Manual de Serviço - Clark Gts 20 25 30 33 L Psi 4g64

SERVICE MANUAL
GTS 20/25/30/33 L
(MMC PSI 4G64)
Rated Capacity : 2000 - 3300 Kg
Part No. 8129703

Book No. SM 1024 (Rev 1.1)
Nov. 2015
(Head office) 215, Ojung-ro, Ojung-Gu,

Bucheon-City, Gyeonggi-do, Korea
CONTENTS
CONTENTS
Group SA. Safe Maintenance Group 23. Brake System

Group PS. Periodic Service Group 25. Steering Column and Gear
Group 00. Engine Group 26. Steer Axle
- LPG : MMC PSI 4G64 Group 29. Hydraulic Pump, Sump, and Filters
Group 01. Cooling System Group 30. Hydraulic Control Valve/Lift Circuit
Group 03. Intake and Exhaust System Group 32. Tilt Cylinders
Group 07. Transmission Group 34. Upright
Group 13. Electrical System Group 38. Counterweight & Chassis
Group 20. Drive Axle Group 40. Specifications
Group 22. Wheels and Tires
Group 03. Intake and

Exhaust System
SM 1024 CONTENTS
GROUP SA
GROUP SA
SAFE MAINTENANCE
Safety ................................................................... Section 1
Lifting, Jacking, and Blocking the Truck ....... Section 2
Towing ................................................................. Section 3
SM 1024 SA-0
Group SA, Safe Maintenance
Section 1
Safety
Safety Signs and Messages Safe Maintenance Practices

Safety signs and messages in this manual and on the lift The following instructions have been prepared from cur-
truck provide instructions and identify specific areas rent industry and government safety standards applicble to
where potential hazards exist and special precautions industrial truck operation and maintenance. These recom-
should be taken. Be sure you know and understand the mended procedures specify conditions, methods, and
meaning of these instructions, signs, and messages. Dam- accepted practices that aid in the safe maintenance of
age to the truck, death, or serious injury to you or other industrial trucks. They are listed here for the reference and
persons may result if these messages are not followed. safety of all workers during maintenance operations.
Carefully read and understand these instructions and the
NOTE
specific maintenance procedures before attempting to do
This message is used when special informa- any repair work.
tion, instructions or identification is re-
quired relating to procedures, equipment, When in doubt of any maintenance procedure, please con-
tools, pressures, capacities, and other spe-cial tact your local CLARK dealer.
data. 1. Powered industrial trucks can become hazardous if
maintenance is neglected. Therefore, suitable
IMPORTANT mainte-nance facilities, trained personnel, and proce-
This message is used when special precau- dures must be provided.
tions should be taken to ensure a correct
action or to avoid damage to, or malfunc-tion 2. Maintenance and inspection of all powered industrial
of, the truck or a component. trucks shall be done in conformance with the manu-
facturer’s recommendations.
3. A scheduled planned maintenance, lubrication, and
! CAUTION inspection program shall be followed.
This message is used as a reminder of safety
4. Only trained and authorized personnel shall be per-
hazards that can result in personal injury if
mit-ted to maintain, repair, adjust, and inspect indus-
proper precautions are not taken.
trial trucks. Work should be performed in accordance
with the manufacturer’s specifications.
! WARNING 5. Properly ventilate work area, vent exhaust fumes,
This message is used when a hazard exists and keep shop clean and floor dry.
that can result in injury or death if proper 6. Avoid fire hazards and have fire protection equip-
precautions are not taken. ment present in the work area. Do not use an open
flame to check for level or leakage of fuel, electro-
! DANGER
lyte, oil, or coolant. Do not use open pans of fuel or
flammable cleaning fluids for cleaning parts.
This message is used when an extreme haz-
ard exists that can result in injury or death 7. Before starting work on truck:
or serious injury if proper precautions are a. Raise drive wheels off of floor and use blocks or
not taken. other positive truck positioning devices.
b. Disconnect battery before working on the electri-
The above terms have been adopted by CLARK. The cal system.
same terms may be used in different context in service lit- 8. Before working on engine fuel system of gasoline- or
erature supplied directly or indirectly by vendors of truck diesel-powered trucks, be sure the fuel shut-off valve
components. is closed.
SM 1024 SA-1-1
9. Operation of the truck to check performance must be 19. Modifications and additions that affect capacity and
conducted in an authorized, safe, clear area. safe truck operation must not be done without the
manufacturer’s prior written approval. Capacity,
10. Before starting to drive truck:
operation and maintenance instruction plates, tags, or
a. Be in operating position.
decals must be changed accordingly. This is an
b. Be sure parking brake is engaged.
OSHA requirement.
c. Put direction control in neutral.
d. Start engine. 20. Care must be taken to assure that all replacement
e. Check functioning of direction and speed con- parts, including tires, are interchangeable with the
trols, steering, brakes, warning devices, and any original parts and of a quality at least equal to that
load handling attachments. provided in the original equipment. Parts, including
tires, are to be installed per the manufacturer’s proce-
11. Before leaving truck
dures. Always use genuine CLARK or CLARK-
a. Stop truck.
approved parts.
b. Put directional control in neutral.
c. Apply the parking brake. 21. Use special care when removing heavy components
d. Stop the engine by turning off the ignition circuit. from the truck, such as counterweight, seat deck,
e. Put blocks at the wheels if truck is on an incline. upright, etc. Be sure that lifting and handling equip-
ment is of the correct capacity and in good condition.
12. Brakes, steering mechanisms, control mechanisms,
Also, this removal may upset the stability of the
warning devices, lights, governors, guards, safety
truck. The frame must always be safely blocked for
devices, and frame members must be carefully and
major component removal.
regularly inspected and maintained in a safe operat-
ing condition.
NOTE
13. Special trucks or devices designed and approved for
hazardous area operation must receive special atten- You should also be familiar with additional
tion to ensure that maintenance preserves the origi- operating and maintenance safety instruc-
nal, approved, safe-operating features. tions contained in the following publica-
tions:
14. Fuel systems must be checked for leaks and condi-
tion of parts. Extra special consideration must be ANSI / ITSDF B56.1: Safety Standard for Low Lift
given in the case of a leak in the fuel system. Action and High Lift Trucks (Safety Code For Powered
must be taken to prevent the use of the truck until the Industrial Trucks).
leak has been corrected.
NFPA 505: Fire Safety Standard for Powered Indus-trial
15. The truck manufacturer’s capacity, operation, and Trucks: Type Designations, Areas of Use, Mainte-nance
maintenance instruction plates, tags, or decals must and Operation. Available from: National Fire Protection
be maintained in legible condition. Assoc., Inc., Batterymarch Park, Quincy, MA 02269.
16. Batteries, motors, controllers, limit switches, protec- General Industrial Standards, OSHA 2206: OSHA Safety
tive devices, electrical conductors, and connections and Health Standards (29 CFR 1910), Subpart N-Mater
must be inspected and maintained in conformance als Handling and Storage, Section 1910.178 Powered
with good practice. Special attention must be paid to Industrial Trucks. For sale by: Superintendent of Docu-
the condition of electrical insulation. ments, U.S. Government Printing Office, Washington,
17. To avoid injury to personnel or damage to the equip- DC 20402.
ment, consult the manufacturer’s procedures in
replacing contacts on any battery connection.
18. Industrial trucks must be kept in a clean condition to
minimize fire hazards and help in the detection of
loose or defective parts.
SM 1024 SA-1-2
Section 2
Lifting, Jacking, and Blocking the Truck
! WARNING
Lifting or jacking any large piece of equipment such as your fork truck presents obvious haz-
ards. It must be done with great care and forethought. Consult the truck weight tabulations
in Group 40, “Specifications” to ensure that your lifting equipment is of adequate capacity.
SM 1024 SA-2-1
Safe Parking Raising Drive Wheels Off Floor

Before working on truck: This procedure uses the upright as a lever to lift the drive
wheels off the floor and prevent accidents due to inadver-
1. Park truck on a hard, level, and solid surface, such as
tent powering of the drive wheels.
a concrete floor with no gaps or breaks.
1. Park truck safely as described in “Safe Parking.”
2. Put upright in vertical position and fully lower the
Block steer wheels.
forks or attachment.
2. Be sure upright trunnion bolts are tight. Bolt torques
3. Put all controls in neutral. Turn key switch OFF and
must be 75-80 Nm (55-59 ft-lb).
remove key.
3. Start the engine. Tilt the upright fully back. Adjust
4. Apply the parking brake and block the wheels.
upright height as necessary to put blocking under-
neath the lower end of the upright.
! WARNING
4. Put a solid 100 x 100 mm (4 x 4 in) hardwood block
Defective equipment can cause accidents. All under the front section of each upright rail. Put a 3-6
tools and lifting equipment must be in good mm (.125-.250 in) steel plate on top of each block.
condition, meet the load capacity require-
ments and have OSHA labels when required.
Tools with defects can have failures causing
severe injury or death.
Lifting, Blocking, and Jacking Points

Use the following illustration to locate general lifting,
Steel
blocking, and jacking points on the truck. Read the proce- Plate
dures for raising, blocking, or jacking specific compo-
nents of the truck to make sure you understand the correct,
safe procedures Block
5. Tilt upright fully forward. This raises the drive

wheels off the floor. Release the tilt control lever and
turn engine OFF.
Under Frame
Under Under Upright
Steer
Axle Frame Mount
! WARNING
Do not attempt to lift the truck by the over-
head guard or the counterweight. Severe
injury may result and the truck can be dam-
aged.
SM 1024 SA-2-2
6. Insert blocking under the frame behind the drive 3. To raise the front of the truck using the upright,
wheels or slip wheel cradles under the drive wheels. spread two chains on the outer rail tiebar of the
If using blocking, check for safe clearance between upright.
drive wheels and floor and blocks.
Place
chains
here
Rag
NOTE
When forks are raised as in illustration
above, use shop rags, paper, or bright tape on
fork tips to signal the danger of tripping.
7. Check for stable condition of the truck. Be sure that ! WARNING

the blocks are located securely under the truck frame Chain and hoist used to lift truck should be
before operating the drive or working on truck. checked to make sure they are of safe lifting
8. Lower the drive wheels to the floor and remove the capacity. See the truck data plate for infor-
blocks by reversing the above procedure. mation.
4. Slowly lift truck and lower drive wheels onto the cra-
dles or place blocking under frame prop points.
Raising Truck with A Hoist
When suitable equipment is available, the front of the
truck may be raised by means of a hoist, with wheel cra-
dles placed under the wheels or blocking placed under the
frame.
! CAUTION
When lifting the front of the truck watch
truck for signs of lateral instability. It may
tip sideways. You may have to support or
guide the side of the truck or overhead guard
to prevent tipping.
1. Park truck safely as described in “Safe Parking.” 5. When maintenance work is completed, lower the
Block rear steer wheels. truck to the floor by reversing the lifting procedure.
Check to be sure no tools or equipment are under the
2. Check trunnion bolts to make sure they are tightened
truck or wheels.
to correct torque. Bolt torques must be 75-80 Nm
(55-59 ft-lb).
SM 1024 SA-2-3
Blocking the Upright In Raised

Position
This procedure is used to safely provide clearance for Carriage
access from the front of truck to components on or near

the drive axle. Illustrations show upright with forks
removed however, fork removal is not necessary
1. Park truck safely as described in “Safe Parking.” Outer Rail
2. Put blocks in front of and behind drive wheels. Inner Rail
3. Put wooden support blocks conveniently near upright

rails before raising the upright. Use two 100 x 100
mm (4 x 4 in) hardwood blocks or equal, of about
300 x 300 mm (12 in) and 600 x 600 mm (24 in)
length. Short Block
NOTE
For standard uprights, block may need
length cut to suit. For triple stage uprights, 7. Reverse the procedure to remove blocking.
the carriage may be blocked up, as shown.
4. Start engine and raise the upright carriage. Raising Rear of Truck
5. Hold the taller block against inner rail and lower the The truck may be raised at the rear by jacking and block-
upright until carriage rests on block. ing under the center of the frame member at either the
front or rear steer axle mounting, or under the center sec-
tion of the steer axle.
Refer to truck data plate for truck weights.
Carriage
! WARNING
An incorrectly installed counterweight can
move or fall unexpectedly. Never lift or block
a truck using the counterweight. Failure to
Outer Rail
follow procedures outlined in this manual
Inner Rail
can result in injury or death.
1. Park truck safely as described in “Safe Parking.” Put

blocks at front and rear of drive wheels.
Tall Block
6. Hold the shorter block against the outer rail and

lower the upright until inner rail rests on the block.
SM 1024 SA-2-4
2. Put a floor jack under the steer axle mounting frame

member, centered between the two wheels. ! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
6. When maintenance work is completed, lower the rear

of truck to the floor by reversing the above procedure
and lowering each side of the truck 50 mm (2 in) at a
time:
• Put jack under frame and raise truck.
• Carefully remove blocks and lower truck.
• Remove jack and blocks from drive wheels.
Raising Entire Truck

! WARNING
Refer to truck data plate for truck weights.
Never lift the truck by the counterweight.
1. Park truck safely as described in “Safe Parking.”
Lower upright fully.
NOTE
If there is insufficient clearance under frame 2. If necessary, drive truck onto boards to increase
for your jack, the truck may first be driven underclearance.
onto shims, such as 25 x 150 x 300 mm (1 x 6
x 12 in) pieces of board, to increase the truck ! WARNING
frame underclearance. SIDE-TO-SIDE TIPOVER. When jacking
side of truck, be sure upright is lowered fully
3. Raise the truck only as high as necessary to perform and do not raise one side of the truck more
the maintenance work. than about 50 mm (2 in) higher than the
4. Put blocks at both sides of the truck, fully under the other, to avoid tipping truck over laterally.
frame main side structure. Put the blocks in front of
but close to the counterweight and steer wheels for END-TO-END TIPOVER. If the upright and
best truck stability. transaxle are removed while the truck is
blocked up, the truck will tip backwards due
to the heavy counterweight. Both upright and
counterweight must be removed before
attempting to raise the truck for transaxle
removal. The back of the truck must be sup-
ported by blocking under the steer axle to
prevent movement.
The reverse is also true. If the counterweight

is removed while the truck is up on blocks,
the weight of the upright and transaxle will
cause the truck to tip on the front blocks and
fall forward.
Put an equal amount of blocks under each side of the truck
to provide a level working position.
5. Lower the truck onto the blocks and remove the jack.
SM 1024 SA-2-5
3. Put the jack under side frame near the center of the
truck. ! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
8. When maintenance work is completed, lower the

entire truck to the floor by reversing the lifting proce-
dure. Lower the truck one side at a time, while care-
fully removing the blocks. Check to be sure no tools
or equipment are under the truck or wheels.
NOTE
Depending on jack height, shims under the
qG tires may be needed for clearance to allow
w removal of jack.
IMPORTANT
Be sure to put the jack squarely and fully
under the main side structure of the frame. Shipping Tie-Down Instructions
Do not put the jack under the outer covers 1. Front of Truck
which enclose the fuel and hydraulic sump a. With Upright and Carriage Installed
tanks. • Lower the carriage fully.
• Put a tie down (e.g., chain) between the carriage
4. Carefully raise the truck one side at a time, only as fork bars.
high as necessary to do the maintenance work and
not more than a maximum of 150 mm (6 in) total.
5. Put blocks under the side frame, at each side of the
jack. Spread the blocks close to the steer and drive
wheels for maximum stability.
b. Without an Upright and Carriage Installed

