Forklift Truck: TCM Corporation

No.
SEB-81BBE
FORKLIFT TRUCK
Counter Balanced
FB10-7
FB15-7
FB18-7
FB20-7
FB25-7
FB30-7
FB25-7LB
FB25-7V
FB30-7V
FB35-7S
TCM CORPORATION
No. SEB-81BBE
FOREWORD
The new TCM’s FB-7 Series battery-powered forklift trucks are provided with a newly designed
speed control system and an AC traction motor to assure high performance.
The trucks of this series are provided with a self-diagnosis function which keeps watching the
operating statuses of the main systems of the truck. If the truck has a trouble, the function detects the
trouble and displays the result of diagnosis. The maintainability is thus improved.
As for mobility, since the high capacity batteries and high power drive motors are used, the first-class
acceleration, gradeability, and traveling performance are achieved. Controllability is also improved by
the standard equipped power steering unit.
To save power, the acceleration and traveling speeds are selectable in eight stages and made
changeable according to working conditions. Also for effective use of the battery, a regenerative device
is provided to send back counter electromotive force to the battery.
This Service Manual is intended to provide the maintenance personnel with helpful information of
the structures of the major components and with instructions on the maintenance and repair of such
components. We hope it will be much help for your servicing and maintenance operations.
February, 2008
No. SEB-81BBE
No. SEB-81BBE
SPECIFICATIONS (1)
Model
FB10-7 FB15-7 FB18-7
Item
Performance
Max. load kg [lbf] 1000 [2000] 1500 [3000] 1750 [3500]
Load center mm [in.] 500 [24] ← ←
Max. lifting height mm [in.] 3000 [118.1] ← ←
Tilting angle
Fwd ° 6 ← ←
Bwd ° 12 ← ←
Free lift A mm [in.] 150 [5.9] 155 [6.1] ←
Mast tilting time (Fwd - Bwd) s 2.0 - 1.4 ← ←
Fork lifting speed
Loaded mm/s [fpm] 390 [76.8] 350 [68.9] 330 [65.0]
Unloaded mm/s [fpm] 580 [114.2] ← ←
Travel speed
Loaded km/h [mph] 14 [8.7] ← 13 [8.1]
Unloaded km/h [mph] 16 [9.9] ← ←
Gradeability
(Starting on an uphill when loaded) 1/7 ← ←
Min. turning radius
(Outermost part of truck) B mm [in.] 1700 [66.9] ← 1790 [70.5]
Min. intersecting aisle mm [in.] 1690 [66.5] ← 1730 [68.1]
Dimensions
Overall length (includ. fork) C mm [in.] 2875 [113.2] ← 2975 [117.1]
Overall width D mm [in.] 1070 [42.1] ← ←
Overall height (Overhead guard) E mm [in.] 2050 [80.7] ← ←
Overall extended height mm [in.] 4030 [158.7] ← ←
Wheel base F mm [in.] 1250 [49.2] ← 1350 [53.1]
Tread
Front wheels G mm [in.] 910 [35.8] ← ←
Rear wheels H mm [in.] 900 [35.4] ← ←
Fork overhang J mm [in.] 375 [14.8] ← ←
Rear overhang K mm [in.] 330 [13.0] ← ←
Fork size
(Length L x Width M x Thickness N) mm [in.] 920 x 100 x 35 ← ←
[36.2 x 3.9 x 1.4]
Fork spacing P mm [in.] 200 - 920 [7.9 - 36.2] ← ←
Minimum under clearance Q mm [in.] 95 [3.7] (Frame) ← ←
Tow pin height mm [in.] 390 [15.4] ← ←
Weight
Service Weight with std. batteries kg [lbf] 2650 [5842] 2710 [5976] 3000 [6600]
The values in the Performance section are given for the trucks in the Super mode.
No. SEB-81BBE
SPECIFICATIONS (2)
Model FB25-7LB
FB20-7 FB25-7
Item FB25-7V
Performance
Max. load kg [lbf] 2000 [4000] 2500 [5000] ←
Load center mm [in.] 500 [24] ← ←
Max. lifting height mm [in.] 3000 [118.1] ← ←
Tilting angle
Fwd ° 6 ← ←
Bwd ° 12 ← ←
Free lift A mm [in.] 160 [6.3] ← ←
Mast tilting time (Fwd - Bwd) s 2.7 - 2.0 ← ←
Fork lifting speed
Loaded mm/s [fpm] 290 [57.1] 255 [50.2] ←
Unloaded mm/s [fpm] 510 [100.4] ← ←
Travel speed
Loaded km/h [mph] 13.5 [8.4] ← 13 [8.1]
Unloaded km/h [mph] 15 [9.3] ← 14.5 [9.0]
Gradeability
(Starting on an uphill when loaded) 1/7 ← 1/8
Min. turning radius
(Outermost part of truck) B mm [in.] 1950 [76.8] 1970 [77.6] 2065 [81.3]
Min. intersecting aisle mm [in.] 1895 [79.6] 1905 [75.0] 1955 [76.9]
Dimensions
Overall length (includ. fork) C mm [in.] 3315 [130.5] 3355 [132] 3460 [136]
Overall width D mm [in.] 1150 [45.3] ← ←
Overall height (Overhead guard) E mm [in.] 2095 [82.5] ← LB: 2250 [88.6]
V : 2100 [82.7]
Overall extended height mm [in.] 4030 [158.7] ← ←
Wheel base F mm [in.] 1400 [55.1] ← 1545 [60.8]
Tread
Front wheels G mm [in.] 955 [37.6] ← ←
Rear wheels H mm [in.] 950 [37.4] ← ←
Fork overhang J mm [in.] 435 [17.1] ← ←
Rear overhang K mm [in.] 410 [16.1] 450 [17.7] 410 [16.1]
Fork size
(Length L x Width M x Thickness N) mm [in.] 1070 x 122 x 40 ← ←
[42.1 x 4.8 x 1.6]
Fork spacing P mm [in.] 245 – 1020 [9.6 – 40.2] ← ←
Minimum under clearance Q mm [in.] 100 [3.9] (Front axle) ← ←
Tow pin height mm [in.] 440 [17.3] ← ←
Weight
Service Weight with std. batteries kg [lbf] 3470 [7650] 3850 [8489] LB: 4350 [9592]
V : 4250 [9371]
No. SEB-81BBE
SPECIFICATIONS (3)
Model FB30-7
FB35-7S
Item FB30-7V
Performance
Max. load kg [lbf] 3000 [6000] 3500 [7000]
Load center mm [in.] 500 [24] ←
Max. lifting height mm [in.] 3000 [118.1] ←
Tilting angle
Fwd ° 6 ←
Bwd ° 12 10
Free lift A mm [in.] 165 [6.5] 150 [5.9]
Mast tilting time (Fwd - Bwd) s 2 - 2 ←
Fork lifting speed
Loaded mm/s [fpm] 290 [57.1] 230 [45.3]
Unloaded mm/s [fpm] 490 [96.5] 400 [78.7]
Travel speed
Loaded km/h [mph] 13.5 [8.4] 12.5 [7.8]
Unloaded km/h [mph] 15 [9.3] 14 [8.7]
Gradeability
(Starting on an uphill when loaded) 1/8 ←
Min. turning radius
(Outermost part of truck) B mm [in.] 2140 [84.3] 2360 [92.9]
Min. intersecting aisle mm [in.] 2050 [80.7] 2250 [88.6]
Dimensions
Overall length (includ. fork) C mm [in.] 3580 [141] 3835 [151.0]
Overall width D mm [in.] 1225 [48.2] 1380 [54.3]
Overall height (Overhead guard) E mm [in.] 2190 [86.2] ←
V: 2100 [82.7]
Overall extended height mm [in.] 4260 [167.7] 4265 [167.9]
Wheel base F mm [in.] 1600 [63.0] 1800 [70.9]
Tread
Front wheels G mm [in.] 1000 [39.4] 1140 [44.9]
Rear wheels H mm [in.] 950 [37.4] ←
Fork overhang J mm [in.] 480 [18.9] 530 [20.9]
Rear overhang K mm [in.] 430 [16.9] ←
Fork size
(Length L x Width M x Thickness N) mm [in.] 1070 x 125 x 45 1070 x 150 x 50
[42.1 x 4.9 x 1.8] [42.1 x 5.9 x 2.0]
Fork spacing P mm [in.] 250 – 1090 [9.8 – 42.9] 300 – 1200 [11.8 – 47.2]
Minimum under clearance Q mm [in.] 110 [4.3] (Rear axle) ←
Tow pin height mm [in.] 475 [18.7] ←
Weight
Service Weight with std. batteries kg [lbf] 4660 [10275] 5590 [12325]
No. SEB-81BBE
No. SEB-81BBE
Unit: mm [in.]
Fig. 1 Overall Dimensions

No. SEB-81BBE
No. SEB-81BBE
CONTENTS
1. BATTERY AND CHARGER ............................................................................................... 1
1.1 GENERAL DESCRIPTION........................................................................................................ 2
1.1.1 BATTERY............................................................................................................................. 2
1.1.2 CHARGER............................................................................................................................ 4
1.1.3 CHARGING PROCEDURES............................................................................................... 13
1.1.4 CHARGER OPERATION..................................................................................................... 15
2. MOTORS .................................................................................................................................... 17
2.1.1 DRIVE MOTOR................................................................................................................... 17
2.1.2 PUMP MOTOR..................................................................................................................... 21
2.2 MAINTENANCE........................................................................................................................ 23
2.2.1 DRIVE MOTOR................................................................................................................... 23
2.2.2 PUMP MOTOR..................................................................................................................... 27
3. CONTROL SYSTEM ............................................................................................................. 29

3.1.1 INVERTER........................................................................................................................... 29
3.1.2 ACCELERATOR PEDAL..................................................................................................... 34
3.1.3 INTERLOCK SYSTEM....................................................................................................... 35
3.1.4 BACK-DOWN ALARM SYSTEM...................................................................................... 36
3.2 MAINTENANCE........................................................................................................................ 37
3.2.1 TROUBLESHOOTING GUIDE........................................................................................... 37
4. DRIVE UNIT AND DRIVE AXLE ...................................................................................... 55

4.1.1 DRIVE UNIT........................................................................................................................ 55
4.1.2 DRIVE AXLE....................................................................................................................... 59
5. BRAKE SYSTEM .................................................................................................................... 63

5.1.1 BRAKE PEDAL.................................................................................................................... 63
5.1.2 MASTER CYLINDER......................................................................................................... 65
5.1.3 WHEEL BRAKE.................................................................................................................. 66
5.1.4 PARKING BRAKE LEVER................................................................................................. 68
5.2 MAINTENANCE........................................................................................................................ 71
5.2.1 DISASSEMBLING WHEEL BRAKE.................................................................................. 71
5.2.2 INSPECTION........................................................................................................................ 73
5.2.3 REASSEMBLING WHEEL BRAKE................................................................................... 74
5.2.4 OPERATION TEST OF AUTOMATIC CLEARANCE ADJUSTER.................................. 76
No. SEB-81BBE
5.2.5 ADJUSTING BRAKE PEDAL............................................................................................. 77

5.2.6 TROUBLESHOOTING GUIDE........................................................................................... 78
6. STEERING SYSTEM . ........................................................................................................... 79

6.1.1 OUTLINE OF STEERING SYSTEM.................................................................................... 80
6.1.2 STEERING GEARBOX......................................................................................................... 81
6.1.3 ACTUATOR........................................................................................................................... 84
6.1.4 REAR AXLE.......................................................................................................................... 84
6.1.5 ADJUSTING PRELOAD OF REAR WHEEL BEARING.................................................... 88
6.1.6 ASSEMBLING WHEEL........................................................................................................ 89
6.2 MAINTENANCE......................................................................................................................... 90
6.2.1 MAINTENANCE OF ACTUATOR....................................................................................... 90
6.2.2 MAINTENANCE OF STEERING BEARBOX..................................................................... 93
7. HYDRAULIC SYSTEM ......................................................................................................... 103

7.1 GENERAL DESCRIPTION......................................................................................................... 103
7.1.1 MAIN PUMP.......................................................................................................................... 104
7.1.2 CONTROL VALVE................................................................................................................ 104
7.1.3 HYDRAULIC OIL TANK...................................................................................................... 108
7.1.4 LIFT CYLINDER................................................................................................................... 109
7.1.5 FLOW REGULATOR VALVE............................................................................................... 114
7.1.6 TILT CYLINDER................................................................................................................... 116
7.2 MAINTENANCE......................................................................................................................... 118
7.2.1 MAINTENANCE OF PUMP................................................................................................. 118
7.2.2 TRIAL RUN............................................................................................................................ 130
7.2.3 TROUBLESHOOTING GUIDE............................................................................................ 131
8. LOAD HANDLING SYSTEM ............................................................................................. 133

8.1 GENERAL DESCRIPTION......................................................................................................... 134
8.1.1 OUTER AND INNER CHANNELS...................................................................................... 134
8.1.2 CARRIAGE............................................................................................................................ 136
8.1.3 LOCATIONS OF ROLLERS................................................................................................. 139
8.2 MAINTENANCE......................................................................................................................... 142
8.2.1 ADJUST LIFT CYLINDER ROD WITH SHIMS................................................................. 142
8.2.2 ADJUSTING HEIGHT OF CARRIAGE............................................................................... 142
8.2.3 PROCEDURE FOR REPLACING ROLLERS AT CARRIAGE SIDE................................. 144
8.2.4 PROCEDURE FOR REPLACING ROLLERS AT MAST SIDE.......................................... 146
8.2.5 PROCEDURE FOR ADDING OR SUBTRACTING SHIMS............................................... 147
9. ELECTRIC WIRING ............................................................................................................... 149

1. BATTERY AND CHARGER
1. BATTERY AND CHARGER (OPTION)

The description in this section applies to our optional batteries and chargers. For other types of
batteries and chargers, refer to their respective instruction manuals. The description of the VTM unit
applies to all the trucks because the VTM unit is standard equipment.
Truck model FB15-7

FB10-7 FB20-7 FB25-7
Item FB18-7
Battery
Capacity 330AH/5h 400AH/5h 450AH/5h 565AH/5h
Name VSDX330M VSDX440M VSDX450M VSDX565HM
Voltage 48 V
Specific gravity of
electrolyte 1.280
Weight 650 kg 695 kg 830 kg 915 kg
Charger
Type Truck-mounted type, 3-phase AC semiconstant voltage charger
Rated power 6.0 kVA 8.5 kVA
Rated current 17 A 24 A
Power supply voltage 380 / 440 V
Applicable battery
capacity 320 - 500 AH/5h 450 - 700 AH/5h
Output
Voltage 51 - 64 V
Current 80 - 20 A 115 - 29 A
Truck model FB30-7

FB25-7LB FB25-7V FB35-7S
Item FB30-7V
Battery
Capacity 935AH/5h 865AH/5h 450AH/5h 545AH/5h
Name VSF935 VSF865 VSDX450MZ VSDX545MH
Voltage 48 V 72 V
Specific gravity of
electrolyte 1.280
Weight 1450 kg 1350 kg 1130 kg 1285 kg
Charger
Type Truck-mounted type, 3-phase AC semiconstant voltage charger
Rated power 12 kVA
Rated current 34 A
Power supply voltage 380 / 440 V
Applicable battery
capacity 320 - 500 AH/5h 450 - 700 AH/5h
Output
Voltage 51 - 64 V 76.5 - 96 V
Current 160 - 40 A 105 - 26 A
-1-
1.1 GENERAL DESCRIPTION

1.1.1 BATTERY
The battery unit consists of twenty-four 2-volt battery cells connected in series. Figure 1.1 shows its
construction.
LOCK PIN
ELECTROLYTE
LEVEL INDICATOR
BATTERY CELL WITH

ELECTROLYTE LEVEL SENSOR
Note: The sketch shows a 48-volt battery unit. The 72-volt battery unit has 36 battery cells.
Fig. 1.1 Battery Unit
(1) Battery care

charge and
Service life
The most important point in battery care is to

discharge
Cycles of
prevent overdischarge. The deeper the battery

discharges, the shorter its life becomes (See Fig. 1.2).
The approximate depth of discharge can be known
by measuring the specific gravity of the electrolyte
(See Fig. 1.3)
Check the level of electrolyte every ten days.
Add distilled water if the level is found lower than
the specified level before charging the battery.
Depth of discharge (%)
Fig. 1.2 Relation Between Depth of Discharge

and Service Life (Example)
-2-
Specific gravity
(at 20°C)
Voltage (V)
Usable
Voltage
Alert !
Specific gravity
Overdischarge
(Discharge duration)
(Discharge rate)
Fig. 1.3 An Example of Specific Gravity Drop
(2) Charging the battery

When discharged, the battery should be recharged as soon as possible. Leaving the battery discharged
for a long time may cause sulfation, which will result in a drop of the battery performance.
If the battery is kept out of service for a long time, it should be thoroughly charged before put in
storage. An additional charge is also required once a month.
Do not leave a fully discharged battery longer than a day as it is. Be sure to recharge it as soon as
possible.
If the amount of discharge is considered to be small, measure the specific gravity of the electrolyte.
If lower than 1.260, recharge the battery.
Equalizing charge is required if the specific gravity varies among the cells by the amount of 0.020 or
larger. Equalizing charge is normally needed between one to four times a month.
If the specific gravity variation is not made smaller by equalizing charge, specific gravity adjustment
will be required.
Giving an equalizing charge more times than necessary will overcharge the battery, and its service
life will be shortened.
For a truck-mounted type charger, a microcomputer determines when an equalizing charge is required
and carries out equalizing charge automatically.
[Cautions on Charging the Battery]
(1) Do not start charging the battery if the electrolyte temperature is higher than 50°C. Leave the
battery for a while until the temperature goes low. Then charge it.
(2) Overdischarge or overcharge raises the electrolyte temperature. While charging the battery, be sure
to keep the battery cover fully open in order to let the generated gas and heat get out.
[Specific Gravity Correction According to Temperature]
The specific gravity of the electrolyte varies as the electrolyte temperature changes. The specific
gravity is generally based on the electrolyte temperature of 20°C. Therefore, if the specific gravity is
measured at the electrolyte temperature if other than 20°C, correct it using the following formula:
S20 = St + 0.0007 (t – 20)
where S20.............specific gravity for 20°C
St................specific gravity measured at t
t..................electrolyte temperature measured.
-3-
1.1.2 CHARGER
The charger mounted on the truck is a computer-controlled, semiconstant-voltage type consisting of a
transformer, diodes, an operation panel, and a VTM unit.
Thermal relay current settings
Insulation tube BAND
Transformer model Setting (A)
Insulation tube M80B 18
M80C
Band 11
M80D
M105B 37
M105C
20
M105D
Connection of Connection of primary M115B 29
secondary wire wire (portion not used) M115C
15
M115D
Secondary wire Contactor VTM unit
Primary wire Thermal relay
secondary wire contactor VTM unit
primary wire thermal relay
Note: The charger for the FB30 and FB35 series is not shown . (It is almost the same design as that for the FB20 series.)
Fig. 1.4
-4-
(1) Transformer
The transformer is located at the right side frame and converts input voltage to a voltage of the level
necessary for charging the battery.
There are three taps provided with a 10-volt difference from one to another. Make a selection among
them at the input side according to the input voltage level.
GROUND WIRE (GREEN)
PRIMARY WIRE
SECONDARY WIRE
■ Transformer tap changing

The supply voltage varies with the periods of time. Change therefore the taps from one to
another according to the average of supply voltages which to charger receives for the period of
time during which the battery is normally charged.
Supply Voltage (Average) Symbol Note 1: Change all the three

380 V 440 V of Tap phases as a set.
Note 2: Give a terminal cap
50 Hz 60 Hz 50 Hz 60 Hz
to each of the taps
350 - 370 360 - 380 400 - 420 410 - 430 L which are not used, and
370 - 390 380 - 400 420 - 440 430 - 450 M fix them by the wire
390 - 410 400 - 420 440 - 460 450 - 470 H binder.
Fig. 1.5 Transformer
-5-
(2) Diode
The diode, installed on the speed controller, is a 3-phase, full-wave rectification type which converts
AC to DC.
The current rectified by the diode flows through the fuse F6 to charge the battery.
FUSE (130A)
(FB25-7LB, FB25-7V: 200A)
POSITIVE
TERMINAL
NEGATIVE TERMINAL
CHARGING DIODE
Fig. 1.6 Diode
-6-
(3) Operation panel

The operation panel is located on the left side of the cabinet and equipped with a charger control
switches, lamps and service power outlet.
Fig. 1.7 Operation Panel
(4) VTM unit

The VTM unit is installed inside the right side frame. It sets the charging time for the battery
assembly by the signal from the operation panel.
■ Major features of VTM unit

① Optimal charge according to battery’s state of charge
Conventionally, overcharge might occur when not so an exhausted battery is charged. On this
charger, the microprocessor judges the battery’s state of charge and changes the normal timer setting
within a specified range for optimal charge.
This setting voltage is compensated properly to provide optimal charge even if there are temperature
changes.
② Super equalizing charge
The microprocessor counts the charging time and automatically provides equalizing charge when a
specified time is reached. The time setting for super equalizing charge is preset properly according
to the ambient temperature after temperature compensation. This function saves the trouble of the
operator’s bothering to press the equalizing charge button.
③ In case of power failure while charging
Unless power failure continues longer than 120 hours, battery charging is normally completed.
■ VTM unit
The VTM is mainly composed of its timer function. The microprocessor of the VTM unit determines
and sets an optimal duration of charging after checking the state of the battery.
-7-
The VTM unit has two timers: One is called first timer and the other second timer. It is the first timer
on which the microprocessor sets the charging time (4 hours maximum).
The time to be set on the second timer is 15 hours for normal charging. If a single charging continues
longer than that duration, charging is treated as an abnormal termination. The lamp on the operation
panel then blinks and the display gives a message to inform the operator of that abnormal termination.
Data of past battery charge are stored in memory of the VTM unit. Based on these data, the
microcomputer judges whether or not the battery needs equalizing charge. The data store in memory
are:
* The changes in battery voltage and electrolyte temperature and voltage settings of charge sessions
performed within the last 40 hours
(94 hours for trucks manufactured earlier than January 31, 2004)
* The total charging hours, and the total hours during which the battery was connected to the charger.
* The number of times the battery got an equalizing charge.
* The number of times charging was terminated by the first timer.
* The number of times charging was terminated by the second timer.
* The number of times charging was stopped incomplete. (The number of times the stop button is
pressed.)
The VTM unit is also provided with an LED display on its printed circuit board. The LED display
is used for showing various data in connection with the charger/battery so that it helps the operator be
informed of adjustment data or the status of the charger according to the position of the setting switch
located on the printed circuit board.
Fig. 1.8 VTM Unit (for trucks manufactured earlier than January 31, 2004)
-8-
COMMUNICATION
LED
4-DIGIT
LED
ROTARY
SWITCH
SWITCHES (MODE, HIGH, LOW)
SETTING
MODE SYMBOL
ROTARY SWITCH
CALLING UP 4-DIGIT LED
Fig. 1.9 VTM Unit (for trucks manufactured on and after February 1, 2004)
-9-
In addition, the VTM unit has a function that sets the traveling and lifting speed limit and regenerative
brake operating levels. You can change such settings in the following manner:
Observe the following conditions when changing those settings.
Note 1. When changing those settings on the VTM unit, inform your local TCM dealer of the model
name, chassis serial number of the truck you are going to change those settings, and the user
name of the said truck.
Note 2. Do not change the other settings on the VTM unit.
Mode Factory set level Change
Traveling and lifting speeds

They are increased by increasing the level.
Traveling speed change

No “turtle” mark
Traveling speed: 100%
“turtle” mark
Level 8: 90% of full speed
7: 80% of full speed

1.5-ton class Tilt speed

2- to 3-ton
class
Attachment speed

Accelerator OFF regeneration
Regeneration force obtained while traveling with
accelerator OFF can be enhanced by increasing
the level.
Brake regeneration
Enabled when the brake switch is turned on.
- 10 -
[Procedure for changing VTM settings] (for trucks manufactured earlier than January 31, 2004)
① Park the truck on a level surface and turn the key switch off.
② Disconnect the battery connectors.
③ Remove the left side cover of the truck.
④ Remove the VTM unit cover.
⑤ Check that the setting switch on the VTM unit PWB is at position “D”. If it is not at “D”, set it to
the position “D” using a small Philips screwdriver.
⑥ Connect the battery connectors. The 2-digit LED on the VTM PWB shows the present battery
voltage (in the form of a coded number).
⑦ Set the setting switch to “8”.
⑧ The 2-digit LED shows “ ”. The reading changes to “ ”, “ ”, “ ”, “ ” and to “ ”
every time the mode setting switch SW2 is pressed. The 1st digit shows the mode symbol and the 2nd
digit the speed limit or operating level number.
⑨ Set the 1st digit to the mode symbol you want. Press the SW3 or SW4 to set the speed limit or
operating level to the value you want.
⑩ After changing the settings, turn on the key switch. The communication LED will blink for 5
seconds. After making sure the communication LED has turned off, turn off the key switch and then
return the setting switch to the position “D”.
⑪ Disconnect the battery connectors. Reinstall the VTM unit cover and then the side cover.
⑫ Connect the battery connectors.
White setting
mark
Lower
digit
SETTING SWITCH
Upper digit
MODE SETTING
SWITCH SW2
Fig. 1.10 VTM Adjustment (for trucks manufactured earlier than January 31, 2004)
- 11 -
[Procedure for changing VTM settings] (for trucks manufactured on and after February 1, 2004)
① Preparations
Park the truck on a level surface, turn the key switch off, and then disconnect the battery connectors.
Remove the right side cover of the truck and then remove the VTM unit cover.
Connect the battery connectors. (Make sure the key switch is off.)
Check that the 4-digit LED reading is “ ☆ **.*” ( ☆ : rotary switch setting).
Usually the “ ☆ ” shows“d”and “**.*”shows a battery voltage.
② Set the rotary switch setting to “8” using a small Philips screwdriver.
(The 4-digit LED reads “8P06” (the 1st digit shows the rotary switch number, 2nd digit, the mode,
and the last two digits, the speed limit or operating level.
③ Every time the mode switch is pressed, the mode will change from “P”, “S” and to “ ” .
④ Set the mode switch to the mode you want
Set the level by pressing the H or L switches. The level will be increased by pressing the H switch
and decreased by pressing the L switch.
⑤ After changing the settings, turn on the key switch. The communication LED will blink for about 5
seconds.
⑥ After making the communication LED turns off, turn off the key switch.
⑦ Return the setting of the rotary switch to “d”.
⑧ Disconnect the battery connectors and reinstall the VTM unit cover.
Then, reinstall the side cover.
4-DIGIT
LED
ROTARY
SWITCH
SWITCHES (MODE, HIGH, LOW)
Fig. 1.11 VTM Adjustment (for trucks manufactured on and after February 1, 2004)
- 12 -
1.1.3 CHARGING PROCEDURES

