem 20-25 filb 27-34Nm Frewng ott ~ ys 4. Tightening of hydraulic piping 5. Tightening torque of counterweight mounting bolt 50 kgm 362 ftlb 490Nm ww I -4 Engine -u4-1 - 5. TRANSMISSION AND FRONT AXLE AN caution See safe jacking Blocking on page 12. NOTE See Transmission trouble shooting on page 239. REMOVAL 1, Overhead guard Engine hood Counterweight. +* When removing torque converter + transmission + front axle, hoist the front of the frame. In this case, remove the counterweight to prevent the truck from turning over. AX CAUTION Forks and attachments must be left on the ground.(A truck will be overtumed if the counterweight is removed with the mast and attachment in the upper position.) 2. Mast ‘* Refer to the item “Mast” 3. Floor plate Accelerator cable, linkage = us ‘Transmission and front axle I — 574, Torque converter cooler piping 5. F-R lever 6. Brake reservoir hose Brake piping Parking brake lever ww 0.3(Brake fluid) 7. Pedal assembly & Il —5 Tonsmission and frowt axle ~16~Section Il. Removal and installation 8. Wiring Back-up lamp Torque converter oil itch temperature sensor Starting motor = ca —— ms f Water x ! : LIT temperature = " 7 sensor Engine oil pressure sensor Stop lamp switch Flexible plate ‘mounting bolt 9. Flexible plate mounting bolt 10. Torque converter + transmission + front axle 1) Insert blocks so that the frame may be approx. 10em(4in) from the surface. 2) Hoist and hold the engine with a crane. 3) Place a jack as shown in the drawing on the right to hold three units of equipment. 4) Remove torque converter case moun- ting bolt 5) Remove the front axle cap and pull out three units of equipment on the jack. -u7- ‘Transmission and front axfe WL — 5AX CAUTION See safe Jacking and Blocking on page 12. NOTE See Brake trouble shooting on page 244, REMOVAL 1. Front wheel, Axle shaft 1) Place blocks to the rear wheel. 2) Insert blocks under the frame to lift front wheel 8) Apply parking brake. 4) Remove lug nut(1) and then the front wheel. 5) Remove bolt(2) and axle shaft(3), 6) Release parking brake. 2. Hub 1) Remove bolt (4). 2) Remove locknut(5) 3) Remove the hub not to be twisted up~ side down. - or I 6 Wheel brake: ~ usSection TL. Removal and installation INSTALLATION 1. Back plate(when removed) Coat mounting bolt with Loctite and tighten. 16- 20kem 116-145 ftlb 157-196 Nm Tightening Torque Loctite # 271 2. Hub ‘1D Press ~ fit a new oil seal *Be careful of the direction of the oil seal. Coat the lip surface of the oil seal with grease(G2-L1). 2) Fill grease(G2-L1) in the bearing and fit, 3) Remove dirt or grease and oil in the inside surface of the brake drum com- pletely. 4) Fit the hub to the shaft tube. 5) Tighten locknut (5) so that the star ting torque of the hub conforms to the following. 60~ 150kem Starting torque 4,3-10.8 fb 5.9-14.7Nm 6) Coat bolt(4) with Loctite and tighten. Ss | Loctite # 271 ‘Wheel Brake Wh - 6 "=3. Front wheel, Axle shaft }) Fit axle shaft(3) and tighten bolt(2). 10-13kem Tightening torque 12-94 felb 98-126Nm 2) Fit the front wheel and tighten lug nut(l). 30- 50kgm ‘Tightening Torque 217-362 ftlb 294-490 Nm IL-6 Wheel brake ~-120-Section I. Removal and installation Il - 7. STEERING AXLE AND POWER STEERING AX CAUTION See safe Jacking and Blocking on page 12. NOTE See steering trouble shooting on page 243. A\ 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 mast in vertical position and fully Jower 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. REMOVAL 1. Counterweight 1) Hoist the rear of the frame with a crane and place wooden blocks under the right and left side frames. 2) Hoist counterweight slightly and remove the mounting bolt and coun- terweight. 2. Hydraulic Line Remove hydraulic hose. 3. Steering axle 1) Hold the steering axle with a jack. 2) Remove each of the two axle support. “bolts and pull out the steering axle toward the back of the truck. AL WARNING Observe proper, safe lifting practices when lifting counterweight onto or off truck. Counterweight should only be lifted by appropriately-sized eye bolts installed throu- gh both top lifting holes. Use only overhead lifting equipment having a safe lifting capa- city in excess of that of the counterweight. AL WARNING During mounting, always use prybars for location adjustments. Do not place any part of your body between the counterweight and truck. A WARNING Stand clear of the counterweight as it is being hoisted, moved, or mounted. Steering axfe and power steering Wl ~7 “=INSTALLATION Perform installation in the reverse order to removal. Paying attention to the following. 