6. If using one jack, lower the truck onto the blocks and • Put a chain across the truck floor plate. Protect
move the jack to the opposite side. Repeat the lifting truck from chain damage by using covered chain
procedure. or protective material under the chain at contact
points.
7. Put the same size blocks under each side of the truck
so it will be level. 2. Rear of Truck
• Attach the tie down to pocket in bottom of coun-
terweight.
SM 1024 SA-2-6
Section 3
Towing
If your truck is disabled but can be moved freely on its 4. Check that the counterweight bolts on both trucks are
own wheels without further damage, use the following in place and properly torqued to 440-490 Nm (325-
procedures to tow the truck safely to a repair area. 361 ft-lb). These bolts are made of special, high-ten-
sile steel and are not commercially available. When
! WARNING necessary, replace these bolts only with a genuine
CLARK replacement part.
It is important for your safety and to the care
of your lift truck to use the proper equipment 5. Use an approved, solid metal tow bar with towing
and carefully follow these recommendations couplers that connect to the towing pins in the coun-
for safe towing. terweights.
Do not tow a lift truck if there is a problem
NOTE
with the brakes or tires, or if the steering
DOT-approved towing equipment is avail-
cannot be operated.
able from your CLARK dealer.
Do not tow the disabled truck up or down
ramps or steep inclines.
6. Release the parking brake on the towed vehicle.
Do not attempt to tow the disabled truck if
Place directional control lever in neutral.
traction or weather conditions are poor.
7. Tow the disabled truck backwards. An operator must
1. Be sure to apply the parking brake or block the drive be on the disabled truck.
wheels on the disabled truck while working around
it. ! CAUTION
2. When possible, raise the carriage (forks) on the dis- The power steering will not operate on the
abled truck 300 mm (12 in) from the floor or ground. disabled truck when the engine is not run-
Secure the carriage on the upright with a chain. ning. The steering handwheel will be difficult
3. Use a truck for towing that is of equal or larger to turn.
capacity than the disabled truck. Carry a partial load
on the tow truck for improved traction. 8. Tow the truck slowly. Careful towing is necessary to
prevent injury to personnel or damage to the disabled
truck. The truck should be towed at a speed of less
than 8 kph (5 mph, or a moderate walking speed)
with a driver in place and steering the disabled truck.
Direction of towing for distances of

300 meters (325 yards) or less.
Solid-metal
tow bar
Partial
load
Disabled truck with Tow truck moving at 8 kilome-

driver in place to steer. ters-per-hour (5 mph) or less.
SM 1024 SA-3-1
IMPORTANT
Do not lift the disabled truck or any wheels
! WARNING
off the floor while the truck is being towed. Always engage the parking brake when
parking a lift truck. The truck can roll and
9. Park the disabled truck in authorized areas only. cause injury or death to personnel near it.
Fully lower the forks on the floor, leave the direc-
tional control in neutral, turn the ignition switch to
OFF, and engage the parking brake. Remove the
ignition key and, when necessary, block the wheels
to prevent the truck from rolling.
LIFT TRUCK PARKING
SM 1024 SA-3-2
GROUP PS
GROUP PS
PERIODIC SERVICE
Maintenance Schedules ............................ Section 1
The Planned Maintenance Program ....... Section 2
SM 1024 PS-0
Group PS, Periodic Service
Section 1
Maintenance Schedules
“Periodic Service” and “Planned Determining Maintenance Intervals

Maintenance” Time intervals on the charts on the next four pages and
The term “periodic service” includes all maintenance elsewhere in this manual relate to truck operating hours as
tasks that should be performed on a regularly scheduled recorded on the hourmeter, and are based on experience
basis. CLARK has found to be convenient and suitable under
normal operation. Standard operating condition classifica-
The term “Planned Maintenance” indicates a formalized tions are:
program of basic inspections, adjustments, and lubrica-
tions that the CLARK service organization provides cus- Normal Operation: Eight-hour material handling, mostly
tomers at a prescribed interval, usually 50-250 hours. The in buildings or in clean, open air on clean, paved surfaces.
recommended basic “Planned Maintenance” procedure is Severe Operation: Prolonged operating hours or constant
given in Section 2 of this Group. usage.
The current Section,“Maintenance Schedules,” specifies Extreme Operation:
all maintenance tasks—including Planned Maintenance
tasks—that should be performed periodically, and sug- • In sandy or dusty locations, such as cement plants,
gests intervals at which they should be performed. lumber mills, and coal dust or stone crushing sites.
• High-temperature locations, such as steel mills and
foundries.
• Sudden temperature changes, such as constant trips
from buildings into the open air, or in refrigeration
plants.
IMPORTANT
MAINTENANCE INTERVALS. If the lift
truck is used in severe or extreme operating
conditions, the maintenance intervals should
be shortened accordingly.
Since the operating environments of lift

trucks vary widely, the above descriptions
are highly generalized and should be applied
as actual conditions dictate.
SM 1024 PS-1-1
Service Chart/Lubrication Points

A decal, similar to the illustration below, is located on the
underside of the truck’s engine cover. This decal is a basic
guide to periodic maintenance intervals and tasks. A more
detailed chart is supplied on the next page.
Every 8-10 hours or daily

Every 50-250 hours or monthly
Every 450-500 hours or 3 monthly
Every 900-1000 hours or 6 monthly
Every 2000 hours or monthly
Upright Rollers Drive Axle Fluid

Brake Fluid
Lift Chains
Brake Disc Wear
Tilt Cylinder Pins
Lube All Wheel Lugs
Transmission
Transmission Fluid
Fluid
Filter
Axle Mounting
& Fasteners Hydraulic Oil
Overhead Guard Hydraulic Oil
Mounting Bolts Filter
Air Cleaner Diesel Eng Oil
Gas/LPG
Air Cleaner Diesel Eng Oil
Diesil Filter
Enging Oil Fuel Filter
Gas/LPG Diesel
Enging Oil Filter Battery
Gas/LPG
V Belts Fuel Filter
Gas/LPG
Radiator Coolant Engine Turn-up
and Core
Steer Axle Tire Pressure
Linkage
Counterweight Steer Axle Wheel
Fasteners Bearings
Overall Visual
Check
Check/Lubricate Change/Replace Clean/Air Clean
Check Monitor indicator on A/cleaner

Drain/flush and Service as Required
A-Diesel Engine Oil : 15W40 B-Hydraulic Oil C-Engine Coolant D-EP2 Grease E-Transaxle Fluid F-Brake Fluid
API,CF Clark # 2776239 50/50 Mixture NLGI #2 Clark # 2776236 used in Hydraulic Oil
standard transaxle Clark # 2776239
Gas/LPG Engine Oil : 10W30
API, More than a Class SJ Grade
Intervals refer to elapsed hour meter time and based on CLARK's experience found to be suitable and convenient
under normal operating conditions.
Service and Maintain as per Service and Operator Manuals. Special or harsh conditions may need additional intervals.
CLARK Material Handling Asia
SM 1024 PS-1-2
Recommended Periodic Service Schedule

This chart lists maintenance tasks that should be done Apply as appropriate for diesel, gas, and LPG trucks.
periodically, the suggested time intervals, and the service Refer to Operator’s Manual for Daily Checks.
manual Group in which the task is covered.
Every 450- Every 900- Every 2000

Every
TASKS 1st 50 Hours 500 Hours 1000 Hours Hours
50-250 Hours
(or 3 months) (or 6 months) (or 1 year)
Group PS - Periodic Maintenance
Perform Planned Maintenance
inspections, lubrications, and •
adjustments
Group 00 - Engine
Exhaust smoke from gas engine -
•
inspect (blue-oil ; black-fuel)
Idle/governed rpm - check/adjust •
Mounts/brackets - inspect/tighten •
Oil change - drain/fill* • •
Oil filter cap & seal - clean/check •
Oil filter - replace • •
Oil level/condition - check • •
Stall rpm - check on standard
•
transaxle truck
Tune up - determine if needed by stall
•
check and/or functional test
Valve tappet adjustment - diesel engine •
Diesel cold starting plug - test •
Distributor cap/rotor - inspect •
Electronic ignition - test •
Ignition timing - check/adjust •
Ignition wiring - inspect •
Neutral start - check •
Parking brake interlock - check •
Spark plugs - regap/replace •
Starter motor - inspect/test •
Starter solenoid - inspect/test •
Group 01 - Cooling System
Coolant level/condition - check/sample •
Coolant protection level - hydrometer test •
Coolant change - drain & flush •
Coolant hoses - inspect/replace • •
Fan blades - inspect loose/damaged •
Fan belt(s) - check tension, wear • •
Radiator cap - inspect/test • •
Thermostat - test/replace •
Water pump - check leaks/wear •
Group 02 - Fuel System
Carburetor idle/air - check/adjust •
CO level - check/adjust •
SM 1024 PS-1-3

Every
50-250 Hours
Diesel injectors/lines - clean/inspect •
Filler cap/screen - clean/inspect •
Fuel filter, diesel - replace •
Fuel filter, gas - replace •
LPG lock-off valve filter - inspect/replace •
LPG tank mounting/guard - inspect •
LPG tank shut-off valve - inspect/test •
LPG vaporizer/regulator/hoses - inspect •
Throttle linkage - check/adjust •
Group 03 - Air Intake & Exhaust
Air filter element - replace • (Diesel) • (Gas/LPG)
Air hoses/clamps - inspect •
Exhaust pipe/muffler - inspect •
Group 07 - Transmission
Charging pump - stall test standard
•
transaxle
Clutch pack operation - stall test standard
•
transaxle
Pressure checks •
Fluid replace - drain/fill • •
Fluid filter - replace • •
Fluid level/condition - check/sample • •
Inching operation - check/test •
Oil cooler/lines - inspect •
Transmission strainer - clean on standard
•
transaxle
Group 13 - Electrical System
Hourmeter - check •
Lamp check - at start-up •
Wiring harness - inspect •
Group 20 - Driveaxle
Axle end lube - clean/repack •
Axle mounting bolts - inspect/tighten •
Fluid replace • •
Group 22 - Wheels And Tires
Wheel mounting bolts - tighten • •
Tire pressure/condition - check • •
Group 23 - Brake System
Operation - check •
Service brake - check wear •
Brake lines - check • •
Parking brake - check/adjust • •
Group 26 - Steer Axle and Lines
Power steering relief pressure - check •
Steer axle mounting - inspect •
SM 1024 PS-1-4

Every
50-250 Hours
Steer wheel bearings - check •
Steer wheel bearings - lubricate/adjust •
Steering cylinder seals - check leakage •
Steering linkage - lubricate •
Group 29 - Hydraulic Pump, Sump, and Filter
Hydraulic fluid level/condition -
•
check/sample
Hydraulic fluid change - drain/fill •
Hydraulic suction screen - clean •
Hydraulic fluid filter - replace • •
Hydraulic tank breather - clean/replace •
Group 30 - Hydraulic Valve & Linkage
Hydraulic system relief pressure -
•
test/adjust
Group 32 - Tilt Cylinders
Tilt cylinder adjustment - check/adjust •
Tilt cylinder drift - test •
Tilt cylinder mounting - check/tighten •
Tilt cylinder rod ends -
•
check/tighten/lubricate
Tilt cylinder rod/seals - check for leaks •
Group 34 - Upright, Lift Cylinder, Carriage, Forks
Carriage and lift chain - lubircate •
Carriage chain condition - inspect/adjust •
Forks, latches, stop pin -
•
inspect/check wear
Lift chain condition - inspect/adjust •
Load backrest •
Upright lift cylinder downdrift-test •
Upright rollers - check •
Upright mounting bolts - tighten •
SM 1024 PS-1-5
Section 2
The Planned Maintenance Program
This Section defines a set of basic service procedures, known as the “Planned
Maintenance Program”, and describes systematic approach for performing
them.
SM 1024 PS-2-1
Introduction to Planned Maintenance The Basic PM Procedures

A program of regular, routine inspections, lubrication, and The chart on the next page lists the basic PM tasks. The
other service tasks is important for the long life and trou- actual PM program may be modified to meet the specific
ble-free operation of the lift truck. needs of the truck application.
The CLARK service organization offers customers a for- The procedures beginning on page 4 outline a systematic
malized program—called Planned Maintenance, or PM— approach to performing the PM tasks. These procedures
for performing these tasks. consist of:
• External visual checks you make as you walk
PM Intervals around the truck with it turned off.
• Operational checks you make while operating the
The PM inspections, adjustments, and lubrications are
truck.
typically performed on each covered truck at 50-250 hour
intervals. (See Section 1, in this Group about defining ser- • Tests, adjustments, and lubrication you perform
vice intervals.) with the covers removed.
The PM Form
! CAUTION
As an aid to service technicians performing and docu-
• Do not make repairs or adjustments unless
menting PM inspections, CLARK has prepared a “Gas,
authorized to do so.
LPG or Diesel Planned Maintenance Report” form. A
black-and-white copy of this form is inserted in Section 3 • Disconnect the battery ground cable (-) from
of this Group. the engine or frame before working on electrical
components.
We recommend that you use this form as a checklist and
• Always wear safety glasses.
to make a record of your inspection and truck condition.
This record can be used to inform the owner of needed • Wear a safety (hard) hat in industrial plants
repairs and help establish the optimal PM intervals. and in special areas where protection is neces-
sary or required.
When you have finished the PM inspections, be sure to
• Remove all jewelry (watch, rings, bracelets,
give a copy of the report to the person responsible for lift
etc.) before working on the truck.
truck maintenance.
SM 1024 PS-2-2
The Recommended PM Task Chart
Listed by Service Manual Group
Group PS - The Basic PM Procedures Hourmeter - check