(1) Normal charge
① Turn off the key switch and apply the parking brake.
② Make sure that the power supply at the facility side is off and insert the plug into the receptacle at
the truck side.
The plug at the truck side is a locking type. Insert the plug securely until it reaches the locked
position. Then, insert the plug into the receptacle at the facility side when it is equipped with the
power service outlet.
③ When the power supply at the facility side is turned on and the START button at the charging
operation panel is pressed, the CHARGING lamp lights up and the charging is started. Then, the
humming is heard from the transformer, which shows that the charger is operating. The charging
state is also displayed on the meter panel.
Note: If the battery is not connected or the power supply at the facility side is 0-volt, the charging
operation cannot be started.
④ The charging is automatically terminated after it continues for 8 to 10 hours (the charging time
varies with the amount of discharge). The battery is not so exhausted, the charging may continue
for a short time (a few minutes).
Note: If power failure occurs during charging and is remedied within 120 hours, battery charging
is automatically started again.
⑤ Make sure that the CHARGING lamp is turned off, turn off the power supply at the facility side.
Remove the plug at the truck side with its lock lever pressed.
⑥ After charging is finished, measure the specified gravity of the battery electrolyte to check if the
proper charging is carried out.
(2) Boosting charge

If the residual level gauge of the meter panel is probable to indicate level 3 or less after completing
the day’s work, it is recommended that boosting charge is carried out by using a rest period.
The starting procedure of the boosting charge is same as that of the normal charge, but be sure to
press the STOP button when terminating the boosting charge.
(3) Equalizing charge

Normally the battery does not need equalizing charge because when the battery needs it, the
microcomputer detects it and automatically puts the charger in equalizing charge operation. However,
manual equalizing charge is needed if:
• Purified water is added to the battery electrolyte
• The difference of the specific gravity in each cell is 0.02 or more.
• Overdischarge more than 100% occurs.
The procedure for carrying out the equalizing charge is as follows:
① Press the SUPER EQUALIZE button after taking the same steps as needed for normal charge, so
that the CHARGING lamp and SUPER EQUALIZE lamp light up.
② When equalizing charge is automatically terminated (the CHARGING lamp goes out), the “SUPER
EQUALIZE” lamp is turned off and equalizing charge is released by pressing the “SUPER
EQUALIZE” button or turning the key switch on.
While the battery is charged, equalizing charge can be released by pressing the STOP button.
- 13 -
(4) Super equalizing charge

① Super equalizing charge is used when you want to use 100% of the battery capacity after
consecutive holidays. The operation steps are the same as those described in “Equalizing charge.”
② In super equalizing charge, both of equalizing charge and automatic proper boosting charge during
consecutive holidays are carried out, so that proper boosting charge is automatically carried out
every 24 hours after completing the charge. Therefore, 100% of the battery capacity can be used
after consecutive holidays. However, if 100 % of the battery capacity is used, the battery service
life will be short. It is recommended to adopt a high capacity battery or to prepare a spare battery
when super equalizing charge is so often used.
(5) Flickering CHARGING lamp

When charging voltage doesn’t rise up due to the deteriorated battery or other reasons, the timer
won’t operate properly, continuing to charge the battery.
However, for the truck-mounted type charger, the second timer is operated after charging the battery
for 15 to 17 hours, so that the charging is forcibly terminated and the CHARGING lamp blinks. In such
a case, inspect the cause and contact your TCM dealer.
Note: Have a helper for this procedure.
(1) Remove the battery connector.

(2) Having the helper keep the super equalizing charge button held down, reconnect the battery
connector.
(3) Make sure “Charging” lamp goes out.
- 14 -
1.1.4 CHARGER OPERATION

(1) When the power switch is turned on, the charger is made ready for operation by the photocoupler in
the VTM unit.
(2) When the START button (PB1) is pressed, a circuit formed through the magnet switch CM, thermal
relay TH, and the terminal V-25 of the VTM unit, and at the same time the battery voltage is applied
for the terminal M-10 of the meter panel. The magnet switch CM is put in action.
(3) When the power is connected to the transformer by the action of the magnet switch CM, LED1
lights up; the fail timer starts counting down the time; and charging operation starts.
The fail timer is set to 15 hours for normal charging.
(4) When the battery voltage rise up to the preset voltage after the charging starts and the
microcomputer in the VTM unit detects the voltage level, the timer starts counting down the time.
The timer is automatically set according to how much the battery has been discharged.
(5) When the time set to the timer expires, the magnet switch CM opens. The charging is now
complete.
KEY SWITCH
to CONTROLLER
to DIODE
to FUSE (F4)
Fig. 1.12 Charging Circuit
- 15 -
NOTE
- 16 -
2. MOTORS
2. MOTORS
Truck model FB30-7
FB10-7 FB15-7 FB20-7 FB25-7
FB30-7V
FB18-7 FB25-7LB FB25-7V
Item FB35-7S
Drive motor
Name HO-NR
Type Self-ventilated, 3-phase induction motor
Rated output 11.5 kW (3-min rate) 13.1 kW (3-min rate) 17.3 kW (3-min rate)
Rated voltage 24.5 V 25.8 V 38 V
Rated current 396 A 425 A 380 A
Weight 60 kg [132.3 lbf] 65 kg [143.3 lbf] 70 kg [154.3 lbf]
Pump motor
Name HO-MRO-5
Type Self-ventilated, DC series motor
Rated output 8.6 kW (5-min rate) 9 kW (5-min rate) 14 kW (5-min rate)
Rated voltage 48 V 48 V 68 V
Rated current 260 A 265 A 262 A
Weight 38 kg [83.8 lbf] 45 kg [99.2 lbf] 61 kg [134.5lbf]

The drive and pump motor are located in positions shown in Figs 2.1 and 2.6, and controlled by the
controller inside the counterweight.
2.1.1 DRIVE MOTOR

The drive motor has a structure as shown Fig. 2.2 and is installed on the drive unit, with the rotation
controlled by the inverter in the controller.
The rotation of the drive motor is sensed by the two sensors installed in the rear part of the motor and
sent to the controller.
- 17 -
2. MOTORS
DRIVE AXLE DRIVE MOTOR
DRIVE UNIT
Fig. 2.1 Drive Motor Installation
- 18 -
2. MOTORS
THERMO-SENSOR
CONNECTOR
REAR BRACKET
FRONT BRACKET
SLITTED DISC
W PHASE
SPEED SENSOR A V PHASE
SPEED SENSOR B
SLITTED DISC
U PHASE
Detail of Sensor
Two slitted discs are joined by

aligning their respective teeth.
WAVE WASHER
SNAP RING
View looking from A
Detail of Slitted Discs
Fig. 2.2 Drive Motor
- 19 -
2. MOTORS
■ Operating principle of 3-phase induction motor

n
As shown in Fig. 2.3, when the magnetic poles N tio
i r ec le)
d p o
and S are rotated outside the rectangular oil, the coil ing tic
tat gne
o
side cuts the magnetic flux to induce electromotive (R ma
of
force in the direction indicated in the figure, thus
(Rotating
flowing circulating current inside the coil. This direction of coil)
causes rotating force in the same direction as in
which the magnetic poles rotates so that the coil also
rotates, following the magnetic poles. Motors which
operate in such a principle is called an induction
motor. Fig. 2.3 Operating Principle of Induction Motor
Three-phase alternating current is suitable for
rotating the magnetic coil. When 3-phase current is
passed into a 3-phase winding, a revolving magnetic
field which rotates a certain speed is created. It
is thus possible to perform the same action as the
purpose of rotating the magnetic poles N and S in
Fig. 2.3. The 3-phase winding consists of an iron
core and three coils A, B, and C, spaced 120° apart,
installed in the iron core slots and connected in Y or
delta connection. The sketch “b” in Fig. 2.4 shows
a typical Y connection which is widely used for the
connection of induction motors.
When the directions (A → A’, B → B’, C → C’) Fig. 2.4 3-phase Winding
in which current flows into the coil are regarded as the positive direction, the current of the coil in each
phase at the moment ① at (a), (b) and (c) in Fig. 2.5, +Im flows into the coil A and –Im/2 flows into both
coils B and C. Therefore, the synthetic magnetic flux in the space becomes (c) to create a magnetic field
moving from right to left. This means that the magnetic pole is located at the right side and the S at the
left side. As such, each moment from ② - ⑥ is followed in order, the synthetic magnetic field created by
synthetic magnetic flux is a magnetic field which rotates by 60° clockwise. With time, it rotates to cause
a rotating magnetic field which makes a complete turn per one cycle of alternating current. The poles
formed at each moment are N and S, and thus this type of motor is called a 2-pole motor.
Fig. 2.5 Rotating Magnetic Field due to 3-phase Alternating Current
- 20 -
2. MOTORS
2.1.2 PUMP MOTOR

The pump motor is located on the left side frame and is used to drive the main pump.
Its rotation is controlled by the load handling chopper built in the speed controller only when the lift
lever is operated. Except that, the pump motor is used for starting or stopping the rotation of the main
pump.
MAIN PUMP
PUMP MOTOR
Discharge
Suction
View looking from A
Fig. 2.6 Pump Motor
- 21 -
2. MOTORS
(BRUSH WEAR INDICATOR

THERMAL SWITCH )
CLAMP
FIELD COIL BRUSH

YOKE
AMATURE
BRUSH HOLDER
FAN
BRUSH COVER
Fig. 2.7 Pump Motor
- 22 -
2. MOTORS
2.2 MAINTENANCE
2.2.1 DRIVE MOTOR
(1) Check the following points with the motor running
Check item Location Criteria Remedy
Dust Motor frame No remarkable deposit of dust allowed If too much deposit of
compared with usual operation. dust is found, stop the
Environment
Usual temperature rise. motor and clean.

Visual check.
Foreign Motor frame No remarkable change allowed compared with Return to normal
matter, usual operation. condition.
splash, liquid Visual check.
Temperature rise Motor frame, No remarkable rise in temperature allowed Return to normal
bearing compared with usual operation. condition.
Temperature is below specified values:
Motor frame: 80°C [176°F]
Bearing: 55°C [131°F]

Vibration Motor frame, No remarkable vibration or amplitude increase If allowable limit is
bearing, and allowed compared with usual operation. exceeded, stop the
cover Visual and audible checks. motor and remove the
cause.
Noise Motor frame, No remarkable noise or sound allowed compared If any defect is found,
bearing, cover with usual operation. stop the motor and
Using a sound-check rod, check against new remove the cause.
product.
Audible check.
(2) Check the following items with the motor stopped
Check item Location Criteria Remedy

Tightened areas Screws and No looseness, adherence of dust, or corrosion Retighten, clean or
nuts allowed. paint.
Check visually and by tapping.
Terminals Connections Connections are correct and not loose. Retighten.

Proper insulation is ensured. Check for insulation.
Visual check.
Lead wires No damage to coating allowed. Ask specialist for

Visual check. repair.
- 23 -
2. MOTORS
(3) Periodic inspection

■ Inspection criteria
Check the motor at periodic intervals, referring to the following troubleshooting chart. If the motor is
used under a severe working condition, earlier or more frequent preventive maintenance is required.
Operation time more than 12 hours/day 8 – 12 hours/day

Inspection interval Once a year Once every two years
Location Check item Criteria Remedy
Roller Bearing (sealed type) Check grease leaks, noise, adherence of dust Replace.
bearing visually or audibly.
Tightened Joined parts Check for damage or rough surface due to Clean.
areas corrosion visually.
Fasteners Check for looseness, corrosion or seizure Retighten, apply anti-

visually or by tapping. rust or replace.
Terminals Joined areas Check for damage or rough surface due to Clean.
corrosion visually.
Connections Visually check that connections are correct and Retighten.

not loose, and that proper insulation is ensured.
Lead wire Check coating for damage visually. Ask specialist for
repair.
Resistance between 0.0063 Ω ± 5% (20°C or 68°F) Ask specialist for

terminals repair.

Stator Iron core Check for adherence of dust visually. Clean.
and rotor
assembly Coil and insulation at Insulation resistance is more than 1MΩ. Clean.
connections (Use 500 V megger) Heat.
Varnish.
Speed Measure resistance 620 ± 60Ω (20°C or 68°F) Replace.

sensor
Measure gap 0.7 ± 0.3 mm [0.028 ± 0.012 in.] Ask specialist for
adjustment.
Thermo Measure resistance 13.04 kΩ ± 10% (20°C or 68°F) Ask specialist for
sensor repair.
Painting Damage Check for damage, discoloration, peeling, or Apply anti-rust.

corrosion visually. Paint again.
Cleanliness Deposit of Check for contamination, adherence of dust or Clean or apply anti-
contaminants or dust corrosion visually. rust.
Paint.
- 24 -
2. MOTORS
■ Inspection procedure
Inspect the motors observing the following conditions:
① Select a place which is not dusty or humid.
② Parts which have been disassembled should be kept in order and the order of disassembly recorded
to ensure correct reassembly.
Screws and wave washers removed should be put in order in boxes.
③ When removing or reinstalling brackets with a wooden mallet, tap them evenly. Do not use a
metallic hammer.
④ Use caution not to damage parts, especially stator coil and bearings. Exercise caution not to allow
them to collect moisture, dust, or sand.
⑤ Disassembled parts should be cleaned and checked for damage. Any defective parts should be
replaced with new one.
⑥ Do not rub a contaminated coil forcefully. Do not use gasoline, petroleum or solvent for cleaning;
otherwise the insulation will be impaired. Use a dry cloth or soft brush for cleaning.
⑦ If the insulation resistance of the coil is lower than the specified value, dry the coil by heating it to
80 – 90°C [176 – 194°F], avoiding local heating, until the insulation resistance is more than 1 MΩ.
⑧ Check bolts for looseness, retightening any loose bolt.
⑨ For the procedure for checking and servicing the bearings, see (4) Maintenance of bearings.
⑩ If the coating is damaged, discolored or exfoliated, apply anti-rust or paint again.
⑪ Tighten the terminals securely. Connections must be completely insulated with insulation tape.
⑫ After reassembly, make sure that there is not any part left and the bolts and screws are securely
tightened. Turn the shaft by hand to make sure it turns smoothly. Run the motor on a trial basis.
⑬ The motor should be stored in a dry, clean place free from alkaline or other harmful gases. The shaft
should be applied with anti-rust and covered with oilpaper or vinyl sheet.
- 25 -
2. MOTORS
(4) Maintenance of bearings

The service life of bearings varies with the magnitude of loads and operating conditions. Replace the
bearings with new ones when the temperature rises excessively or produces noise.
Sealed bearings sealing in lithium soap-based grease ensure effective lubrication and prevent the
entrance of dust. They can be used for a long period of time without adding grease.
The sealed bearing should be replaced using the following table as a rough guide.
Operation time 8 – 12 hours/day 12 hours/day

Replacement intervals Once every 6 years Once every 3 years
Earlier replacement may be required if the motor is used at a place which is dusty or might cause the
sealed grease to deteriorate or flow out due to the atmosphere of harmful gases or solvent.
■ Installing bearing
Install the bearing onto the shaft using a pipe (with a patch, if needed), as shown in Fig. 2.8.
When heating the bearing, do not heat to more than 60 to 80°C [140 to 176°F].
PATCH
Fig. 2.8
■ Removing bearing
Using a puller, remove the bearing.
NUT
PULLER BOLT
INTERNAL
BEARING COVER
BEARING
Fig. 2.9
- 26 -
2. MOTORS
2.2.2 PUMP MOTOR

(1) Ball bearing
In case when the ball bearing gives out abnormal noise or seizes up, remove it from the armature
shaft.
For removing the ball bearing, apply a force to the outer race of the bearing by using a small-sized
puller. Do not use the bearing once removed.
For installing a new bearing, apply a force to the inner race of the bearing by using a cylinder-shaped
jig.
(2) Measurement of insulation resistance

Connect the negative (-) terminal of a meter to the motor yoke, and the positive (+) terminal to either
one of the two lead wires. Then measure the resistance. It is normal when the pointer of the meter
indicates higher than 1 MΩ.
If the meter reads than 1 MΩ, remove carbon deposit from inside the motor by blowing air, and dry it
by a dryer if available. Then measure the resistance again.
If the resistance measured again is lower than 1 MΩ replace the motor with a new one.
(3) Brush and brush spring checking

The brush has a marking on it to indicate wear limit. When the brush is worn to that limit, replace.
MARKING
Fig. 2.10
For measuring the tension of the brush spring that pushes the brush against the commutator, use a
spring balance.
- 27 -
2. MOTORS
(4) Checking the commutator

The commutator is the most important part of the motor. If operated with oil or dust sticking to it,
the brush will be abnormally worn and commutator operation will be disabled. Keep it always clean by
removing such foreign matters by air blow or by wiping with dry, clean cloth.
If the surface of the commutator gets rough, polish it with sandpaper #500 or #600, then thoroughly
clean the commutator. If it gets too rough, it needs to be repaired by cutting.
If it is cut, the depth of the segment mica should also be corrected.
Finish the depth of the mica to 0.8 to 1.0 mm [0.0315 – 0.0394 in] measured from the surface of the
commutator for both the pump motor and drive motor.
Repairing the commutator requires special machine tools. Ask a specialized shop for repairing it.
■ Standard service data

Unit: mm [in]
Standard value
Standard length 27 [1.06]
Brush Residual length 13 [0.51]
Spring force N {kgf}[lbf] 13 {1.33} [2.92]
O.D. 85 [3.35]
Commutator Repair limit 82 [3.23]

Mica depth 0.7 - 1.0 [0.028 - 0.039]
Depth limit 0.2 [0.0079]
Standard 1.0 [0.039]
Shaft thrust
Limit 1.8 [0.071]
Bearing grease Brand name Multemp SRL
Armature 0.0173
Coil resistance (Ω)
Field 0.0106
- 28 -
3. CONTROL SYSTEM
3. CONTROL SYSTEM
The control system consists primarily of an inverter assembly which controls the drive motor, a DC
chopper which controls the pump motor, and a PS controller which controls the PS motor.
3.1.1 INVERTER
The inverter converts direct current into 3-phase alternating current. Its schematic diagram is shown
in Fig. 3.1
The inverter consists primarily of a CPU board, a power supply board, and an FET module. Its
schematic diagram is shown in Fig. 3.2.
The CPU board receives signals from the accelerator and others to control the drive motor using the
inverter’s FET module.
The drive motor operating status is monitored by the speed sensor, thermo sensor, and current sensor
and fed back to the CPU board.
POWER MODULE
(3 pcs.) POWER
POWER MODULE (2 pcs.)
MODULE (1 pc.)
BATTERY DRIVE
MOTOR PUMP
MOTOR
CAPACITOR
BOARD
SPEED SENSOR
TMD TMP GATE TMPS

GATE GATE
POWER SUPPLY/GATE 32-BIT CPU BOARD

DRIVE BOARD
Fig. 3.1 Schematic Diagram of Inverter
- 29 -
3. CONTROL SYSTEM
Fig. 3.2 Inverter Assembly (1.0- to 2.5-ton Trucks)
- 30 -
3. CONTROL SYSTEM
Fig. 3.3 Inverter Assembly (3.0- to 3.5-ton Trucks)
- 31 -
3. CONTROL SYSTEM
Fig. 3.4 Controller Wiring (1.0- to 2.5-ton Trucks)
- 32 -
3. CONTROL SYSTEM
Fig. 3.5 Controller Wiring (3.0- to 3.5-ton Trucks)
- 33 -
3. CONTROL SYSTEM
3.1.2 ACCELERATOR PEDAL

The accelerator pedal is installed as shown in Fig.3.6, and the amount of accelerator pedal effort is
transmitted to the potentiometer.
The potentiometer converts pedal effort into voltage change and sends it to the controller.
Connection diagram
View looking from B
LEVER
SPRING
View looking from A
18.5 mm
[0.73 in.] PEDAL 1. Apply a voltage of +5 ±0.01 V between 95 and 41.
2. Turn potentiometer clockwise in neutral state and lock it at a
position at which the voltage between 93 and 41 shows 0.1 V
± 0.1 V.
3. Move the lever a few times and make sure the voltage
between 93 and 41 shows 2.7 V ± 0.2 V in full-throttle state.
STOPPER
POTENTIOMETER
Fig. 3.6 Accelerator Pedal
- 34 -
3. CONTROL SYSTEM
3.1.3 INTERLOCK SYSTEM

The interlock system is a safety device that cuts off power supply to the drive or hydraulic motor
when the operator gets out of the seat during operation.
If the interlock system is activated, you won’t be able to operate the drive system, hydraulic
system, and power steering properly. Observe the following conditions when operating the
lift truck to prevent the interlock system from getting activated more than necessary.
1. Make sure that you are in the operator’s seat and the shift lever is in neutral before
turning the key switch to the ON position.
2. Fasten the seat belt securely.
3. Before leaving the truck, apply the parking brakes, put the shift lever in neutral, and
then turn the key switch to the OFF position.
4. If you get off the truck temporarily during operation, apply the parking brakes and place
the shift lever in neutral.
• Do not leave the operator’s seat while the forks are lowering; otherwise the forks stop lowering
abruptly, causing the load to fall off the forks.
• Do not leave the operator’s seat while you are operating the steering wheel; otherwise steering
will become extremely hard.
• The driving interlock system only shifts the drive unit into neutral; it doesn’t engage the brakes.
• If, while the truck is going up a ramp and the operator leaves the seat or stands up, or if the truck
is operated from a position that does not press the operator’s body weight on the seat, the driving
interlock will be activated and shift the drive unit into neutral. Then, it is quite possible that the
truck might roll back down the slope.
• Fasten the seat belt. Don’t leave the operator’s seat or stand up while traveling.
• Don’t rest anything heavy on the operator’s seat; otherwise the driving interlock may fail to
operate as it should.
• If the operator’s seat is replaced with a new one, use a genuine TCM operator’s seat equipped
with a seat switch.
- 35 -
3. CONTROL SYSTEM
■ The interlock system is activated if any of the following conditions occurs.
Operation of the truck

Traction Pump Power
steering
○ The key switch is turned to ON when the operator is not in the operator’s seat.
× × ×
Blinks is displayed
Blinks (Stays on if parking brake lever is pulled.)
How to release:
Turn the key switch to OFF, sit down and turn the key switch to ON.
○ The operator leaves the operator’s seat when the key switch is in the
ON position.
An alarm buzzer will sound for

one half second if the parking Within ○ ○ ○
brake lever is in released position. 3 seconds
Blinks (Stays on if parking brake lever is

pulled. No buzzer sounds.)
“ ” will be displayed and the “ N ” mark will blink if the

operator performs any operation other than turning the steering wheel
or shifting the lift lever in the lowering phase (when the shift lever is
not in neutral.)
How to release: 3 seconds × × ×
The interlock will be released by sitting down again within 6 seconds passed
after the truck comes to a stop (or within 9 seconds after leaving the
seat).
If more than 6 seconds (after the truck comes to a stop) or 9 seconds
(after leaving the seat) passes, you must sit down and place the shift
lever and the load handling levers into neutral to release the interlock.
3.1.4 BACK-DOWN ALARM SYSTEM

Alarm
• If the accelerator pedal is released while the truck is going up a hill in forward, the truck might stop
and then back down the slope. In this case, the anti-roll-off regeneration function will be activated to
cause the backup buzzer to sound, even if the shift lever is in the forward position.
How to release the alarm
• Press the accelerator pedal to release the anti-roll-off regeneration function and the buzzer will stop.
(CAUTION)
• Do not place the shift lever in neutral on a slope — the truck might back down the slope rapidly.
- 36 -
3. CONTROL SYSTEM
3.2 MAINTENANCE
3.2.1 TROUBLESHOOTING GUIDE
The CPU board of the controller has an LED (green) which shows the content of errors occurring in
the truck, using their corresponding code numbers that are distinguished by different blinking intervals.
Each error code is displayed by a 2-digit decimal number, with both the second and first digits
blinking at an interval of 0.5 seconds while a pause of 1 second OFF is inserted between the second digit
and the first digit. Once an error code is displayed, an OFF period of 4 seconds is inserted before the
same error code is displayed again. Thereafter, this process is repeated.
If multiple errors occur, the code of the last error detected by the controller is only displayed.
Example: Error code: 23 (Traveling neutral interlock detected)

Error code number: 23
LED blinks twice LED blinks three times
LED comes on
LED goes out
The same process

is repeated.
For errors whose error code is not displayed, refer to the following chart:
Remedy
No. Problem Error Proceed with remedy in numerical order of encircled numbers. Reset Remarks
1 Contactor won’t close Harness disconnected Repair or change harness between CN1R (power Restore to
although key switch can between power supply supply board) and CN9 (CPU board). normal.
be turned on. board and CPU board
Truck won’t move
or operate (traveling,
load handling and EPS
systems)
CPU board LED of DSW1 improperly set Set all DSW1 (2-bit SW) on CPU board to OFF. Restore to
controller won’t work. normal.
2 Truck won’t travel Reverse connection of Check A and B connectors for connection. Restore to Use caution when
despite FR switch (F or A and B connectors of normal. replacing motor.
R) or accelerator pedal speed sensor.
operation.
U, V, or W phase wire Check DU, DV, and DW cables for breakage, and Restore to
broken (missing) repair if needed. normal.
Power module open Check power modules TMDU, TMDV, and TMDW Restore to
and repair if needed. normal.
Accelerator pedal or ① Check harnesses between CN2-8,9,20 (CPU Restore to

its signal circuit wire board) and traveling accelerator pedal, and repair normal.
broken or change if needed.
② Repair or change accelerator pedal unit.
3 Truck comes to stop Battery overvoltage ① Check battery connectors for contact. Restore to Protection is provided if
during traveling. detected ② Check harness between CN4-2 (CPU board) and normal. battery connectors cause
P3 terminal, and repair or change if needed. improper contact or get
③ Check harness between CN4-10 (CPU board) disconnected during
and P13 terminal. regeneration.
4 Hard steering wheel PS motor short-circuited Check PS motor and wiring for short, and change if
needed.
- 37 -
3. CONTROL SYSTEM
■ Checking procedure by error code