1, Tightening steering axle support bolt 25-31.5kg-m BOLT(1) 181-228 ft - Ib 245-309N-m 50-62kg°m BOLT(2) 362-448 ft Ib 492-608N-m 2. Hydraulic Line Assemble the hydraulic hose, 3. Tightening torque of counterweight mounting bolt 50kg-m 362 ft - Ib 490N-m X= | Molybdenum disulphide Coat the mounting bolt with molybdenum disulphide then tighten the bolt. IMPORTANT Never allow a truck to be put into service without the counterweight moun- ting bolt(s) in place. Check the boit(s) and torque regularly. em I —7 Steering ole and power steering ~ie-Section I. Removal and installation 1 - 8. HYDRAULIC PUMP 1) Structure and General Characteristic of this pump is as follows : ‘This pump covers necessary oil flow at the same time for the whole—hydraulic steering system and the work equipment. It is divided into two parts of pump com- ponent and priority valve component, ult} Pump component. consist body. monoli- thic gear, bush which is assembled with Du-bush and install flange. 1. Bolt 8. 2px bush s/assy 15, O-ring 2, M12 Serrated washer 9, Body 16, Spool 3. Valve body 10. Drive shaft 117. Spring 4. O-ring 11. Gear 18. Threaded plug 5. Seal, back-up 12, Flange 19. O-ring 6. Seal, clement 13, Shaft seal 7.2px bush s/assy 14, Plug ~23- Hydraule pump W — 3-32) Specification MODEL | HLF 20/25/30 ITEM HLF 20/ 25/30C Pump model 2PX 330A 26737 Gear, Included flow Type control valve Displacement(ce / rev) 33 Priority flow(L / min) 10 System | hydraulic 185(2630psi) Pressure = (kg/or) _| steering 85(1210psi) 3) Construction of the flow control valve and its operate principle. Oil influx in ® flow regulary through © to the steering system. If amount of the pump oil displace over the setting amount, pressure occur in front of the orifice ©. ‘The pressure will push the spring and the spool to the left, oil passage form to the work equipment. Therefore, remain oil over the priority flow(100/min) influx the control valve, In the steering system flows regular oil(10¢/min) regardless the pump displacement. NOTE + Overhaul pump only in a clean, dustiree location, using dean tools and equipment. Dirt or grit will damage the highly- machined surfaces and will result in leakage or premature failure of the pump. Be sure the work area is clean, + Plug openings before cleaning and brushing to avoid contaminating intemal parts, Clean exterior or pump /valve with a good grade solvent, and dry thoroughly. Use a wire brush If necessary to remove dirt accumulations. + Before beginning disassembly, scribe match marks on the body and cover to ensure that pump will be reassembled in the same manner as it was shipped from factory. IF the body or rear cover is re- placed during overhaul, scribe a match mark on the new part as on the part it replaced. This ensures that inlet and outlet with respect to rotation, is kept the same. 5) Pump Disassembly. IMPORTANT Keep parts in assembly order as removed to assure correct reassembly. Case Disassembly 1. Remove the four bolts and washers(1é2). 2. Lightly tap the lift pump to free it from the pump flange(22), depending on pump configuration. Completely se- parate the units. 3, Remove and discard the body O-ring(4) so I~ 8 Dfytroulic pump’ ~~Section Il. Removal and. installation from the face of the pump mounting flan- ge(22), depending on pump configura- tion. 4. On the pump used on the hydrostatic transmission truck, remove and discard shaft seal(24) from the pump mounting flange(22) by first removing the circlip (not shown). Push the shaft seal squa- rely and carefully out of the mounting flange seal bore. An arbor press can be used to remove the seal. IMPORTANT Be careful not to damage the machined seal bore. IMPORTANT Be careful not to damage the machined seal bore in pump body when removing the seal because this will result in seal leakage. Lift Pump Disassembly 1. Carefully pull the pump body(9) and the valve body(3) apart, Tap the pump body with a rubber mallet to separate the two units if neccessary. Valve disassembly is explained in the next subsection. 