Visual inspection Indicator lights - check
Functional performance check - test dirve Wiring harness - inspect
Air cleaning of truck Battery electrolyte level - check/add
Lubrication, filters, and fluid levels checks Battery terminals/cables - clean/tighten
Critical fasteners torque check Neutral start - check
Group 00 - Engine Starter cranking voltage - test
Exhaust smoke (blue-oil ; black-fuel) Group 22 - Wheels And Tires
Idle RPM - check/adjust Tire pressure/condition - check
Max no-load gov’d RPM - check/adjust Group 23 - Brake System
Mounts/brackets - inspect/tighten Brake lines - check
Oil filler cap & seal - clean/check Check operation
Oil level/condition - check Parking brake - check/adjust
Stall RPM - check Service brake - check wear
Distributor cap/rotor - inspect Group 26 - Steer Axle & Lines
Ignition wiring - inspect Operation - check
Parking brake interlock - test Steer axle mounting - inspect
Group 01 - Cooling System Steer wheel bearings - check
Coolant hoses - inspect/replace Steering cylinder seals - check leakage
Coolant level/condition - check/sample Steering valve - check leakage
Coolant protection level - hydrometer test Group 29 - Hydraulic Pump, Sump and Filter
Fan belt(s) - check tension, wear Hydraulic fluid level/condition - check/sample
Fan blades - inspect loose/damaged Lines - check for leakage
Fan speed control - inspect Group 30 - Hydraulic Valve & Linkage
Group 02 - Fuel System & Exhaust Hydraulic system relief pressure - test/adjust
Air hoses/clamps - inspect Linkage and control handle operation - check
Exhaust pipe/muffler - inspect Group 32 - Tilt Cylinders
LPG tank mounting/guard - inspect Tilt cylinder mounting - check/tighten
LPG tank shut-off valve - inspect/test Tilt cylinder rod ends - check/tighten
LPG vaporizer/regulator/hoses - inspect Tilt cylinder rod/seals - check condition
Throttle linkage - check/adjust Group 34 - Upright, Lift Cylinders,
Group 07 - Transmission Carriage, Forks
Charging pump - stall test standard transmission Carriage/lift chain - lubricate
Clutch pack - stall test standard transmission Carriage chain condition - inspect/adjust
Fluid level/condition - check/sample Forks, latches, stop pin - inspect/check wear
Inching operation - check/test Lift chain condition - inspect/adjust
Oil cooler/lines - inspect Load backrest - inspect
Group 13 - Electrical System Operation of lift and tilt cylinder - check
Alternator - inspect/test Racking - check for
Alternator dirve belts - inspect/adjust Upright mounting bolts - tighten
Alternator output - test
Battery condition - performance load test
SM 1024 PS-2-3
Visual Inspection Carriage, Load Backrest, and Upright
First, perform a visual inspection of the lift truck and its (See Group 34 for detailed inspection procedure.)
components. Walk around the truck and take note of any Inspect the welds on the carriage, load backrest, and
obvious damage and maintenance problems. upright for cracks. Be sure that the mounting fasteners are
in place and tight.
Inspect the upright assembly: rails, carriage rollers, car-
riage fork bars, lift chains, and lift and tilt cylinders. Look
for obvious wear and maintenance problems and damaged
or missing parts. Check for any loose parts or fittings.
Check for leaks, any damaged or loose rollers and rail
wear (metal flaking). Carefully check the lift chains for
wear, rust and corrosion, cracked or broken links, stretch-
ing, etc. Check that the lift and carriage chains are cor-
rectly adjusted to have equal tension. Check that the lift
chain anchor fasteners and locking means are in place and
tight.
Be sure all safety guards and chain retainers are in place
Decals, Fasteners, and Leaks and not damaged. Inspect the carriage stops and cylinder
retainer bolts. Check all welded connections.
Check for loose fasteners and fittings.
Inspect all lift line hydraulic connections for leaks. Check
Check to be sure all capacity, safety, and warning plates the lift cylinder rods for wear marks, grooves and
and decals are attached and legible. scratches. Check the cylinder seals for leaks.
NOTE
Do not operate a lift truck with damaged or
missing decals and nameplates. Replace them Overhead Guard
immediately. They contain important infor- Upright
mation. See Group 40 for decal locations.
Inspect the truck before and after starting engine for any Load Backrest
signs of external leakage: fuel, engine oil or coolant,
transmission fluid, etc.
Carriage
Check for hydraulic oil leaks and loose fittings. DO NOT
USE BARE HANDS TO CHECK. Fork
! CAUTION
Hydraulic Fluid Pressure. Do not use your
hands to check for hydraulic leakage. Oil
may be hot or under pressure. Fluid under Forks
pressure can penetrate your skin and cause
serious injury. Inspect the load forks for cracks, breaks, bending and
wear as described in Group 34.
Overhead Guard
Be sure that the overhead guard and any other safety ! WARNING
devices are in place, undamaged, and attached securely. HEEL WEAR. If the fork blade at the heel is
Inspect welds and structural members for cracks or other worn down by more than 10 percent, the load
damage. Also check for loose or missing fasteners. capacity is reduced and the fork must be
replaced. See Group 34 for inspection proce-
dures.
SM 1024 PS-2-4
Inspect the fork latches to ensure that they are in good Functional Tests
condition, operate freely, and lock correctly.
Be sure that:
Wheels and Tires • Parking brake is applied
Check the condition of the drive and steer wheels and • Directional control is in "N" (neutral).
tires. Remove objects that are embedded in the tread. Test the horn, lights, and all other safety equipment. Be
Inspect the tires for excessive wear or breaks or "chunking sure they are properly mounted and working correctly.
out. Test all controls to ensure that they operate freely and
return to neutral properly.
Now prepare to start the truck and test its operation.
Starting System
A 3-position starter switch is standard equipment.
Check the neutral start function by placing the direction
control lever in forward or reverse and turning key switch
to “start” position. The starter must not engage until the
direction control lever is moved to “neutral” position.
Check all wheel lug nuts or bolts to be sure none are loose As you start the engine, check the instrument display. All
or missing. Have missing bolts or lug nuts replaced and indicator lights should come on for a 2-second lamp
tightened to correct torque as explained in Group 22. check. The seat belt prompt light should remain on for 4
seconds, accompanied by a buzzer sound. The parking
brake light should remain on if the brake is set. If the truck
has a diesel engine, the glow plug preheat light should
remain on for 6 seconds. If the lights do not operate as
described, refer to Group 13 to diagnose the problem.
Engine Shut Down Mode

If the truck’s fault protection system detects low engine
! WARNING
oil pressure, excessive transmission oil temperature, or
excessive engine coolant temperature, the truck will go
Check tire pressure from a position facing into “shutdown mode”—a buzzer will sound for 30 sec-
the tread of the tire, not the side. Use a long- onds, after which the truck will shut itself off. The truck
handled gauge to keep your body away. If may be restarted, but if the fault condition still exists, the
tires are low, the tire may require removal engine will again shutdown in 30 seconds.
and repair. Incorrect (low) tire pressure can
reduce truck stability. See “Specifications” in Parking Brake Interlock
Group 22 for proper inflation pressure.
The transmission should disengage when the parking brake
is on and reengage when the parking brake is released.
Brake and Inching Pedal Freeplay
1. Apply the parking brake.
There should be no inching and 4~6mm braking pedal
freeplay. Both pedals should be at same the height. Adjust 2. Start the engine, if it is not already running.
as described in Group 23. 3. Place the direction control in forward or reverse.
Make sure the path is clear in the chosen direction.
SM 1024 PS-2-5
4. Accelerate briefly. The truck should not move or put c. Depress the brake pedal and depress the accelera-
any strain on the parking brake if the interlock sys- tor pedal slightly, the truck should not move.
tem is OK.
5. Be sure the travel area is clear behind the truck.
5. Release the parking brake (and service brake). Truck Repeat steps 2 through 4 in the reverse direction.
should move slowly in selected direction. (On hydro-
6. Drive the truck and check that it accelerates and
static truck, depress accelerator pedal slightly.)
decelerates smoothly and stops properly.
Accelerator, Brake/Inching System, Direction 7. Depress the inching (left) pedal and depress the
Control, and Parking Brake accelerator to see if the transmission disengages
properly.
! WARNING 8. Check the function of the parking brake. Park the
Fasten your seat belt before driving the truck on a grade and apply the parking brake. The
truck. parking brake should hold a lift truck with rated load
on a 15% grade.
Make sure that you on a level surface, the travel area is
clear in front of the truck, the parking brake is release, and ! CAUTION
the truck is running.
If the service brake, parking brake, or inter-
1. Push the brake (right) pedal down fully and hold. lock is not operating properly, take the truck
The brakes should apply before the pedal reaches the out of service until it is repaired.
floorplate. If the pedal continues to creep downward,
report the failure immediately. Do not operate the Steering System
truck until the brakes are repaired.
Check the steering system by moving the steering hand-
2. Move the direction control lever from neutral to for- wheel in a full right turn and then in a full left turn. Return
ward. the steer wheels to the straight-ahead position. The steer-
ing system components should operate smoothly when the
3. For standard transaxle trucks: Release the brake
steering handwheel is turned. Hard steering, excessive
pedal and let the truck travel slowly forward. Then
play(looseness), or unusual sounds when turning or
push down on the brake pedal to stop the truck. The
maneuvering indicates a need for inspection or servicing.
brakes should apply smoothly and equally.
4. For hydrostatic transmission trucks:
a. Release the brake pedal. The transmission should
not engage and the truck should not move.
b. Accelerate briefly, then release the accelerator
pedal. Do not depress the brake pedal. The truck
should decelerate to a stop briefly after the accel- If the truck has a steering system fault, take the truck out
erator pedal is released. of service until it is repaired.
Lift Lever
Tilt Lever
Auxiliary Lever
Forward/Reverse
Lever
Brake Pedal
Accelerator
Parking Brake Lever

Inching Pedal
Operator’s Controls. Standard arrangment shown.
SM 1024 PS-2-6
Lift Mechanisms and Controls Auxiliary Controls

(See Group 34 for detailed test procedure.) If the truck is equipped with an attachment, test the con-
trol lever for correct function and operate the attachment
1. Check the function of the lift system and controls
to check its function
with the engine running.
When you have completed the operational tests, park and
2. Pull back on the tilt control lever and hold until the
leave truck according to standard shutdown procedures.
upright reaches the full back tilt position. Push for-
Be sure to make a record of all maintenance and operating
ward on the lever to return the upright to the vertical
problems you find.
position. Release the lever.
If there is excessive play between rails and channels,
upright adjustment is required. If there is racking, Air Cleaning the Truck
adjustment of the cylinder rod yokes is required.
! CAUTION
! CAUTION
Wear suitable eye protection and protective
Be sure that there is adequate overhead clothing.
clearance before raising the upright.
Open the hood and remove the floorplate. Then air clean
3. Pull back on the lift control lever and raise the fork the following: upright assembly, drive axle, radiator from
carriage to full height. Watch the upright assembly as both counterweight and engine sides, engine and accesso-
it rises. All movements of the upright, fork carriage, ries, driveline and related components, and steer axle and
and lift chains must be even and smooth, without steer cylinder.
binding or jerking. Watch for chain wobble or loose-
ness; the chains should have equal tension and move Use an air hose with special adapter or extension that has
smoothly without noticeable wobble. Release the a control valve and nozzle to direct the air properly. Use
lever. clean, dry, low-pressure compressed air. Restrict air pres-
sure to 30 psi (207 kPa), maximum. (OSHA requirement).
It is important to maintain a lift truck in a clean condition.
Do not allow dirt, dust, lint or other contaminants to accu-
mulate on the truck. Keep the truck free from leaking oil
and grease. Wipe up all oil or fuel spills. Keep the controls
and floorboards clean, dry, and safe. A clean truck makes
it easier to see leakage, loose, missing, or damaged parts,
and will help prevent fires. A clean truck will run cooler.
The environment in which a lift truck operates determines
how often and to what extent cleaning is necessary. For
example, trucks operating in manufacturing plants which
have a high level of dirt, dust or lint, (e.g. cotton fibers,
paper dust, etc.) in the air or on the floor or ground,
require more frequent cleaning. The radiator, especially,
may require daily air cleaning to ensure correct cooling. If
air pressure does not remove heavy deposits of grease, oil,
etc., it may be necessary to use steam or liquid spray
cleaner.
If the maximum fork height cannot be reached, this
indicates there is low oil level in the hydraulic sump
or severe binding within the upright.
4. Push forward on the lift control lever. Watch the
upright as it lowers. If you suspect a problem with
lifting or lowering speeds, refer to Group 34 to diag-
nose the problem.
SM 1024 PS-2-7
Truck Chassis Inspection and Lubrication Under-the-Hood Inspection

Lubrication requirements are given in the “Service Chart/ General Checks
Lubrication Points” chart in Section 1 of this Group.
Check all fluid levels and make sure that the following
Lubrication and inspection of truck chassis components items are clean, secure, and in good condition:
includes steer wheels, steer axle linkages, and steer wheel
• Hoses, lines, clamps, and fittings
bearings, and drive wheel bearings. To check these items,
the truck must be properly raised and blocked as described • Wires, cables, and connectors
in “Lifting, Jacking, and Blocking” in Group SA. • Distributor, distributor cap, and rotor, coil, and
plug wires (gas/LPG engine only)
Check for play in wheel bearings by attempting to move
the wheel side to side and up and down, by hand. • Control linkages, pedals, and levers
• Engine mounts
Inspect the steering cylinder piston rods, seal, and fasten-
ers for damage and leaks, and looseness. • Fan and fan belts
• Oil filler cap
Check linkages by observing whether the steer wheels lag
when you turn the handwheel. • Steering gear (check for leaks).
Lubricate the steer axle linkage rod ends and pivot points.
Be sure to clean the grease fittings before lubricating.
! CAUTION
Remove the excess grease from all points after lubricat- To avoid the possibility of personal injury,
ing. Lubricate miscellaneous linkage as needed. never work in engine compartment with
engine running except when absolutely nec-
essary to check or make adjustments. Take
extreme care to keep face, hands, tools, loose
Upright and Tilt Cylinder Lubrication clothing, etc., away from fan and drive belts.
Also, remove watches, bracelets, and rings.
Clean the fittings and lubricate the tilt cylinder rod end Do not smoke.
bushings (forward end). Clean the fittings and lubricate
the tilt cylinder base rod end bushings (rear end). Clean
and lubricate the upright trunnion bushings.
Engine Air Cleaner
Do not open the air cleaner to check the filter element.
Lift Chain Lubrication The filter element should be replaced only at the specified
service interval or when the air filter light indicates that it
Lubricate the lift chains as described in Group 34. is dirty.
Fluid Checks
Battery
Inspect the battery for any damage, cracks, leaking condi-
tion, etc. If the terminals are corroded, clean and protect
them with CLARK Battery Saver (available from your
CLARK dealer). If the battery has removable cell caps,
check to be sure the cells are all filled. If necessary, refill
with distilled water.
SM 1024 PS-2-8
Engine Cooling System Fill the oil level above the LOW mark on the dipstick by
adding only the hydraulic fluid prescribed in Group 29.
Check coolant level in the coolant recovery bottle and in
DO NOT OVERFILL.
the radiator as described in Group 01.
! CAUTION
STEAM. Do not remove the radiator cap
when the radiator is hot. Steam from the
radiator will cause severe burns.
Transmission Fluid Level
Coolant should be checked on a daily basis in high-cycle Check the transmission fluid level with the engine run-
applications. ning, as explained in Group 07.
Engine Oil Fill to the FULL mark on the dipstick, using the transmis-
sion fluid specified in Group 07.
Oil Level: With the truck level and the engine shutdown
for at least 5 minutes, check the engine oil level.
Locate the engine oil dipstick. Pull the dipstick out, wipe
it with a clean wiper and reinsert it fully into the dipstick
tube. Remove the dipstick and check oil level.
Stall Test
On standard transmission trucks, perform the stall test
described in Group 00 to determine engine and transmis-
sion condition.
Cranking Voltage Test

It is normal to add some oil between oil changes. Keep the To determine battery condition, check the cranking volt-
oil level above the ADD mark on the dipstick by adding age.
oil as required. Use only the oil specified in Group 00.
Oil Change: Change oil as described in Group 00. Critical Fastener Torque Checks
Diesel Engine Oil Filter:Replace as described in Group
For safety it is important that the correct torque be main-
00.
tained on all critical fasteners of components which
directly support, handle or control the load and protect the
Hydraulic Fluid Level
operator.
Check the hydraulic sump tank fluid level as described in
Check torque of critical items, including:
Group 29. Correct fluid level is important for proper sys-
tem operation. Low fluid level can cause pump damage. • Drive axle mounting
Overfilling can cause fluid leakage. • Drive and steer wheel mounting
Hydraulic fluid expands as its temperature rises. There- • Counterweight mounting
fore, it is preferable to check the fluid level at operating • Overhead guard mounting
temperature (after approximately 30 minutes of truck
• Operator’s cell mounting
operation).
• Tilt cylinder mounting and yokes
• Upright mounting and components.
Critical fastener torque specifications are given in the gen-
eral specifications Section of Group 40.
SM 1024 PS-2-9
SM 1024
CUSTOMER GAS LPG or DIESEL C OK
O OK
x = Adjust (not P.M)
D Potential r = Repair or replace
PLANNED MAINTENANCE REPORT E Urgent s = Requires shop repair
DATE HOUR METER