(1) Traveling system
Remedy
01 Traveling power module The truck won’t move. ① Check traveling power modules (TMDU, Turn off the If any power module is
[303] shorted (MD contactor does not TMDV, TMDW) and change if needed. key switch. shorted, the capacitor
close.) (When changing any power module, change between P and N cannot
(Traveling quick charge the power supply board, too.) be charged and thus the
05 Traveling power error: error code 69) ② Check harness between CN3R (power supply error code 69 is issued.
[303] module’s upper FET is (Occurrence is also board) and each power module, and repair or
short-circuited detected.) change if needed.
③ Check harness between CN4-2 (CPU board)
and P3 terminal, and repair or change if
06 Traveling power needed.
[303] module’s lower FET is ④ Check harness between CN4-8 (CPU board)
short-circuited and P1 terminal, and repair or change if
needed.
⑤ If no defect is found throughout the above
steps, change power supply board.
02 Traveling power module Truck won’t move. ① Check harness between CN2R (power supply Turn off
[304] is open. board) and CN8 (CPU board), and repair or key switch.
change if needed.
② Check traveling power modules (TMDU,
13 Traveling power TMDV, TMDW), and repair or change if
[304] module’s phase “U” is needed. When changing any defective power
open . module, change power supply board, too.
③ Check harness between CN3R (power supply
board) and each power module, and repair or
14 Traveling power change if needed.
[304] module’s phase “V” is ④ Check harness between CN4-2 (CPU board)
open. and P3 terminal, and repair or change if
needed.
⑤ Check harness between CN4-8 (CPU board)
15 Traveling power and P1 terminal, and repair or change if
[304] module’s phase “W” is needed.
open. ⑥ If no defect is found throughout the above
steps, change power supply board.
03 Traveling contactor The truck won’t move. ① Check traveling contactor (MD) (for welding Turn off
[305] (MD) shorted or sensor or mechanical hitch) and repair or change if key switch.
circuit harness defective needed.
② Check harness between CN5-11 (CPU board)
needed.
needed.
04 Traveling contactor The truck won’t move. ① Check traveling contactor (MD) (for foreign Turn off
[306] (MD) is stuck open or matter between contact points or mechanical key switch.
sensor circuit harness is hitch) and repair or change if needed.
defective ② Check harness between CN5-11 (CPU board)
needed.
needed.
07 Traveling contactor The truck won’t move. ① Check traveling contactor (MD) coil for Turn off
[501] (MD) drive Tr is disengagement of connectors or broken coil, key switch.
defective (Tr3 on and repair or change if needed.
CPU board), traveling ② Check harness between contactor oil connector
contactor coil is stuck and CN4-4,12 (CPU board), and repair or
open or sensor circuit change if needed.
harness is defective. ③ Change CPU board (drive Tr defective).
16 Fwd or Rev direction The truck won’t move. ① Check for a shorted harness between CN1-8,21 Restore to Both fwd and rev switch
[501] switch is defective. (CPU board) and FR switch, and repair or normal. turn of simultaneously.
change if needed.
② Repair or change F/R switch.
Numbers in brackets are error codes that appear on the meter panel.
- 38 -
3. CONTROL SYSTEM
Remedy
17 Traveling accelerator The truck won’t move. ① Check harness between CN2-8, 9, 20 (CPU Restore to Accelerator power supply
[301] output defective board) and traveling accelerator, and repair or normal. voltage under normal
change if needed. condition:
② Check traveling accelerator unit, and repair or 4.5 V (between CN2-9
change if needed. and 20)
Accelerator output
voltage when an error is
detected:
over 3.3 V (between
CN2-8 and N terminal)
19 Output of traveling The truck won’t move. ① Check harness between CPU board and current Turn off Sensor output under
[302] current sensors (CSDU, sensor, and repair or change if needed. key switch. normal condition:
CSDW) is defective CSDU: CN5-3, 4, 14, 15 • 3.0 - 11.0 V during
Same circuit harness is CSDW: CN5-5, 6, 16, 17 traveling
defective. ② Check current sensor power supply voltage of • about 7 V when F/R
CPU board. switch is in neutral and
CSDU: between CN5-3 and 14, 15 accelerator OFF
CSDW: between CN5-5 and 16,17 CSDU: between CN5-4
If voltage is not normal, change CPU board. and 14, 15
③ Check current sensors (CSDU, CSDW), and CSDW between CN5-6
change if needed. and 16, 17
Sensor power supply
voltage under normal
condition: 15 V
20 Traveling main fuse The truck won’t move ① Check traveling fuse (F1) and change if needed. Turn off Check for secondary-side
[307] (F1) blown out or sensor (MD contactor does not ② Check harness between CN5-11 (CPU board) key switch. voltage of fuse (F1).
circuit harness defective close) and P2 terminal, and repair or change if needed.
and P1 terminal, and repair or change if needed.
21 Low voltage (low battery Neither traveling or load ① Recharge battery. Turn off This error is detected
94 voltage) handling system won’t ② Check harness between CN4-8 (CPU board) key switch. when the battery voltage
work. (Neither MD or and P1 terminal, and repair or change if needed. is below 28 V (3 t: 42 V)
MP contactor does not / 0.8 seconds.
close.) PS still works for
Both systems work safety sake but is not
when turning key switch guaranteed.
off and then on.
22 Traveling controller The truck runs ① Check thermo sensor (THD) voltage, and Restore to Thermo sensor (THD)
[504] thermo sensor (THD) normally. change if needed. normal. voltage when an error is
output defective ② Check harness between CN7-5, 11 (CPU board) sensed:
and thermo sensor (THD), and repair or change less than 0.2 V and more
if needed. than 4.95 V.
Thermo sensor resistance/
voltage under normal
condition:
20 kΩ/4.0 V at 25°C (±10
%)
23 Traveling neutral The truck won’t move. ① Operate the accelerator pedal and direction Turn off
interlock detected. switch properly. accelerator
* This error code might ② Check accelerator and direction switch for and F/R
also occur due to an shorting, and repair or change if needed. switch.
improper operation. ③ Check circuit connectors for looseness and
harness for any defect, and repair or change if
needed.
24 Traveling controller The truck can move. ① Cool down the controller. The Thermo sensor (THD)
temperature rises (This error is detected ② Check TMDU, TMDV, and TMDW for loose controller voltage under normal
abnormally. when the traveling fitting screws. will restore condition:
controller temp. exceeds ③ Check the resistance/voltage of thermo sensor to normal 0.2 V to 4.95 V
110°C, and the current (THD), and change the sensor, if needed. when its The resistance/voltage
is restricted to cause low ④ Check harness between CN7-5, 11 (CPU board) temperature of thermo sensor under
output.) and thermo sensor (THD), and repair or change drops below normal condition:
if needed. 100°C. 20 kΩ/4.0 V (±10%) at
⑤ Check harness between CN9-6 (CPU board) 25°C
and CN1R-6 (power supply board), and repair
or change if needed.
- 39 -
3. CONTROL SYSTEM
Remedy
25 Traveling motor temp. The truck can move. ① Cool down traveling motor. The Thermo sensor (THD)
[502] rises abnormally (This error is detected ② Check the resistance/voltage of traveling motor traveling voltage under normal
when the traveling thermo sensor, and change if needed. motor will condition:
controller temp. exceeds ③ Check harness between CN11-3, 4 (CPU board) restore to 0.2 V to 4.95 V
110°C, and the current and traveling motor thermo sensor, and repair or normal The resistance/voltage
is restricted to cause low change if needed. when its of thermo sensor under
output.) temperature normal condition:
drops below 10.7 kΩ/3.5 V (±10%) at
145°C. 25°C
26 Traveling controller The truck won’t move. ① Cool down the controller. The Thermo sensor (THD)
temp. abnormal (The error is detected ② Check TMDU, TMDV and TMDW for loose controller voltage under normal
when the temperature fitting screws. will restore condition:
exceeds 115°C, and ③ Check the resistance/voltage of thermo sensor to normal 0.2 V to 4.95 V
truck does not move.) (THD), and change the sensor if needed. when its The resistance/voltage
④ Check harness between CN7-5, 11 (CPU board) temperature of thermo sensor under
and thermo sensor (THD), and repair or change if drops below normal condition:
needed. 115°C. 20 kΩ/4.0 V (±10%) at
⑤ Check harness between CN9-6 (CPU board) and 25°C
CN1R-6 (power supply board), and repair or
change if needed.
27 Traveling motor thermo The truck moves in a ① Check traveling motor thermo sensor voltage, Restore to Thermo sensor voltage
[502] sensor output defective usual way. and change if needed. normal. when the error is detected:
(like at normal ② Check harness between CN11-3, 4 (CPU board) less than 0.2 V and more
temperature) and traveling motor thermo sensor, and repair or than 4.95 V
change if needed.
28 Traveling motor The truck won’t move. ① Cool down the traveling motor. The truck Thermo sensor voltage
temperature abnormal (The error is detected ② Check the resistance/voltage of traveling motor will restore under normal condition:
when the temperature thermo sensor, and change if needed. to normal 0.2 V to 4.95 V
exceeds 155°C, and ③ Check harness between CN11-3, 4 (CPU board) when the The resistance/voltage
truck does not move.) and traveling motor thermo sensor, and repair or temperature of thermo sensor under
change if needed. drops normal condition:
below 10.7 kΩ/3.5 V (±10%) at
165°C. 25°C
41 Traveling speed sensor A The truck won’t move. ① Check harness between CN2-3, 4 (CPU board) Restore to
[308] output defective and traveling speed sensor A, and repair or normal.
change if needed.
② Check traveling speed sensor A and repair or
change if needed.
③ Change traveling motor.
(The engagement of sensor and slit plate inside
motor is improper.)
42 Traveling speed sensor B The truck won’t move. ① Check harness between CN11-5, 6 (CPU board) Restore to
[308] output defective and traveling speed sensor B, and repair or normal.
change if needed.
② Check traveling speed sensor B and repair or
change if needed.
③ Change traveling motor.
(The engagement of sensor and slit plate inside
motor is improper.)
67 Traveling inching over. The truck won’t move. ① Put the F/R direction switch in neutral, turn the Turn off This error code is
[502] * This error code might Put F/R direction switch accelerator and brake off. accelerator, displayed when more than
also occur due to an in neutral, turn off ② Check accelerator, brake and direction switch for F/R switch the stall current x 0.7/10
improper operation by accelerator and brake shoring, and repair or change if needed. and brake. seconds occurs.
the operator. switch. If the problem ③ Check the circuit connectors for looseness. Check
persists, go to the harnesses, and repair or change if needed.
Remedy section.
69 Quick charge function The truck moves ① If the truck won’t move, check the error code 01 Turn off The contactor ON timing
[303] defective normally. first. key switch. is delayed by turning the
(Defective capacitor (This error is also ② Change CPU board (quick charge driving Tr and key switch ON with the
charge on traveling detected when the error resistance defective) capacitor not fully charged.
capacitor board) code 01 occurs.) In addition, an arc occurs
Contactor ON timing is when the contactor turns
too late. on, promoting the wear of
contactor.
- 40 -
3. CONTROL SYSTEM
Remedy
86 Load dump error Neither traveling or load ① Check battery connectors and connection Restore to Power module bridge
[501] handling system does harness, and repair if needed. normal. voltage rises excessively.
not function. ② Check harness between P terminal and battery
connector and harness between N terminal
and battery connector, and repair or change if
needed.
③ Check P and N terminals for looseness, and
retighten if needed.
④ Check traveling contactor (see error code 04).
⑤ Check load handling contactor (see error code
33).
⑥ Check contactor drive Tr (see error codes 07
and 38).
⑦ Check traveling/load handling fuses (see error
codes 20 and 45).
87 Seat switch not detected. The truck won’t move. ① Turn on seat switch and place accelerator and Turn on
88 * This error code might F/R direction switch in neutral. seat switch,
[106] also occur due to an ② Check seat switch for opening, and repair or and turn off
[105] improper operation. change if needed. accelerator
③ Check accelerator or direction switch for and F/R
shorting, and repair or change if needed. switch.
④ Check circuit connectors for looseness and
harnesses, and repair or change if needed.
91 Traveling speed over the The truck moves ① Check harness between CN2-3, 4 (CPU board) Restore to
[502] limit normally. and traveling speed sensor A, and repair or normal.
* This error code might (This error code might change if needed.
also occur when the be displayed when the ② Check harness between CN11-5, 6 (CPU
truck speed reaches truck speed reaches 18.2 board) and traveling sensor B, and repair or
around 18.2 km/h. (3 t: km/h, but it disappears change if needed.
16.8 km/h) This is not when the truck slows ③ Check traveling sensor A and B, and repair or
a problem. down below 16.2 km/h. change if needed.
(3 t: 14.6 km/h) While ④ Change traveling motor. (The engagement of
the error is detected, the sensor and slit plate inside motor is improper.)
current is restricted and
output drops.)
- 41 -
3. CONTROL SYSTEM
(2) Load handling system

Remedy
30 Load handling power The load handling ① Check load handling power module (TMP) and Turn key If the power module is
[403] module shorted system does not work. change if needed. switch off. shorted, capacitor between
(MP contactor does not When changing the power module, change the P and N terminals cannot
close.) power supply board, too.) be charged to cause an
(Load handling quick ② Check harness between CN4R (power supply error code 70.
charge error: error code board) and load handling power module (TMP),
70 is also detected.) and repair or change if needed.
④ Check harness between CN4-8 (CPU board) and
P1 terminal, and repair or change if needed.
⑤ If no defect is found through the above steps,
change the power supply board.
31 Load handling power Load handling system ① Check load handling power module (TMP), Turn off
[404] module is open. does not work. and change if needed. key switch.
Upper side (between (MP contactor does not (When changing the power module, change the
P and OUT) of load close.) power supply board, too.)
handling power module ② Check harness between CN4R (power supply
(TMP) is shorted. board) and load handling power module (TMP),
Load handling motor and repair or change if needed.
shorted or open. ③ Check CN8-3 (CPU board) and CN2R-3
(power supply board), and repair or change if
needed.
④ Check load handling motor and wiring, and
repair ore change if needed.
⑤ If no defect is found throughout the above
steps, change the power supply board, too.
33 Load handling contactor Load handling system ① Check load handling contactor (MP), and repair Turn off
[406] (MP) stuck open does not function. or change if needed. (foreign matter between key switch.
Detection circuit harness contact points or mechanical hitch)
defective ② Check harness between CN5-22 (CPU board and
34 Load handling current Sensor is usually ① Check harness between CN5-7, 8, 18, and 19 Turn off Current sensor output
[402] sensor (CSP) output activated when the load (CPU board) and current sensor, and repair or key switch. under normal condition:
defective handling continuity rate change if needed. • 7 V - 9.35 V when
Circuit connector harness is 30%. ② Check current sensor power supply voltage of chopper is operating.
defective CPU board. • about 7 V when the
CSP: between CN5-7 and 18, 19 truck stops.
Change CPU board if any defect is found. CSP: CN5-8 and 18, 19
③ Check current sensor (CSP), and change if Sensor power supply
needed. voltage under normal
condition: 15 V
35 Load handling lift Load handling system ① Check harness between CN2-5, 17, Restore to Lift potentiometer power
[401] potentiometer defective does not work. CN11-10 (CPU board) and load handling lift normal. supply voltage under
potentiometer, and repair or change if needed. normal condition:
② Check load handling lift potentiometer, and 4.6 V (between CN2-11
repair or change if needed. and 21)
Lift potentiometer power
supply voltage when an
error is detected:
less than 0.1 V and more
than 4.6 V
(CN2-10 and N terminal)
36 Load handling controller Usual load handling ① Check thermo sensor (THP) voltage, and change Restore to Thermo sensor (THP)
[504] thermo sensor (THP) operation is possible. if needed. normal. voltage when an error is
output defective ② Check harness between CN7-6, 12 (CPU board) detected:
and thermo sensor (THP), and repair or change less than 0.2 V and more
if needed. than 4.95 V
The resistance/voltage
of thermo sensor under
normal condition:
20 kΩ/4.0 V at 25°C.
- 42 -
3. CONTROL SYSTEM
Remedy
37 Load handling contactor Load handling system ① Check load handling contactor (MP), and repair Turn off
[405] (MP) shorted does not work. or change if needed. key switch.
Detection circuit harness (seized contact points or mechanical hitch)
defective ② Check harness between CN5-22 (CPU board)
38 Load handling contactor Load handling system ① Check thermo sensor (THP) voltage, and change Turn off
[501] (MP) drive Tr defective does not work. if needed. key switch.
(Tr 4 inside CPU board) Check load handling contactor (MP) coil
Load contactor coil stuck connectors for disconnection and coil for
open breakage, and repair or change if needed.
Detection circuit harness ② Check harness between contactor coil connector
defective and CN4-5, 13 (CPU board), and repair or
change if needed.
③ Change CPU board (drive Tr defective).
39 Load handling controller Load handling system ① Cool down the controller. Restore Thermo sensor (THP)
temperature abnormal does not work. ② Check TMP for loose fitting screws. to normal voltage under normal
(The error is detected ③ Check the resistance/voltage of thermo sensor when the condition:
when the temperature is (THP), and change if needed. temperature 0.2 V to 4.95 V
115°C and load handling ④ Check harness between CN7-6, 12 (CPU board) drops below The resistance/voltage
system does not work.) and thermo sensor (THP), and repair or change if 115°C. of thermo sensor under
needed. normal condition
⑤ Check harness between CN9-6 (CPU board) and 20 kΩ/4.0 V (±10%) at
CN1R-6, and repair or change if needed. 25°C.
45 Load handling main fuse Load handling system ① Check load handling fuse (F2), and change if Turn off Check for secondary
[407] (F2) blow out does not work. needed. key switch. voltage of fuse (F2).
Detection circuit harness (MP contactor does not ② Check harness between CN5-22 (CPU board)
defective close.) and P11 terminal, and repair or change if needed.
③ Check harness between CN4-8 (CPU board) and
60 Load handling controller Load handling system ① Cool down the controller. Restores Thermo sensor (TH)
temperature rises works. ② Check TMP for loose fitting screw. to normal voltage under normal
abnormally. (This error is detected ③ Check the resistance/voltage of thermo sensor when the condition:
when the temperature (THP). temperature 0.1 V to 4.95 V
exceeds 110°C, and ④ Check harness between CN7-6, 12 (CPU board) drops below The resistance/voltage
the conduction ratio is and thermo sensor (THP), and repair or change if 100°C. of thermo sensor under
restricted.) needed. normal condition:
⑤ Check harness between CN9-6 (CPU board) and 20 kΩ/4.0 V (±10%) at
CN1R-6, and repair or change if needed. 25°C.
65 Load handling motor Load handling system ① Cool down load handling motor. Restore to The error is detected when
temperature abnormal does not work. ② Check the harness of CN1-22 (CPU board). normal. the PM thermo switch is
(external input signal) opened (more than 120°C
and released when the
temperature drops (switch
closed).
70 Load handling quick Usual load handling ① When the load handling system does not work, Turn off If the key switch is
[403] charge function defective operation is possible check the error code 30 first. key switch. turned on with capacitor
(Capacitor on load (This error is detected ② Change CPU board (quick charge drive Tr, poor improperly charged, the
handling capacitor board when the error code 30 resistance). contactor timing becomes
is not properly charged.) occurs.) late. In addition, an arc
Contactor ON timing is occurs when the contactor
late. is turned on, to promote
the wear of contactor.
- 43 -
3. CONTROL SYSTEM
(3) PS system
Remedy
50 PS main Tr. shorted Hard steering wheel (PS ① Check main Tr. (TMPS1, 2) and change if needed. Turn off
[403] does not work) (When changing either of the TMPS1 or 2, key switch.
(MPS contactor does not change the other one, too, along with EPS board.)
close.) ② Check harness between CN4-1 (CPU board) and
④ If no defect is found throughout the above steps,
change PS board.
51 PS contactor (MPS) Normal operation (The ① Check PS contactor (MPS), and repair if needed. Turn off
[405] shorted error code remains ② Check harness between CN4-9 (CPU board) and key switch.
Detection circuit harness displayed.) P21 terminal, and repair or change if needed.
defective ③ Check CN4-1 (CPU board) and P22 terminal,
and repair or change if needed.
52 PS contactor (MPS) Hard steering wheel (PS ① Check PS contactor (MPS), and repair or change Turn off Check for secondary-side
[406] stuck open. does not work.) if needed. key switch. voltage of fuse (F3)
PS main fuse (F3) stuck (MPS contactor does not (foreign matter between contact points,
open close.) mechanical hitch)
Detection circuit harness ② Check harness between CN4-9 (CPU board) and
defective P21 terminal, and repair or change if needed.
④ Check PS main fuse (F3) and change if needed.
⑤ Check harness between CN4-9 (CPU board) and
⑥ Check harness between CN4-8 (CPU board) and
53 PS contactor (MPS) coil Hard steering wheel (PS ① Check PS contactor (MPS) coil connectors for Turn off
[501] drive Tr. defective does not work.) disconnection and coil for broken wire, and key switch.
(Tr5 inside CPU board) repair or change if needed.
Detection circuit harness ② Check harness between contactor coil connector
defective and CN4-6, 14 (CPU board), and repair or
change if needed.
③ Change CPU board (drive Tr defective)
54 PS torque sensor output Hard steering wheel (PS ① Check connectors and harnesses between torque Turn off Torque sensor power
[503] defective does not work.) sensor and CN2-6, 7, 18 (CPU board), and repair key switch. supply voltage under
if needed. normal condition:
② Check PS torque sensor, and repair or change if 4.6 V (between CN2-7
needed. and 18)
Torque sensor output
voltage when the error is
detected:
less than 0.1 V and more
than 4.6 V (between
CN2-6 and N terminal)
56 PS main Tr. stuck open. Hard steering wheel (PS ① Check PS motor and wiring for opening, and
[404] Drive circuit harness does not work.) repair or change if needed.
defective (Pay attention to poor connection of brushes, too.)
EPS board defective ② Check connectors and harnesses between G and
PS motor stuck open. E terminals of main Tr. (TMPS1, 2) and CN8R
(power supply board) for breakage or shorting,
③ Check connector and harness between CN6R
(power supply board) and CN2E (EPS board),
④ Check connector and harness between CN6 (CPU
board) and CN1E (EPS board), and repair or
change if needed.
⑤ Check main Tr (TMPS1 and 2), and change if
needed.
(When changing either of the TMPS1 and 2,
change the other one, too, along with the EPS
board.)
⑥ If any defect is not found throughout the above
steps, change PS board.
- 44 -
3. CONTROL SYSTEM
■ Inspecting controller components

Do not touch any electrical component with the truck in conduction. When it is necessary to touch
an electrical component for any reason, such as inspection or maintenance, disconnect the battery
connectors and wait for more than 2 minutes before starting the operation.
If avoidable to inspect an energized truck, raise the drive wheels off the floor or ground to prevent the
truck from moving accidentally when the motor suddenly starts rotating for any reason.
In addition, use caution to prevent your body from touching the tires.
1. Checking electrical components of controller

(1) Tools and measuring equipment
No. Name Spec. & remarks Use
Phillips and flat-bladed screwdrivers (large, medium, Tighten and remove screws.
1 Screwdriver set and small, one for each), flat-bladed screwdriver for Set adjustment control.
small screws
2 Wrench set 7 mm, 13 mm, 17 mm Tighten and remove bolts and nuts
(socket wrenches)
3 Torque wrench Power module fitting screws: M4, M5 Measure tightening torque of power modules
4 Tweezers and pliers Install and remove small parts
5 Ammeter DC500A or 1000A Measure electric current
6 Digital tester up to 12 V, 30 V, 120 V Measure voltage
Analog tester range: x 1 Ω, x 100 Ω, x 1000 Ω Measure resistance (digital tester cannot be used for this purpose.)
7 Oscilloscope Check transistor circuit
8 Stabilized power 0 - 50 V, variable, 3A conductable Check operation of each component.
supply for control
(2) Tightening torque

Where to tighten Model Screw Torque
Symbol Truck Remarks
Part name Item size (N-m)
Printed circuit Fixed 1 t N61F30851=3 M4.5 1.0 +0.50
board (CPU) 2 t N61F30851=4
3 t, 3.5 t N61F30851=5
Printed circuit board Fixed Common N61F30841=7 M4.5 1.0 +0.50
(power supply)
Power module Fixed TMDU 1 t N51F45956=222 M5 2.5 ± 0.5 Heat-dissipation, insulation
TMDV/W N51F45481=222 sheet is placed on the base.
TMP N51F45956=216 For shape, see *1.
TMDU 2 t N51F46529=224
TMDV/W N51F46528=224
TMP N51F45956=216
TMDU 3 t N51F46529=124
TMDV/W 3.5 t N51F46528=124
TMP N51F45956=114
Power module Fixed Common N55F42549 M5 2.5 ± 0.5
Alminum block terminal Terminal M8 9.8 ± 1
Capacitor board Fixed & terminal CBD 1 t N61F30830=221 M5 2.5 ± 0.5 M4 screw is used for two
CBP N61F30831=215 M4 1.5 ± 0.2 studs of CBP.
CBD 2 t N61F30813=230
CBP N61F30831=215
CBD 3 t N61F30813=150
CBP 3.5 t N61F30831=114
Contactor Fixed MD 1 t, 3 t, MA25M 46V M5 2.5 ± 0.5
Terminal MP 3.5 t MA25M 46V M8 9.8 ± 1
Fixed MD 2 t MA27M 46V M5 2.5 ± 0.5
Terminal MP MA25M 46V M8 9.8 ± 1
Contactor Fixed MPS Common CM2-A DC48V M4 1.5 ± 0.2
Terminal M4 1.3 ± 0.2
Current sensor Fixed CSDU/W, CSP Common S3CM7-800/4MD M4 1.5 ± 0.2
IGBT Fixed TMPS1/2 Common 2MBI100N-60 M5 2.5 ± 0.5
Capacitor CP5 Fixed CPS Common N71F41314 M4 1.5 ± 0.2 HFC-MPP63Y155K
- 45 -
3. CONTROL SYSTEM
Where to tighten Model Screw Torque