2. Remove the back-up seal(5) and bush seal(6) from the rear of the pump body. 3. Remove the back-up seal(5) and bush seal(6) from the front(valve-body end) of pump body, 4, Before removing the other internal com- ponents of the pump body, mark the bushes(7, 8) on the front and rear of the pump body for correct reassembly. Mark. the four bushes to denote = + Bush on driveshaft flange-adapter end + Bush on driven gear flange-adapter end + Bush on driveshaft valve-body end. * Bush on driven gear valve-body end. 5. With the pump body lying on its side, pull the driveshaft and gear(10) squa- rely from the pump body bringing the flange-end bushes(7, 8) out at the same time. 6, Remove the driven gear(11) and the remaining two valve-end bushes(7, 8) NOTE Before beginning valve disassembly, clean the exterior of the valve body(3) of all accumulated grime that could enter the valve on disassembly. Parts Inspection General Inspection 1. Wash all parts with clean solvent and dry thoroughly. Do not use wiping cloth mate- rial that leaves lint when drying parts. If parts must be left for a long period or ‘overnight, cover with a clean cover. 2, Thoroughly inspect all components to determine suit-ability for reuse. The following subsections provide advice on what to look for on the different pump components. 3, Look for warping, scoring, bearing burns, grooves, thread damage, and wear steps on all parts. Parts showing evidence of these conditions should be replaced. Parts that are even slightly out of true ~205- ydraubte pump W — 87or uneven, scratched, or grooved may lead to fluid leakage and diminished and shortened pump life, Bodies 1. Inspect all body bore cut-ins where gears fit into the parts. Bodies can only be reused if the cut-ins are bright and polished looking. 2, Bodies should be replaced if : a, Inner surfaces are scored(scratched, grooved, or notched) b. The finishes are dull or have a roug- hened surface c. They show signs that the tips of gears are digging in the bores. 3, Inspect end surfaces for smoothness and flatness : no superficial damage which may adversely effect performance or sealing can be evident. 4, Check all threaded ports and O-ring and shaft seal recesses for marks, scratches, or evidence of unusual wear that may cause imprecise fits and leakage. NOTE Replacement shaft seals can be installed with Loctite hydraulic sealant to overcome slight damage In areas where the seals are fitted. Bushes 1. The flat ends of the bushes(bush side- face) which fit against the ends of the gear teeth(gear side-face) should be perfectly flat with no signs of scoring. a. The side faces of both the bushes and the gears should bear a bright, poli~ shed appearance. b. Often there is a shadow(or witness) where the tips of the opposing gears have wiped an overlap resembling a half-moon shape. No noticeable wear step must be evident between the bush and gear side-faces ; they must fit completely flat together. . Replace the bushes and gears if they ° show scoring, have a dull or roug- hened finish, or show signs of wear steps or tearing of the bush or gear side-face materials. 2. Bush bearing liners(inner bore) are reusable if they show no signs of damage or scoring. The general outside areas of the bushes should not show any pro- minent signs of wear. Gears NOTE If the driveshaft and gear are not serviceable, replace the gears as a matched set. 1. Gear side-faces should be examined for scoring or other damage. 2. Operation with contaminated fluid will leave scoring between the driveshaft and the journal(the portion of the drive- shaft that rotates in the bush bearing) which leaves a wear step. Check for a wear step by drawing a sharp = Ill —8 tydraubic pump ~226-Section Ml. Removal and installation point across the surface from the journal tothe tip of the gear. If a wear step is evident, the gear is unserviceable. 3. Examine all gear teeth for signs of fitting or uneven or unusual wear. 4, Journal surfaces should be completely free from scoring or grooving and should be highly polished and smooth to the touch, Replace the gear if journal wear exceeds 0.001 inch(0.025 mm). 5, Examine the areas where shaft seals run on gear driveshafts. ‘These areas show up as polished rings. If a noticeable groove can be felt, or there is scoring on the shaft, the driveshaft should be replaced. 6) Pump Reassembly NOTE Make sure all parts are completely clean. Lubricate all bushes and gears with clean hydraulic fluid, O-ring recesses and end faces of the valve body, pump body, charge pump flange adapter, and charge pump flange must remain dry, however. Lift Pump Reassembly 1. Lightly clamp the valve body(3) face up into avise. 