MODEL & SERIAL NO DATE LAST P.M. HRS. LAST P.M.
ATTACHMENT NO CUST P.O.NO.
AUTHORIZED SIGNATURE INSPECTOR SPECIAL INSTRUCTIONS
A. TEST DRIVE MACHINE 02. FUEL SYSTEM 12 CHARGING SYSTEM 29 / 30 HYDRAULIC SYSTEM
a. Drive Train Noise a. Clean Filler Cap a. Alternator Mtg a. Check for Leakage
b. Steering Operation b. Check Accelerator & * b. Inspect & Adjust Belts b. Fluid Level-Condition
c. Regulator Output Volts c. Clean/Replace Breather
COMMENTS:
c. Service Brake Operation Return Spring

d. Inching Operation c. Choke Operation * d. Replace Filter Element
e. Transmission Operation d. Fuel Leakage 13 GAUGES-LIGHTS-INDICATORS e. Linkage Adjustment
f. Clutch Operation e. Inspect Tank Fitting LPG a. Hour Meter Operation f. Hose Condition
g. Hydraulic System Operation f. Solenoid Valve Operation LPG b. Gauges-All Operate g. Lift Speed (In./Sec.)
h. Engine Performance g. Clean/Replace Filter c. Lights-All Operate No Load
i. Parking Brake Operation d. Wiring Condition Full Load
j. Pedal Pads & Linkages 02. AIR INTAKE & EXHAUST e. Horn h. Drift Test (In./Min.)
k. Return to neutral a. Clean or Replace Lift Cylinder
00 ENGINE Air Filter 20 DRIVE AXLE Tilt Cylinder
a. Mounting b. Hoses & Clamps * a. Differential Level 32 TILT CYLINDERS
* b. Tighten Head Bolts c. Muffler & Exhaust b. Clean Air Vent a. Check for Leakage
c. RPM - Idle c. Security of Mounting b. Cylinder Rod Condition
Gov. No Load 04. CLUTCH d. Check Wheel Bearin c. Mounting Security
Tilt By - Pass a. Lubricate Throw Out d. Tilt Cylinder Adjustment
d. Vacuum - Idle Bearing and Linkage 23 WHEELS AND TIRES 34 UPRIGHT-CARRIAGE
Gov. No Load b. Pedal Adjustment a. Tighten Mounting Bolts a. Security of Mounting
Tilt By - Pass c. Fluid Level b. Tire Condition b. Roller Condition/Clearance
e. Stall RPM RF LF c. Chain Condition
Fwd Rev 06 & 08 TRANSMISSION RR LR d. Chain Adjustment
High Low a. Fluid Level c. Check Air Pressure e. Latches
f. Inspect Exhaust for Smoke * b. Condition of Fluid 23 BRAKE SYSTEM f. Cylinder Condition
01 CLEANING & LUBRICATION c. Clean Air Vent a. Check for Leakage g. Forks, Locks, Stops
a. Air Clean Truck/Radiator * d. Replace Filter b. Cylinder Fluid Level h. Rail Condition
b. Lubricate Truck e. Fluid Leakage c. Clean Vent Cap i. Trunnion Ring Condition
01 ENGINE OILING f. Inspect Control Linkage d. Pedal Free Travel j. Check Free Lift Guide
a. Check for Leakage e. Pedal Drift 34 LOAD BACK REST
b. Check Oil Level 11 IGNITION & CRANKING SYSTEM f. Cylinder Mounting a. Condition
* c. Drain & Replace Oil a. Check Neutral Start * g. Check Service/Park Brake b. Security of Mounting
* d. Replace Oil Filter b. Check Anti - Restart h. Hoses Fittings-Condition 38 SHEET METAL & CWT
e. Filler Cap Condition c. Distributor Condition 26 STEER AXLE a. Decals-Missing/Condition
f. Clean Crankcase Breather * d. Point Condition/Dwell a. Security of Mounting b. Seat Condition-Operation
* g. Check/Replace PCV e. Timing Setting b. Axle Stop Adjustment c. Side Door Latches
01 COOLING SYSTEM f. Lube Distributor c. Drag Link Adjustment d. Counterweight bolts
a. Coolant Level/Condition * g. Wiring Condition d. Articulation Stops 39 OVERHEAD GUARD
b. Degree Protection e. Check Wheel Bearings a. Condition
c. Inspect Fan & Control 12 BATTERY AND CABLES 26 STEERING SYSTEM b. Security of Mounting
* d. Inspect & Adjust Belts * a. Clean & Check Terminals a. Check for Leakage 53 ATTACHMENTS
* e. Drain/Flush Radiator b. Fluid Level b. Oil Level - Condition a. Mounting Bolts
f. Coolant Leakage c. Cranking Voltage c. Security of Mounting b. Leakage
g. Inspect Water Pump d. Tilt Column Operation c. Operation
PS-2-10
GROUP 00 (MMC-PSI)
GROUP 00 (MMC-PSI)
LPG ENGINE
(MMC-PSI 4G64)
General Information ......................................... Section 1

Timing Belt ........................................................ Section 2
Water Pump ....................................................... Section 3
Rocker Arms and Camshaft ............................. Section 4
Cylinder Head and Valves ................................ Section 5
Front Case, Silent Shaft and Oil Pan .............. Section 6
Piston and Connecting Rod .............................. Section 7
Crankshaft and Cylinder Block ....................... Section 8
Engine Compression Test ................................. Section 9
Maintenance ..................................................... Section 10
LPG Fuel System ............................................. Section 11
Gasoline Fuel System ...................................... Section 12
Emissions Control System .............................. Section 13
Electrical Section ............................................. Section 14
Diagnostic Service Tool (DST) ....................... Section 15
Engine Wire Harness Repair ......................... Section 16
Diagnostic Trouble Code (DTC) .................... Section 17
Definitions ........................................................ Section 18
SM 1024 LPG ENGINE 00-1

Group 00 (MMC-PSI) LPG ENGINE
Section 1
General Information
General Information 00-1-1

GENERAL INFORMATION
ENGINE MODELS
Engine model Displacement mL Specification

4G64-L-56/57 2,351 Single overhead camshaft, 16-valve
4G63-L-5A/5B 1,997
GENERAL SPECIFICATIONS
Description Specification
4G64-L-56/57 4G63-L-5A/5B
Type In-line OHV, SOHC
Number of cylinders 4
Combustion chamber Pent roof type
3
Total displacement cm 2,351 1,997
Cylinder bore mm 86.5 85
Piston stroke mm 100 88
Compression ratio 9.5 9.5
Valve timing Intake valve Opens (BTDC) 18° 18°
Closes (ABDC) 53° 53°
Exhaust valve Opens (BBDC) 50° 50°
Closes (ATDC) 18° 18°
Lubrication system Pressure feed, full-flow filtration
Oil pump type Involute gear type

SERVICE SPECIFICATIONS
Item Standard value Limit

Timing belt
Auto-tensioner rod projection length mm 12 -
Auto-tensioner rod pushed-in amount [When pushed with a force of 98 - 1.0 or less -
196 N] mm
camshaft
Camshaft cam height mm Intake 37.39 Min36.89
Exhaust 36.83 Min36.33
Camshaft journal outside diameter mm 45 -
Cylinder head and valves
Cylinder head flatness of gasket surface mm Less than 0.03 0.2
Cylinder head grinding limit of gasket surface mm (Total resurfacing - 0.2
depth of cylinder head and cylinder block)
Cylinder head overall height mm 119.9~ 120.1 -
Cylinder head bolt shank length mm 97.4 99.4
Valve thickness of valve head (margin) mm Intake 1.0 Min 0.5
Exhaust 1.2 Min 0.7
Valve overall height mm Intake 112.30 Min111.80
Exhaust 114.11 Min113.61
Valve stem outside diameter mm 6.0 -
Valve thickness to valve guide clearance mm Intake 0.02 - 0.05 0.10
Exhaust 0.03 - 0.07 0.15
Valve face angle mm 45° - 45.5° -
Valve spring free length mm 54.75 53.75
Valve spring load/installed height N / mm 235 19/44.2 -
Valve spring out-of-squareness 2° or less

Valve seat valve contact width mm 0.9 - 1.3 -
Valve guide inside diameter mm 6.0 -
Valve guide projection from cylinder head upper surface mm 14.0 -
Valve stem projection mm 49.3 49.8
Oil pan and oil pump

Item Standard value Limit Item
Oil pump side clearance mm Drive gear 0.08 - 0.14 -
Driven gear 0.06 - 0.12 -

Piston and connecting rod

Piston outside diameter mm 86.5 /85 -
Piston ring side clearance mm No. 1 0.02 - 0.06 0.1
No. 2 0.02 - 0.06 0.1
Piston ring end gap mm No. 1 0.25 - 0.35 0.8
No. 2 0.40 - 0.55 0.8
Oil ring side rail 0.10 - 0.40 1.0
Piston pin outside diameter mm 22.0 -
Piston pin press-in load kg (Room temperature) 755-1750 -
Crankshaft pin oil clearance mm 0.02 - 0.05 0.1
Connecting rod big end side clearance mm 0.10 - 0.25 0.4
Crankshaft and cylinder block
Crankshaft end play mm 0.05 - 0.18 0.25
Crankshaft journal outside diameter mm 57.0 -
Crankshaft pin outside diameter mm 45.0 -
Crankshaft journal oil clearance mm 0.02 - 0.04 0.1
Cylinder block flatness of gasket surface mm 0.05 0.1
Cylinder block grinding limit of gasket surface mm (Total resurfacing - 0.2
depth of both cylinder head and cylinder block)
Cylinder block overall height mm 4G64-L-56/57 290 0.1 -
4G63-L-5A/5B 284 0.1

Cylinder block inside diameter mm 4G64-L-56/57 86.5-86.53 -
4G63-L-5A/5B 85-85.03
Cylindricity mm 0.01 -

REWORK DIMENSIONS
Item Standard value

Cylinder head And valves
Diameter of oversize valve seat ring hole in Intake 0.3 oversize 34.435-34.455
cylinder head mm 0.6 oversize 34.735-34.755
Exhaust 0.3 oversize 31.935-31.955
0.6 oversize 32.235-32.255
Diameter of oversize valve guide hole in cylinder head mm 0.05 oversize 11.05 - 11.07
0.25 oversize 11.25 - 11.27
0.50 oversize 11.50 - 11.52

TORQUE SPECIFICATIONS
Item Specification
ignition system (Nm) ft.lbs
Crankshaft pulley bolts 24.5 18
Spark plugs 24.5 18
Water pump pulley bolts 8.9 7
Exhaust manifold
Water pump bolts 13.8 10
Thermostat housing bolts 23.6 18
Timing belt
Auto-tensioner bolts 23.6 18
Camshaft sprocket bolt 88.3 65
Counterbalance shaft sprocket bolt 45.1 34
Crankshaft bolt 117.7 87
Engine support bracket bolt 48 36
Idler pulley bolt 35.3 26
Oil pump sprocket nut 54 40
Tensioner "B" bolt 19 14
Tensioner arm bolt 22 16
Tensioner pulley bolt 49 36
Timing belt cover bolts (Bolt, washer assembly) 11 8
Timing belt cover bolts (Flange bolt and nut) 11 8
Inlet manifold and water pump
Engine hanger bolt 19 14
Oil pressure switch 10 7
Water temp gauge 30 22
Water outlet fitting bolts 20 15
Rocker arms and camshaft
Rocker arms and rocker arm shaft bolts 32 23
Rocker cover bolts 4 3
Thrust screw 19 14
Cylinder head and valves
Cylinder head bolts 78Nm 0Nm 58ft.lbs 0ft.lbs
20Nm + 90 + 90° 15ft.lbs + 90
+ 90°

Item Specification
(Nm) ft.lbs
Oil pan and oil pump
Drain plug 44 33
Flange bolt 36.3 27
Front case bolts 24.5 18
Oil filter bracket bolts 18.6 14
Oil filter 18.6 14
Oil pan bolts 6.9 5
Oil pump cover bolts 15.7 12
Oil pump cover screws 9.8 8
Oil screen bolts 18.6 14
Plug 23.5 18
Relief plug 44 33
Piston and connecting rod
Connecting rod cap nuts 20Nm + 90 15ft.lbs + 90
to 100 to 100
Crankshaft and cylinder block
Bearing cap bolts 24.5Nm + 90 18ft.lbs + 90
to 100 to 100
Bell housing cover bolts 8.8
Oil seal case bolts 10.8
Rear plate bolts 10.8

MITSUBISHI MOBILE ENGINE MAINTENANCE REQUIREMENTS

Perform the following maintenance on the engine at the hours indicated and at equivalent hour intervals thereafter.
Interval Hours
Daily 200 400 800 1000 1250 1500 1750 2000 3000 5000
General Maintenance Section
Visual check for fluid leaks X
Check engine oil level X
Check coolant level X
Change engine oil and filter (Severe duty 5) Every 150 hours or 120 days of operation
5
Change engine oil and filter (Standard duty ) Every 250 hours or 120 days of operation
Check LPG system for leaks Prior to any service or maintenance activity
1
Inspect accessory drive belts for cracks, breaks, splits or glazing X
Inspect electrical system wiring for cuts, abrasions or corrosion X
Inspect all vacuum lines and fittings for cracks, breaks or hardening X
Engine Coolant Section
Clean debris from radiator core Every 100 hours or 60 days of operation
2&4
Change Coolant X
1
Inspect coolant hoses for cracks, swelling or deterioration X
Engine Ignition System
Replace spark plugs - Standard Duty X
3
Replace spark plugs - Severe Duty X
Inspect battery case for damage X
Base Engine System
Replace camshaft belt X
Replace balance shaft belt X
Inspect PCV system X
Fuel System Maintenance
Inspect air cleaner Every 200 hours, or every 100 hours in dusty environment
Replace filter element Every 400 hours, or every 200 hours in dusty environment
Replace fuel filter X
Inspect Shut-off Valve for leaks and closing X
Leak check fuel lines X
Check air induction for leaks X
Check manifold for vacuum leaks X
Drain LPG Vaporizer oil build up Every 150 hours or 120 days of operation
Engine Exhaust System
Inspect exhaust manifold for leaks X
Inspect exhaust piping for leaks X
Check HEGO sensor(s) connector and w ires for burns, cuts or damage X
Inspect catalyst for mechanical damage X
The Maintenance schedule represents manufacturers recommended maintenance intervals to maintain proper engine/equipment function. Specified state
and federal regulations may require equipment operators to conduct comprehensive engine/equipment inspections at more periodic intervals than those
specified above.
Special Notes Section
Note 1 = Item should be checked yearly, replace as needed
Note 2 = PSI requires the use of coolant meeting GM specification GM6277M. When used, this coolant change interval is 5,000 hours or 5 years (whichever
occurs first). Changing of coolant types (typically indicated by color) and mixing of coolants is not allowed as this can result in a loss of coolant protection
during the engine life. Consult the OEM for the correct replacement interval if you use coolant other than GM6277M
Note 3 = Severe duty applications are units that receive high load, full throttle operation for the majority of its operational life.
Note 4 = 5,000 hour or 5 years whichever occurs first
Note 5 = Oil life is highly dependent on oil quality, operating enviroment, and engine use.