Symbol Truck Remarks
Part name Item size (N-m)
Shunt R Fixed SH Common MBP20A10MJN M4 1.5 ± 0.2
Terminal Fixed +, DU, DV, DW Common 1P-M8X40-M M8 12 ± 1
Terminal PA, CH, F terminal M8 9.8 ± 1
Terminal Fixed - Common 1P-M8X36X8 M8 12± 1
Terminal M8 9.8 ± 1
Hex. stud Fixed +, PB Common N55F42440 M8 9.8 ± 1
Terminal M8 9.8 ± 1
*1 Shape of heat-dissipation insulation sheet (when fitted to the machine.)
Symbol Position Truck model

1-ton model 2 and 3-ton model
TMP upper side Short and narrow Short and narrow
lower side Short and wide Short and wide
TMDW upper side Short and wide Long and wide
lower side Short and wide Long and wide
TMDU upper side Short and wide Long and wide
lower side Short and wide Long and wide
TMDV upper side Short and wide Long and wide
lower side Short and narrow Long and narrow
Screws whose torques are not specified in the toque chart, are tightened to the following standard toques:
M4 : 1.5 ±0.2 [N-m]
M5 : 2.5 ±0.5 [N-m]
M8 : 9.8 ±1 [N-m]
CAUTION
If bolts or nuts for securing the controller power terminals become loose, heating will occur to cause
a burning accident. If a loose bolt or nut or heating is found, polish the said part with a sand paper and
retighten. In addition, a poor connection of the connectors will hamper normal operation. Remove dust
or corrosion of the connectors and insert and remove them a few times. Furthermore, check lead wires
for breakage and terminals for deformation.
- 46 -
3. CONTROL SYSTEM
2. CPU board and power supply board

The CPU board controls the controller and the power supply board supplies electric power to the
CPU board, FET power module drive circuit and sensors.
Visually check the CPU board and power supply board for scores, scratches, or undue discoloration,
and connectors for corrosion, observing the following conditions:
• Do not touch any components mounted on the surface of each printed circuit board with bare hand,
because it might be damaged by static electricity.
• Hold the edges of the printed circuit board when handling.
• Put them in an antistatic bag when transporting or storing.
(1) Removing CPU board or power supply board

When inspecting or replacing the CPU board, remove the case cover first, remove the wire harness
connector from the board, remove the screws (9 for securing the CPU board; 9 for securing power
supply board), and then detach the board from the base. When removing the connector, press the
connector lock securely and remove.
The CPU board and power supply board (including EPS board) inside the CPU box is connected with
three cables (between CN8 and CN2R, CN9 and CN1R, and CN6 and CN1E). After replacing the boards
with new ones, make sure to connect these cables completely.
(2) Composition of CPU board and power supply board
Power supply board (3) Default setting of DSW
<1-ton trucks>: All switches are OFF
<2-ton trucks>: DSW2-1 is ON and others are OFF.
<3-ton trucks>: DSW2-2 is ON and others are OFF.
* When setting the DSW on CPU board, refer to the

product specification.
The hatched parts represent switches.
* The DSW2 - 3 switches should be set to “ON” when
CPU board the truck is equipped with a seat switch.
Fig. 3.7
- 47 -
3. CONTROL SYSTEM
3. Checking traveling/load handling power modules (TMDU, TMDV, TMDW, TMP)

(1) Composition of FET power module
Multiple FETs connected in parallel are connected in series vertically to form a half bridge.
Each FET lets electric current flow from the drain (D) to source (S) when a voltage is applied
between the gate (G) and source (S).
Fig. 3.8 FET Module
(2) Checking FET power module

① Visually check the module for scores, scratches or excessive discoloration, and the connector for
corrosion.
② Disconnect all the cables, bus bar, and capacitor board connected to the power module, and measure
the resistance of each terminal according to the table given below, using an analog tester set to a
resistance range of 1000 Ω.
③ Judge whether the module is defective or not, using the measured values of resistance.
Location to Tester Normal value Judgment
be measured (+) (–) Rough guide Good Not good
D1-S1D2 D1 S1D2 2 - 3 kΩ 2 - 3 kΩ 0 Ω and ∞ Ω
S1D2 D1 ∞ Ω ∞ Ω below ∞ Ω
S1D2-S2 S1D2 S2 2 - 3 kΩ 2 - 3 kΩ 0 Ω and ∞ Ω
S2 S1D2 ∞ Ω ∞ Ω below ∞ Ω
G1-S1D2 G1 S1D2 approx. 4 kΩ approx. 4 kΩ 0 Ω and ∞ Ω
S1D2 G1 approx. 12 kΩ approx. 12 kΩ 0 Ω and ∞ Ω
G2-S2 G2 S2 approx. 4 kΩ approx. 4 kΩ 0 Ω and ∞ Ω
S2 G2 approx. 12 kΩ approx. 12 kΩ 0 Ω and ∞ Ω
D1-G1 D1 G1 approx. 20 kΩ approx. 20 kΩ 0 Ω and ∞ Ω
G1 D1 ∞ Ω ∞ Ω below ∞ Ω
G2-S1D2 S1D2 G2 approx. 20 kΩ approx. 20 kΩ 0 Ω and ∞ Ω
G2 S1D2 ∞ Ω ∞ Ω below ∞ Ω
* The Normal values shown above should be used as a rough guide. The Normal value varies with
different types of tester and the internal battery’s state of charge.
* When checking the gates (G1, G2), you can check the gate device of any FET in the same row.
* When checking, observe the following conditions:
• Do not touch gate terminals (G1, G2) and components mounted on the power module with bare
hand; otherwise they might be damaged due to static electricity.
• Put the power module in an antistatic bag when carrying or storing. Do not give shock or vibration.
- 48 -
3. CONTROL SYSTEM
(3) Checking embedded temperature sensor

The U-phase power module (TMDU) and load handling power module (TMP) have temperature
sensors embedded to monitor the temperature of the power module.
When the temperature sensor detects an abnormal temperature of the module, the output current is
restricted.
① Remove the temperature sensor connectors (THD, THP).
② Set the tester to a resistance range of 1000 Ω and measure the resistance between terminals
according to the table given below.
③ Judge whether the module is defective or not, using the measured values of resistance.
Tester Normal value

Location
(+) (–) Rough guide
THD THD-1 THD-2 0°C: approx. 66 kΩ, 10°C: approx. 40 kΩ
THP THP-1 THP-2 20°C: approx. 25 kΩ, 30°C: approx. 16 kΩ

(4) Replacing heat-dissipating insulation sheet
The heat-dissipating insulation sheet is placed between the FET power module and aluminum fin to
provide electrical insulation, while transmitting generated heat to the aluminum fin efficiently.
When replacing the FET power module, make sure to change the insulation sheet with a new one,
too.
The heat-dissipating insulation sheet has a low thermal resistance. It is so thin and fragile that due
caution should be taken when handling. If any damage or cracks are found on it, do not use.
Before installing a new heat-dissipating insulation sheet, make sure the aluminum base, power
module, and insulation sheet are free from metallic powder, cuttings, scores or burrs.
A heat-dissipating insulation sheet which has scores or cracks will lead to a poor insulation
performance, thus causing a shorted FET power module and ground fault.
When installing a new heat-dissipating insulation sheet, align the center of the fitting hole of the FET
module with the center of the hole in the sheet and tighten with care.
- 49 -
3. CONTROL SYSTEM
4. Checking fuses
If an overcurrent flows through the main circuit, the fuses will blow to prevent damage to the
controller and the possibility of catching fire. When checking the fuses on the truck, measure the battery
voltage in advance.
F3 UPPER TERMINAL F2 UPPER TERMINAL
F2 LOWER TERMINAL
F1 UPPER TERMINAL
F3 LOWER TERMINAL
F1 LOWER TERMINAL
Fig. 3.9 Fuses

Model
Symbol Part name
1-ton trucks 2-ton trucks 3-ton trucks
F1 Traveling fuse 48LF-275 48LF-325 96LF-275
F2 Load handling fuse 48LF-225 48LF-225 96LF-200
F3 PS fuse 48LF-40 48LF-40 96LF-40
(1) Checking traveling fuse (F1)

① Set the tester to the voltage measurement range and attach the negative pole of the tester to the
negative cable connection terminal of the controller.
② Attach the positive pole of the tester to the upper terminal of the F1 fuse and then to the lower
terminal to measure the voltage at each terminal.
Voltage table (key switch turned ON)
Location Voltage value Judgment
Battery voltage Good
Lower terminal
0 V Defective (change fuse)
Upper terminal Battery voltage Good
(2) Checking load handling fuse (F2)

Upper terminal
0 V Defective (change fuse)
Lower terminal Battery voltage Good
- 50 -
3. CONTROL SYSTEM
(3) Checking PS fuse (F3)

Upper terminal
0V Defective (change fuse)
Lower terminal Battery voltage Good
5. Checking current sensors

The current sensors detect the traveling U-phase
current, traveling W-phase current, and load handling
current and generate a voltage in proportion to each
electric current.
Before performing the following inspection,
visually check the sensors for scores, scratches,
damage or excessive discoloration. Do not touch the
current sensor VR.
Fig. 3.10
(1) Checking traveling current sensors (CSDU, CSDW)
② Attach the positive pole of the tester to each of the pins (3, 4, 5, 6, 14, 15, 16, and 17) of the CN5
(22-pin connector), and turn on the key switch to measure the voltage.
Location Normal
Pin No. Cable color voltage value Measurement condition
CN5-3 15 V
R-B (red - black)
CN5-5 15 V
CN5-14
CN5-15 GR (gray) 0V
CN5-16
CN5-17
F/R lever in neutral, accelerator OFF.
CN5-4 (CSDU) O (orange) 7 V (0 A) The voltage will vary within the range of 3 V - 11 V during traveling.
F/R lever in neutral; accelerator OFF.
CN5-6 (CSDW) P (pink) 7 V (0 A) The voltage will vary within the range of 3 V - 11 V during traveling.
(2) Checking load handling sensor (CSP)
② Attach the positive pole of the tester to each of the pins (7, 8, 18, and 19) of the CN5 (22-pin
connector), and turn on the key switch to measure the voltage.
Location Normal
Pin No. Cable color voltage value Measurement condition
CN5-7 R-B (red - black) 15 V
CN5-18
CN5-19 GR (gray) 0V
F/R lever in neutral.
CN5-8 W (white) 7 V (0 A) The voltage will varies within the range of 7 - 9.35 V while the load
handling lever is actuated.
- 51 -
3. CONTROL SYSTEM
6. Checking PS transistors (TMPS1, TMPS2)

The PS drive transistors are two IGBT modules which form an H bridge.
① Visually check the transistors for scores, scratches, damage, or excessive discoloration.
② Remove all the cables from the module you are going to check, and measure the resistance between
terminals using the tester according to the table given below.
Use an analog tester set to a resistance range of 100 Ω.
③ Judge whether the transistor is good or defective using the measured values.
Caution: Before installing an IGBT module,

IGBT module apply silicone compound (Shietsu
Silicone G746 or equivalent) at the
rear side of the module.
Fig. 3.11
Tester Normal value Judgment
Location
(+) (–) Rough guide Good Not good
G1 C1 ∞ Ω ∞ Ω other than ∞ Ω
G1-C1
C1 G1 ∞ Ω ∞ Ω other than ∞ Ω
G1 E1 ∞ Ω ∞ Ω other than ∞ Ω
G1-E1
E1 G1 ∞ Ω ∞ Ω other than ∞ Ω
C1 E1 ∞ Ω ∞ Ω other than ∞ Ω
C1-E1
E1 C1 approx. 700 Ω more than 1 Ω 0 Ω and ∞ Ω
G2 C2 ∞ Ω ∞ Ω other than ∞ Ω
G2-C2
C2 G2 ∞ Ω ∞ Ω other than ∞ Ω
G2 E2 ∞ Ω ∞ Ω other than ∞ Ω
G2-E2
E2 G2 ∞ Ω ∞ Ω other than ∞ Ω
C2 E2 ∞ Ω ∞ Ω other than ∞ Ω
C2-E2
E2 C2 approx. 700 Ω more than 1 Ω 0 Ω and ∞ Ω
* The values given above should be used as rough guides. They will vary with different types of tester and the
internal battery’s state of charge.
7. Checking traveling/load handling/PS contactors (MD, MP, MPS)

(1) Checking mechanical movement of contactors
COMPRESSION
① Inspection should be performed on each SPRING
contactor removed from the truck.
MOVABLE
② Push the movable contact with hand to conduct, CONTACT
and check if it functions smoothly. ARMATURE
③ Push further after contacts are closed to check if
the compression spring is properly compressed “a”
CONTACT
COIL
to press the contacts.
④ If any defect is found throughout the above
steps, replace the contactor with a new one.
CONNECTOR
- 52 -
3. CONTROL SYSTEM
(2) Checking contactor coils

① Remove the coil wiring connector.
② Set the tester to a resistance range of 100 Ω and MPS CONTACTOR MOVABLE
measure the resistance between terminals using CONTACT
the tester.
③ Judge whether the coil is good or not using the
measured values.
Judgment CONTACT
Contactor
Good Defective COIL
MD 20 - 50 Ω (typ, 30 Ω) ∞ Ω (broken coil)
MP 20 - 50 Ω (typ, 30 Ω) ∞ Ω (broken coil)
MPS 120 - 380 Ω (typ, 266 Ω) ∞ Ω (broken coil) Fig. 3.13
(3) Checking contactor contact points

① Visually check the contactor contact points for roughness on the surface.
② Replace any contactor with excessively rough or worn surface, with a new one.
8. Checking capacitor boards (CBD, CBP)

The capacitor board consists of multiple
aluminum electrolytic capacitors connected in
parallel, and installed just above the FET power
module. These capacitor boards absorb a surge
voltage generated from the FET power module to
prevent damage to the FET.
① Visually check for scores, scratches or excessive
discoloration.
② Replace any defective capacitor board with a
new one.
9. Checking motor speed sensor

The magnetic induction sensor is generates
alternating current per pitch of toothed rotor attached
to the side opposite the side to which the motor shaft
is directly connected. SENSOR
Two magnetic induction sensors are used for the
traveling motor.
① Remove the tester.
② Set the tester to a resistance range of x 100
CONNECTOR
Ω and measure the resistance between sensor
terminals, using the tester.
③ Judge whether the sensor is good or not using Fig. 3.15
the measured values.
Normal value approx. 620 Ω (20°C)
- 53 -
3. CONTROL SYSTEM
10. Checking motor thermo sensor

The traveling motor has a thermo sensor embedded to monitor the motor temperature at all times.
If the temperature monitored by the sensor exceeds a certain level, the output current is restricted.
① Remove the motor thermo sensor connector.
② Set the tester to a resistance range of x 1000 Ω and measure the resistance between terminals using
the tester, according to the table given below.
③ Judge whether the sensor is good or defective using the measured values.
Norma value
10°C: approx. 20 kΩ, 20°C: approx. 13 kΩ
30°C: approx. 9 kΩ, 50°C: approx. 4.4 kΩ
- 54 -
4. DRIVE UNIT AND DRIVE AXLE

Truck model FB30-7
FB10-7 FB15-7 FB20-7 FB25-7
FB30-7V
FB18-7 FB25-7LB FB25-7V
Item FB35-7S
Drive unit
Type Three-stage reduction ← ←
Model 81E-25 81N-25 81U-25
Reduction ratio 25.1 ← 30.144
Drive axle
Type Full floating ← ←
Wheel dimensions 6.00 x 9 – 10PR Rib lug 21 x 8 – 9 16PR Rib lug 28 x 9 – 15 14PR Rib lug
FB18: 6.00x9-12PR Rib lug FB35: 250-15-16PR J lug
Rim size 9 x 4.00E 9 x 6.00E 7.00T x 15
Air pressure 850 kPa {8.5 kgf/cm } 1000 kPa {10 kgf/cm } 800 kPa {8.0 kgf/cm2}
2 2
[120.9 psi] [142.2 psi] [100 psi]

FB18: 1000 kPa
{10 kgf/cm2} [142.2 psi]

4.1.1 DRIVE UNIT
The drive unit is a three-stage reduction type and located between the drive motor and the drive axle
as shown in Figs. 4.1 through 4.3.
The drive gear is splined to the output shaft of the drive motor, being in mesh with the counter
gear. The drive gear is supported by two ball bearings on the case. The rotation of the drive gear is
transmitted to the final pinion gear.
In the case the differential is installed by two ball bearings. The cross case has two side gears and
four pinions in it (Two pinions for the model 81E-25). For adjustment of the backlash between each
side gear and pinion, a washer is installed. These washers also work as bearings.
To the cross case a ring gear is fitted by a reamer bolt. The ring is in mesh with the final pinion gear.
- 55 -
RING GEAR PINION SHAFT

Tightening torque: 95 to 142 N-m
{970 to 1450 kgf-cm} WASHER
[840.8 to 1257 lbf-in.]
PINION GEAR
WASHER
Tightening torque: 44 to 54 N-m SIDE GEAR

{450 to 550 kgf-cm}
[389.4 to 477.9 lbf-in.]
COUNTER GEAR TAPER PIN
Tightening torque:
34.3 to 44 N-m
{350 to 450 kgf-cm}
[303.6 to 389.4 lbf-in.]
O-RING
O-RING
O-RING
STOPPER
COUNTER
GEAR
MOTOR
DRIVE GEAR

{2800 to 4200 kgf-cm}
[2460.5 to 3681.9 lbf-in.]
(Apply LOCTITE #262)
Fig. 4.1 Drive Unit (1- to 1.8-ton Trucks)
- 56 -
RING GEAR SPIDER

{970 to 1450 kgf-cm} WASHER
[840.8 to 1257 lbf-in.]
PINION GEAR
WASHER
SIDE GEAR

{450 to 550 kgf-cm}
[389.4 to 477.9 lbf-in.]
COUNTER GEAR
Tightening torque:
34.3 to 44 N-m
{350 to 450 kgf-cm}
[303.6 to 389.4 lbf-in.]
O-RING
O-RING
STOPPER O-RING
COUNTER
GEAR
MOTOR
DRIVE GEAR

{2800 to 4200 kgf-cm}
[2460.5 to 3681.9 lbf-in.]
Fig. 4.2 Drive Unit (2- to 2.5-ton Trucks)
- 57 -
Tightening torque:
137 to 177 N-m
{1400 to 1800 kgf-cm}
RING GEAR [1212.6 to 1566.6 lbf-in.]
SPIDER
Tightening torque:
95 to 142 N-m WASHER SIDE GEAR
{970 to 1450 kgf-cm}
[840.8 to 1257 lbf-in.]
PINION GEAR WASHER
COUNTER GEAR
Tightening torque:
34.3 to 44 N-m
{350 to 450 kgf-cm}
[303.6 to 389.4 lbf-in.]
O-RING
STOPPER
O-RING
O-RING
COUNTER
GEAR
MOTOR
DRIVE GEAR

{2800 to 4200 kgf-cm}
[2460.5 to 3681.9 lbf-in.]
Fig. 4.3 Drive Unit (3.0- to 3.5-ton Trucks)
- 58 -
shaft.
of the frame.
TAPERED ROLLER BEARING

4.1.2 DRIVE AXLE
AXLE SHAFT
AXLE HOUSING TAPERED ROLLER

BEARING OIL SEAL
OIL SEAL
ADJUSTMENT NUT
HUB & BRAKE DRUM
WHEEL BRAKE LOCK NUT
- 59 -
Tightening torque:
98 to 113 N-m
{1000 to 1150 kgf-cm}
[870 to 1000 lbf-in.]
Tightening torque: 120 to 140 N-m (Apply LOCTITE#262)
{1220 to 1430 kgf-cm}
At each end of the axle housing are a wheel hub and a wheel brake.
[ 1060 to 1240 lbf-in.]

(Apply LOCTITE#270
Fig. 4.4 Drive Axle (1- to 1.8-ton Trucks)

Tightening torque:
150 to 175 N-m
{1530 to 1780 kgf-cm}
Fill 50% of the space with grease [1330 to 1550 lbf-in.]
(100 cc at one side)
The wheel hub is supported on the spindle by two taper roller bearings, and is driven by the axle
The drive axle is composed of an axle housing, wheel hub, and wheels. It is mounted at the front side
Tightening torque 140 to 160 N-m OIL SEAL
{1430 to 1630 kgf-cm}
[1240 to 1420 lbf-in.] TAPERED ROLLER BEARING
(Apply LOCTITE#270)
AXLE SHAFT
OIL SEAL
BRAKE DRUM
HUB
AXLE HOUSING
WHEEL BRAKE ADJUSTMENT NUT
LOCK NUT
- 60 -
Fig. 4.5 Drive Axle (2- to 2.5-ton Trucks)

{1430 to 1630 kgf-cm}
[1240 to 1420 lbf-in.]
(Apply LOCTITE#270)
Tightening torque:
Tightening torque: 227 to 272 N-m 206 to 225 N-m
{2310 to 2770 kgf-cm} {2100 to 2290 kgf-cm}
[2010 to 2410 lbf-in.] [1820 to 1990 lbf-in.]
(Apply LOCTITE#270)
Fill 50% of the space with grease

(30 cc at one side)
Tightening torque 471 to 549 N-m
{4800 to 5600 kgf-cm}
[4170 to 4860 lbf-in.]
HUB

AXLE SHAFT
AXLE HOUSING
WHEEL BRAKE
OIL SEAL
ADJUSTMENT NUT
LOCK NUT
- 61 -
{2100 to 2300 kgf-cm}
[1820 to 1990 lbf-in.]
Tightening torque:
Fig. 4.6 Drive Axle (3.0- to 3.5-ton Trucks)

471 to 549 N-m
OIL SEAL {4800 to 5600 kgf-cm}
[4170 to 4860 lbf-in.]
BRAKE DRUM
Fill 50% of the space with grease

(100 cc at one side)
■ Procedure for installing the wheel hub

(1) Put the specified amount of grease into the
space A of the wheel hub and install it onto the
spindle.
(2) Tighten the adjustment nut to approx. 98 N-m {1 A
kgf-m} [7.23 lbf-ft] torque and loosen it by 1/2
turn.
(3) Set the spring balancer to the stud bolt. Adjust
ADJUSTMENT NUT
the starting torque of the hub while tightening LOCK WASHER
the adjustment nut gradually. LOCK NUT
Starting torque: 4.9 to 6.9 N-m
Fig. 4.7 Filling Grease
{50 to 70 kgf-cm}
[43.4 to 61.1 lbf-in.]
(4) Install the lock washers and the lock nuts, and
secure the lock nuts with the claws of the lock
washers.
Fig. 4.8 Measuring Starting Torque
- 62 -
5. BRAKE SYSTEM
5. BRAKE SYSTEM
Model FB30-7
FB10-7 FB15-7 FB20-7 FB25-7
FB30-7V
FB18-7 FB25-7LB FB25-7V
Item FB35-7S
Type Front two wheel braking, internal expansion, hydraulic type
Pedal ratio 6.2 ← ←
Master cylinder bore 19.05 mm [0.75 in.] ← ←
Wheel brake
Type Duo-servo type ← ←
Wheel cylinder bore 22.22 mm [0.875 in.] 25.4 mm [1 in.] 28.58 mm [1.125 in.]
Brake drum inner dia. 254 mm [10 in.] 279.4 mm [in.] 314 mm [12.36 in.]
Lining size 279 x 48.5 x 5 mm 301.8 x 55 x 5.1 mm 348 x 76 x 8.0 mm
[10.98 x 1.91 x 0.20 in.] [11.88 x 2.2 x 0.2 in.] [13.7 x 3.0 x 0.31 in.]
Surface area 4 x 13530 mm2 4 x 33200 mm2 4 x 26400 mm2
[4 x 30 in. 2] [4 x 51.5 in. 2] [4 x 40.9 in2]
Parking brake
Type Front two wheel braking, internal expansion, mechanical type

The brake system is a front two wheel braking, internal expansion, hydraulic type consisting of a
brake pedal, a master cylinder and wheel brakes.
5.1.1 BRAKE PEDAL

The brake pedal is installed through a bracket to
BRAKE PEDAL
the frame as shown in Fig. 5.1.
Pedal movement pushes the piston of the master
cylinder by means of the push rod, which converts
pedal effort into hydraulic pressure.
MASTER CYLINDER
Fig. 5.1 Brake Pedal
- 63 -
5. BRAKE SYSTEM
RESERVE
BRAKE SWITCH TANK MASTER CYLINDER
BRAKE SWITCH OPERATION

DISTANCE:
5 – 10 mm [1.97 – 3.94 in.]
Height: 90 mm
[35.43 in.]
- 64 -
Fig. 5.2 Brake Pedal
View looking from A
5. BRAKE SYSTEM
5.1.2 MASTER CYLINDER

The master cylinder is installed on the bracket of the brake pedal unit as shown in Fig. 5.3.
Built in the master cylinder are a check valve, spring and piston. They are kept in position by a snap
ring.
The primary and secondary cups installed on the piston slide inside the cylinder when brake pedal is
operated.
The check valve is operated so that the proper pressure remains in the wheel cylinder and brake pipe.
This pressure keeps pushing the piston cup of each wheel cylinder so as to prevent oil leakage and also
prevent vapor locking from occurring.
BLEEDER PLUG
from RESERVE TANK
SNAP RING CHECK VALVE

YOKE
LOCK NUT
BOOT SPRING
PRIMARY CUP
PUSH ROD
PISTON
SECONDARY CUP
Fig. 5.3 Master Cylinder
- 65 -
5. BRAKE SYSTEM
5.1.3 WHEEL BRAKE