2. Fit valve-end bushes(7, 8) into the lift pump body(9) 3, Place the pump body on top of the valve body and fit the driveshaft and gear(10) and the driven gear(11) into their origi- nal positions in the pump body. 4, Fit the flange-end bushes(7, 8) into their original bores on the pump body. 5. Fit the new bush seal(6) and back-up seal(5) in the flange-end bushes. The bush seal is molded so that the back-up seal is seated partially in it. NOTE Make sure the bush seal and back-up seal are fitted correctly in the seal grooves ofthe bushes. 6. Lift the pump body off the valve body and prop it on the body-end so it is not resting on the driveshaft. 7. Fit another new bush seal(6) and back- up seal(6) in the valve-body-end bushes. ‘The bush seal is molded so that the back- up seal is seated partially in it. Check fit as in step 5. 8. Set a new body O-ring(4) into place on the valve end of the pump body 9. Place the valve body on the pump body and insert the four bolts and washers(1 & 2) through the valve and lift pump bodies. NOTE Component mating surfaces should be clean, completely dry, and free of any hydraulic or other fluids for correct fit. 10. Fit a new body O-ring(4) onto the lift pump side of the flange adapter or pump mounting flange(22), depending on pump configuration. -ur- Hyfrautic pump Tl - 811. Set the valve and pump body assembly onto the flange adapter(14) or pump mounting flange(22), depending on pump configuration, and tighten the bolts to 65- 75 fi-1b(88-102N - m). 12, On hydrostatic transmission trucks, fit a new shaft seal(24) over the pump drive shaft(10) and down into the pump moun- ting flange recess. Use a press if necessary to fit the seal. Do not scratch or dent the seal recess, Install circlip(not illustrated) over seal and into groove. Proceed to “Final Check”. NOTE If seal recess is scored, Loctite hydraulic sealant must be applied to the outer diameter of the seal. Apply a coat of high melting grease to the shaft seal lips, Do not allow Loctite onto seal lip. ex I ~8 Hydraulic pump ~ 128 -Section Tl. Removal and installation Il - 9. HYDRAULIC CONTROL VALVE 1) General This control valve is sectional type which is especially designed for forklift. truck. Installed 3—spools by standard and according to work equipment you could choose 5~ spool in some cases. ‘This valve controls the direction of high— pressure oil. ‘The spool controls the lift cylinder and the tilt cylinder by controlling oil flow, and the relief valve, protects the hydraulic parts and circuit, This valve has a tilt-lock valve to provent tilting of the mast when the engine is stopped. + relief valve pressure : 185 kgf/cm" AX 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 mast in vertical position and fully lower the forks or attachment. 3. Put all controls in neutral. Tum key switch OFF and remove key. 4. Apply the parking brake and block the wheels. IMPORTANT Other hydraulic- related components and circuits described and illustrate on page 199, “Steering Axle", page 174, “Steering unit”, page 123, “Hydraulic Sump, Filters, and pump”, page 205, “Tilt cylinders”, and page 202, “Lift cylinders” Refer to these other groups for hydraulic components not covered in this section. Preparation for Disassembly 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. Clean- liness of the hydraulic circuit is extremely important to the proper operation and main- tenance of the system, Be sure the work area is clean. * Clean outside of valve with a good grade of solvent and dry thoroughly. + Before starting disassembly, the valve should be carefully examined to deter- mine if there is any evidence of external damage. Av WARNING HYDRAULIC FLUID SAFETY. Keep all hydraulic ports and components clean. Wipe the area on the pump around the diagnostic check port completely clean to prevent any contamination from entering the hydraulic system. When checking the hydraulic system, do not use your hands to check for leakage. Use a Hydraulic control valve Tl — 97piece of cardboard or paper to search for leaks. Tighten all connections before applying Escaping fluid under pressure can penetrate pressure. Keep hands and body away from the skin causing serious injury. Relieve pressure pinholes and nozzles which eject fluids under before disconnecting hydraulic or other lines. high pressure. 