SEALANTS
Items Specified sealants

Water outlet fitting* Permatex Ultra Grey Gasket Maker pt# 82194 or equivalent
Thermostat housing*
Thermostat housing seal bolt
Oil pressure switch Three bond 1141E , 1215 or 1212D or equivalent
Oil pan* Permatex Ultra Grey Gasket Maker pt# 82194 or equivalent
Rear oil seal case*
note *: Part to be sealed with a form-in-place gasket (FIPG)
FORM-IN-PLACE GASKET (FIPG)
This engine has several areas where the form-in-place gasket (FIPG) is used for sealing. To ensure
that the FIPG fully serves its purpose, it is necessary to observe some precautions when applying it.
Bead size, continuity and location are of paramount importance. Too thin a bead could cause leaks.
Too thick a bead, on the other hand, could be squeezed out of location, causing blocking or narrowing
of fluid passages. To prevent leaks or blocking of passages, therefore, it is absolutely necessary to
apply the FIPG evenly without a break, while observing the correct bead size.
FIPG hardens as it reacts with the moisture in the atmospheric air, and it is usually used for sealing
metallic flange areas.
REMOVAL OF FIPG SEALED PARTS
Parts sealed with a FIPG can be easily removed without need for the use of a special method. In some
cases, however, the FIPG in joints may have to be broken by tapping parts with a mallet or similar tool.
You can also tap a flat, thin gasket scraper into the joint to break the FIPG, taking extreme care not to
damage the mating surfaces. The oil pan remover (800397) is available as a special tool for removing
the oil pan. The tool, however, must not be
CLEANING FIPG APPLICATION SURFACE
Thoroughly remove all substances deposited on the FIPG application surface, using a gasket scraper
or wire brush. Make sure that the FIPG application surface is flat and smooth. Also make sure that the
surface is free from oils, greases and foreign substances. Do not fail to remove old FIPG that may
remain in the fastener fitting holes.

APPLICATION OF FIPG
Applied FIPG bead should be of the specified size and free of any break. FIPG can be wiped away
unless it has completely hardened. Install the mating parts in position while the FIPG is still wet (in
less than 15 minutes after application). Do not allow FIPG to spread beyond the sealing areas during
installation. Avoid operating the engine or letting oils or water come in contact with the sealed area
before a time sufficient for FIPG to harden (approximately one hour) has passed. FIPG application
method may vary from location to location. Follow the instruction for each particular case described
later in this manual.

SPECIAL TOOLS
Tool Number Name Use

800398 Moment wrench Adjustment of timing belt tension
800399 Crankshaft sprocket Removal of crankshaft sprocket

puller
800400 Leak-down tester Leak-down tester of lash adjuster
800401 Lash adjuster Bleeding of air inside the adjuster

retainer
800402 Air bleed wire Air bleed of lash adjuster
800403 Lash adjuster Supporting of the lash adjuster to prevent it from

holder falling when rocker shaft assembly is removed or
installed
800404 Sprocket stopper Supporting counterbalance shaft sprocket
800405 End yoke holder Holding camshaft sprocket when loosening or

torquing bolt
800406 Pins

800407 Tension pulley Adjustment of timing belt tension

wrench
800408 Oil pressure switch Removal and installation of oil pressure switch <to
wrench cylinder block>
800409 Camshaft oil seal Installation of camshaft oil seal

installer
800410 Cylinder head bolt Removal and installation of cylinder head bolt
wrench (12)
800411 Valve spring Compression of valve spring

compressor
800412 Valve steam seal Installation of valve steam seal

installer
800397 Oil pan remover Removal of oil pan
800413 Plug wrench Removal and installation of front case cap plug
800414 Plug wrench

retainer
800415 Silent shaft bearing Removal of counterbalance shaft front bearing

puller
800416 Silent shaft bearing Removal of counterbalance shaft rear bearing

puller

800417 Bearing installer Removal and installation of rear bearing

stopper
800418 Silent shaft bearing Installation of counterbalance shaft bearing

installer
800419 Crankshaft front oil Installation of crankshaft front oil seal

seal guide
800420 Crankshaft front oil

seal installer
800421 Piston pin setting Removal and installation of piston pin

tool
800422 Handle Installation of crankshaft rear oil seal
800423 Crankshaft rear oil

seal installer

Section 2
Timing Belt
Timing Belts 00-2-1

TIMING BELT
REMOVAL AND INSTALLATION
ATTENTION: USE ONLY THE PSI LONG LIFE CAMSHAFT AND BALANCE SHAFT BELTS.
THE PROCEDURES OUTLINED BELOW APPLY TO THESE BELTS ONLY. THE USE OF A
NON- PSI LONG LIFE BELT IS NOT PERMITTED OR RECOMMENDED
1. Timing belt front lower cover 11. Crankshaft bolt

2. Timing belt 12. Crankshaft sprocket
3. Tensioner pulley 13. Flange
4. Tensioner arm 14. Tensioner "B"
5. Auto-tensioner 15. Timing belt "B"
6. Idler pulley 16. Counterbalance shaft sprocket
7. Tensioner pulley bracket 17. Spacer
8. Timing belt rear cover 18. Crankshaft sprocket "B"
9. Timing belt indicator 19. Camshaft sprocket bolt
10. Oil pump sprocket 20. Camshaft sprocke t
Timing Belt 00-2-2

REMOVAL SERVICE POINTS

<<A>> TIMING BELT REMOVAL
1. Mark the belt running direction for reinstallation.
NOTE:
(1) Water or oil on the belt shortens its life
drastically, so the removed timing belt, sprocket,
and tensioner must be washed or immersed in
solvent. Replace parts if contaminated.
(2) If there is oil or water on any part, check the
front case oil seals, camshaft oil seal, and water
pump for leaks.
3. If available use special tool Set screw (800425)

to release tension on the timing belt. Rotate Set
screw until it makes contact with the tensioner arm.
Continue to rotate Set screw slowly until tension
on the timing belt has been released.
800425
4. At this time you can insert a metal wire (1.4

mm in diameter) or a 1/16” allen wrench in the
auto tensioner. This is done by aligning the set
hole in the auto tensioner push rod with the set
hole in the auto tensioner body. Rotating the Set
screw (800425) to move the tensioner arm up or
down will aid in lining up the two set holes.
4. Remove the auto tensioner by loosening the

two bolts that secure it to the engine
5. Loosen the tensioner pulley bolt, and then

remove the timing belt.
<> OIL PUMP SPROCKET REMOVAL

1. Remove the plug on the left side of the cylinder
block.
2. Insert a Phillips screwdriver (shank diameter 8
mm) through the plug hole to block the left
counterbalance shaft.
3. Loosen the nut and then remove the oil pump
sprocket.
Timing Belt 00-2-3

<<C>> CRANKSHAFT BOLT LOOSENING

1. Removal the crankshaft bolt and washer.
800424
<<D>>CRANKSHAFT SPROCKET REMOVAL

1. Set special tool Crankshaft sprocket puller
(800399) as shown in the illustration.
2. Screw in the center bolt of the special tool to
800399 remove the crankshaft sprocket.
<<E>> Balance Shaft Belt REMOVAL

1. Mark the belt running direction for
reinstallation.
NOTE: Water or oil on the belt shortens its life

drastically, so the removed timing belt, sprocket,
and tensioner must be free from oil and water.
These parts should not be washed or immersed in
solvent. Replace parts if contaminated.
2. Loosen the tensioner "B" bolt, and then remove
the timing belt "B."
<<F>>COUNTERBALANCE SHAFT SPROCKET

REMOVAL
1. Set special tool Sprocket stopper (800404) as
shown to prevent the counterbalance shaft
sprocket from turning together
800404 2. Loosen the bolt and remove the sprocket.
Timing Belt 00-2-4

<<G>>CRANKSHAFT SPROCKET
"B" REMOVAL
1. Set special tool Crankshaft sprocket puller
800399
(800399) as shown in the illustration.
2. Screw in the center bolt of the special tool to
remove crankshaft sprocket "B."
<<H>> CAMSHAFT SPROCKET REMOVAL

800405 1. Using special tools to prevent the camshaft
sprocket from rotating.
2. Remove the camshaft sprocket.
800406
Timing Belt 00-2-5

INSPECTION
TIMING BELT
Replace the belt if any of the following conditions
exist:
1. Hardening of rubber backing.
Back side should be glossy without resilience and
leave no indent when pressed with fingernail.
2. Cracks on rubber back.

3. Cracks or peeling of canvas.
4. Cracks at bottom of ribs.
5. Cracks on belt sides.
6. Abnormal wear of belt sides. Normal wear is

indicated if the sides are sharp as if cut by a knife.
Abnormal wear is indicated if the sides are ragged.
7. Abnormal wear on teeth.

Initial stage:
Canvas worn (fluffy canvas fibers, rubbery
texture gone, white discoloration, canvas
texture indistinct)
Final stage:
Canvas worn, exposing rubber (tooth width
reduced)
8. Missing tooth.
Timing Belt 00-2-6

AUTO TENSIONER
1. Check for oil leaks. If oil leaks are evident,
replace the auto-tensioner.
2. Check the rod end for wear or damage and
replace the auto-tensioner if necessary.
3. Measure the rod protrusion. If it is out of
specification, replace the auto tensioner.
Standard value: 12 mm
4. Press the rod with a force of 98 to 196 N and

measure the movement of the rod.
If the measured value is out of the standard value,
replace the auto-tensioner.
Standard value: 1.0 mm or less
Timing Belt 00-2-7

800405 INSTALLATION SERVICE POINTS

>>A<< CAMSHAFT SPROCKET
INSTALLATION
1. Using special tools to prevent the camshaft
800406 sprocket from rotating.
End yoke holder (800405)
Pulley holder pin (800406)
2. Tighten the camshaft sprocket bolt to the
specified torque.
Tightening torque: 88 ± 10 N·m
>>B<< SPACER INSTALLATION

1. Apply a thin coat of clean engine oil to the lip
area of the oil seal.
2. Install the spacer with the chamfered end facing
toward the oil seal.
>>C<<COUNTERBALANCE SHAFT SPROCKET

INSTALLATION
1. Install the counterbalance shaft sprocket and
screw on the bolt.
800404 2. Install special tool Sprocket stopper (800404) as
shown in the illustration to lock the counterbalance
shaft.
3. Tighten the bolt, and then remove the special
tool.
Timing Belt 00-2-8

>>D<< BALANCE SHAFT BELT "B"

INSTALLATION
1. Align timing marks on the crankshaft sprocket
"B" and counterbalance shaft sprocket with the
marks on the front case.
2. Install the BALANCE SHAFT belt "B" on the

crankshaft sprocket "B" and counterbalance shaft
sprocket. There should be no slack on the tension
side.
3. Make sure that the tensioner pulley center and
the bolt center are positioned as shown in the
illustration.
4. Move tensioner "B" in the direction of the arrow

while lifting with your finger to give sufficient
tension to the tension side of BALANCE SHAFT
belt. In this condition, tighten the bolt to secure
tensioner "B." When the bolt is tightened, use care
to prevent the tensioner pulley shaft from turning
with the bolt. If the shaft is turned with the bolt, the
belt will be over tensioned.
5. Check that timing marks on the sprockets are

aligned with the timing marks on the front case.
6. With your index finger, press the midway of
span on the tension side of BALANCE SHAFT belt
"B." The belt must deflect 2-3 mm for new
install and 5-7 if reusing existing belt.
Timing Belt 00-2-9

Gr (MMC-PSI) LPG ENGINE
>>E<< CRANKSHAFT BOLT INSTALLATION

1. Tighten the crankshaft bolt to the specified
torque.
Tightening torque: 162N·m
800424
>>F<< OIL PUMP SPROCKET INSTALLATION

1. Insert a Phillips head screwdriver (shank
diameter 8 mm) through the plug hole on the left
side of the cylinder block to block the left
counterbalance shaft.
2. Install the oil pump sprocket.
3. Apply a thin coat of engine oil to the seating
surface of the nut.
4. Tighten the nut to the specified torque.
>>G<< AUTO-TENSIONER INSTALLATION

If the auto-tensioner rod is fully extended, reset it
as follows:
1. Clamp the auto-tensioner in a vise with soft
jaws.
2. Push in the rod little by little with the vise until
the set hole A in the rod is aligned with hole B in
the cylinder.
3. Insert a wire (1.4 mm in diameter) or a 1/16”

allen wrench into the set holes. This
auto-tensioner setting wire will be used during
timing belt alignment.
4. Unclamp the auto-tensioner from the vise.
Timing Belt 2
5. Install the auto-tensioner onto the front case

and tighten to the specified torque.
Note: Leave the wire installed in the auto-
tensioner. Tightening torque: 24± 3 N·m
>>H<< TIMING BELT INSTALLATION

1. Align the timing mark on the camshaft sprocket
with the timing mark on the rocker cover.
2. Align the timing mark on the crankshaft sprocket

with the timing mark on the front case.
3. Align the timing mark on oil pump sprocket with

its mating mark.
Timing Belt 2
4. Remove the plug on the cylinder block and

insert a Phillips head screwdriver (shank diameter
8 mm) through the hole.
If it can be inserted as deep as 60 mm or more,
the timing marks are correctly aligned.
If the inserted depth is only 20 to 25 mm, turn the
oil pump sprocket one turn and realign the timing
marks. Then check to ensure that the screwdriver
can be inserted 60 mm or more. Keep the
screwdriver inserted until the timing belt is
completely installed.
5. Install the timing belt on the crankshaft sprocket,

oil pump sprocket, idler pulley, camshaft sprocket,
and tensioner pulley in that order.
6. Lift up the tensioner pulley in the direction of the
arrow and tighten the center bolt.
7. Check that all timing marks are aligned.
8. Remove the screwdriver inserted in step 4 and
install the plug.
9. Turn the crankshaft a quarter turn
counterclockwise. Then, turn it clockwise until the
timing marks are aligned again.
10. Install special tool Tension pulley socket

wrench (800407), socket wrench and torque
wrench, onto the tensioner pulley, and loosen the
tensioner pulley center bolt.
NOTE: Use a torque wrench that can measure 0
to 5.0 N·m.
11. Torque to 2.9 3.0 N·m with the torque wrench.
12. Holding the tensioner pulley with special tool
Tension pulley socket wrench (800407) and
torque wrench tighten the center bolt to
specification.
800407 Tightening torque: 48 ± 5 N·m
13. Rotate special tool Set screw (800425) until

it contacts the tensioner arm. Slowly rotate Set
screw until hole in auto tensioner push rod aligns
with hole in auto tensioner body.
800425
Timing Belt 2 2
14. The wire inserted at the auto-tensioner

installation is pulled out and then the special tool
Set screw (800425) is removed by hand.
15. Give two clockwise turns to the crankshaft.
Wait for 15 minutes, and then proceed with the
following inspection steps.
16. Check to see whether the metal wire (removed

in step 14) can be reinserted and removed without
any resistance. If the metal wire can be inserted
and removed without any resistance, it means that
the belt has proper tension. Therefore, remove the
metal wire. Check that the rod protrusion of the
auto-tensioner is within the standard value.
Standard value: 3.8 - 4.5 mm
17. If the metal wire offers resistance when
removed, repeat the previous steps 9 through 14
until the standard value is obtained as measured
by the rod projection of the auto-tensioner rod.
Timing Belt 2 3
Section 3
Water Pump
Water Pump s 00-3-1

WATER PUMP
Removal steps
1. Oil level gauge
2. Oil level gauge guide >>A<< 9. O-ring
3. O-ring 10. Thermostat housing
4. Water inlet fitting >>A<< 11. Water inlet pipe
>>C<< 5. Thermostat >>A<< 12. O-ring
>>B<< 6. Water outlet fitting 13. Water pump
7. By-pass fitting 14. Water pump gasket
>>A<< 8. Water inlet pipe 15. Water inlet fitting
Water Pump 3
INSTALLATION SERVICE POINTS
>>A<< WATER INLET PIPE/O-RING

INSTALLATION
1. Attach a new O-ring to each end of the water
inlet pipe.
2. Wet the O-ring with water.
Note: Keep the O-ring free of oil or grease.
>>B<< WATER OUTLET FITTING