The wheel brake is duo-servo type, and is mounted
on each of the both ends of the drive axle.
of
ion
ANCHOR PIN
The wheel brake is composed of two pairs of
um ct
dr dire
brake shoes, a wheel cylinder and adjuster.
n
tio
One end of the brake shoe is contacted with the Working force
ta
Ro
Secondary
anchor pin and another end is contacted with the
Primary
adjuster. The brake shoes are pushed against the
backing plate through the shoe hold-down spring and
shoe hold-down pin.
The parking brake mechanism and the automatic
clearance adjuster are also built in the wheel brake. ADJUSTER
Fig. 5.4 Braking Operation in Forward Travel

(1) Wheel brake operation
The wheel cylinder pushes the primary and
secondary shoes against the brake drum with an
equal force. The shoes are kept turning with the
brake drum until the top of the secondary shoe comes
in contact with the anchor pin. Working force
Secondary
When the secondary shoe comes in contact
Primary
with the anchor pin, the friction force is generated
between the brake lining and the brake drum, and
the primary shoe pushes the secondary shoe with a
stronger force than the operation force of the wheel
cylinder. Powerful braking force is thus achieved.
(See Fig. 5.4)
In backward travel, the braking force works in the Fig. 5.5 Braking Operation in Backward Travel
reverse direction of forward travel. (See Fig. 5.5)
(2) Parking brake

The parking brake unit is built in the wheel brake, PIN
SECONDARY SHOE
and consists of a lever and strut.
The lever is installed on the primary shoe side STRUT
LEVER
with a pin. Movement of the lever is also transmitted
to the secondary shoe side through the strut.
PRIMARY SHOE
Fig. 5.6 Parking Brake
- 66 -
5. BRAKE SYSTEM
(3) Automatic clearance adjuster

The automatic clearance adjuster automatically
keeps the lining-todrum clearance properly. The CABLE
components are as shown in Fig. 5.7. It is put in GUIDE
action when the brakes are applied while traveling
backward.
SPRING
LEVER
ADJUSTER
Fig. 5.7
■ Operation of the automatic clearance adjuster

When the brake pedal is pressed down in
reverse travel, the secondary shoe is slightly turned
together with the brake drum, and the lever is turned
clockwise around the section A shown in Fig. 5.7.
At this step, the section B of the lever turns the
adjuster. As the braking force becomes stronger,
the more force is applied to the threaded area of the
adjuster, and the force of the lever cannot turn the
adjuster.
When the brake pedal is released, the brake
shoe returns to the initial position, the lever turns
counterclockwise around the section A , and the
section B moves downward.
If a tooth of the adjuster is aligned with the section
B of the lever, the B is in mesh with the next tooth
and the clearance is adjusted within the range from
0.25 to 0.4 mm [0.0098 to 0.0157 in.].
Expanding direction
Fig. 5.8 Automatic Clearance Adjuster
- 67 -
5. BRAKE SYSTEM
5.1.4 PARKING BRAKE LEVER

The parking brake lever is a toggle type and it is installed as shown in Fig. 5.9. An adjuster adjusting
the braking force is located on the top of the lever.
RELEASE
PARKING BUTTON
BRAKE LEVER
View looking from C

PARKING BRAKE SWITCH
RIGHT-SIDE CABLE
LEFT-SIDE CABLE
■ Adjusting lever pulling force

(1) Put the lever in the release position.
(2) Adjust the lever so that it is positioned as shown
in the figure when the point B of the lever is
pulled by a force of 29.4 to 49.0 N {3 to 5 kgf}
[21.7 to 36.1 lbf].
Turn the point A clockwise when you want a
harder pulling force and counterclockwise when
you want a lighter pulling force.
Fig. 5.9 Parking Brake Lever
Parking brake alarm system

1. If the parking brake is released while the key switch
is in the OFF position:
Alarm
• The alarm buzzer keeps sounding regardless of
whether the operator is in the seat or not.
FITTING BOLT
• Pull on the parking brake lever to set the brakes.
2. If the parking brake is released while the key switch
in the ON position: SWITCH
Alarm
• The alarm buzzer will sound for one half second
if the parking brake is released and the operator
leaves the sat when the key switch is in the ON
position. If more than 3 seconds has passed after FITTING
the parking brake is released and the operator BOLT
leaves the seat, the alarm buzzer will keep
sounding.
• Sit down or pull on the parking brake lever to set Fig. 5.10
the brakes.
Adjusting brake switch

① Loosen the two bolts securing the switch.
② Pull the brake lever.
③ Press the switch roller against the arm. After it clicks, press another 1 mm [0.0394 in.] and lock.
④ Release the brake and pull the brake lever again to see if the switch is turned ON.
- 68 -
5. BRAKE SYSTEM
Sectional view D - D Sectional view C - C Sectional view E - E
Shoe
expanding
direction
Sectional view A - A
Sectional view of wheel cyl.

Sectional view B - B
1. BRAKE LEVER 8. SHOE HOLD-DOWN PIN 15. BOOT

2. SECONDARY SHOE 9. PRIMARY SHOE 16. CYLINDER
3. E RETAINER 10. SPRING 17. PISTON
4. WHEEL CYLINDER 11. ADJUSTER LEVER 18. SPRING
5. RETURN SPRING 12. ADJUSTER 19. CUP
6. STRUT 13. SPRING
7. SPRING 14. PUSH ROD
Fig. 5.11 Wheel Brake (1- to 2.5-ton Trucks)
- 69 -
5. BRAKE SYSTEM
Sectional view C - C
Sectional view E - E
Sectional view D - D
Shoe
expanding
direction
Sectional view B - B Sectional view of wheel cyl.
1. BRAKE LEVER 8. SHOE HOLD-DOWN PIN 15. BOOT

2. SECONDARY SHOE 9. PRIMARY SHOE 16. CYLINDER
3. E RETAINER 10. SPRING 17. PISTON
4. WHEEL CYLINDER 11. ADJUSTER LEVER 18. SPRING
5. RETURN SPRING 12. ADJUSTER 19. CUP
6. STRUT 13. SPRING
7. SPRING 14. PUSH ROD
Fig. 5.12 Wheel Brake (3- to 3.5-ton Trucks)
- 70 -
5. BRAKE SYSTEM
5.2 MAINTENANCE
This section describes the procedure for disassembling, reassembling and adjusting the wheel brake
and the procedure for adjusting the brake pedal, with the wheel brake and hub removed.
5.2.1 DISASSEMBLING WHEEL BRAKE

(1) Remove the shoe hold-down pin, adjuster lever,
adjuster and spring from the secondary shoe.
Fig. 5.13
(2) Remove the shoe return spring.
Fig. 5.14
(3) Remove the shoe hold-down spring from the
primary side.
Fig. 5.15
- 71 -
5. BRAKE SYSTEM
(4) Remove the primary and secondary shoes. Also

remove the adjuster and adjuster spring at the
same time.
Fig. 5.16
(5) Remove the brake pipe from the wheel cylinder.
Remove the bolts securing the wheel cylinder.
Remove the wheel cylinder from the backing
plate.
Fig. 5.17
(6) Remove the E retainer which secures the
parking brake cable to the backing plate.
After that, remove the bolt securing the backing
plate and remove the backing plate from the
axle.
Fig. 5.18
(7) Remove the boot and insert the piston to remove
one of the two wheel cylinders. Then remove
the other wheel cylinder by pushing with a
finger from the opposite side.
Fig. 5.19
- 72 -
5. BRAKE SYSTEM
5.2.2 INSPECTION
Check each part and repair or replace any defective one.
(1) Check the wheel cylinder inner surface and

piston outer periphery for rust.
Measure the clearance between the piston and
cylinder.
Standard: 0.03 to 0.10 mm
[0.0012 to 0.0039 in.]
Limit: 0.15 mm [0.0059 in.]
Fig. 5.20
(2) Visually check the piston cup for damage or deformation and replace any damaged or deformed
one.
(3) Measure the free length of the wheel cylinder spring. If the length is out of the standard value,
replace the spring.
(4) Measure the brake lining thickness and replace

any excessively worn lining.
Unit: mm [in.]
1.0 – 1.8 t 2.0 – 3.5 t
Standard 4.87 [0.192] 7.67 [0.302]
Limit 2.5 [0.098] 5.0 [0.197]
Fig. 5.21
(5) Vi s u a l l y c h e c k t h e i n n e r s u r f a c e o f t h e
brake drum. If any damage or uneven wear
is observed, grind it to repair. Replace an
excessively damaged or worn drum.
Unit: mm [in.]
1.0 – 1.8 t 2.0 – 2.5 t 3.0 – 3.5 t
Standard 254 [10] 310 [12.20] 314 [12.36]
Limit 256 [10.1] 312 [12.28] 316 [12.44]
Fig. 5.22
- 73 -
5. BRAKE SYSTEM
5.2.3 REASSEMBLING WHEEL BRAKE

(1) Apply brake fluid to the cup and piston of the wheel cylinder. Install the spring, piston cup, piston
and boot in this order.
(2) Install the wheel cylinder on the backing plate.
Tightening torque: 17.7 to 26.5 N-m {180 to 270 kgf-cm} [156.7 to 234.5 lbf-in.]
(3) Install the backing plate on the drive axle.
Tightening torque: 117.7 to 137.3 N-m {1200 to 1400 kgf-cm} [1042 to 1215 lbf-in.]
(4) Apply high-temperature grease to the points shown in Fig. 5.23, using caution to keep grease away
from the lining.
(a) Shoe contacting surface on the

backing plate
(b) Anchor pin
(c) Cable guide surface contacting
the adjuster cable
(d) Parking brake lever pin
(e) Threaded area of the adjuster
and the other rotation areas
Fig. 5.23
(5) Install the parking brake cable with the E retainer.
(6) Install the shoe with the hold-down spring.
Fig. 5.24
(7) Insert the spring into the strut and attach the strut to the shoe.
- 74 -
5. BRAKE SYSTEM
(8) Install the shoe guide pin in the anchor pin, and
install the shoe return spring.
In this step, install the spring at first on the
primary side and then on the secondary side.
Fig. 5.25
(9) Install the spring, adjuster, adjuster spring and

adjuster lever, paying attention to the following
items:
① Install the adjuster in such a way that the left
screw is used for the left brake, and that the
right screw is used for the right brake.
② Install the adjuster so that its teeth do not make
contact with the spring.
③ Install the return spring at the adjuster side, with
its longer hook attached to the adjuster lever
side. Fig. 5.26
④ After reassembling, check that the tip of the adjuster lever comes in contact with the adjuster teeth.
(10) Install the brake pipe on the wheel cylinder.
(11) Measure the inner diameter of the brake drum

and the outer diameter of the shoe. Adjust the
adjuster so that the outer diameter of the brake
shoe is “the inner diameter – 1.0 mm [0.0394
in.]”.
Fig. 5.27
- 75 -
5. BRAKE SYSTEM
5.2.4 OPERATION TEST OF AUTOMATIC CLEARANCE ADJUSTER

(1) Set the outer diameter of the brake shoe to nearly the normal mounting dimension. Push up the
adjuster lever and adjust the diameter, turning the teeth of the adjuster.
When your finger is released, the teeth of the adjuster do not turn and the adjuster lever returns to
the original position.
Note: If the teeth of the adjuster return with the lever, they are adjusted properly after mounting the
brake system on the truck.
(2) If the operation described above does not occur by pushing up the adjuster lever, take the following
measures:
(a) Check that the adjuster lever, adjuster, adjuster sprint, adjuster cable and shoe return spring are
securely installed.
(b) Check the shoe return spring and adjuster spring for deterioration, the adjuster for rotation, damaged
tooth or damage of the contact area with the teeth of the adjuster lever, and replace any defective
parts.
Expanding part
Fig. 5.28
- 76 -
5. BRAKE SYSTEM
5.2.5 ADJUSTING BRAKE PEDAL

(1) Shorten the push rod length of the master cylinder.
(2) Using the stopper bolt, adjust the pedal upheight to the value shown in Fig. 5.29.
(3) Keeping the pedal pressed down by the pedal play, extend the push rod so that its tip contacts the
piston of the master cylinder.
(4) Securely tighten the push rod by its lock nut.
BRAKE SWITCH
Brake switch operating direction:

5 – 10 mm [0.1969 – 0.39 in.]
Pedal height:
90 mm [3.54 in.]
Fig. 5.29
■ Adjusting brake switch

(1) Make sure that the pedal upheight is the value shown in Fig. 5.29. Loosen the brake switch lock
nut.
(2) Remove the brake switch lead wire from the connector.
(3) While turning the brake switch and pressing down the brake pedal by 15 to 20 mm [0.59 to 0.79
in.], check and find the position where the switch turns ON.
(4) Secure the brake switch with the lock nut.
- 77 -
5. BRAKE SYSTEM
Trouble Probable Cause Remedy
1. Brake fluid leaks from the brake system Repair.
2. Maladjustment of brake shoe clearance Check and adjust the adjuster.
Poor braking 3. Overheating brake Check for dragging.

force
4. Poor contact between brake drum and lining Adjust contact.
5. Foreign matter sticking to lining Repair or replace.
6. Foreign matter mixed in brake fluid Check brake fluid.
7. Maladjustment of brake pedal Adjust.
1. Lining surface hardened or foreign matter Repair or replace.

sticking to lining
2. Deformed backing plate or loose bolts Repair or replace.

Noisy brake
3. Shoes deformed or improperly installed Repair or replace.
4. Lining unevenly worn Replace.
5. Defective wheel bearing Replace.
1. Foreign matter adhering to lining Repair or replace.
2. Maladjusted brake shoe clearance Check and adjust the adjuster.
Uneven 3. Malfunctioning wheel cylinder Repair or replace.

braking
4. Shoe return spring defective Replace.
5. Deflected Drum Repair or replace.
6. Improper tire inflation pressure Adjust.
1. Brake fluid leaks from brake system Repair.

Soft or spongy
brake 2. Maladjusted brake shoe clearance Check and adjust the adjuster.
3. Air mixed in brake system Bleed air.
4. Pedal maladjusted. Adjust.
- 78 -
6. STEERING SYSTEM
6. STEERING SYSTEM
Model FB30-7
FB10-7 FB15-7 FB20-7 FB25-7
FB30-7V
FB18-7 FB25-7LB FB25-7V
Item FB35-7S
Steering system
Type Rear wheel steering, electric power steering
Steering gear
Type Ball nut type
Name PU41
Reduction ratio 18.9
Operating angle 92°
Worm returning angle Left
Handwheel dia. 360 mm [14.2 in.]
Actuator
Type Motor-driven, ball nut type
Rated voltage of motor 48 V ← 72 V
Rated output of motor 350 W 550 W ←
Stroke 235 mm [9.3 in.] ← ←
Controller
Type Voltage controlling type
Rated voltage 48 V ← 72 V
Current limit Max. ±40 A Max. ±45 A ←
Rear axle
Type Elliot type ← ←
Steering angle
(Inner wheel) 85.8° 83.5° ←
(Outer wheel) 55.6° 56.4° ←
King pin spacing 735 mm [28.9 in.] 740 mm [29.1 in.] ←
King pin tilt 0° ← ←
Camber 0° 1° ←
Caster 0 ← ←
Toe-in 0 ← ←
Trail 0 ← ←
Wheel
Tire size 16 x 6 – 8 10PR 18 x 7 – 8 14PR ←
3.5 t: 18 x 7 – 8
Rim size 4.25 x DT ← ←
Inflation pressure 850 kPa {8.5 kgf/cm2} 900 kPa {9.0 kgf/cm2} –*–
[120.9 psi] [128.0 psi]


The steering system consists of a steering gear, actuator, controller, and axle. The steering handwheel
operating force is boosted by the motor-driven actuator.
- 79 -
6. STEERING SYSTEM
6.1.1 OUTLINE OF STEERING SYSTEM

As shown in Fig. 6.1, the steering system is composed of a steering gearbox, actuator, and controller.
The steering gearbox is provided with a potentiometer which detects the steering handwheel
operating force and sends to the controller a signal which corresponds to the strength and direction of
the force. The controller converts the signal from the potentiometer into the direction and amount of
electric current which flows into the motor. If an external force is applied to the steering wheel, the
potentiometer detects that force and the actuator generates a force of the same strength in the reverse
direction so that no shock is felt at the handwheel.
The controller is incorporated in the speed controller inside the counterweight.
FILTER
– +
BATTERY
CONTROLLER
POTENTIOMETER
EPS MOTOR
EPS ACTUATOR
Fig. 6.1 Steering System
- 80 -
6. STEERING SYSTEM
6.1.2 STEERING GEARBOX

The steering gearbox is constructed as shown in Fig. 6.2. Rotation of the steering handwheel is
transmitted to the sector shaft by way of the ball nut screw. At the lower part of the steering gearbox
unit is located the potentiometer which converts slight up-and-down movement of the steering shaft into
a voltage and sends the voltage to the controller.
Tightening torque: Red White

19.6 to 29.4 N-m {200 to 300 kg-cm}
[173.5 to 260.2 lbf-in.] Green
Tightening torque: Yellow
16.7 to 27.5 N-m Blue
{170 to 280 kgf-cm}
[147.8 to 243.4 lbf-in.] Black
Tightening torque: 37.3 to 53 N-m {380 to 540 kgf-cm}

Tightening torque: [330.1 to 469.1 lbf-in.]
137.3 to 176.5 N-m
{1400 to 1800 kgf-cm} View looking from B
[1215 to 1562 lbf-in.]
1. LOCK NUT
2. ADJUSTMENT SCREW
Tightening torque: 3. SHIMS
16.7 to 27.5 N-m 4. SIDE COVER
{170 to 280 kgf-cm}
[147.8 to 243.4 lbf-in.] 5. SECTOR SHAFT
6. OIL SEAL
7. SHAFT
8. DUST COVER
9. OIL SEAL
10. NEEDLE BEARING
11. REAR COVER
12. O-RING
13. GEARBOX
14. BALL NUT
15. NEEDLE BEARING
16. OIL SEAL
17. THRUST BEARING
18. SPRING
19. SENSOR HOUSING
20. O-RING
21. THRUST BEARING
22. LOCK NUT
23. FRONT COVER
24. SLIDE RING
25. ARM
26. ROLLER
27. POTENTIOMETER
28. O-RING
Fig. 6.2 Steering Gearbox
- 81 -
6. STEERING SYSTEM
STEERING HANDWHEEL
STEERING
WHEEL LOCK
LEVER
JOINT
STEERING
GEARBOX
View looking from A
DRAG LINK
EPS ACTUATOR
Fig. 6.3 Steering Linkage
- 82 -
6. STEERING SYSTEM
F/R LEVER
LIGHTING SWITCH
STEERING
HANDWHEEL
ASSEMBLY
Front of COMBINATION
the truck SWITCH ASSEMBLY
STEERING SHAFT Front of the truck

ASSEMBLY
Assembly drawing
View looking from C
Front of the truck
View looking from A
View looking from B
Adjusting the position of the combination switch angle sensor

1. Put the rear wheels in the straight-ahead position.
2. Align the intersection of the two equal sides of a triangle formed by the three vortexes ( ☆ ) at the combination
switch side, with the front of the truck.
3. Engage the vertexes ( ☆ ) of the combination switch with the concaves (*) of the steering handwheel.
Fig. 6.4 Steering Handwheel
- 83 -
6. STEERING SYSTEM
6.1.3 ACTUATOR
The actuator is a ball and nut screw type. The screw lengthens and shortens according to motor
operation.
Motor operation is transmitted to the ball and nut unit after its speed is reduced by two gears. The
ball and nut unit is supported by two taper roller bearings on the gearbox.
The actuator is installed with its tube side fitted to the frame of the truck by a universal joint and with
its screw side fitted to the center arm of the axle by a ball joint.
(Red) +
(Black) - EPS MOTOR
PINION GEAR
IDLE GEAR View looking from A

BREATHER
BOOT BALL JOINT
BALL SCREW
BALL NUT
UNIVERSAL JOINT
Fig. 6.5 Actuator
6.1.4 REAR AXLE

The rear axle unit is of welded construction with a box-shaped cross section, consisting of an axle,
center arm, tie rods, and knuckles.
The rear axle support with a bushing press-fitted is attached to the support pins located at the front
and rear of the axle. The support is bolted to the rear frame. The axle is so mounted as to be cradled
with the front and rear support pins as an axis.
The knuckle attached to each end of the axle is so structured as can turn clockwise and
counterclockwise around the king pin. The rear wheel hub is mounted on the spindle of the knuckle
through two taper roller bearings. On the hub installed is the wheel with hub bolts and nuts. The taper
roller bearing at the king pin side has a single-side seal to keep tight the grease filled between the hub
and the knuckle.
- 84 -
6. STEERING SYSTEM
NEEDLE BEARING OIL SEAL
KNUCKLE (RIGHT)
TIE ROD (RIGHT)

CENTER ARM
TIE ROD (LEFT)
KNUCKLE (LEFT)
OIL SEAL OIL SEAL

NEEDLE
BEARING
THRUST
BEARING ADJUSTMENT NUT
COTTER PIN
WASHER
KING PIN HUB
TAPER PIN
Detail of knuckle
Fig. 6.6 Rear Axle (1- to 1.8-ton Trucks)
- 85 -
6. STEERING SYSTEM
KNUCKLE (RIGHT)
TIE ROD (RIGHT)
TIE ROD (LEFT)
KNUCKLE (LEFT) CENTER ARM

OIL SEAL
OIL SEAL
NEEDLE TAPERED ROLLER BEARING
BEARING
THRUST
BEARING ADJUSTMENT NUT
COTTER PIN
WASHER
KING PIN HUB
TAPER PIN
Detail of knuckle
Fig. 6.7 Rear Axle (2- to 3.5-ton Trucks)
- 86 -
6. STEERING SYSTEM
(1) Knuckle and king pin

The king pin supporting the knuckle is secured to the knuckle side with the lock pin. Its upper and
lower ends are each installed on the axle boss through each needle bearing.
The thrust bearing is installed between the axle upper boss and the knuckle so that the knuckle rotates
smoothly around the king pin with its load.
The upper and lower needle bearings, and the thrust bearing are lubricated with grease through the
grease fittings located on the upper and lower sides of the king pin.
LOCK PIN
KING PIN
THRUST BEARING
OIL SEAL
KNUCKLE
NEEDLE BEARING
Fig. 6.8 Knuckle
(2) Wheel hub

The wheel hub is installed on the knuckle spindle unit with two taper roller bearings. Its preload is
adjusted with the nut.
- 87 -
6. STEERING SYSTEM
6.1.5 ADJUSTING PRELOAD OF REAR WHEEL BEARING

(1) As shown in Fig. 6.9, apply grease to the hub, inner bearing, outer bearing, and cap. Also apply
grease to the oil seal lips.
(2) Set the bearings on the hub, then installed the hub on the knuckle spindle.
(3) Place a washer, then tighten the adjustment nut with a torque of 206 to 235 N-m {21 to 24 kgf-m}
[1823 to 2080 lbf-in.]. Loosen the adjustment nut, then retighten it with a torque of 9.8 N-m {1
kgf-m} [86.7 lbf-in.].
(4) Gently tapping the hub with a mallet, make sure there is no looseness.
(5) Tighten the hub with a mallet, give it a few turns. Then measure the starting torque.
(6) Tapping the hub with a mallet, give it a few turns. Then measure the starting torque.
Starting torque: 1.67 to 1.96 N-m {17 to 20 kgf-cm} [14.8 to 17.4 lbf-in.]
(7) If the starting torque measured is beyond the standard range, replace the washer and adjustment nut.
Then, repeat the steps from (3) to (6) till the standard range is acquired.
(8) Lock the adjustment nut with cotter pin.
OUTER BEARING
INNER BEARING
WASHER
• CAP
• • •
• •
COTTER PIN
ADJUSTMENT NUT
•
HUB
OIL SEAL
Fig. 6.9 Pre-Load Adjustment
- 88 -
6. STEERING SYSTEM
6.1.6 ASSEMBLING WHEEL

Put the tube and flap into the tire and assemble the rim paying attention to the following:
Notes: 1. Align the air valve with the notch of the rim, directing the valve to the outside of the truck.
2. Assemble the rim so that the head of the rim mounting bolt is located at the outside of the
truck.
3. Make sure that no one is at the tire side (bead side) while filling air into the tire.
4. When the air pressure becomes approx. 98 kPa {1 kgf/cm2} [14.2 pis], tap the all sides of
the tire with a mallet to fit the tube and flap with the rim.
Configuration of Rim Construction Bolt
1. TIRE 4. RIM (INSIDE)

2. TUBE 5. RIM (OUTSIDE)
3. FLAP 6. MOUNTING BOLT
Fig. 6.10 Assembling Wheel
- 89 -
6. STEERING SYSTEM
6.2 MAINTENANCE
6.2.1 MAINTENANCE FOR ACTUATOR
(1) Replacing the motor
① As shown in Fig. 6.11, securely hold the
actuator assembly by a vise.
Note: Be sure to hold it in a lying position.
Fig. 6.11
② Remove the motor securing bolts, then remove
the motor.
Note: Do not give a strong shock to the motor.
Fig. 6.12
③ Remove the packing from the motor fitting
surface.
Fig. 6.13
④ Apply grease to the joint. Install the motor with
a new packing.
Tightening torque: 18.6 to 30.4 N-m
{1.9 to 3.1 kgf-m}
[13.7 to 22.4 lbf-ft]
Fig. 6.14
- 90 -
6. STEERING SYSTEM
(2) Replacing the ball joint

① Securely fix the ball joint with its connector held BOOT BALL JOINT
in a vise.
•
Hold this section by vise
Fig. 6.15
② Loosen the lock nut of the ball joint, then
remove the ball joint. BOOT
BALL JOINT
LOCK NUT
Fig. 6.16
③ Apply LOCTITE#271 to the threaded areas of
61 ± 2 mm
the connector and lock nut. Then install the ball [2.4 ± 0.078 in.]
CONNECTOR
joint.
• •
Apply LOCTITE#271
LOCK NUT
BALL JOINT
Fig. 6.17
(3) Replacing the boot
BOOT
① Hold the connector section in a vise. BALL JOINT
CONNECTOR
•
•
Hold this section.
Fig. 6.18
- 91 -
6. STEERING SYSTEM
② Remove the clamp of the boot connector side. CLAMP LOCK NUT
BOOT
Shift the position of the boot. Then loosen the CLAMP
connector lock nut, and remove the connector.
•
Note: Fix the ball joint to prevent it from turning.
•
• BALL JOINT
Shift to this position
Fig. 6.19
③ Replace the boot with a new one. When
installing the new one, let its end of larger outer
diameter face the actuator.
Fig. 6.20
④ Turn counterclockwise the ball screw till it
contracts the most.
Apply LOCTITE#271 to the threaded areas of
the connector and the lock nut, then install the
connector as specified in Fig. 6.21.
Tightening torque: 176.5 to 215.8 N-m Push it against
actuator.
{18 to 22 kgf-m} 512 ± 2 mm [20.16 ± 0.078 in.]
[130 to 159 lbf-ft]