2) Operating principle of the control valve Cylinder port B Load check valve val pascegehigh ras) i! elscharged rom tie pump returns ta the tank through the unload passage. The cl ct +A", *B" port are blocked. Spool Pushin nen the onload passage is cased, the ol cischarged from the pump passing through the paral passage pushes the lad check alve up and tows fo por *5". The ret ai rom port “As retumed tothe tank trough be tank passage. The spool is relumed to neutral by the relum spring. PT AB p00! Pul-out When the unload passage is closed, the ol soa cischarged trom the pump trough he pa val Hel passage pushes the load check vale ‘at yp and flows to port “A. The retum ci frm port "Bis rtumed to the tank through the tank passage. The spoo is retumed to neu rl by the rotura spring & Il —9 Hydraulic control valve = 130-Section Wi. Removal and installation 3) Construction 1. Relief block 19. Check Valve 37. Retainer 2, O-ring 20. Spring 38. Spring 3, Rod 21, Tilt valve block 39, Retainer 4. Rod 22. Bolt 40. Plug 5, Red. 23. Plate 41, Cover 6.Nut” 24, Plug 42, Bolt 7. Nut 25. O-ring 43. Spool 8. Nut. 26. O-ring 44. O-ring 9. O-ring 21. Check valve 48, Plug 10. Relief valve 28, Spring 46. Cover 11, Lift valve block 29. End cover 47. Retainer 12. O-ring: 30, Nut. 48. Spring 13. Plug 31, Nut. 49. Retainer 14. Plate 32, Nut. 50. Plug 15. Bolt 33. Spool 51. Cover 16, O-ring 34. O-ring 52, Bolt 17. Plug 35. Plug 18. O-ring 36. Cover -1I- Hydraulic control valve Tl - 9°4) Disassembly and Adjustment @ When disassembling valve © Loosen two nuts(M10, M18) from the tie rods. © Separate the relief block end cover and valve block. @ Always replace the O-ring, © Clean all components thoroughly to remove foreign matter and install O- rings when reassembling all components. © Tighten nut(M10) temporarily. © Put the assembly on the stand and check the flatness of the entrance cover and the end cover then retighten nut again, + Tightening torque of tie rod : 420 kg - cm check each blocks act smoothly. @ When replacing the seal ring and wiper ring. + From lever side @ Remove screw and the seal retainer ® Replace the seal ring and wiper ring, © When reassembling, be careful not to damage the seal ring. ‘From the spring cap @ Remove the nut(M6) holding the sp~ ring cap, pull the spring cap and the seal retainer out. ® After the spool is clean, install the seal fing and insert the spool into the valve body. © When reassembling be careful not to damage the O-ring. @ When removing and replace the load check valve side. @ After the plug remove, pull out the Joad check spring and load check. © If necessary, replace the O-ring in the plug. © Before assembling, clean all com- ponent thoroughly. @ To disassemble the relief valve asse- mbly and the O-ring. @® Remove the relief assembly from the reliefblock. © If necessary, replace the O-ring and the relief valve assembly. © Coat the part with grease before tigh- tening. © When installing the relief valve, check the setting pressure with pressure gauge by loosening cap nut and hexagon nut. @ After removing the relief valve assembly, check the hole at the center of the relief piston for any foreign matter. Relief valve @ Structure Pilot Poppet "=" Check Valve Poppet “Kk” Relief Valve Poppet "0" © Method of the pressure setting (i) Remove the castle nut @ and loo- sen the lock nut@. (ii) Rotating the adjusting screw @ to the proper pressure with driver. (iii) Tighten the lock nut @, assemble the castle nut. eo I~ 9 Hydraulte control valve,Section IN. Removal and installation Il - 10. Operator's seat Removal and Replacement A\ 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 mast in vertical position and fully lower the forks or attachment. 3. Put all controls in neutral. Tum key ‘switch OFF and remove key. 4, Apply the parking brake and block the wheels. Remove nuts and ‘washers here. Seat Removal 1. Tilt steering column fully forward and Taise the seat deck. 2, Remove the four nuts(with washers) securing the seat rails to the seat deck. A\ CAUTION Make sure to support seat on deck so it does not fall when bolts are removed. Seat may be damaged or injury can result. =133— Operator's seat Il -10-=Section lV. DISASSEMBLY AND ASSEMBLY IV ~ 1. Torque converter. ieee LT V -8. Power steering cylinder. TV ~9. Steering ane eee ecsceesstistsstececenneseerseeneeste GQ VV -11. 1K eylinder- lV - 18. Name plate and decal.........----. -us-Section WV. Disassembly and assembly 1, TORQUE CONVERTER NOTE See trouble shooting on page 147 and 241. DISASSEMBLY 1. Disassemble torque converter assembly. Drain the transmission fluid and dis- connect the torque converter assembly from the engine and the transmission. 