INSTALLATION
1. Apply a 3 mm diameter bead of FIPG to the
indicated surface of the water outlet fitting
Specified sealant: Permatex Ultra Grey Gasket
Maker pt# 82194 or equivalent
2. Install the housing quickly, (within 15 minutes)
while the sealant is wet, and tighten the bolts to
the specified torque.
Note: After installation, keep the sealed area
away from the coolant for approximately one hour.
>>C<< THERMOSTAT INSTALLATION

1. Check that the rubber ring is undamaged and
seated correctly in the thermostat flange.
2. Install the thermostat as shown in the illustration.
The jiggle valve must be at the uppermost
position.
Water Pump 3
Section 4
Rocker Arms and Camshaft
Rocker Arms and Camshaft s 00-4-1

ROCKER ARMS AND CAMSHAFT

1 3
4
5
2
3.9N.
8
31N.m
1
7 18N.m
1 9
1 6
1 6
14
1 6 20
11 21
6
13
10 11
1 12 22
8 13
11
12
13
11 12
13
15 12
19
6EN1762
1. Breather hose 12. Rocker arm "A"

2. PCV hose 13. Rocker arm "B"
3. PCV valve 14. Rocker arm shaft (Intake side)
4. PCV valve gasket >>B<< 15. Lash adjuster
5. Oil filler cap 16. Rocker arm "C"
6. Rocker cover 17. Rocker arm shaft (Exhaust side)
7. Rocker cover gasket >>B<< 18. Lash adjuster
8. Oil seal >>A<< 19. Oil seal
<<A>> >>C<< 9. Rocker arms and rocker arm shaft 20. Thrust case
<<A>> >>C<< 10. Rocker arms and rocker arm shaft 21. O-ring
>>C<< 11. Rocker arm shaft ring 22. Camshaft
Rocker Arms and Camshaft 4

REMOVAL SERVICE POINT

<<A>> ROCKER ARMS AND ROCKER ARM
SHAFT REMOVAL
1. Before removing rocker arms and shafts
assembly install the special tool as illustrated
prevent the adjusters from dropping.
6AE0160
800403
INSPECTION
CAMSHAFT
Measure the cam height. If it is below the limit,
replace the camshaft.
Standard Minimum
value limit
Intake 37.39mm 36.89mm
Exhaust 36.83mm 36.33mm
ROCKER ARM
1. Check the roller or slipper surface. If any dents,
damage or seizure is evident, replace the rocker
arm.
2. Check the roller for smooth rotation. If it does
not rotate smoothly, or if looseness is evident,
replace the rocker arm.
3. Check the inside diameter. If damage or seizure
is evident, replace the rocker arm.

800402 LASH ADJUSTER LEAK DOWN TEST

NOTE:
The lash adjuster is a precision part. Keep it
free from dust and other foreign matter.
Do not disassemble lash adjusters.
When cleaning lash adjusters, use clean diesel
diesel fuel only.
800401 1. Immerse the lash adjuster in clean diesel fuel.
2. While lightly pushing down the inner steel ball
using the special tool, Air Bleed Wire, move the
6EN1702
plunger up and down four or five times to bleed air.
Use of the retainer (special tool) helps facilitate the
rocker arm mounted type lash adjuster.
3. Remove the wire and press the plunger. If the
plunger is hard to be pushed in, the lash adjuster is
800402
normal. If the plunger can be pushed in all the way
readily, bleed the lash adjuster again and test
again. If the plunger is still loose, replace the lash
adjuster.
NOTE: Upon completion of air bleeding, hold the
lash adjuster upright to prevent inside diesel fuel
800401 from spilling.
4. After air bleeding, set the lash adjuster on the

6EN1703 special tool (Leak down tester 800400).
5. After the plunger has gone down somewhat
(0.2-0.5 mm), the measured time is out of the
specification.
800402
Standard value:
4-20 seconds/1 mm (Diesel fuel at 15-20
800401
6EN1706
800400


>>A<< CAMSHAFT SEAL INSTALLATION
800409
9EN0060
>>B<< LASH ADJUSTER INSTALLATION

1. Immerse the lash adjuster in clean diesel fuel.
800402 2. Using the special tool (air bleed wire), move the
plunger up and down 4 or 5 times while pushing
down lightly on the check ball in order to bleed out
the air.
3. Insert the lash adjuster to the rocker arm, being

careful not to spill the diesel fuel. Then use the
special tool to prevent the adjuster from falling
while installing it.
800403
Lash adjuster
6AE0161

>>C<< ROCKER SHAFT SPRING, ROCKER

ARM AND ROCKER SHAFT INSTALLATION
1. Temporarily tighten the rocker shaft on the inlet
valve side with bolt so that all rocker arms do not
push the valves.
2. Fit the rocker shaft spring from the above and
position it so that it is right angles the spark plug
guide.
NOTE: Install the rocker shaft springs before
6AE0162
installation of the exhaust side rocker arms and
shaft.
3. Remove the special tool used to hold the lash
adjuster.
4. Make sure that the notch in the rocker shaft is
directed as shown in the illustration.
6AE0163

Section 5
Cylinder Head and Valves
Cylinder Head and Valves s 00-5-1

CYLINDER HEAD AND VALVES

Removal steps
<<A>> >>D<< 1. Cylinder head bolt 11. Exhaust valve

2. Cylinder head assembly <<C>> >>A<< 12. Valve stem seal
3. Cylinder head gasket 13. Valve spring seat
<> >>C<< 4. Retainer lock <<C>> >>A<< 14. Valve stem seal
5. Valve spring retainer 15. Valve spring seat
>>B<< 6. Valve spring 16. Intake valve guide
7. Intake valve 17. Exhaust valve guide
<> >>C<< 8. Retainer lock 18. Intake valve seat
9. Valve spring retainer 19. Exhaust valve seat
>>B<< 10. Valve spring 20. Cylinder head
Cylinder Head and Valves 5


<<A>> CYLINDER HEAD BOLTS REMOVAL
Using special tool Cylinder head bolt wrench
800410 (800410), loosen the cylinder head bolts. Loosen
each bolt evenly, little by little, by two or three
steps.
<> RETAINER LOCK REMOVAL

1. Set special tool valve spring compressor
800426 (800426), as illustrated, to compress the valve
spring. Remove the retainer lock.
2. Relieve the spring tension and remove the valve,
retainer, spring, etc. Store removed valves, springs,
and other parts, tagged to indicate their cylinder
number and location for assembly.
<<C>> VALVE STEM SEAL REMOVAL

1. Do not reuse removed valve stem seal.
9EN0063


>>A<< VALVE STEM SEAL INSTALLATION
800412 1. Install the valve spring seat.
2. Using special tool Valve stem seal installer
(800412), install a new valve stem seal.
NOTE: The special tool must be used to install the
valve stem seal. Improper installation could result
in oil leaking past the valve guide.
>>B<< VALVE SPRING INSTALLATION

Install the valve spring with its identification color
painted end upward (toward the valve spring
retainer).
>>C<< RETAINER LOCK INSTALLATION

800426 1. The valve spring, if excessively compressed,
causes the bottom end of the retainer to be in
contact with, and damage, the stem seal.

>>D<< CYLINDER HEAD BOLT INSTALLATION

1. When the removed cylinder head bolts are to be
reused, check that the shank length of each bolt
meets the limit. If it exceeds the limit, replace the
bolts.
Limit: 99.4 mm
2. Apply engine oil to the thread of the bolts and to
the washers.
3. Using special tool Cylinder head bolt wrench
(800410) tighten the bolts to the specified torque,
using the tightening sequence shown.
4. Loosen all bolts fully in the reverse order of
tightening.
5. Retighten the loosened bolts to in the tightening
sequence shown.
6. Make a paint mark across each bolt head and
cylinder head.
7. Tighten the cylinder head bolts 90 degrees in the
specified order.
8. Tighten the bolts another 90 degrees in the
same order as in step 7, and check that the paint
marks on the cylinder head bolt are aligned with
the paint marks on the cylinder head.
NOTE:
If the bolt is turned less than 90 degrees,
proper fastening performance may not be achieved.
Be careful to turn each bolt exactly 90 degrees.
If the bolt is overtightened, loosen the bolt
completely and then retighten it by repeating the
tightening procedure from step 1.

INSPECTION
CYLINDER HEAD
1. Check the cylinder head gasket surface for
flatness by using a straight edge and feeler gauge.
Standard value: 0.03 mm Limit: 0.2 mm
2. If it exceeds the limit, correct to meet
specification.
Grinding limit: *0.2 mm
*Includes combined with cylinder block grinding.
Cylinder head height (Specification when new):
119.9-120.1 mm
VALVE
1. Check the valve seat contact. Valve seat contact
should be uniform at the center of the valve face. If
incorrect, reface using a valve refacer.
2. If the margin is below the limit, replace the valve.
Standard value:
< Intake> 1.0 mm
<Exhaust> 1.2 mm
Minimum limit:
<Intake> 0.5 mm
<Exhaust> 0.7mm
3. Measure the valve’s total length. If the
measurement is less than the limit, replace the
valve.
Standard value:
<Intake> 112.30 mm
<Exhaust> 114.11 mm
Minimum limit:
<Intake>111.80 mm
<Exhaust> 113.61 mm
VALVE SPRING
1. Measure the free height of the spring. If it is less
than the limit, replace.
Standard value: 54.75 mm
Minimum limit : 53.75 mm
2. Measure the squareness of the spring. If it
exceeds the limit, replace.
Standard value: 2 degrees or less

VALVE GUIDE
Measure the clearance between the valve guide
and valve stem. If it exceeds the limit, replace the
valve guide or valve, or both.
Standard value:
<Intake> 0.02 - 0.05 mm
<Exhaust> 0.03 - 0.07 mm
Limit:
<Intake> 0.10 mm
<Exhaust> 0.15 mm
VALVE SEAT
Assemble the valve and then measure the valve
stem projection between the end of the valve stem
and the spring seating surface. If the measurement
exceeds the specified limit, replace the valve seat.
Standard value:
<Intake> 49.30 mm
<Exhaust> 49.30 mm
Limit:
<Intake> 49.80 mm
<Exhaust> 49.80 mm
VALVE SEAT RECONDITIONING PROCEDURE

1. Before correcting the valve seat, check for
clearance between the valve guide and valve and,
if necessary, replace the valve guide.
2. Using the seat grinder, correct to obtain the
specified seat width and angle.
3. After correcting the valve seat, lap the valve and
valve seat using lapping compound. Then, check
the valve stem projection.
6EN0491

VALVE SEAT REPLACEMENT PROCEDURE

1. Cut the valve seat from the inside to thin the wall
thickness. Then, remove the valve seat.
2. Rebore the valve seat hole in the cylinder head
to a selected oversize valve seat diameter.
Intake seat ring hole diameters
0.3 oversize: 35.435 34.455 mm
0.6 oversize: 34.735 34.755 mm
Exhaust seat ring hole diameters
0.3 oversize: 31.935 31.955 mm
0.6 oversize: 32.235 2.255 mm
3. Before fitting the valve seat, either heat the

cylinder head up to approximately 250°C or cool
the valve seat in liquid nitrogen, to prevent the
cylinder head bore from galling.
4. Using a valve seat cutter, correct the valve seat
to the specified width and angle.
See "VALVE SEAT RECONDITIONING
PROCEDURE" on the previous page.
VALVE GUIDE REPLACEMENT PROCEDURE

1. Using a press, remove the valve guide toward
the cylinder block.
2. Rebore the valve guide hole of the cylinder head
so that it fits the press-fitted oversize valve guide.
NOTE:
Do not install a valve guide of the same size again.
0.05 oversize 11.05 - 11.07 mm

0.25 oversize 11.25 - 11.27 mm
0.50 oversize 11.50 - 11.52 mm
3. Press-fit the valve guide until it protrudes 14.0
mm from the cylinder head top surface as shown in
the illustration.
NOTE:
When press-fitting the valve guide, work from the
cylinder head top surface. Pay attention to the
difference in length of the valve guides.
(Intake side: 45.5 mm; exhaust side: 50.5 mm)
4. After installing the valve guides, insert new
valves in them to check for smooth operation.

Section 6
Front Case, Silent Shaft and Oil Pan
Front Case, Silent Shaft and Oil Pan s 00-6-1

FRONT CASE, SILENT SHAFT AND OIL PAN

Removal steps
>>N<< 1. Oil filter 17. Oil pump cover

2. Drain plug >>H<<18. Oil pump driven gear
>>M<< 3. Drain plug gasket >>H<<19. Oil pump drive gear
<<A>> >>L<< 4. Oil pan >>G<<20. Crankshaft front oil
5. Oil screen >>F<<21. Oil pump oil seal
6. Oil screen gasket >>E<<22. Counterbalance shaft oil seal
<> >>K<< 7. Plug >>D<<23. Front case
8. O-ring 24. Front case gasket
<<C>> >>J<< 9. Flange bolt 25. Counterbalance shaft, left
>>I<< 10. Oil pressure switch 26. Counterbalance shaft, right
11. Relief plug <<D>> >>C<< 27. Counterbalance shaft, front
12. Gasket <<E>> >>B<< bearing, right
13. Relief spring <<E>> >>A<< 28. Counterbalance shaft, rear
14. Relief plunger bearing, left
15. Oil filter bracket 29. Counterbalance shaft,
16. Oil filter bracket gasket rear bearing, right
Front Case, Silent Shaft and Oil Pan 6


<<A>> OIL PAN REMOVAL
800397 1. Remove the oil pan bolts.
2. Insert the special tool Oil pan remover (800397)
into the joint between the cylinder block and oil pan
by tapping the tool with a hammer.
3. Remove the oil pan by tapping an edge of the
special tool Oil pan remover (800397) with a
hammer to move it sideways.
NOTE:
Never use a screwdriver or chisel, instead of the
special tool, as a deformed oil pan flange will result,
resulting in oil leakage.
800413
<> PLUG REMOVAL
If the plug is too tight, hit the plug head with a
hammer two to three times, and the plug will be
easily loosened.
6EN0909
<<C>> FLANGE BOLT REMOVAL

1. Remove the plug on the side of the cylinder
block.
2. Insert a Phillips screwdriver (shank diameter 8
mm) into the plug hole to lock the counterbalance
shaft.
Plug Screwdriver
6EN1026
3. Loosen the flange bolt.
6EN0565

<<D>> RIGHT COUNTERBALANCE SHAFT

FRONT BEARING REMOVAL
1. Using special tool Silent shaft bearing puller
(800415), remove the counterbalance shaft front
bearing from the cylinder block.
NOTE:
Be sure to remove the front bearing first. If it has
Front bearing not been removed, the Rear Bearing Puller cannot
be used.
800415
3EN0207 <<E>> COUNTERBALANCE SHAFT REAR
BEARING REMOVAL
1. Using special tool Silent shaft bearing puller
(800416), remove the right counterbalance shaft
800417 rear bearing from the cylinder block.
Using special tools, remove the left counterbalance
Shaft rear bearing from the cylinder block.
Silent shaft bearing puller (800416)
Bearing installer stopper (800417)
800416


>>A<< RIGHT COUNTERBALANCE SHAFT
REAR BEARING INSTALLATION
1. Install special tool the guide pin of the Silent
shaft bearing installer (800418) in the threaded
hole of the cylinder block as shown.
2. Align the ratchet ball of the special tool with the

oil hole in the rear bearing to install the bearing of
the special tool.
800418 (Guide Pin) 3. Apply engine oil to the bearing outer surface and
bearing hole in the cylinder block.
4. Using special tool, install the rear bearing. Make

sure that the oil hole of the bearing is aligned with
the oil hole of the cylinder block.
800418
(Stopper)
800418 (Guide Pin)
800418
(Stopper)
>>B<< LEFT COUNTERBALANCE SHAFT

REAR BEARING INSTALLATION

800417 1. Install special tool Silent shaft bearing installer
stopper (800417) to the cylinder block.
2. Apply engine oil to the rear bearing outer surface
and bearing hole in the cylinder block.
3. Using special tool Silent shaft bearing installer

800418 (800418), install the rear bearing.
(Stopper)
NOTE:
The left rear bearing has no oil holes.
800417 800418
(Stopper)
>>C<< COUNTERBALANCE SHAFT FRONT

BEARING INSTALLATION
800418 (Stopper)
1. Remove the rear bearing installing portion from
the special tool Silent shaft bearing installer
(800418).
2. Install special tool the guide pin of the Silent

shaft bearing installer (800418) in the threaded
hole of the cylinder block as shown.
800418 (Guide Pin)

3. Align the ratchet ball of the special tool with the

oil hole in the rear bearing to install the bearing of
the special tool.
4. Apply engine oil to the front bearing outer
surface and bearing hole in the cylinder.
5. Using special tool, install the front bearing. Make

sure that the oil hole of the bearing is aligned with
the oil hole of the cylinder block.
800418
(Stopper)
800418 (Guide Pin)

>>D<< FRONT CASE INSTALLATION

1. Set the special tool on the front end of the
Crankshaft and apply a thin coat of engine oil to
the outer circumference of the special tool to install
the front case.
800419
2. Install the front case assembly through a new

6EN0746 front case gasket and temporarily tighten the
flange bolts (other than those for tightening the
filter bracket).
800419
6EN0747
>>E<< COUNTERBALANCE SHAFT OIL SEAL

INSTALLATION
Using a suitable socket wrench, install the
counterbalance shaft oil seal into the front case.
>>F<< OIL PUMP OIL SEAL INSTALLATION

Using a suitable socket wrench, install the oil pump
oil seal into the front case.