Fig. 6.21
⑤ Clamp the both ends of the boot by wire. Before
BOOT
clamping, align the position of the joint, as
shown in Fig. 6.23, to correct a dislocation of
the boot.
•
BALL JOINT
Fig. 6.22
20°
Breather plug direction
(1 – 2.5 t)
20
MASTER HOLE
°
(3.0 – 3.5 t)
Fig. 6.23
- 92 -
6. STEERING SYSTEM
6.2.2 MAINTENANCE OF STEERING GEARBOX

(1) Disassembling the steering gearbox
① Hold the pitman arm in a vise, and remove the
fixing nut.
Fig. 6.24
② Move the pitman arm till the slit mark on the
end surface of the sector shaft faces down, then
hold the steering gear in a vise. Remove the
pitman arm, using a puller.
Note: Do not give any shock when removing the
pitman arm.
Fig. 6.25
③ Remove the potentiometer cover. Then remove
the potentiometer.
Note: Be sure not to remove the potentiometer
unless necessary.
Fig. 6.26
④ Remove the front cover.
Fig. 6.27
- 93 -
6. STEERING SYSTEM
⑤ Install a set plate jig (See Fig. 6.61) on the front

cover installing position.
Tightening torque: 44 N-m {4.5 kgf-m}
[32.5 lbf-ft]
Fig. 6.28
⑥ Extend outward the caulked part of the lock nut.
Fig. 6.29
⑦ Securely holding the worm shaft spline, remove
the lock nut.
Fig. 6.30
⑧ Remove the thrust washer, needle bearing, and
thrust washer.
Fig. 6.31
- 94 -
6. STEERING SYSTEM
⑨ Remove the set plate. Pull out the sensor

housing assembly, taking caution not to lose the
spring.
Then remove the thrust washer, needle bearing,
and thrust washer.
Fig. 6.32
⑩ Remove the bolt securing the side cover.
Remove the side cover and sector shaft as one
unit.
Fig. 6.33
⑪ Remove the bolt securing the rear cover.
Remove the rear cover and the warm shaft.
Fig. 6.34
- 95 -
6. STEERING SYSTEM
(2) Reassembling the steering gearbox

① Holding the gearbox by a vise, install the ball
screw with its gear facing the sector shaft.
Note: Be sure to apply grease to the oil seal lips and
bearing.
Fig. 6.35
② Install the O-ring in the rear cover, then install
the rear cover to gearbox.
{1.7 to 2.8 kgf-m}
[12.3 to 20.3 lbf-ft]
Fig. 6.36
③ Install the adjustment screw in the T-shaped
groove of the sector shaft with shim placed
between so as to limit the clearance below
0.05 mm [0.00197 in.]. Place shim with larger
chamfer on the periphery facing the threaded
part.
Fig. 6.37
④ Apply grease to the bearing of the side cover;
put the adjustment screw in the side cover
opening; then install them.
Fig. 6.38
- 96 -
6. STEERING SYSTEM
⑤ Till the center of the ball nut gear is aligned with

the center of the hole, turn the shaft.
Fig. 6.39
⑥ Align the center of the sector shaft gear with
the center of the hole, then install the side cover
with a packing.
{1.7 to 2.8 kgf-m}
[12.3 to 20.3 lbf-ft]
Fig. 6.40
⑦ Apply grease to the O-ring, then install it in the
groove.
Fig. 6.41
⑧ Install the washer with an outer diameter of 31
mm [1.22 in.], needle bearing, and washer with
an outer diameter of 40 mm [1.6 in.].
Note: Be sure to apply grease to the washers and
the needle bearing before installing them.
Fig. 6.42
- 97 -
6. STEERING SYSTEM
⑨ Apply grease to the inside of the slide ring, then

install it with spring.
Fig. 6.43
⑩ Install the set plate jig.
Tightening torque: 44 N-m {4.5 kgf-m}
[32.5 lbf-ft]
Fig. 6.44
⑪ Install the washer with an outer diameter of 40
mm [1.6 in.], needle bearing, and washer with
an outer diameter of 31 mm [1.22 in.].
Note: Apply grease to the washers and the needle
bearing before installing them.
Fig. 6.45
⑫ As shown in Fig. 6.46, temporarily install
the pitman arm, and turn the worm shaft
counterclockwise. Keeping them as they are,
lightly tighten the nut by hand.
Fig. 6.46
- 98 -
6. STEERING SYSTEM
⑬ Leave your hand from the worm shaft. Caulk

the nut at two positions by the caulking jig (See
Fig. 6.61).
Fig. 6.47
⑭ Make sure that the nut does not show looseness
when the worm shaft is turned clockwise. If
still loose, caulk the nut again.
Fig. 6.48
⑮ Install the O-ring in the O-ring groove. Then
install the front cover.
Tightening torque: 34.3 to 53 N-m
{3.5 to 5.4 kgf-m}
[25.3 to 39.1 lbf-ft]
Fig. 6.49
⑯ Make sure that the total number of turns of the
worm shaft is 4.6 or more. If not so, go back to
step ⑤ .
Fig. 6.50
- 99 -
6. STEERING SYSTEM
(3) Adjustment
① Install the pitman arm on the sector shaft. While
pushing and pulling the pitman arm with a force
of about 19.6 N {2 kgf} [4.4 lbf], measure the
backlash.
Backlash: Below 0.35 mm [0.0138 in.]
If not satisfied, take step that follows.
Fig. 6.51
② Adjust the backlash by the adjustment screw at
the side cover. After the adjustment is complete,
tighten the lock nut.
{2 to 3 kgf-m}
[14.5 to 21.7 lbf-ft]
Note: Be sure to adjust it at the center of steering
angle.
Fig. 6.52
③ By pushing and pulling the pitman arm, check
the operation.
④ Measure the worm shaft starting torque.
Fig. 6.53
⑤ Fix the pitman arm as shown in Fig. 6.54.
Fig. 6.54
- 100 -
6. STEERING SYSTEM
⑥ Apply grease to the roller of the potentiometer,

put the roller in the arm, and then install the
potentiometer by lightly tightening the fixing
screw.
Fig. 6.55
⑦ Connect a tester, power supply unit, and VOLTMETER
resistances to the connector of the potentiometer, (Sub) (Main)
as shown in Fig. 6.56.
Fig. 6.56
⑧ T u r n t h e w o r m s h a f t c l o c k w i s e a n d
counterclockwise several times, and measure the
voltage each time you leave your hand from the
shaft. If the following specified range are not
satisfied, adjust by turning the potentiometer.
Range to satisfy: 2.5 ± 0.1 V (main)
Range to satisfy: 2.5 ± 0.4 V (sub)
After adjustment is complete, fix the
potentiometer.
Fig. 6.57
⑨ Measure the voltage obtained when the worm
shaft is turned to the left turning end and to the
right turning end.
Unit: V
Main Sub
Right turning end 1.2 – 1.6 0.9 – 1.9
Left turning end 3.4 – 3.8 3.1 – 4.1
Fig. 6.58
- 101 -
6. STEERING SYSTEM
⑩ Install the potentiometer cover. When installing,

fix the wire harness with a clip.
Fig. 6.59
⑪ Hold the pitman arm by a vise, fix it with the
nut.
{18 to 22 kgf-m}
[130 to 159 lbf-ft]
Fig. 6.60
Unit: mm [in.]
PC
D
75
15
[0.591]
(140 [5.512])
[0.118 - 0.413]
3 - 10.5
[ 9
3 .6 3
61
]
Set plate
mounting
side
42 [1.614]
[0.276]
7
[0.394]
10
He of R
(58 [1.969])
mis 3
ph
ere
Caulking tool Set plate
Fig. 6.61 Dimensions of Jigs
- 102 -
7. HYDRAULIC SYSTEM
7. HYDRAULIC SYSTEM
Truck model FB30-7
FB10-7 FB15-7 FB20-7 FB25-7
FB30-7V
FB18-7 FB25-7LB FB25-7V
Item FB35-7S
Main pump
Type Gear type ← ←
Name TMG1A18 TMG1A20 TMG1A23
Discharge 18.9 c.c./rev 21 c.c./rev 24.5 c.c./rev
Drive Directly connected to ← ←
motor
Control valve
Type Spool sliding type ← ←
Name MSV04 ← ←
Pressure setting 14.2 MPa 17.2 MPa ←
{145 kgf/cm2} [2062 psi] {175 kgf/cm2} [2489 psi]
FB18: 15.7MPa
{160 kgf/cm2} [2275 psi]
Lift cylinder
Type Single-acting piston type ← ←
Cylinder inner dia. 45 mm [1.77 in.] 50 mm [1.97 in.] 55 mm [2.17 in.]
FB35: 60 mm [2.36 in.]
Rod outer dia. 35 mm [1.38 in.] 40 mm [1.58 in.] 45 mm [1.77 in.]
FB35: 50 mm [1.97 in.]
Stroke 1495 mm [57.4 in.] ← ←
(when lifting height is
3000 mm [118.1 in.])
Tilt cylinder
Type Double-acting piston type ← ←
Cylinder inner dia. 65 mm [2.56 in.] 70 mm [2.8 in.] ←
FB35: 90 mm [3.54 in.]
Rod outer dia. 30 mm [1.2 in.] ← ←
FB35: 45 mm [1.77 in.]
Stroke 120 mm [4.72 in.] 139 mm [5.47 in.] 151 mm [5.94 in.]
Hydraulic oil tank FB35: 137 mm [5.4 in.]
Capacity 18 L [4.8 US gal] 25 L [6.6 US gal] ←

The hydraulic system consists of a pump, control valve, tank, lift cylinders, and tilt cylinders.
Oil is supplied by the pump directly driven by a motor. The control valve is used for controlling
cylinders.
For the high-pressure piping, the O-ring fitting method that provides high sealing performance is
employed to improve hydraulic system serviceability.
For lifting operation, the load handling DC chopper is used to control motor operation so as to
achieve the lifting speed that complies with the amount of lever operation.
- 103 -
7. HYDRAULIC SYSTEM
7.1.1 MAIN PUMP

The main pump is a gear type as shown in Fig. 7.1.
The main pump consists of a pump body, a pair of gears, bushings and packings. To minimize the gap
between the gears’ side-faces, pressure-balanced type bearings and lubrication method are used.
The pressure-balanced type directs part of the oil discharged from the main pump into between the
pressure plate and pump body, to press the pressure plate toward the gear side.
1. DRIVE GEAR
2. SNAP RING
3. OIL SEAL
4. GASKET
5. SIDE PLATE
6. PUMP BODY
7. REAR COVER
8. hypsiloid gasket
9. DRIVEN GEAR
10. BUSHING
11. FRONT COVER
Fig. 7.1 Main Pump
7.1.2 CONTROL VALVE

The control valve consists of two plunger sections, an outlet section, and an inlet section with a relief
valve as shown in Fig. 7.2. The inlet section relief valve is a cartridge type featuring that its pressure
setting does not change even when it is reinstalled after removed.
Between the inlet section and the lift plunger section and between the lift plunger section and the tilt
plunger section, check valves are installed (two in total).
These check valves serve to prevent the back flow from a heavily loaded section to a lightly loaded
section when the lift and tilt levers are simultaneously operated.
A potentiometer installed on the plunger section at the lift side converts the movement of the plunger
into the voltage and sends it to the controller.
- 104 -
7. HYDRAULIC SYSTEM
LIFT SPOOL
TILT SPOOL
PORT G
PORT B2
PORT T
PORT A2
PORT A1
PORT P
RELIEF VALVE
SOLENOID VALVE
POTENTIOMETER
A2
B2
A1
P T
Fig. 7.2 Control Valve
- 105 -
7. HYDRAULIC SYSTEM
(1) Valve control

The control valve plungers are operated with the levers shown in Figure 7.3, with each of the levers
installed on a single shaft.
The bracket supporting each shaft is attached to the front guard. The movement of each lever is
transmitted through the rod to the corresponding plunger.
TILT LEVER ATTACHMENT LEVERS

(OPTIONAL)
LIFT LEVER
VALVE SWITCH
VALVE SPOOL POTENTIOMETER

PLUNGER
(0.031±0.0039 in.)
○ Installing the valve switch

Install the valve switch so that it turns on when the plunger is pushed in 0.8 ±0.1 mm
[0.031 ±0.0039 in.].
At this time, the center of switch’s plunger is aligned with the center of the cam.
Fig. 7.3 Valve control
- 106 -
7. HYDRAULIC SYSTEM
(2) Oil pressure adjustment

① Remove the plug of the check port (G) located in the inlet section of the control valve, then set there
a 20 MPa {200 kgf/cm2} [2901 psi] capacity oil pressure gauge.
② Operate the tilt lever till the cylinder piston reaches it stroke end. Then measure the hydraulic
pressure at that position.
③ If the pressure is not as specified, loosen the relief valve lock nut and adjust it by turning the
adjustment. If the measured pressure is higher than the specified, once lower it by turning the
adjustment screw counterclockwise till it goes down below the specified level. Then turn the screw
clockwise this time till the specified level is acquired.
④ When adjustment is complete, tighten the lock nut.
INLET SECTION
RELIEF VALVE
•
• LOCK NUT
•
CAP
Unit: MPa {kgf/cm2} [psi]

1 to 1.8 t 2.0 to 3.5 t
Required oil pressure 14.2 {145} [2062] 17.2 {175} [2489]
Fig. 7.4
- 107 -
7. HYDRAULIC SYSTEM
7.1.3 HYDRAULIC OIL TANK

The hydraulic oil tank is located at the center of the frame. In the tank, a suction filter and a return
filter are provided for the purpose of ensuring clean oil supply.
FB10 - 18: 18L

FB20 - 35: 25L
OIL FILL CAP RETURN FILTER

(w/ OIL DIPSTICK)
SUCTION FILTER
BREATHER
DRAIN PLUG
Fig. 7.5 Hydraulic Oil Tank
(1) Replacing filters

① Remove the drain plug and drain the oil tank.
② Clean the tank cover surrounding area. Then remove the cover securing bolts.
③ Remove the suction and return hoses.
④ Remove the tank cover.
⑤ Remove the return filter, then install a new return filter.
⑥ Remove the suction filter, then install a new suction filter.
⑦ Remove the packings from the cover and the tank, then apply sealing agent to the tank.
Sealing agent: THREEBOND#4001 or equivalent
⑧ Reinstall the tank cover, then connect the suction and return hoses.
- 108 -
7. HYDRAULIC SYSTEM
7.1.4 LIFT CYLINDER

The two lift cylinders of single-acting type are located on the outer mast frame. Each lift cylinder,
consists of cylinder body, rod, piston, and cylinder cap.
The piston fastened to the rod with a snap ring is provided with a wear ring and packing on its
circumference.
At this lower part of the cylinder body provided is a cut-off valve which works as a safety device
when the high-pressure hose connecting the right and left lift cylinders is broken.
The bushing and oil seal pressed into the cylinder cap serve to support the rod and protect the inside
of the cylinder from dust.
■ Cut-off valve operation

The oil from the cylinder flows back to the tank
via the piston holes A and B . In this step, if the
flow rate passing through the holes are within a range
of the flow rate which can be controlled by the flow
regulator, the pressure difference between the front
and rear of the piston is less than the spring force so
that the piston does not move.
If the hose is ruptured and the oil passing through
the holes A and B exceeds the flow to be controlled, PISTON
the pressure difference between the front and rear
SPRING
of the piston becomes larger than the spring force,
moving the piston to the right.
The piston is thereby in firm contact the section
C of the case so that the oil in the cylinder does not
flow out, stopping the fork go down. Fig. 7.6 In Below Control Flow Rate
CASE
Fig. 7.7 In Over Control Flow Rate
- 109 -
7. HYDRAULIC SYSTEM
Cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. ROD PACKING
5. CYLINDER CAP
6. “O”-RING
7. BUSHING
8. ROD
9. CYLINDER
10. WEAR RING
11. LOCK RING
12. PACKING
13. PISTON
14. SNAP RING
15. SHEAVE
16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
20. COTTER PIN
Fig. 7.8 Lift Cylinder (1- to 1.8-ton Trucks)
- 110 -
7. HYDRAULIC SYSTEM
Cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. ROD PACKING
5. CYLINDER CAP
6. “O”-RING
7. BUSHING
8. ROD
9. CYLINDER
10. LOCK RING
11. WEAR RING
12. PACKING
13. PISTON
14. SNAP RING
15. SHEAVE
16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
20. COTTER PIN
Fig. 7.9 Lift Cylinder (2- to 2.5-ton Trucks)
- 111 -
7. HYDRAULIC SYSTEM
Cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. ROD PACKING
5. CYLINDER CAP
6. “O”-RING
7. BUSHING
8. ROD
9. CYLINDER
10. LOCK RING
11. WEAR RING
12. PACKING
13. PISTON
14. SNAP RING
15. SHEAVE
16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
20. COTTER PIN
Fig. 7.10 Lift Cylinder (3-ton Trucks)
- 112 -
7. HYDRAULIC SYSTEM
Cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. ROD PACKING
5. CYLINDER CAP
6. BUSHING
7. “O”-RING
8. ROD
9. CYLINDER
10. LOCK RING
11. WEAR RING
12. PACKING
13. PISTON
14. CUT-OFF VALVE
Carriage side 15. SPRING
Mast side 16. SHEAVE
17. SNAP RING
18. CHAIN
19. ANCHOR PIN
20. ADJUSTMENT NUT
21. LOCK NUT
22. COTTER PIN
Fig. 7.11 Lift Cylinder (3.5-ton Trucks)
- 113 -
7. HYDRAULIC SYSTEM
7.1.5 FLOW REGULRATOR VALVE

The flow regulator valve is located at the position
as shown in Fig. 7.12. It not only controls the fork
LIFT CYLINDER
lowering speed but works as a safety device in case (RIGHT)
of a rupture of the high-pressure hose.
LIFT CYLINDER
The oil flowing from the control valve to the lift (LEFT)
cylinders is not controlled, but the oil returning from
the lift cylinders is controlled.
to OIL TANK
■ Flow regulator valve operation
The oil returning from the lift cylinder flows into to CONTROL
VALVE
the chamber G from which it then runs into the FLOW
control valve after flowing through the chambers F , REGULATOR
VALVE
D , C , B , and A .
In this step, the more the oil flow via the hole
C in the piston ④ becomes, the larger the pressure
difference between the front and rear of the piston
becomes.
Fig. 7.12 Mast Piping
When the force that pushes the piston ④ ,
produced by the pressure differential, is greater than the spring force ⑦ , the piston ④ moves to the
right. The hole D is narrowed by the hole C to limit the flow rate, and the fork lowering speed is thus
controlled.
When the forks are raised, the high-pressure oil from the control valve runs into the lift cylinder
through the chambers A , B , C , D , E , and F into the lift cylinder.
G F H E D C B A
•
•
•
• Free flow
• • • •
• •
Regulated
• • flow
•
• •
Lift cylinder side • • Control valve side
1. CASE 4. PISTON 7. SPRING

2. SPRING 5. SLEEVE 8. “O”-RING
3. BALL 6. ORIFICE 9. NIPPLE
Fig. 7.13 Flow Regulator Valve (1.0- to 3.0-ton Trucks)
- 114 -
7. HYDRAULIC SYSTEM
Free flow
Regulated
flow
Lift cylinder side Control valve side
1. SPRING 5. PISTON 9. “O”-RING

2. CASE 6. SLEEVE 10. NIPPLE
3. SPRING 7. ORIFICE
4. BALL 8. SPRING
Fig. 7.14 Flow Regulator Valve (3.5-ton Trucks)
■ Flow regulator valve operation

The oil returning from the lift cylinder flows into the chamber F , past the chambers E , D , C , B ,
and A , and then back into the control valve.
In this step, the more the oil flows via the hole C in the piston ⑤ , the greater the pressure differential
across the piston ⑤ becomes to shift the piston ⑤ to the right. Therefore, the hole D is narrowed by the
hole C so that the quantity of oil flowing through the hold D is restricted to reduce the fork lowering
speed.
When the forks are raised, the high-pressure oil from the control valve flows through the chambers A ,
B , C , D , E , and F to the lift cylinders.
- 115 -
7. HYDRAULIC SYSTEM
7.1.6 TILT CYLINDER

The tilt cylinder is a double-acting type. The piston rod end is supported by the mast, and the
cylinder tail by a pin on the frame. Two tilt cylinders are mounted on both sides of the truck, one at
each.
The tilt cylinder consists of a cylinder body, cylinder cap, piston and piston rod. The piston is
attached to the piston rod with a nut, and is provided with two packings and one wear ring on its
circumference. It is slid by hydraulic oil along the inner surface of the cylinder.
The cylinder cap is provided inside with a press-fitted bushing, packing, and dust seal which provide
oil tightness for the piston rod and in the cylinder cap, and also supports piston rod.
When the tilt lever is pushed forward, high-pressure oil flows into the tilt cylinder through its tail.
The oil then moves the piston forward, high-pressure oil flows into the tilt cylinder through its tail. The
oil then moves the piston forward, causing the mast to tilt forward by 6 degrees.
When it is pulled toward the operator, high-pressure oil enters the tilt cylinder from the cylinder cap
side. The oil then pushes back the piston, causing the mast to tilt backward by 12 degrees.
1. JOINT 8. LOCK RING

2. DUST SEAL 9. ROD
3. BUSHING 10. CYLINDER
4. “O”-RING 11. PACKING
5. PACKING 12. PISTON
6. CYLINDER CAP 13. LOCK NUT
7. “O”-RING
Fig. 7.15 Tilt Cylinder
- 116 -
TILT CYLINDER (RIGHT)
CONTROL VALVE
- 117 -
to LIFT CYLINDER
OIL TANK
TILT CYLINDER (LEFT)
Fig. 7.16 Hydraulic Oil Piping

MAIN PUMP
7. HYDRAULIC SYSTEM
7. HYDRAULIC SYSTEM
7.2 MAINTENANCE
7.2.1 MAINTENANCE OF PUMP
■ Cautions
1. Before disassembling the pump, check for oil leaks from the oil seal, the mating section of the
pump body and cover, and other areas.
2. Remove rust, dust and dirt at the shaft end and the pump body. Failure to do so might damage
the parts or allow them to enter the inside of the pump during disassembly, thus misleading your
diagnosis about the pump.
3. The pump has some symmetrical parts. Before disassembling the pump, mark the parts in the
manner shown in the “disassembly procedure”, to ensure correct reassembly. For this purpose,
use oil paint not to damage the parts.
4. Disassembly is a means of finding out the cause of a trouble. Observe the procedure for
disassembling the pump.
5. Before disassembly, make sure you get new packings, gaskets, and oil seals.
(1) Disassembly
① Hold the front cover in a vice with the input
shaft side downward.
Notes: 1. T h e b o l t s w i l l b e l o o s e n e d d u r i n g
disassembly. Make sure to hold the front
cover in a vice securely as shown in
Figure 7.18, to prevent the pump from the
vice when a force is applied on the pump.
2. Mark the rear and front covers and the drive
gear side of the pump body with oil paint.
Fig. 7.17
② Turn the four fitting bolts with a torque wrench
in the tightening direction, to check whether they
are properly tightened to 88 - 98 N-m {9 - 10
kgf-m} [65.1 - 72.3 ft-lbs].
Fig. 7.18
- 118 -
7. HYDRAULIC SYSTEM
③ Remove the four fitting bolts.
Fig. 7.19
④ Remove the rear cover by tapping the side face
of the pump body with a plastic mallet. If the
gaskets remain inside the pump body, move
them toward the rear cover side.
Fig. 7.20
⑤ Remove the pump body. If the gaskets remain
inside the pump body, move them toward the
front cover side.
Fig. 7.21
⑥ Put the mark “RV” the rear cover side plate at
the drive gear side before removing the side
plate.
Fig. 7.22
- 119 -
7. HYDRAULIC SYSTEM
⑦ Put the mark “R” on the driven gear shaft end

and remove the drive gear.
Fig. 7.23
⑧ Holding the front side plate, remove the drive
gear.
Fig. 7.24
⑨ Put the mark “FV” on the front side plate at the
drive gear side, and remove the side plate.
Fig. 7.25
⑩ Turn over the front cover and hold it again in
the vice. Remove the snap ring.
Fig. 7.26
- 120 -
7. HYDRAULIC SYSTEM
⑪ Remove the oil seal from the front cover.
Fig. 7.27
- 121 -
7. HYDRAULIC SYSTEM
(2) Inspection
CAUTION
1. Inspections are carried out to locate the cause of troubles and to determine whether parts
are reusable or not. Inspections must be carried out only by personnel with a certain
amount of knowledge and experience in hydraulic equipment.
2. The “useful limit” shown in this section should be used as a rough guide. We do not always
guarantee the performance of a part if it does not reach its useful limit.
Name of component Items to be checked Remarks (cause and others)
① Front cover (a) Check for cracks or damage. Oil pressure is too high.
CAUTION
The mating section between the front cover and the pump body looks black in some parts.
This is caused by the friction between aluminum parts and is not a problem.
② Pump body (cast iron) (a) Check for cracks or damage. Oil pressure is too high.
(b) Check wipe depth or wipe surface. Oil pressure is too high.
Useful limit
Wipe depth limit: less than 0.04 mm [0.0016 in]
(c) Check for signs of interference with gear at Runout of gears

discharge side. Pump’s performance is not affected if there is
a sign of interference.
③ Drive and driven gears (a) Check shaft ends and keyways for cracks, They might occur when gears are runout or
damage or undue wear. insufficiently lubricated, or when oil pressure
is too high.
(b) Check journal (in the area which slides on Contaminants in oil, too high oil temperature
the bearing) for discoloration, undue wear, (120℃ [248°F] or higher), too frequently idle
or roughness. operations
CAUTION
OIL SEAL SIDE PLATE The shaft might have the following
INPUT BUSHING BUSHING scratches or scores on its outer diameter:
SHAFT (a) T h o s e c a u s e d b y a h a r d o b j e c t
between the shaft and bushing.
(b) Those caused by the oil seal’s main
lip
(c) Those caused by the oil seal’s dust lip
Useful limit
Roughness on journal (a): 0.8S - 1.6S
Roughness on oil seals (b and c): 1.6S - 3.2S
- 122 -
7. HYDRAULIC SYSTEM
Name of component Items to be checked Remarks (cause and others)
(continued from the (c) Check for discoloration, undue wear, or Contaminants in oil, too high oil temperature
preceding page) roughness on the gears. (120℃ [248°F] or higher), too frequently idle
operations
Useful limit
0.1 mm [0.0040 in] or less
(d) Check gear teeth for roughness or Irregular rotation at high speeds
pitching.
(e) Check for missing or broken gear teeth Too high oil pressure or a hard object caught in
gear
④ Side plate (a) Check side plate in the gear sliding area Fine dust between side plate and gears
for wear or nicks or scores.
(b) Check the gears for erosion at or near the Cavitation or aeration
engagement area.
Useful limit
Wear limit: 0.15 mm (0.006 in) or less
LBC surface
These areas
might be worn
Discharge port Suction port