2. Disassemble input side of torque converter. Remove the input plate bolts and the input plate, input guide, and O-rings. Tool{s) required : 12mm Wrench -u7- ‘Torque converter W — 1S8. Extract torque converter. Remove the turbine shaft snap ring and ease the torque converter out of the hou- sing so as not to damage the pump cil seal. Tool(s) required : Snap ring pliers. 4. Extract pump. ‘%\ Remove the inner turbine shaft snap ring and all bolts holding the pump. Tool(s) required : 12mm socket wrench ear IV —1 ‘Torque converter. -18-Section WW. Disassembly and assembly 5, Extract turbine shaft. Remove the two snap rings and extract the trubine shaft. ‘Tool(s) required : Snap ring pliers. 6. Extract valves. Remove the two plugs and then the springs and pistons. Label the two sets— the springs especially—so that they do not get confused. ‘Tool(s) required : 24mm wrench. ~199~ ‘Torque converter WV ~ 1 17. Disassemble off pump. Remove the O-ring and phillips Screw and disassemble the pump. NOTE Limit disassembly to the minimum amount required. ea WW ~ 1 Torque converter: -10-Section IW. Disassembly and assembly Turbine Torque converter Inmpell Foput plate Stater Gear pump Turbine shatt: Engine side tm = Transmission sido ~ua- ‘Torque converter 'W - 1Unit : mm(in), ke(lb) Criteria No. Chock item Remedy Standard size | Repair limit ‘A, | Clearance between piston and hou-| _0,020-0.058 0.080 | Replace "| sing hole (0.0008-0.0023) | (6.003) | piston Free 103.4 99.3 length (4.0) (331) ‘Ag | Torque converter inlet re~ | installed 62.7 62.7 ‘Torque lief valve spring length (2.47) (2.41) a | onerter installed i 6.94 input » Toad (7.0) (15.3) out put valve Free 120.7 119.0 Tength (4.5) (4.69) Torque converter output | ae stalled 103.5 103.5 As | pressure adjusting valve “Tength (4.07) (4.07) spring installed | 845g 3.11 Toad (7.61) (6:86) . _ 415 B | Oilseal.D ae Torque oe. Replace . . : 41.915-41.965 | 41.815 G | cameron | ©: | tee! mating face outer da tree Hes | ALBIS g, | Clearance of abutment when| —0.1-0.38 10 1 | housing is inserted (o.004-0.012) | (0.04 E | Seal ring ane wi 2,08-2.13 1.88 Ba | Ring width (o.082-0.081) } (0.074) F | Turbine shaft(Geal ring groove width) oa -tiey | wise) g | Housing 52.10-62.16 52.25 (Geal ring sliding portion inner dia) (2.051-2.058) | (2.057) 41.915-41.965 | Clearance H | Impeller hub 0. D (teats) | clearance, and bushing ; 42.039-42,000 | 0.17 | | Pump bushing (1.655-1.654) | (0.0067) Correct by J | Pilot(Tip outer dia) 20 29.85 | pad chrome (0.79) 7) Sinn sa WW — 1 Torque converter, -1a-ASSEMBLY ‘The assembly procedure is the reverse of the disassembly procedure above, but re- quires additional care as noted below. 1. Assemble oil pump. Return the gears and stator support to their positions before disassembly. Tighten the small flathead screw and check the gear action. If the gears do not rotate smoothly, disassemble the pump and start over. O.1kg-m Screw tightening torque : | 0.72 ftlb 0.98Nm 2. Install valves. ‘The Valve assemblies are different, so make sure that they go back into the proper holes. 5.0kg +m Plug tightening torque: | 36.2 1b 49Nm 3. Install turbine shaft. Make sure that the sealing material is sealed completely inside before inserting the shaft. 2.1kg-m Bolt tightening torque: | 5.2Ib 20.6Nm 4. Install pump Lightly grease the pump casing with lithium grease(Shell Albania Z or equi- valent) to avoid breaking or twisting O- ring when you insert it. ~13- Section WV. Disassembly and. assembly “Torque converter TV — 175. Install torque converter. Fill the oil seal lip cavity one-third to one-half full with lithium grease or coat the surface with clean hydraulic fluid to avoid damaging the oil seal and bushing when you insert the torque converter. 6. Install input side of torque converter. Coat the O-ring with lithium grease before installing. 7. Install torque converter assembly. Connect the torque converter assembly to the engine and the transmission. +kAfter each step, check your work against the maintenance standards which ap- pear after the procedure. Apply semi-drying liquid gasket to the circumference of oil seals, but do not allow it to get on the lips or the shaft’s sliding surfaces. 