>>G<< CRANKSHAFT FRONT OIL SEAL

800420 INSTALLATION
Using special tool Crankshaft front oil seal installer,
(800420), install the crankshaft front oil seal into
the front case.
>>H<< OIL PUMP DRIVEN GEAR/OIL PUMP

DRIVE GEAR INSTALLATION
Install the oil pump gears into the front case and
align the alignment marks.
>>I<< SEALANT APPLICATION TO OIL

PRESSURE SWITCH
1. Apply sealant to the threaded portion.
Specified Sealant:
3M ATP part number 8660 or equivalent
2. Using special tool Oil pressure switch wrench
(800408), tighten the oil pressure switch to the
specified torque.
9EN0094
>>J<< FLANGE BOLT INSTALLATION

1. Insert a Phillips head screwdriver (shank
diameter 8 mm) into the hole in the left side of the
cylinder block to lock the counterbalance shaft.

2. Secure the oil pump driven gear onto the left

counterbalance shaft by tightening the flange bolt
to the specified torque.
3. Pull out the screwdriver and screw in the plug.
>>K<< PLUG INSTALLATION

1. Install a new O-ring to the groove of the front
6EN0565
case.
2. Install the plug to the front case.
3. Use the special tool to tighten the plug to the
800413
specified torque.
800414
>>L<< OIL PAN INSTALLATION

1. Thoroughly remove old FIPG from the gasket
surfaces of the cylinder block and oil pan.
NOTE:
Do not apply FIPG over remaining old FIPG.
Doing so could result in oil leakage.
2. Apply a 4 mm diameter bead of FIPG to the
flange surface all around the oil pan.
Specified sealant:
Permatex Ultra Grey Gasket Maker pt# 82194 or
equivalent.
The oil pan should be installed in 15 minutes after
the application of sealant
4. Note that the bolts at the location shown are
different in length from the others.
Front Case, Silent Shaft and Oil Pan 00-6-10

>>M<< DRAIN PLUG GASKET INSTALLATION

Install the drain plug gasket in the direction shown.
NOTE:
Oil pan side If the gasket is installed in the wrong direction, oil
leaks will occur.
Gasket
7EN0307 >>N<< OIL FILTER INSTALLATION

1. Clean the installation surface of the filter
bracket.
2. Apply engine oil to the o-ring of the oil filter.
3. Using general service tool, Install the oil filter to

the bracket and tighten it to the specified torque.
Tightening torque
Part number 801002 filter: 14 ± 2 N·m
4. If a torque wrench cannot be used use the
following procedure:
(1) Screw in the oil filter until its o-ring contacts
the oil filter bracket.
(2) Tighten the oil filter as 3/4 turn.

INSPECTION
FRONT CASE
1. Check the oil passage for clogging. Clean if
necessary.
2. Check the left counterbalance shaft front bearing
for wear, damage and seizure. If the bearing is
damaged, replace the front case.
3. Check the front case for cracks and other
damage. Replace cracked or damaged front case.
OIL SEAL
1. Check the oil seal lip for wear and damage.
Replace the oil seal if necessary.
2. Check the oil seal lip for deterioration.
Replace the oil seal if necessary.
COUNTERBALANCE SHAFT
1.Check the oil holes for clogging and clean
if necessary.
2. Check the journal for seizure, damage and
contact with bearing. If there is anything wrong with
DEN0711 the journal, replace the counterbalance shaft,
bearing or front case assembly if required.
OIL PUMP
1. Assemble the oil pump gears to the front case
and rotate it to ensure smooth rotation with no
looseness.
2. Ensure that there is no ridge wear on the contact
surface between the front case and the gear
surface of the oil pump cover.
3. Check the side clearance.
Standard value:
Drive gear 0.08 - 0.14 mm
Driven gear 0.06 - 0.12 mm

Section 7
Piston and Connecting Rod
Piston and Connecting Rod s 00-7-1

PISTON AND CONNECTING ROD

Removal steps
>>G<< 1. Nut
>>F<< 2. Connecting rod cap
>>E<< 3. Connecting rod bearing
>>D<< 4. Piston and connecting rod assembly
>>E<< 5. Connecting rod bearing
>>C<< 6. Piston ring No. 1
>>C<< 7. Piston ring No. 2
>>B<< 8. Oil ring
>>A<< 9. Piston pin
10. Piston
11. Connecting rod
12. Bolt
Piston and Connecting Rod 7


<<A>>CONNECTING ROD CAP REMOVAL
1. Mark the cylinder number on the side of the
connecting rod big end for correct reassembly.
2. Keep the removed connecting rods, caps, and
bearings in that order according to the cylinder
number.
<> PISTON PIN REMOVAL

The special tool Piston pin setting tool (800421),
consists of the elements shown in the drawing.
1. Insert the tool element, Push rod, into the piston

from the front mark side, and then attach the
element, Guide C, to the push rod.
2. Place the piston and connecting rod assembly
on the element, Base, with the front mark facing
up.
3. Use a press to remove the piston pin.
Note:
Keep the disassembled pistons, piston pins
and connecting rods cylinder by cylinder.


>>A<< PISTON PIN INSTALLATION
1. When replacing a piston, check the cylinder
bore size mark stamped at the indicated location
on the cylinder block and select an appropriate
replacement piston using the following table.
Cylinder bore size mark Piston size mark
I A
II No mark
III C
NOTE: The piston size mark is located on the

piston top surface.
2. Measure the following dimensions:

A: Piston pin insertion hole length
B: Distance between piston bosses
C: Piston pin length
D: Connecting rod small end width
3. Obtain dimension L from the measurements
using the following formula.
L = [(A-C) - (B-D)] ÷ 2
4. Insert the tool element, Push rod, into the piston

pin and attach the element, Guide A, to the push
rod end.
5. Assemble the connecting rod with the piston
with their front marks facing in the same direction.
6. Apply engine oil to the outside surface of the
piston pin.
7. Insert the assembly of piston pin, Push rod, and
Guide A (put together in step 4.) into the piston
holes from the front mark side.
8. Screw the tool element, Guide B, into the tool
element, Guide A until the gap between both the
elements is equal to the dimension L (obtained in
step 3.) plus 3 mm.

9. Place the piston and connecting rod assembly

onto the element, Piston setting base, with the
front marks facing up.
10. Install the piston pin using a press. If the
required press force is less than the standard
value, replace the piston and piston pin assembly
or the connecting rod, or both.
Standard value: 7,350 - 17,200 N
11. Check that the piston moves smoothly.
>>B<< OIL RING INSTALLATION

1. Fit the oil ring spacer into the piston ring groove.

2. Install the upper side rail. To install the side rail,

first fit one end of the rail into the piston groove,
then press the remaining portion into position by
hand. See illustration.
NOTE:
Do not use a piston ring expander when
installing side rail.
The side rails and spacer may be installed in
either direction.
New spacers and side rails are colored for
identification of their sizes.
Size Identification
color
Standard None
0.50 mm oversize diameter Red
1.00 mm oversize diameter YELLOW
3. Install the lower side rail in the same manner as
described in step 2.
4. Make sure that the side rails move smoothly in
both directions.
>>C<< PISTON RING NUMBER 2/PISTON RING

NUMBER 1 INSTALLATION
1. Using the piston ring expander, fit number 2 into
the number 2 groove of piston.
NOTE:
Install piston rings with identification mark facing
up, to the piston crown side.
2. Install the number 1 piston ring in the same
manner as step 1.
Identification mark: Number 1 ring: 1R
Number 2 ring: 2R
NOTE:
Confirm the profile for No.1 and No.2 piston
rings carefully. Install them correctly by careful
attention to the direction of top and bottom.
The identification mark and the size mark are
stamped on the upper plane of the piston ring
(piston top side).
Size Size mark
3. To prevent wrong installation, check the
Standard None identification mark of each piston ring. The
0.50 mm oversize diameter 50 identification mark is stamped near the ring gap.
1.00 mm oversize diameter 100
>>

D<< PISTON AND CONNECTING ROD

INSTALLATION
1. Apply engine oil on the circumference of the
piston, piston rings, and oil ring.
2. Arrange the piston ring and oil ring gaps (side
rail and spacer) as shown in the illustration.
3. Rotate the crankshaft so that the crank pin is on
the center of the cylinder bore.
4. Use suitable thread protectors on the
connecting rod bolts before inserting the piston
and connecting rod assembly into the cylinder
block. Care must be taken not to nick the crank
pin.
5. Insert the piston and connecting rod assembly
into the cylinder with the front mark on the piston
crown pointing to the timing belt side.
6. Using a suitable piston ring compressor tool,
install the piston and connecting rod assembly into
the cylinder block.
>>E<< CONNECTING ROD BEARING

INSTALLATION
When the bearing needs replacing, select and
install a proper bearing by the following procedure.
1. Measure the crankshaft pin diameter and
confirm its classification from the following table.
On a crankshaft supplied as a service part,
identification marks of its pins are stamped at the
positions shown in the illustration.
2. The connecting rod bearing identification mark
is stamped at the position shown in the illustration.
Connecting rod I.D.:48.000-48.015mm
3. Select a proper bearing from the above table on
the basis of the identification data confirmed under
Items 1 and 2.
Example
4. If the crankshaft pin outside diameter
identification mark is "I," for example, select a
bearing whose identification mark is "1."If there is
no identification color paint on the crankshaft,
measure the pin outside diameter and select a
bearing appropriate for the measured value.
5. Install the selected bearing in the big end and in
the cap of the connecting rod.
Crankshaft pin Connecting rod bearing
Classification O.D. mm Identification Thickness

mark mm
44.995-45.000 1 1.487-1.491
44.985-44.995 2 1.491-1.495
44.980-44.985 3 1.495-1.499

>>F<< CONNECTING ROD CAP

INSTALLATION
1. Verifying the mark made during disassembly,
install the bearing cap to the connecting rod. If the
connecting rod is new with no index mark, make
sure that the bearing locking notches are on the
same side as shown.
2. Make sure that the connecting rod big end side
clearance meets the specification.
Limit: 0.4 mm
>>G<< CONNECTING ROD CAP NUT

TIGHTENING
NOTE:
Installation of the connecting rod nut should be
performed with the cylinder head or the spark plug
removed.
1. Since the connecting rod bolts and nuts are
torqued using the plastic area tightening method,
the bolts should be examined BEFORE reuse. If
the bolt threads are necked down , the bolt
should be replaced. Necking can be checked by
running a nut with fingers to the full length of the
bolt threads. If the nut does not run down smoothly,
the bolt should be replaced.
2. Before installing each nut, apply engine oil to
the threaded portion and bearing surface of the
nut.
3. Loosely tighten each nut to the bolt.
4. Then tighten the nuts alternately to the specified
torque to install the cap properly.
5. Make a paint mark on the head of each nut.
6. Make a paint mark on the bolt end at the
position 90 to 100 degrees from the paint mark
made on the nut in the direction of tightening the
nut.
7. Turn the nut 90 to 100 degrees and make sure
that the paint marks on the nut and bolt are
aligned.
NOTE:
If the nut is turned less than 90 degrees, proper
fastening performance may not be achieved. Be
careful to tighten the nut exactly 90 degrees. If the
nut is over tightened (exceeding 100 degrees),
loosen the nut completely and then retighten it by
repeating the tightening procedure from step 1.

INSPECTION
PISTON
Replace the piston if scratches or seizure is
evident on its surfaces (especially the thrust
surface). Replace the piston if it is cracked.
PISTON PIN
1. Insert the piston pin into the piston pin hole with
your thumb. You should feel a slight resistance.
Replace the piston pin if it can be easily inserted
or there is an excessive play.
2. The piston and piston pin must be replaced as
an assembly.
PISTON RING
1. Check the piston ring for damage, excessive
wear, and breakage. Replace if defects are
evident. If the piston has been replaced, the piston
rings must also be replaced.
2. Check for clearance between the piston ring
and ring groove. If it exceeds the limit, replace the
ring or piston, or both.
Standard value: Number 1: 0.03 - 0.07 mm
Number 2: 0.02 - 0.06 mm
Limit : 0.1 mm
3. Insert the piston ring into the cylinder bore.
Force the ring down with a piston, the piston crown
being in contact with the ring, to correctly position
it at right
angles to the cylinder wall. Then, measure the end
gap with a feeler gauge.
If the ring gap is excessive, replace the piston ring.
Standard value: Number 1: 0.25 - 0.35 mm
Number 2: 0.40 - 0.55 mm
Oil: 0.10 - 0.40 mm
Limit: Number 1, Number 2: 0.8 mm
Oil: 1.0 mm

CRANKSHAFT PIN OIL CLEARANCE

<PLASTIC GAUGING MATERIAL
METHOD>
1. Remove oil from the crankshaft pin and the
connecting rod bearing.
2. Cut plastic gauging material to the same length
as the width of the bearing and place it on the pin,
parallel with its axis.
3. Install the connecting rod cap carefully and
tighten the nuts to the specified torque.
4. Carefully remove the connecting rod cap.
5. Measure the width of the plastic gauging
material at its widest part by using a scale printed
on the plastic gauging material package.
Limit: 0.1 mm
Piston and Connecting Rod 00-7-10

Section 8
Crankshaft and Cylinder Block
Crankshaft and Cylinder Block s 00-8-1

CRANKSHAFT AND CYLINDER BLOCK

Removal steps
1. Rear plate NONE
2. Bell housing cover NONE
>>E<< 3. Oil seal case
>>D<< 4. Oil seal
>>C<< 5. Bearing cap bolt
>>C<< 6. Bearing cap
>>B<< 7. Crankshaft bearing (Lower)
8. Crankshaft
>>B<< 9. Crankshaft bearing (Upper)
>>A<< 10. Crankshaft thrust bearing
11. Cylinder block
Crankshaft and Cylinder Block 8

Crankshaft journal Cylinder Crankshaft Crankshaft bearing for

outside diameter block bearing No.3
bearing bore
Identification Size mm Identification Identification Identification mark
mark mark mark
0 56.994 - 0 1 0
57.000 1 2 1
2 3
1 56.988 - 0 2 1
56.994 1 3 2
2 4 3
2 56.982 - 0 3 2
56.988 1 4 3
2 5 4

>>A<< CRANKSHAFT THRUST
BEARING
INSTALLATION
1. Install the two thrust bearings in the
number 3 bearing bore in the cylinder
block. For easier installation, apply engine
oil to the bearings; this will help hold them
in position.
2. The thrust bearings must be installed
with their groove side toward the
crankshaft web.
>>B<< CRANKSHAFT BEARING

INSTALLATION
When bearing replacement is required,
select and install the correct bearing by the
following procedure.
1. Measure the crankshaft journal
diameter and confirm its classification from
the following table. In the case of a
crankshaft supplied as a service part,
identification marks of its journals are
stamped at the positions shown in the
illustration.
2.The cylinder block bearing bore diameter
identification marks are stamped at the
position shown in the illustration from left
to right, beginning at No.1.
For example, if the crankshaft journal

outside diameter identification mark is "0"
and cylinder block bearing bore
identification mark is "1," select a bearing
whose identification mark is "2" for number
1, 2, 4 and 5, and a bearing whose
identification mark is "1" for number 3.
If there is no identification mark on the
crankshaft, measure the journal outside
diameter and select a bearing appropriate
for the measured value.