Erosion
might occur
here due to
cavitation.
⑤ Bushing Check the inner surfaces of bushings for The bushings are made of copper with the
The bushings are fitted roughness or wear. back plate made of lead brass. The back plate
into front and rear consists of porous and PTFE (polytetrafluoro-
covers. ethylene) layers.
Useful limit
When the back plate of the bushing is exposed to view.
⑥ Gasket (a) Check gaskets for proper installation or Too high oil temperature
cut.
(b) Check rubber parts for swelling. Fire retardant hydraulic oil (phosphate) or
gasoline is used.
⑦ Oil seal (a) Check oil seal for round or peeled edge. Wear occurs due to contaminants in oil, dust
which enters oil due to undue external negative
CAUTION pressure, or rust due to moisture.
The oil seal might be
(b) Check main lip for warping outward. Increased internal oil leaks or high oil pressure
damaged when the drive
(0.2 - 0.3 MPa {2 - 3 kgf/cm2} [28.5 - 42.7 psi]
gear is disassembled or
or more) applied on oil seal
when it is removed from
the front cover. It is diffi-
(c) Check rubber parts for swelling. Fire retardant hydraulic oil (phosphate) or
cult to locate the cause of
gasoline is used.
damage when removing
it from the front cover.
- 123 -
7. HYDRAULIC SYSTEM
(3) Pump reassembly

① As shown in Fig. 7.28, hold the front cover in a
vice.
Fig. 7.28
② Install a new gasket in the groove in the front
cover.
Fig. 7.29
③ Install a new “E” gasket in the groove in the
front cover, referring to Fig. 7.31.
Fig. 7.30
”3”-shaped
gasket groove The “E” gasket should
be installed with its flat
surface pointing to the Flat surface
bottom of the groove.
B-B section
Discharge Suction
side side
Flat surface
Discharge Suction
side side
A-A section C-C section
(b) “3”-shaped gasket
Fig. 7.31 Gasket Installation
- 124 -
7. HYDRAULIC SYSTEM
④ Install the pump body on the front cover,

referring to Fig. 7.33.
Fig. 7.32
Counterclockwise rotation: Drive side

Front side
Counterclockwise Clockwise rotation:
rotation: Rear side
Rear side Suction port
Clockwise rotation: Discharge port (larger radius)
Front side (smaller radius)
Projection (to be always

Driven side pointed to drive side)
Fig. 7.33
⑤ Install the front side plate on the front cover,
referring to Fig. 7.35.
Fig. 7.34
LBC surface Back plate

(yellow) (SC material)
Discharge side Suction side Suction Discharge

(smaller radius) (larger radius) side side
The LBS surface should

be always pointed to
gear’s side face
Fig. 7.35
- 125 -
7. HYDRAULIC SYSTEM
⑥ Install the drive gear in the pump body, with its

splines pointed downward.
Fig. 7.36
⑦ Install the drive gear in the pump body, as
shown in Fig. 7.38.
Fig. 7.37
CAUTION
The sketch shows the engagement of the left-rotation pump. Since the tooth profiles of the
two gears are asymmetric, install them with their larger pressure angle sides pointed to each
other. Failure to do so might damage the gear teeth.
Greater pressure angle side

(drive-side engagement surface)
Smaller pressure
angle side
Engagement surfaces
(shaded sections) Driven
side
Drive
side
Greater pressure angle side
Smaller pressure angle side (driven-side engagement surface)
(a) Engagement of 1st pump (b) Engagement of asymmetric tooth profiles
Fig. 7.38
- 126 -
7. HYDRAULIC SYSTEM
⑧ Install the rear side plate in the pump body, as

shown in Fig. 7.35.
Fig. 7.39
⑨ Apply grease on a new gasket in some points
and install the gasket in the rear cover groove.
Fig. 7.40
Gasket groove
”E” gasket
Discharge side Suction side
The rear cover is commonly used for the

“L” (counterclockwise rotation) type and
the “R” (clockwise rotation) type. Align the
discharge side with the suction side.
Fig. 7.41
⑩ Install the “3”-shaped gasket in the rear cover,
as shown in Fig. 7.31.
Fig. 7.42
- 127 -
7. HYDRAULIC SYSTEM
⑪ Install the rear cover in the pump body with its

gasket pointed downward.
Fig. 7.43
⑫ Install the four bolts and tighten them to the
specified torque:
Tightening torque: 88 - 98 N-m {9 - 10 kgf-m}
[65.1 - 72.3 ft-lbs]
Fig. 7.44
⑬ Remove the pump from the vice and put it on a
work bench.
Apply grease on the area between the lips and
on the outer diameter of a new oil seal. Install it
on the oil seal guide shown in Fig. 7.50. Put it
on the drive shaft of the pump, and install the oil
seal onto the front cover with an oil seal snap.
Fig. 7.45
Direction in which
oil seal is installed. Apply a thin coat
of grease on outer
Dust lip diameter of oil seal.
Oil seal
Main lip
Apply grease area
between oil seal lips.
Fig. 7.46 Fig. 7.47
- 128 -
7. HYDRAULIC SYSTEM
⑭ Secure the oil seal with a snap ring and remove the oil seal guide.
Cross section of
“C” lock ring (Front cover)
Side at which corner is

chamfered.
Oil seal
Fig. 7.48 Fig. 7.49
ø4
[0.16]
ø17
2 [0.08]
ø4 [0.67]
[0.16]
20° R2
[0.08] R2
[0.08]
R5
[0.2]
R2
[0.08]
100 [3.9]
115 [4.5]
92 [3.622]
62 [2.44]
71 [2.8]
+0.05
22.05 -0
+0.002
[0.868 -0 0 ]
23.0 -0.05
23.1 -0.05
[0.906 -0.002
0
] 0
0
[0.91-0.002 ]
+0.02
35.5 +0.5
0 [1.398 0 ]
Oil seal guide Oil seal snap
Fig. 7.50
- 129 -
7. HYDRAULIC SYSTEM
7.2.2 TRIAL RUN

Trial runs should be performed to run in an assembled pump and to ensure that it delivers the
specified performance. Trial runs are preferably carried on a special test stand, but may be carried out
with the pump on the machine using the following manner:
(If the pump were disassembled because of a seized pump or an abnormally worn internal component,
be sure to change the hydraulic oil and replace the filters with new ones before trying to make a trial
run.)
(a) Install the pump on the truck. Install a pressure gauge on the oil pressure check port of the control
valve.
(b) Loosen the relief valve adjustment screw and operate the pump at 500 to 1000 rpm for about 10
minutes. Make sure the pressure is less than 0.98 MPa {10 kgf/cm2} [142 psi].
(c) Increase the pump speed to 1500 to 2000 rpm and let the pump operate for about 10 minutes.
(d) Keeping the pump speed at 1500 to 2000 rpm, increase the pressure by 2 - 3 MPa {20 to 30 kgf/
cm2} [284 to 427 psi] up to 17.2 MPa {175 kgf/cm2} [2489 psi], letting the pump operate at each
pressure for about 5 minutes. Operate each circuit for 5 minutes and replace the return filter with a
new one.
While increasing the pressure, check the oil temperature and pump surface temperature. Check also
for operating noise. If the oil temperature or pump surface temperature rises excessively, reduce the
load and drop the temperature before continuing the test.
(e) After the test is over, set the oil pressure for 17.2 MPa {175 kgf/cm2} [2489 psi], perform a
discharge test. The pump discharge is checked by observing the lift speed.
- 130 -
7. HYDRAULIC SYSTEM

If any problem occurs in the hydraulic system, locate the cause of the problem and take necessary
measures, referring to the tables given below.
(1) Control valve
Problem Cause Remedy
PF circuit pressure does not Spool is stuck. Disassemble and clean.

rise. Sliding surface damaged. Clean hydraulic oil tank.
The control flow is not a Spring broken. Change spool.
specified value. Orifice clogged Change spring.
Relief valve improperly adjusted. Disassemble and clean.
Readjust.

EF circuit pressure does Spool stuck. Disassemble and clean.
not rise. Orifice clogged Disassemble and clean.
Vibration Spool stuck Disassemble and clean.

Slow pressure rise Insufficient air bleeding. Bleed air out of system.
Spool stuck Disassemble and clean.
PF circuit pressure is Spool stuck Disassemble and clean.

higher than setting. Orifice clogged Disassemble and clean.
The control flow is not a Relief valve malfunctioning Readjust.

specified value.
Noisy control valve Relief valve malfunctioning Readjust.
Oil leaks (external) “O”-ring deteriorated or damaged Change “O”-ring.
Spring defective Change spring.

Low pressure setting Set surface defective Readjust.
Change relief valve.
Oil leaks (internal) Seat surface damaged Correct seat surface.
Noisy control valve Sliding area too worn Change relief valve.
Pressure setting rises Poppet stuck. Disassemble and clean.
- 131 -
7. HYDRAULIC SYSTEM
(2) Main pump
Problem Cause Remedy
No oil discharged from gear Low oil level in oil tank Add oil to specified level.
pump
Clogged suction tube or strainer Clean or change oil if necessary.
• Worn pressure plate

• Worn bearing
Replace with new one
• Defective plate seal, bushing seal
or back-up
Gear pump pressure won’t
rise Adjust relief valve setting with a
Maladjusted relief valve
pressure gauge.
• Retighten suction side piping

connections.
Air being sucked
• Add oil into oil tank.

• Check pump oil seal.
Collapsed suction hose or clogged

strainer causes cavitation Check hose or service strainer.
Air being sucked due to a loose suc-

Noisy gear pump Retighten a loose joint.
tion side joint
Change to oil of proper viscosity

Too viscous oil causes cavitation Operate pump at proper
temperature.
Find the cause of air bubbles and

Air bubbles in oil
take necessary measures.
Oil leaks from pump Defective pump oil seal or plate seal Replace with new ones.
Defective pump Replace pump with a new one.
- 132 -
8. LOAD HANDLING SYSTEM

Model FB10-7 FB15-7 FB20-7 FB25-7 FB30-7
FB35-7S
Item FB18-7 FB25-7LB FB25-7V FB30-7V
Name VM-81E VM-81N VM-39F FM-77X

Type Roller type 2-step telescopic mast with free lift
Max. standard lifting height 3000 mm [118.1 in.]
Fork lifting system Hydraulic
Mast tilting system Hydraulic
Lift chain Leaf chain BL623 Leaf chain BL634 Leaf chain BL823 Leaf chain BL834
Mast cross section
Outer mast
B C
←
A: 60 mm
A: 44 mm A: 48 mm [2.36 in.]
[1.73 in.] [1.89 in.] B: 124 mm
B: 102.5 mm B: 119.5 mm [4.88 in.]
[4.04 in.] [4.71 in.] C: 170 mm
C: 134.5 mm C: 161.5 mm [6.69 in.]
[5.30 in.] [6.36 in.]
Inner mast A
← C B
A: 43 mm A: 45 mm A: 54 mm
[1.69 in.] [1.77 in.] [2.13 in.]
B: 102.5 mm B: 119.5 mm B: 124 mm
[4.04 in.] [4.71 in.] [4.88 in.]
C: 134.5 mm C: 159.5 mm C: 170 mm
[5.30 in.] [6.28 in.] [6.69 in.]
D: 72 mm D: 76 mm D: 89 mm
[2.83 in.] [2.99 in.] [3.50 in.]
- 133 -

The load handling system is of roller type having a two-staged telescopic mast. It consists of an outer
channel, inner channel, and carriage.
8.1.1 OUTER AND INNER CHANNELS

Outer and inner channels are of welded construction. The lower part of the outer channel is provided
with a support to be used for installing the mast assembly on the drive axle.
The center of the outer channel is supported by the frame via the tilt cylinder. The mast assembly tilts
forward and rearward by expanding and contracting the tilt cylinder.
At the inner channel, the end roller is installed on the lower outside. At the outer channel, it is
installed on the upper inside through the shim.
1. INNER CHANNEL
2. OUTER CHANNEL
3. END ROLLER
4. SHIM
5. SNAP RING
6. END ROLLER
7. SHIM
8. SLIPPER
9. SHIM
10. PIN
11. CAP
12. BUSHING
Fig. 8.1 Outer and Inner Channels (VM-81E)
- 134 -
1. INNER CHANNEL
2. OUTER CHANNEL
3. END ROLLER
4. SHIM
5. SNAP RING
6. END ROLLER
7. SHIM
8. SLIPPER
9. SHIM
10. PIN
11. CAP
12. BUSHING
Fig. 8.2 Outer and Inner Channels (VM-81N, VM-81R, VM-39F)
- 135 -
1. OUTER CHANNEL
2. INNER CHANNEL
3. END ROLLER
4. SNAP RING
5. SLIPPER
6. NUT
7. PLUG
8. SLIPPER
9. SHIM
10. SIDE ROLLER
11. SHIM
12. SPACER
13. PIN
14. STOPPER
15. CAP
16. BUSHING
Fig. 8.3 Outer and Inner Channels (VM-77X)
8.1.2 CARRIAGE
The carriage has end rollers that roll along the inside of the inner channel, each installed on the end
roller shaft by bearings. The end roller shafts are welded to the carriage. The upper end rollers are shim-
adjusted while the lower end rollers are secured to the shafts with snap rings.
Longitudinal load is sustained by the end rollers. When the forks are raised to the maximum height,
the upper end rollers emerge from the mast top. Transverse load is sustained by the lower side-rollers.
- 136 -
1. FORK
2. CARRIAGE
3. END ROLLER
4. SHIM
5. SNAP RING
6. SIDE ROLLER
7. SHIM
8. SPACER
Fig. 8.4 Carriage
- 137 -
1. FORK
2. CARRIAGE
3. END ROLLER
4. SNAP RING
5. SIDE ROLLER
6. SNAP RING
7. SHAFT
8. SHIM
9. RETAINING ROLLER
10. SNAP RING
Fig. 8.5 Carriage (VM-77X)
- 138 -
8.1.3 LOCATIONS OF ROLLERS

The end and side rollers are installed on the carriage.
The end rollers support longitudinal load and the side rollers support lateral load so that the inner
channel and carriage are raised and lowered smoothly.
(adjust with shims)

END ROLLER
(adjust with shims)

END ROLLER
Lower section
CARRIAGE
END ROLLER
(adjust with shims)
(adjust with
SIDE ROLLER
shims)
Upper section
CHANNEL
INNER
(adjust with shims)

CHANNEL
OUTER
(adjust with shims)
CYLINDER
END ROLLER
SLIPPER
LIFT
Fig. 8.6 Locations of Rollers (1- to 1.8-ton Trucks)
- 139 -
Upper section Lower section
OUTER INNER
CHANNEL CHANNEL
CARRIAGE
END ROLLER
(adjust with shims) END ROLLER SIDE ROLLER END ROLLER
(adjust with (adjust with (adjust with shims)
shims) shims)
- 140 -
SLIPPER
(adjust with shims)
LIFT END ROLLER

CYLINDER (adjust with shims)
Fig. 8.7 Locations of Rollers (2- to 3.0-ton Trucks)

Upper section Lower section
END ROLLER
END ROLLER
END ROLLER
SIDE ROLLER INNER
(adjust with shims) CHANNEL
SIDE ROLLER
(adjust with shims)
RETAINING ROLLER RETAINING ROLLER

SIDE ROLLER
OUTER CHANNEL (adjust with shims)
- 141 -
SIDE ROLLER
(adjust with shims)
INNER CHANNEL END ROLLER
OUTER CHANNEL
Fig. 8.8 Locations of Rollers (3.5-ton Trucks)

SLIPPER
(adjust with shims)
8.2 MAINTENANCE
8.2.1 ADJUST LIFT CYLINDER ROD WITH SHIMS
After the lift cylinder, inner channel, and outer channel are replaced, the lift cylinder rod length needs
to be adjusted.
(1) Install a piston head on the rod of each left

cylinder without using shims. SHIM
PISTON HEAD
(2) Extend the rod of each lift cylinder slowly and
examine the difference in the rod stopping time
when the rod reaches the stroke end between the
two lift cylinders.
(3) Add shims to the space between the rod and
piston head of the lift cylinder whose rod stops
first.
Shim thickness: 0.2 and 0.5
[0.0079 and 0.0197 in.]
LIFT CYLINDER
(4) Adjust the lift chain tension.
Fig. 8.9
8.2.2 ADJUSTING HEIGHT OF CARRIAGE

(1) Stop the truck on a level surface and put the
mast vertically.
TIRE
(2) Keep the fork bottom on the ground and adjust
the projected amount A of the carriage lower
INNER CHANNEL
end roller to the value as shown in Table 8.1,
using the chain anchor pin at the mast side.
CARRIAGE END
ROLLER
Table 8.1
FORK
Model Mast Type A (mm [in.])
1 – 1.8 t VM-81E 36 – 41 [1.42 – 1.61]
2 – 2.5 t VM-81N 24 – 29 [0.94 – 1.14]
Fig. 8.10
3.0 t VM-39F 44 – 49 [1.73 – 1.93]
3.5 t VM-77X 37 – 42 [1.46 – 1.65]
- 142 -
(3) Make sure that the clearance between the

carriage and the inner channel stoppers is 0 mm INNER CHANNEL
STOPPER
when the fork is raised to the maximum lifting
height
Note 1: When the mast lifting height is over 4000
mm [157.5 in.], the dimension B is +50
mm [1.97 in.].
CARRIAGE
STOPPER
CHAIN ANCHOR
PIN AT MAST SIDE
Fig. 8.11
(4) Adjust the tension of the right and left chains to

the same value with the chain anchor pin at the
mast side when the fork is at the bottom position CHAIN
and the mast is tilted back all the way.
ANCHOR PIN
ADJUST NUT
LOCK NUT
Fig. 8.12
- 143 -
8.2.3 PROCEDURE FOR REPLACING ROLLERS AT CARRIAGE SIDE (excluding VM-77X)

(1) Attach the pallet to the fork and stop the truck
on a level surface.
(2) Lower the fork with the pallet to the ground.
(3) Remove the joint link of the mast side anchor
pin and remove the chain from the sheave.
(4) Extent the lift cylinder rod to raise the inner
channel. (See ① in Fig. 8.13.)
(5) Move the truck backwards after making sure
that the carriage is removed from the inner
channel. (See ② in Fig. 8.13.)
Fig. 8.13
(6) Replacing end rollers

① Remove the lower end roller with a puller,
keeping the shim.
Stamp (S or SS)
② Install a new end roller with the shim removed
in step ① . Check the stamp of S or SS and
install the roller which is marked the same
stamp, pointing the stamp side to the carriage
side.
③ Remove the snap ring and remove the upper end
roller with a puller.
④ Install a new end roller and secure it with the
snap ring.
Fig. 8.14
(7) Replacing side rollers

① Remove the side roller assembly. Keep the
numbers of the shims and their combination as SHIM
they were. SHIM
② Install a new roller with the shims removed in SIDE
ROLLER
step ① , pointing the groove for the balls to the
shim side. (See Fig. 8.16.)
③ If there is excessive looseness between the side
roller and inner channel, and the shims between END
ROLLER
the end roller and side roller, seeing “8.2.5
PROCEDURE FOR ADJUSTING SHIMS”.
Fig. 8.15
- 144 -
(8) Extend the lift cylinder rod so that the inner

channel bottom projects the upper section of the
carriage.
(9) Bring the truck close to the carriage side so that Groove for balls
each roller enters inside of the outer channel.

(10) Contract the lift cylinder rod to lower the inner
channels gradually. Place each roller of the
carriage into the inner channels.
(11) Engage the chain with the sheave and connect
the chain and anchor through the joint link.
Fig. 8.16 Side Roller
(12) Adjust the height of the carriage. (See 8.2.2.)
Fig. 8.17
- 145 -
8.2.4 PROCEDURE FOR REPLACING ROLLERS AT MAST SIDE (excluding VM-77X)

(1) Remove the carriage from the inner channel
in the same procedure as described in “8.2.2
PROCEDURE FOR REPLACING ROLLERS
AT CARRIAGE SIDE.”
(2) Move the truck to a level surface and put the

both rear wheels on the bench of 250 – 300 mm
[9.8 – 11.8 in.] in height.
(3) Apply parking brake and block the both rear

wheels securely with blocks.
(4) Remove the bolt securing the lift cylinder and

inner channel, and hoist the inner channel with a Fig. 8.18
crane, keeping shims at the end of the piston rod.
(5) Remove the lift cylinder mounting both at the

lower section of the outer channel and cylinder
SLIPPER
support at the middle section, and remove the SHIM
lift cylinder from the outer channel. Remove the SHIM
hydraulic hose with two wrenches, using caution END ROLLER
not to loosen the fittings at the cylinder side.
(6) Operate the crane to lower the inner channel

gradually and remove the end roller from the
lower section of the inner channel. At the
same time, the end at upper section of the outer
channel can also be removed.
(7) Replacing end rollers

① Remove upper end roller with a puller, keeping
shims.
② Install a new end roller with the shims removed
in step ① . Check for the stamp of S or SS
and install the roller which is marked the same SHIM
stamp, pointing the stamp side to the inner END
channel side. (See Fig. 8.14.) ROLLER
③ Replace the lower end roller, using same

procedure as above. In this step, point the stamp
side to the outer channel side.
Fig. 8.19
(8) Operate the crane to hoist the inner channel. Place each roller into the channels.
(9) Install the lift cylinder and carriage in the reverse order of disassembly.
- 146 -
8.2.5 PROCEDURE FOR ADDING OR SUBTRACING SHIMS (excluding VM-77X)

Move the inner channel and carriage to one side of the outer channel. Measure the clearance between
the end roller at the opposite side and each channel.
Clearance between roller and channel: 0 to 0.5 mm [0 to 0.197 in.]
0 to 0.5 mm at upper side Make contact

SHIM SHIM with one side.
SHIM
SHIM
SHIM
Make contact
0 to 0.5 mm [0 to 0.197 in.] with one side.
Note: Apply grease to the end roller contacting surface of each channel.
Procedure for Adding or Subtracting Shims
Fig. 8.20
- 147 -
NOTE
- 148 -
9. ELECTRIC WIRING
9. ELECTRIC WIRING
The electric components of the truck are wired using several types of wire harnesses and color coded
by circuit (wire number).
The wire harnesses are connected with connectors (2 types) or screws.
Table 9.1 Color symbols and examples
Y L 22 Wire B Black R Red L 110 Wire

number number
G Green W White
L Blue Y Yellow
O Orange Lg Light green

Example: Wire number 22, Yellow coating Example: Wire number 110, White number
with a blue marking P Pink Sb Light blue 110, White coating without marking
Table 9.2 Connector symbol
Connecting type Plug-in side Receptacle side Remarks

Plug-in type
Housing
The numbers signify wire
numbers.
Plug The alphabetic letters mean
colors. (Table 9.1)
Screw type
Two wires may have different wire numbers even though they have the same wire color. Before
trying to check the wires, refer to wire harness and circuit diagrams on pages that follow.
The dotted lines in the circuit diagrams are given for optional equipment.
- 149 -
9. ELECTRIC WIRING
■ FET UNIT
The FET unit consists of semiconductor switches in which FETs are used as switching elements, and
turns on and off the lights in response to the input from the mechanical switches.
View A
Fig. 9.1
- 150 -
9. ELECTRIC WIRING
PR 51W
TURN SIGNAL LIGHT (RIGHT)
RL 51W
TURN SIGNAL LIGHT (LEFT)
RM 80W
HEAD LIGHT
RT 44W
TAIL LIGHT
RB
BRAKE SIGNAL
BB 20W
BACK-UP LIGHT
+
35W
BEACON LIGHT
RF
OPTIONAL EQUIPMENT
CHIME: 0.15A
35W
BEACON LIGHT
RX
OPTIONAL EQUIPMENT
35W
BEACON LIGHT
Fig. 9.2 FET Unit (Circuit Diagram)
- 151 -
9. ELECTRIC WIRING
HEAD LIGHT REAR COMBINATION LIGHT
FRONT
COMBINATION
LIGHT
FB10－FB18 FB20－FB35
View A
Fig. 9.3 Light Installation Position
- 152 -
9. ELECTRIC WIRING
■ HEAD LIGHT
The head light has a structure as shown in Figure 9.4. Two head lights are installed on the front poles
of the overhead guard, one for each.
A A
⑤ 1. LENSE
2. RIM
④ 3. HOUSING
4. REFLECTOR
③ 5. GASKET
6. BULB
⑥
Section A - A
Fig. 9.4 Head Light
- 153 -
9. ELECTRIC WIRING
■ Replacing light bulbs

If you want to remove a bulb, push it into the
SCREW
reflector and then turn to the left.
If you want to install a new bulb, push it into the
REFLECTOR
reflector and then turn to the right. 40W‑48V
GASKET
(1) Head light and work light
① Remove the screw securing the rim and housing,
and remove the rim, lens, and gasket.
② Remove the bulb from the reflector and install a

new bulb. LENS
RIM
Fig. 9.5 Head Light (Work Light)
1. Use caution not to get burnt because the surface of a hot soon after it is turned off.
2. Use caution not to contaminate the bulb and reflector surfaces.
③ With the gasket, install the lens and reflector.