2Qikg-m Bolt tightening torque : 15.2 ftlb 20.6Nm Maintenance standards 1. Hydraulic pressure No. Location Pressure(kg/cw) | Cracking pressure(kg / ca’) 1 ‘Torque converter input 3-7 5.0 2 torque converter-output 2-55 23 (Cracking pressure means the pressure at which the valve begins to open.) 2. Tightening Torques Tightening torque in No. Location Thread Specifications kam(Nm) Target [Maximum 1 | input plate Small hexagonal belt Ma x 1.25 x 20| 2.1020.) | 2.7(26.8) 2 | Pump Small hexagonal belt Ma x 1.25 x 40| 2.1(20.6) | 2.7(26.5) 3 | Valves Plug MIG x 1.5 x 10] 5.0(49.0) | 6.5(63.7) 4 | cover ‘Small hexagonal bolt MB x 1.25 x 12| 0.9800.6) | 1.9012.7) 5 | Torqueconverter fluid outlets | Hexagonal plug with hole priya — | 3.5(94.3) | 4,449.2) 6 | Pump assembly Small flathead screw M5 x0,8 x 16 | 0,100.98) | 0.32.94) 7 | Biind plug Hexagonal plug with hole pra/4 | 5.8(66.8) | 7.2(70.6) ew IV —A Torque converter, ~M4—Section IV. Disassembly and assembly TORQUE CONVERTER ASSEMBLY DRAWING ~ us “Torque converter I — 1-8Land ‘ayer jonas view ‘anyon ornu09 0, - 146 - Asse sauanuoa anbio, say IV ~1 Torque converterSection IV. Disassembly and assembly No. Problem Probable causes Solution 1 | The torque ‘A. Low hydraulic pressure converter does| 1) There isnot enough hydraulic fluid. Add fluid, not deliver 2) Bither the gear pump or the drive unit is | Disassemble and inspect. power. damaged. Replace parts or assemblies as necessary, 3) The piping or joint side is damaged. Disassemble and replace, 4) The input reliof valvo has a broken piston | Disassemble and replace. or spring. B. Mechanical damage 1) The input plate is broken, Disassemble and replace. 2) A shaft or gear is broken. Disassemble and replace. 3) The splines are damaged, Disassemble and replace, 2 | The power drops. | A. The hydraulic pressure is low. 1) There is not enough hydraulic fluid ‘Add fluid, 2) Thore is air leakage in the intake piping. _| Inspect joints and gaskets, necessary, disassemble and inspect parts. Replace parts as necessary. ‘3) The gear pump has lost efficioncy. Disassemble and inspect. Replace parts as necessary. 4) The input relief valve has a malfunctioning | Disassemble and inspect. piston or a weak spring, Replace parts as necessary. 5) The seal rings are worn or damaged. Disassemble and replace. B. Mechanical damage 1) The turbine blades are broken or deformed. | Disassemble and replaca 2) The input plate is deformed. Disassemble and replace ©. Other 1) The hydraulic fluid does not meet speci- | Replace fluid. fications. 3 | The hydraulic 1) There is either too little or too much hy- | Adjust fluid level. fluid overheats, draulic fuid. 2) The turbine blades are in contact. Disassemble and inspect. ‘Replace parts as necessary. 3) The bearings have worn or seized. Disassemble and inspect. Replace parts as necessary. 4) The gear pump is damaged. Disassemble and inspect. Replace parts as necessary. —147— ‘Torque converter [V — 1 “=No. Problem Probable causes Solution 4 | There are 1) Low fluid level or air leakage in the intake | Add fluid Inspect and replace unusual noises. piping hasled to cavitation. parts as necessary. 2)Tho gear pump is damaged. Disassemble and inspect. Replace parts or assemblies as necestary, 3) ‘The turbine blades are deformed and touc- | Disassemble and inspect. hing. Replace parts as necessary. 4) The input plate is damaged, Disassemble and replace, 5) The gears are damaged, Disassemble and replace. 6) The bearings have worn or seized, Disassemble and replace. . 1) The splines have worn Disassemble and replace. 8) The bolts are loose. Tighten or replace, 5 |Thereisfuid | A. Faulty oil soals seepage or 1) The lips are worn or damaged. Disassemble and replace, leakage, 2) There is foreign matter caught inside. Disassemble and inapect. Replace parts as necessary, 8) The bearings are worn or damaged. Repair or replace, 4) Excessively high fluid temperatures have | Disassemble and replace. caused the rubber to harden or weaken. B. Faulty O-rings 1) The O-rings are damaged. Disassemble and replace, 2) There are scratches in the opposing surface. | Repair or replace, 3) Excessively high fluid temperatures have | Disassemble and replace. caused the rubber to harden or weaken, 4) The torque converter was used suddenly | Allow the torque converter to while it was too eold(below-15%0) warm up. ©. Other 1) The screws are loose. Tighten. 2) The screws are broken. Replace. 