BACK-UP LIGHT
10W-48V
(2) Rear and front combination lights
① Remove the screws securing the lens and body, LENS
BODY
and separate the lens from the body.
② Remove the the burned-out bulb you want to

replace and install a new bulb.
③ Reassemble the lens and body with the screws. SCREW

STOP/ TURN SIGNAL
TAIL LIGHT LIGHT
25W/10W-48V 25W-48V
Fig. 9.6 Rear Combination Light
TURN SIGNAL LIGHT

25W-48V
SCREW
BODY
SIDE MARKER LIGHT

10W-48V
LENS
Fig. 9.7 Front Combination Light
- 154 -
9. ELECTRIC WIRING
to HORN SWITCH
to LIGHTING SWITCH
to F/R SWITCH
to METER PANEL
to KEY SWITCH
to RWL SWITCH
to FLASHER UNIT
OPTION
to WIRE HARNESS, to BRAKE SWITCH WIRE HARNESS,

OVERHEAD GUARD (LEFT) OVERHEAD GUARD (RIGHT)
CAPACITOR
to HORN
to WIRE HARNESS, FRAME
Fig. 9.8 Wire Harness, Front Guard (1 - 2.5 ton trucks)
- 155 -
9. ELECTRIC WIRING
to HORN SWITCH
to LIGHTING SWITCH
to F/R SWITCH
to METER PANEL
to KEY SWITCH
to FLASHER UNIT
to RWL SWITCH
OPTION
to BRAKE SWITCH OVERHEAD GUARD (RIGHT)

to WIRE HARNESS,
OVERHEAD GUARD (LEFT) CAPACITOR
to HORN
to WIRE HARNESS, FRAME
Fig. 9.9 Wire Harness, Front Guard (3-3.5 ton trucks)
- 156 -
9. ELECTRIC WIRING
to POTENTIOMETER to LIFT LOCK

SOLENOID VALVE
GR YR WR
189 94 188
P B
139 2-15
to VTM UNIT
to ALARM
1 13
RL Y YW GW GY W WG WY LB LW LY R RW P O LW B
100-2 78 79 81 83 207 209 206 201 141 212 204 11-6 139 15 141 2-14
to WIRE HARNESS, RL W Gy GR GO W WR RG RB BW BR RL RG G W -
VALVE SWITCH 100-3 77 80 82 84 213 205 203 202 211 9-1 100-4 203-1 136 140 -
14 26 to OPTIONAL RELAY
YB YG RW RG
20 21 11-5 102-4
YL B B GO
22 2-3 2-13 111-2
to FET UNIT
to BACK-UP 1 13
to FWD CHIME TAPED GO WB B GY R L LW RW WR GW RG
to ACCELERATOR BUZZER 111 98 2 178 177 131 132 11-2 107 169 102-1
WR BW WBr WG LB WL RW W GR G RG
B(2-5) WBr(97) B(2-4) 113 112 97 109 180 95 11-4 110 106 105 102-3
L LY LB WB(98) 14 26
186 93 187
to MOTOR ROTATION
SENSOR (A)
GB GW
White tape
TAPED
R 5-4
R 5-3
29 28 (2 windings) to LEVEL
SENSOR
RW
(11-1) P(176)
to MOTOR ROTATION
SENSOR (B)
B(2-12)
TAPED
RB RW
32 31 RY(101)
Ｆ5 10A
Ｆ4 10A
WG WR
16 17
to CONTROLLER
to THERMO-SENSOR
BW W W
211 207 213
WG RG GO BR(9)
RG
RL
LY R RL
212-1 204 100-1 109-2 102-2 111 CN3
102-Ｆ
100-Ｆ
WY B WB
108 2-9 98-2
R B
to WIRE HARNESS, CM 5-1 2
to WIRE HARNESS, R B
5-2 2-11
OPTION
R 5-1
R 5-2
RG 102
RL 100
CN1
1 13
LB YG YL P W WBr R RW
180 21 22 150 110 53 151 11
YB G YW WL LW RW
20 136 181 54 175 11-3
14 24 26
CN11
1 8
WR WG GB GW
to PS SENSOR 17 16 29 28
to WIRE HARNESS, W
SWITCHES W G L 140
162 161 160 9 16
- - -
B P R - - -
2-1 150 151
CN2
B YW 1 11
2-10 181 GO RB RW G W LY LB YR GR
to PARKING 187 189
84 32 31 161 162 93 94
BRAKE SWITCH GY GR L GW L WR WL
to WIRE HARNESS, 83 82 160 81 186 188 95
B O 12 22
2 15 SEAT SWITCH
L LW B
174 175 2-7
WR RG LB WR RW G RG B RL
205 203 201 107 11 105 102 2-2 100
WG WY RB WG WY GR LY BR RY
209 206 202 109 108 106 212 9 101
to BATTERY
CHARGER PANEL
WG B G
109 2-8 105
B B -
2 2 - WR WB GR
GO GW R P L 113 98 106
111 169 177 176 131
- BW GY L LW WBr YW W
- 112 178 174 132 53 79 77 SHORT COUPLER
WL Gy Y
54 80 78 to REAR COMBINATION LIGHT
to WIRE HARNESS, FRONT GUARD
Fig. 9.10 Wire Harness, frame (1 -2.5 ton trucks)
- 157 -
9. ELECTRIC WIRING
to POTENTIOMETER to LIFT LOCK to VTM UNIT to ALARM

SOLENOID VALVE 1 13
GR WR
189 188 YG Y YW LB LW LY R O
78 141 204
RL W G BW BR -
100-2 77 211 9-1 -
P B 144
139 2-15
to WIRE HARNESS, to OPTIONAL RELAY

6
RW RG
to FWD CHIME
B(2-4)
to FET UNIT
1 13
WBｒ(97)
GO WB B GY R L
111 98 2 178 177 131
to BACK-UP B(2-5)
WR BW YG RL WB LB
BUZZER WB(98) 113 112 116 100 97 109 180 95 12 110 102-3
TAPED 14 26
to ACCELERATOR R5
L LY LB
186 93 187
to MOTOR ROTATION
SENSOR (A)
GB GW White tape TAPED to LEVEL
Bｒ 6-1
Bｒ 6-2
29 28
(2 windings) SENSOR
SENSOR (B) P(176)

TAPED B(2-12)
RB RW
31
Ｆ5 10A
WG WR
16 17
to CONTROLLER
to THERMO-SENSOR R
B(2)
YR
RG
RL
BR
CN3
102-Ｆ
115-Ｆ
100-Ｆ B
(9-2)
- -
OPTION - -
Bｒ 6
(9) BR
RG 102
YR 115
RL 100
CN1
1 13
LB YG YL P W WBr R RW
180 21 22 150 110 53 151 12
YB G YW WL LW RW
20 136 181 54 175 12-2
14 24 26
CN11
1 8
to PS SENSOR WR WG GB GW
17 16 29 28
to WIRE HARNESS, W L
W
SWITCHES 140
162 161 160 9 16
- - -
B P R - - -
2-1 150 151
CN2
B 1 11
to PARKING 2-10 181 GO RB RW G GR
BRAKE SWITCH 84 32 31 161 94 189
GY GR WL
to WIRE HARNESS, 83 82 160 81 188 95
B O 12 22
2 15 SEAT SWITCH
L LW B
174 175 2-7
RG WR YG G RG B RL
107 11 105 102 2-2 100
WG WY GR LY BR RY
to BATTERY 209 109 108 106 212 9 101
CHARGER PANEL
B B -
GW R L 2 2 -
111 169 177 115 131
L BW GY RB LW WBr YW W P
174 112 185 132 53 79 77
WL Gyy Y -
to REAR COMBINATION LIGHT
54 80 78 -
to WIRE HARNESS, FRONT GUARD
Fig. 9.11 Wire Harness, frame (3 - 3.5 ton trucks)
- 158 -
9. ELECTRIC WIRING
HEAD LIGHT (RIGHT)
4P
3P
OPTION
W
RW
10P
REAR COMBINATION
LIGHT (RIGHT)
W WR 6P
4P
W B BEACON LIGHT
TRANSFORMER (OPTION)
6P
R
W
B
VALVE SWITCH NC
NO YL
BY M.C
M.C. FET UNIT VTM RW
3P
ACCELERATOR WL B
NC 26P 26P REAR WORK
VALVE SWITCH NO YG TH.
FRONT COMBINATION GO LIGHT
COM BY 3P
LIGHT (RIGHT) B (OPTION)
VM
UM
UM
NC
YB
Y
RG
G
VALVE SWITCH G WG
WY
B
COM BY
3P
B LICENSE NUMBER
BW PLATE LIGHT
WY
(OPTION)
4P B
KEY SWITCH LIFT POTENTIOMETER

F/R SWITCH RL
1P
RY
PS MOTOR
3P
1P
P B
LIFT LOCK
2P
DIRECTIONAL SWITCH SOLENOID RW W
WL
6P
BACK-UP
12P
18P
BUZZER B B
CONTROLLER
HORN SWITCH RW WBrr
2P
MPS
FWD B B MP
PS SENSOR ELECTROLYTE
TURN SIGNAL PA
- + LEVEL SENSOR SEAT SWITCH
SWITCH PB
14P
DW
F5
F4
FLASHER
DV BATTERY F3 F2 MD
UNIT 2P
DU
METER PANEL TURN SIGNAL 2P 2P DU
HORN DW
SWITCH
P
SPEED LIMIT SWITCH - CN1 CN11 CN2

DV
YL -
BR 26P 16P 22P
O B DRIVE 2P
BY +
MODE SWITCH MOTOR DF
3P
RW
W COM
Gyy N O
PARKING BRAKE SWITCH 2P 4P
NC
6P
2P
2P
+ WY
COM1
NO WY
3P
B
HEAD LIGHT (LEFT) -
6P
3P
BATTERY
CHARGER
12P
W WR
PANEL
PA
10P
W B
6P
PF
6P
PUMP
MOTOR
6P
6P
3P
4P
REAR COMBINATION
FRONT COMBINATION LIGHT (LEFT)
LIGHT (LEFT)
Fig. 9.12 Wiring Diagram (1 - 2.5 ton trucks)
- 159 -
9. ELECTRIC WIRING
HEAD LIGHT (RIGHT)
4P
3P
OPTION
REAR COMBINATION
LIGHT (RIGHT)
W WR
W B OPTION BEACON LIGHT
RELAY 10P (OPTION)
10P ALARM
DRIVER
RW
6P
8P
NC 4P
VALVE SWITCH NO YL LL
ALARM
COM BY RW
R L TRANSFORMER
B B R
3P
R
W
B
ACCELERATOR WL B
NC REAR WORK
VALVE SWITCH NO YG VTM GO
FRONT COMBINATION BY M.C. FET UNIT 3P LIGHT
COM
LIGHT (RIGHT) B (OPTION)
NC 26P 26P
NO YB TH.
RG VALVE SWITCH WG
WY
B
COM BY
3P
B LICENSE NUMBER
BW
UM
VM
WM
PLATE LIGHT
WY
BRAKE SWITCH G (OPTION)
4P B
KEY SWITCH LIFT POTENTIOMETER

F/R SWITCH GO RL
1P
RG RY
PS MOTOR
3P
1P
P B
LIFT LOCK
2P
DIRECTIONAL SWITCH SOLENOID RW WL
6P
BACK-UP
12P
18P
BUZZER B B
CONTROLLER
HORN SWITCH PS SENSOR RW WBr
2P
MPS
FWD B B MP
CHIME ELECTROLYTE
TURN SIGNAL - + PA
LEVEL SENSOR SEAT SWITCH
SWITCH PB
HORN
14P
DW
FLASHER
UNIT DV BATTERY F3 F2 MD
2P +
DU R
YL
METER PANEL TURN SIGNAL 2P 2P F6 F1 DU
B
SWITCH DW
1P
P
-
SPEED LIMIT SWITCH CN1 CN11 CN2
BY
F5
F7
F4
DV
-
BR 26P 16P 22P
NO O DRIVE 2P
BY +
MODE SWITCH COM MOTOR DF
3P
NC
RW COM
Gy N O
PARKING BRAKE SWITCH 2P 4P
NC
6P
2P
2P
REAR WORK LIGHT SWITCH
+ WY
COM1 RG
NO WY
3P
B
HEAD LIGHT (LEFT) -
BATTERY
6P
3P
W WR CHARGER
PANEL
12P
W B PA
10P
PF
6P
6P
PUMP
MOTOR
6P
6P
3P
4P
REAR COMBINATION
FRONT COMBINATION LIGHT (LEFT)
LIGHT (LEFT)
Fig. 9.13 Wiring Diagram (3 - 3.5 ton trucks)
- 160 -
FWD CHIME WBr 97
F-1 (RK)
AT KEY GO 111 F-18
BEACON LIGHT (RF)
SW ON F-20
AT BBR
F-13
F-26
REAR WORK LIGHT WY 108
F-3
PILOT LIGHT
F-10
F-22
+
HORN SWITCH
F-2
YL 103 (BB)
F-21
HORN
F-24
(RL)
F-8
FET UNIT
F-12
TURN SIGNAL LIGHT
G 105
F-25
(25W) FLASHER UNIT (RR)
FRONT
F-9
RG 102
GR 106
SIDE-MARKER LIGHT
LIGHT (LEFT)
GW 169 BRAKE SW1 BW 112

COMBINATION
F-15
WG 109
F-23 (RB)
F-14
TURN SIGNAL LIGHT
F-19
(25W) (RT)
FRONT
F-6
SIDE-MARKER LIGHT (RM)
F-7
LIGHT (RIGHT)
COMBINATION
HEAD LIGHT (LEFT)

(40W)
F
HEAD LIGHT (RIGHT)

R
N
WR 107
(40W)
N IG1 IG2
TURN SIGNAL LIGHT

REAR
(25W)
F/R SWITCH
TAIL LIGHT (10W)

LIGHT (LEFT)
VF2 ST
WR 113
COMBINATION
STOP LIGHT (25W)

BACK-UP LIGHT WB 98
MOTOR BRUSH
Ra
WARNING LIGHT
L 174
TURN SIGNAL LIGHT
REAR
(25W)
L
R
N
TAIL LIGHT (10W)

LIGHT (RIGHT)
COMBINATION
STOP LIGHT (25W) LW 132

BACK-UP LIGHT L 131
TB TR TL
TURN SIGNAL SWITCH
T
SENSOR
LICENCE PLATE LIGHT

OFF
WL 54
WBr 53
(10W)
EL
PF
PA
MOTOR BRUSH
BACK-UP BUZZER GY 178

WL 95 CN2-22 PB
PM
R 177
LH
LB 180
LIGHTING SWITCH
CN1-3
PUMP MOTOR
CN11-7 +
CONTROLLER
PA
CN2-1
CN2-12
CN2-13
CN2-19
CN1-21
15
10
40W
30W
LL
- 161 -
SOL
P 139 R 138
F2
CN1-8
MP
BRAKE ALARM L 137 P 150

F6
T-2
T-5 T-4 S/C SWITCH CN1-6

130A(81R,81S:200A)
( , )
T-6
R 151
F3
T-7
T-3
T-8 T-1 P/E SWITCH CN1-9
PS
B 2 W 110 P
CN1-7
F1
MD
BR 9 YW181
SEAT SWITCH CN1-20
G 136
CN1-19
LW 141
GW 81
BR 9
O 15
CSDU
V
V
M-9 M-11 PARKING BRAKE
Fig. 9.14 Circuit Diagram (1 - 2.5 ton trucks)

V-5
DUL
V-26
SWITCH
P 176 YR 20 DVL
M-3 M-5 CN1-18 +
DIML
VALVE SWITCH DRIVE MOTOR (LEFT)

DWL
YG 21
M-6 VALVE SWITCH CN1-4
CSDW
Gyy 80
V-17 M-8
YL 22 WG 16 DRIVE MOTOR
VALVE SWITCH CN1-5 CN11-4
YW 79 WR 17 THERMO-SENSOR
V-4 M-2 M-4 CN11-3
YB 30
LIFT SWITCH CN1-23 DRIVE MOTOR
METER PANEL
W 77 RW 31
1
V-16 M-7 CN2-4 ROTATION

RB 32
CN2-3
(L
CN1-22 SENSOR (A)

Y 78
V-3 M-1 M-10
GW 28
((LW 175))
PUMP MOTOR CN11-6 DRIVE MOTOR

GB 29
2
THERMO SWITCH CN11-5 ROTATION

SENSOR (B)
W 140
LL
V-1 CN11-14
CN1-13
RL 100 CN1-24
V-14
CN4-2
+
LY 212 CN4-1
V-12
ACCELERATOR CN2-8
RG 203 POTENTIOMETER + B 146 R 147
V-22 CN2-9
PS
VTM UNIT
WR 205 PB1 0V WR188
V-21
CN2-10 PS MOTOR
LIFT POTENTIOMETER
WY 206 PB2 +
SH
V-9 CN2-11
WG 209 PB3 0V L 160 CN2-18
V-8
PS TORQUE CN2-6
RW11
RB 202 LED2 SENSOR + W 162
CN2-7
V-23 (EQUL)
BATTERY CHARGER
LB 201 LED1 N
V-10
S
(C
(CHARGE)
SR
CN3-2
R 204 D10 CN3-4
V-13
CN3-1
CM
BW 211 CN3-3
V-25
CM
TH
V-20
V-7
Gy 220
D8
B+
BATTERY
W 207
W 213
ELECTROLYTE
R5
LEVEL SENSOR
F4
F5
10A
10A
R02
R01
RESISTOR
MONITOR
RL 100
TRANSFORMER
CH
TH
U
R
V
S
W
AC INPUT
E
KEY SWITCH
RY 101
9. ELECTRIC WIRING
(Y 99)
RS
FWD CHIME WBｒ 97
F-1 (RK)
AT KEY GO 111 F-18
(RF)
BEACON LIGHT SW ON F-20
AT BBR
9. ELECTRIC WIRING
F-13
REAR WORK LIGHT F-26
WY 108
F-3
RG 102
F-10
+
HORN SWITCH
F-22
YL 103
F-2
(BB)
F-21
HORN
F-24
(RL)
FET UNIT
F-8
TURN SIGNAL LIGHT F-12
G 105
FLASHER UNIT F-25

(25W) (RR)
FRONT
F-9
GR 106
SIDE-MARKER LIGHT
LIGHT (LEFT)
BRAKE SW BW 112
COMBINATION
GW 169
F-15
WG 109
F-14 (RB)
F-23
TURN SIGNAL LIGHT
F-19
(25W) (RT)
FRONT
F-6
SIDE-MARKER LIGHT F-11
(RM)
F-7
LIGHT (RIGHT)
COMBINATION
F-16
F-17
HEAD LIGHT (LEFT)
(40W)
WR 107
F
R
N
HEAD LIGHT (RIGHT)

( )
(40W)
N IG1
TURN SIGNAL LIGHT

REAR
(23W)
TAIL LIGHT (10W)
LIGHT (LEFT)
F/R SWITCH
WR 113
COMBINATION
STOP LIGHT (25W)

BACK-UP LIGHT WB 98 MOTOR BRUSH
VF VF2 ST VR Rａ
WARNING LIGHT
W 173 L 174
TURN SIGNAL LIGHT
REAR (23W)
L
R
N
TAIL LIGHT
SWITCH
LIGHT (RIGHT)
COMBINATION
LW 132
BACK-UP LIGHT L 131
TURN SIGNAL
TB TR TL
SENSOR
T
(PM))
H
OFF
WB
WL 95 CN2-22
WL 54
WBｒ 53
LB 180
PF
PA
MOTOR BRUSH
GY 178 CN1-3
BACK-UP BUZZER PB
PM
R 177 ((WY 168))

EL LT LH
RS CN11-7
LIGHTING SWITCH
CN2-1 PUMP MOTOR

CSP
CONTROLLER
PA
CN2-13
CN2-19
LIFT LOCK SOL CN1-21
15
10
40W
30W
LL
- 162 -
SOL
P 139 R 138
CN1-8
BRAKE ALARM L 143
T-2
T-5 T-4
W 110
F2
T-6 CN1-7
MP
T-7
T-3
T-8 T-1
P 150
S/C SWITCH CN1-6
B 2
F3
R 151
P/E SWITCH CN1-9
PS
BR 9
P
CN1-20
SEAT SWITCH
F1
MD
GY 83
GR 82
GO 84
LW 141
GW 81
G 142
BR 9
CN1-19
V
V
M-9 M-11
V-5
O 15
V-26
P 176
Fig. 9.15 Circuit Diagram (3.0 - 3.5 ton trucks)

M-3 M-5 SWITCH
YR 20
CSDU
CN1-18
DUL
M-6 YG 21
Gｙ
ｙ 80 DVL
V-17 M-8 CN1-4 +
DIML
DRIVE MOTOR (LEFT)

RW12
DWL
YW 79 YL 22
V-4 M-2 M-4 VALVE SWITCH (ATT2) CN1-5
W 77 YB 30 WG 16
V-16 M-7 LIFT SWITCH CN1-23 CN11-4 DRIVE MOTOR
METER PANEL
WR 17
CN11-3
Y 78
V-3 M-1 M-10 CN1-22 DRIVE MOTOR
((LW
RW 31
1
CN2-4 ROTATION
RB 32
L 175))
2
PUMP MOTOR CN2-3 SENSOR (A)
YG11
THERMO SWITCH
YG 116 GW 28
1
V-1 CN11-6 DRIVE MOTOR

GB 29
2
CN11-5 ROTATION
RL 100 SENSOR (B)
V-14
W 140
LL CN11-14
LY 212 CN1-13
V-12
CN1-24
RG 203 CN4-2
V-22 +
0V L186 CN4-1
CN2-20
WR 205 PB1 ACCELERATOR LY 93
VTM UNIT
V-21 CN2-8
(START) POTENTIOMETER G 146 Y 147
+ LB187
CN2-9
PS
WY 206 PB2
V-9 (STOP)
0V WR188 CN2-21
WG 209 PB3 YR 94
PS MOTOR
V-8 LIFT POTENTIOMETER CN2-10
(EQUL)
+ GR189
SH
CN2-11
SWITCH PANEL
RB 202 LED2
V-23 (EQUL)
0V L 160 CN2-18
BATTERY CHARGER
LB 201 LED1 PS TORQUE G 161
CN2-6
V-10 (C
(CHARGE)
SENSOR + W 162
CN2-7
R 204 D10 N
V-13
S
CM
SR
BW 211 R04 CN3-2
V-25
CM
TH
22
R15
30W
CN3-1
V-20
V-7
D8
W 207
W 213
B+
BATTERY
Bｒ 6
LEVEL SENSOR
R5
KEY SWITCH 10A

0
F7
10A
RB185 YR115
10A
RL 100
MONITOR
TRANSFORMER
CH
TH
U
R
V
S
W
AC INPUT
E
RY 101
KEY SWITCH
No. SEB-81BBE
Issued: February, 2008

INTERNATIONAL MARKETING DIVISION: 1-15-5, Nishi-shimbashi, Minato-ku, Tokyo
105-0003, Japan
FAX: Japan +81-3-35918152, 3-35918153
All rights reserved JB-0802030(HO) Printed in Japan
SERVICE MANUAL FB10 · FB15 · FB18· FB20 · FB25 · FB30 · FB35 No. SEB-81BBE

Forklift Truck: TCM Corporation

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No.

Fig. 1 Overall Dimensions

3. CONTROL SYSTEM ............................................................................................................. 29

4. DRIVE UNIT AND DRIVE AXLE ...................................................................................... 55

5. BRAKE SYSTEM .................................................................................................................... 63

5.2.5 ADJUSTING BRAKE PEDAL............................................................................................. 77

6. STEERING SYSTEM . ........................................................................................................... 79

7. HYDRAULIC SYSTEM ......................................................................................................... 103

8. LOAD HANDLING SYSTEM ............................................................................................. 133

9. ELECTRIC WIRING ............................................................................................................... 149

1. BATTERY AND CHARGER (OPTION)

Truck model FB15-7

Truck model FB30-7

1.1 GENERAL DESCRIPTION

BATTERY CELL WITH

Fig. 1.1 Battery Unit

(1) Battery care

The most important point in battery care is to

prevent overdischarge. The deeper the battery

Depth of discharge (%)

Fig. 1.2 Relation Between Depth of Discharge

Fig. 1.3 An Example of Specific Gravity Drop

(2) Charging the battery

Secondary wire Contactor VTM unit

Primary wire Thermal relay

secondary wire contactor VTM unit

primary wire thermal relay

GROUND WIRE (GREEN)

■ Transformer tap changing

Supply Voltage (Average) Symbol Note 1: Change all the three

Fig. 1.5 Transformer

Fig. 1.6 Diode

(3) Operation panel

Fig. 1.7 Operation Panel

(4) VTM unit

■ Major features of VTM unit

SWITCHES (MODE, HIGH, LOW)

Mode Factory set level Change

Traveling and lifting speeds

Traveling speed change

SWITCHES (MODE, HIGH, LOW)

1.1.3 CHARGING PROCEDURES

(2) Boosting charge

(3) Equalizing charge

(4) Super equalizing charge

(5) Flickering CHARGING lamp

Note: Have a helper for this procedure.

(1) Remove the battery connector.

1.1.4 CHARGER OPERATION

Fig. 1.12 Charging Circuit

2.1 GENERAL DESCRIPTION

2.1.1 DRIVE MOTOR

DRIVE AXLE DRIVE MOTOR

Fig. 2.1 Drive Motor Installation

SPEED SENSOR A V PHASE

Two slitted discs are joined by

View looking from A

Detail of Slitted Discs

Fig. 2.2 Drive Motor

■ Operating principle of 3-phase induction motor

Fig. 2.5 Rotating Magnetic Field due to 3-phase Alternating Current

2.1.2 PUMP MOTOR

View looking from A