3) The matching hole is cracked, Replace. va IV — 1 Torque converter. —48-Section NW. Disassembly and assembly 149 - ‘Torque converter W - 1%V-2. TRANSMISSION DISASSEMBLY NOTE Keep alll parts in order as disassembly progresses. Take care to properly identify each part and its order of removal. If necessary, keep notes and put markings on parts using a non-destructive marker such as a felt-tipped pen. 1, Differential, Torque converter, Control valve. 1) Detach the differential from the torque converter. 2) Remove the control valve. 2. Plate{no holder at the pinion end), Cage(with holder at the pinion end) 1) Remove the plate(no holder at the pin- ion end). 2) Remove the cage(with holder at the pin- ion end). Section W. Disassembly and assembly Plate i J ~151- ‘ransmission IV — 2-13. Pinion shaft 1) Remove pinion shaft bolt(1). 2) Fit a dolly block(copper rod) and tap the pinion shaft with a hammer to remove, 4. Seal ring cap 1) Remove bolt(6) and fit the bolt to the tapped hole. Remove the seal ring cap. Pull out the cap straight without twis- ting it. 2) Remove seal ring. (3) 8) Remove snap ring(4), 8. Cluch pack assembly Remove F. R clutch pack assembly. tar WV = 2 Transmission ~1592—Section WV. Disassembly and assembly 6. Idler shaft assembly 1) Remove bolt(6) and slide the shaft as- sembly as shown in the drawing. 2) Remove the bearing and the shaft as- A sembly, using a bearing puller. aT Bearing puller 7. Disassembly of components of clutch pack assembly. ‘The number shows the sequence of disas- sembly. ¥ * 9 101914 15 11 [ee Naa AX caution SPRING UNDER HEAVY COMPRES- SION. Carefully remove with press. ~153~ Transmission VW ~ 2°Section WV. Disassembly and assembly unit : mm(in) 7 Cfiteria No. Check item Standard size | Repeirtime | _emedy , 3.13-3.27 29 A | Plate At | Thickness of drive plate (0.180. | (0110 _| i 2.90-3.05 |, 2,6(0.102), ace Ag | thickness of driven plate ey | eget p, | Clearance of abutment 0.36--0.56 _ 1 | when piston is inserted. (0.014- 0.002) Rel Depth of the side face oil (0.15-0.35 Tobe lace B | SoalRing | Be | groove (0.006-0.010 | grooved | eet ' a 2,602.66 28 (D,)| Width of groove for insertion (0.i02-0°104) (0.110) ; 40,025 40,050 | 40.2 | Piston Gr | Seal ring mating face ED (1576-1577) _|__ (1.583) ©, | Width of groove when seal| 3.13.2 34 ® | ringis inserted (0,122- 0,126) (0.134) D, | Width ofthe groove forinse-| 2.60-2.65 28 D | rive shat "| ting seal ring (0,102- 0,104) (0.110) D, | Width of the groove of inser-|2.60—2.65 28 ? | ting seal ring (0.102~0.104) 0.110) E, | Glearance of abutment 02-04 10 1 | when clutch case is inserted | (0,008-0.157) | (0.639) , , 2.92.99 2.77 E | Sealring | Ba | Width (o.i7-0.118) | (0.109) (c,)| Width of groove for inser] a.1-3.2 34 2! | tions: (0,122 ~ 0,126). (0.134) saemat 100 100.054 100.3 F | clutch ease | Fi | Sealringmatingface D | gu lS | gs, sia ; 2978.1 25 G | Phrust | Gh | Thickness (o.ii4-0222) | (0.098) 1H, | Glearance of abutment 0,05- 0.25 0.66 1 | when cap is inserted (@.002-0:010) | (0.026) , . 2.41 2.49 2.25 H | Sealring | He | Width (o.0g7-0.098) | (0.089) (Dol Width of groove forinsertion | gift REE, | ait 1 | cap J, | Seal ring mating face I. D. a a cai i 5 4.926-65,000 | 64.83 J | Retainer Jy | Oil seal mating face O. D. (2.556~2.559) (2.552) _ 0,08-0.28 _ Backlash {0.003-0:011) — | Bach gear oT — | Clearance of thrust (0.012-0.028) _ Replace with a _ ri _ — | now part when Gasket, O-ring, seals tna assembly -155- ‘Transmission WV —2 9ASSEMBLY NOTE Cleanliness Is of extreme importance in the repair and overhaul of this assembly. Perform all disassembly and assembly work in a clean area. Overhaul the tran- saxle only in a clean, dust-free location, using dean tools and equipment. Dirt or grit will damage the highly-machined surfaces and result In premature fallure of components. Cleanliness of interior surfaces, orifices, etc. is extremely Important to the proper operation of the hydraulic circuit. The exterior surface of the unit must be thoroughly cleaned of all dirt and foreign substances to prevent contamination of the parts during overhaul. Protect all components from dust. and dirt while repairs are being made. Be sure the work area is kept clean. 1. Assembly of components of the clutch pack assembly Assembly is in the reverse order to disas~ sembly but pay attention to the following. Ball Notch 1) Piston ring. Fit the pistion ring SK 2) Ball, Spacer, Spring Coat the ball with oil and then fix it to the hole of the shaft. Match the notch of the spacer with the ball and insert. ww WV —2 Transmission, -156-