3. Install the bearings having an oil groove

to the cylinder block.
4.Install the bearings having no oil groove
to the bearing cap.
>>C<< BEARING CAP/BEARING CAP

BOLT
INSTALLATION
1. Install the bearing caps so that the
arrow points to the timing belt side.
2. Before installing the bearing cap bolts,
check that the shank length of each bolt
meets the limit. If it exceeds the limit,
replace the bolt.
Limit: 71.1 mm
3. Apply engine oil to the threaded portion
and bearing surface of the bolt.
4. Tighten the bolts to the specified in the
tightening sequence shown.
6. Make a paint mark on the head of each

bolt.
Make a paint mark on the bearing cap
90-100 degrees from the paint mark made
on the bolt in the direction of tightening the
bolt.
NOTE:
If the bolt is overtightened, loosen the
bolt completely and then retighten it by
repeating the tightening procedure from
step 1.
If the bolt is turned less than 90
degrees, proper fastening performance
may not be achieved. Be sure to turn the
bolt exactly 90 degrees.
7. Turn each bolt 90-100 degrees in the
tightening sequence specified in step 4,
and make sure that the paint marks on the
bolt and cap are aligned.

8. Make sure that the crankshaft turns

smoothly and the end play is correct. If the
end play exceeds the limit, replace the
number 3 crankshaft bearings.
Standard value: 0.05 - 0.18mm
Limit: 0.25 mm
>>D<< OIL SEAL INSTALLATION

Use the special tools to press-fit the rear
oil seal in the rear oil seal case.
Handle (800422)
800422 Crankshaft rear oil seal installer (800423)
800423
>>E<< SEALANT APPLICATION TO OIL

SEAL
CASE
1. Remove completely old FIPG remaining
on the rear oil seal case and cylinder
block.
2. Apply a bead of FIPG to the surface of
the rear oil seal case as shown in the
drawing.
Specified sealant:
Permatex Ultra Grey Gasket Maker pt#
82194 or equivalent.
NOTE:
Be sure to install the case quickly while the
sealant is wet (within 15 minutes).
3. Install the oil seal into the cylinder block
after applying an appropriate amount of
engine oil to the entire circumference of its
lip portion.
4. Install the rear oil seal case by
tightening its bolts to
11 ± 1 N·m.
NOTE:
Be sure to install the case quickly while the
sealant is wet (within 15 minutes).
After installation, keep the sealed area
away from the oil for approximately one
hour.

INSPECTION
CRANKSHAFT JOURNAL OIL
CLEARANCE <PLASTIC GAUGING
MATERIAL METHOD>
1.Remove oil from the crankshaft journal
and crankshaft bearing.
2. Install the crankshaft.
3. Cut the plastic gauging material to the
same length as the width of bearing and
place it on journal in parallel with its axis.
4.Install the crankshaft bearing cap
carefully and tighten the bolts to the
specified torque.
5.Carefully remove the crankshaft bearing
cap.
6.Measure the width of the plastic gauging
material at its widest part by using a scale
printed on the plastic gauging material
package.
Limit: 0.1 mm
CYLINDER BLOCK
1. Visually check for scratches, rust, and
corrosion.
Use also a flaw detecting agent for the
check. If defects are evident, correct or
replace.
2.Using a straightedge and feeler gauge,
check the block top surface for warpage.
Make sure that the surface is free from
gasket chips and other foreign matter.
Standard value: 0.05 mm
Limit: 0.1 mm
3. If the distortion is excessive, correct
within the allowable limit or replace.
Grinding limit: 0.2 mm
*Includes/combined with cylinder head
grinding
Cylinder block height (when new):
284 mm (4G63), 290mm (4G64)
4.Check cylinder walls for scratches and
seizure. If defects are evident, replace or
bore to oversize and replace pistons and
piston rings.
5.Using a cylinder gauge, measure the
cylinder bore and cylindrically. If worn
badly, correct the cylinder to an oversize
and replace the piston and piston rings.
Measure at the points shown in the
illustration.

Standard value:
Cylinder inner diameter 86.5 and 85 mm
Cylindrically 0.01 mm or less
BORING CYLINDER
1.Oversize pistons to be used should be
determined on the basis of the largest bore
cylinder.
Size Identification mark
0.50 mm 50
oversize
diameter
Piston size identification
NOTE:
Size mark is stamped on the piston top.
2.Measure the outside diameter (OD) of
the piston to be used. Measure it in thrust
direction as shown.
3.Based on the measured piston OD,
calculate the boring finish dimension.
Boring finish dimension = [Piston OD] +
[0.02 - 0.04 mm(clearance between
piston OD and cylinder)] -[0.02 mm
(honing margin)]
CAUTION:
To prevent distortion that may result from
temperature rise during honing, bore
cylinders, working from number 2 to
number 4 to number 1 to number 3.
4.Bore all cylinders to the calculated
boring finish dimension.
5.Hone to the final finish dimension (piston
OD + clearance between piston OD and
cylinder).
6.Check the clearance between the piston
and cylinder.
Clearance between piston and cylinder:
0.02 - 0.04 mm
NOTE:
When boring cylinders, finish all of four
cylinders to the same oversize. Do not
bore only one cylinder to an oversize

Flexplate, Remove and Install
Removal Procedure
1. Counterhold flexplate and remove from
crankshaft.
Installation Procedure
1. Attach flexplate to crankshaft with M12 bolts

using a medium duty threadlocker
Tighten in a star pattern
Tightening torque 70 ft/lbs
Starter
Starter, Remove and Install
Removal Procedure
1. Disconnect negative battery cable.

2. Remove cable connections (1) and (2)
from starter.
3. Remove ground cable (4).
4. Remove fastening nut (3) and fastening
bolt (5) from
starter.
5. Remove starter.
1. Install starter and fastening bolts.
Tighten Tightening torque 35 ft/lbs
2. Connect ground cable tighten to 106 in/lbs
3. Install cable connections on starter
ensure correct
cable routing.
4. Attach negative battery cable.

Exhaust Manifold, Remove and Install

Removal Procedure
1. Remove heat shields
2. Remove exhaust manifold (5) from cylinder

head.
Clean
1. Clean sealing surfaces and remove gasket
remnants.
1. Attach exhaust manifold with new gasket to

cylinder head.
Tighten
Tightening torque 15 ft lbs (first pass) 22 ft lbs
(second pass).
2. Attach heat shield to exhaust manifold.
Tighten
Tightening torque 80 in/lbs
Crankshaft and Cylinder Block 00-8-10

Intake Manifold, Remove and Install
Removal Procedure
1. Remove fuel system components from

intake manifold.
2. Remove throttle body, adaptor, and

associated fittings from intake manifold.
3. Remove Intake manifold from engine
Clean
1. Clean sealing surfaces and remove gasket
remnants.
1. Attach intake manifold with new gasket to

cylinder head.
Tighten
Tightening torque 22 ft lbs starting with the
inside fasteners (M8-1.25 Nut) first and
working towards the outside.
2. Reattached Throttle body, adaptor, mixer,

and associated parts. Torque throttle body
M6-1.0x25 socket head bolts to 60 in lbs (first
pass) 106 in lbs (second pass)

Camshaft Sensor Remove and Install
Removal Procedure
1. Remove M6-1.0 Flange bolt
2. Remove camshaft sensor from timing belt

housing.
1. Install camshaft sensor into timing belt

housing
2. Apply medium strength thread locker to

M6-1.0 Bolt
3. Install M6-1.0 Bolt
4. Torque bolt to 70 in/lbs

Section 9
Engine Compression Test
Engine Compression Test s 00-9-1

Engine Compression Test
1) Warm up engine until the following temperatures are achieved

Coolant (water outlet): 90°C ±10°C (194°F ± 9°F)
Oil Sump: 95°C ±10°C (203°F ±18°F)
NOTE: Oil sump temp should remain above 70°C (158° F) for remainder of test
2) Shut off engine, remove all spark plugs

3) Set engine throttle to W.O.T. and secure this position (block throttle wide open or remove throttle body)
4) Connect compression gauge to cylinder #1
5) Use engine starter to rotate engine
a. Once the engine has come to speed, release the pressure in the compression gauge and allow
engine to rotate for 10 compression strokes.
b. Ensure pressure reading has stabilized. If not, allow additional strokes to obtain a stable reading
c. Record pressure readings
6) Repeat steps 4 and 5 for remaining cylinders
7) Recheck cylinder #1 to verify that no change in the engine parameters has occurred.
The pressure difference between the individual cylinders should not exceed 14.5psi
Engine Compression Test 9

INTRODUCTION
This service manual has been developed to provide

the service technician with the basic understanding Do not allow LPG to contact the skin.
of the PSI certified fuel and emission systems for LPG is stored in the fuel tank as a
their Mitsubishi engine line. This manual should be liquid. When LPG contacts the
used in conjunction with the base engine manual atmosphere, it immediately expands
and the OEM service manual when diagnosing fuel into a gas, resulting in a refrigeration
or electrical problems. effect that can cause severe burns to
the skin.
SERVICING YOUR EMISSIONS
CERTIFIED ENGINE
Any maintenance and repair should be performed

by trained and experienced service technicians.
Proper tools and equipment should be used to Do not allow LPG to accumulate in
prevent injury to the servicing technician and areas below ground level such as in a
damage to the vehicle or components. Service service pit or underground ventilation
repairs should always be performed in a safe systems. LPG is heavier than air and
environment and the technician should always can displace oxygen, creating a
wear protective clothing to prevent injury. dangerous condition
FUEL QUALITY
PSI LPG engines and fuel systems are designed to

operate on HD-5 or HD-10 specification LPG fuel. Do not make repairs to the LPG fuel
Fuel other than HD-5 or HD-10 may cause harm to system if you are not familiar with or
the engine’s emission control system and a trained to service LPG fuel system.
warranty claim may be denied on this basis if Contact the dealer who sold you the
operators can readily find the proper fuel. vehicle to locate a repair facility with
Gasoline engines should use 87 octane or higher. trained technicians to repair your fuel
E85 fuel is not permitted for use in the gasoline system
engine. Use of any other fuel may result in your
engine no longer operating in compliance with WARNINGS, CAUTIONS AND NOTES
CARB or EPA emissions requirements.
This manual contains several different Warnings,
Cautions, and Notes that must be observed to
FUEL SYSTEM CAUTIONS prevent personal injury and or damage to the
vehicle, the fuel system or personal property.
A “WARNING“ is an advisement that by performing

a process or procedure listed in this manual
Do not smoke, carry lighted tobacco or improperly may result in serious bodily injury, death
use a lighted flame of any type when and/or serious damage to the vehicle or property.
working on or near any fuel related
component. Highly flammable air-fuel PROPER USE OF THIS SERVICE MANUAL,
mixtures may be present and can be TOOLS AND EQUIPMENT
ignited causing personal injury
To reduce the potential for injury to the technician
or others and to reduce damage to the equipment
during service repairs the technician should
observe the following steps:
Engine Compression Test 9

The service procedures defined in this manual,

when followed, have been found to be a safe
and efficient process to repair the fuel system.
In some cases special tools may be required to
perform the necessary procedures to safely Always leak check any fuel system
remove and replace a failed component. connection after servicing! Use an
electronic leak detector and/or a liquid
The installed PSI fuel system has been certified leak detection solution. Failure to leak
with the Environmental Protection Agency check could result in serious bodily
(EPA) and complies with the regulation in effect injury, death, or serious property
at the time of certification. When servicing the damage.
fuel and emission control system you should
follow all the recommended service and repair
procedures to insure the fuel and emissions
system is operating as designed and certified.
Purposely or knowingly defeating or disabling
any part or the fuel and emission system may
be in violation of the anti-tampering provision of
the EPA’s Clean Air Act.
Tools identified in this manual with the prefix “J”

or “BT” can be procured through SPX in
Warren, Michigan.
Other special tools identified in this manual can

be acquired through the equipment OEM or
PSI.
IMPORTANT
It is important to remember that there may be a
combination of Metric and Imperial fasteners used
in the installation of the PSI fuel system. Check to
insure proper fit when using a socket or wrench on
any fastener to prevent damage to the component
being removed or injury from “slipping off” the
fastener.
Engine Compression Test s00-9-4

Section 10
Maintenance
Maintenance s 00-10-1
MAINTENANCE The use of “belt dressing” or “anti-slipping agents”
on belts is not recommended.
The maintenance of an engine and related
components are critical to its operating COOLING SYSTEM
performance and lifespan. Industrial engines
operate in environments that often include hot and It is important that the cooling system of the engine
cold temperatures and extreme dust. The be maintained properly to ensure proper
recommended maintenance schedule is listed in performance and longevity. PSI REQUIRES THE
this section, however, environmental operating USE OF COOLANT MEETING SPECIFICATION
conditions and additional installed equipment may GM6277M
require more frequent inspection and servicing.
The owner and/or service agent should review the
operating conditions of the equipment to determine
the inspection and maintenance intervals.
Do not remove the cooling system pressure
cap (radiator cap) when the engine is hot.
Allow the engine to cool and then remove the
cap slowly to allow pressure to vent. Hot
When performing maintenance on the engine, coolant under pressure may discharge
turn the ignition OFF and disconnect the violently.
battery negative cable to avoid injury or
damage to the engine.
Note that there may be an LPG vaporizer
connected to the cooling system and the fuel
The engine installed in this equipment uses a drive system may be adversely affected by low coolant
belt that drives the water pump, alternator and levels and restricted or plugged radiator cores.
additional pumps or devices. It is important to Therefore, the cooling system must be maintained
note that the drive belt is an integral part of the according to the recommend maintenance
cooling and charging system and should be schedule in this section and also include:
inspected according to the maintenance schedule
in this section. When inspecting the belts check The regular removal of dust, dirt and debris
for: from the radiator core and fan shroud.
Inspection of coolant hoses and components
Cracks for leaks, especially at the radiator hose
Chunking of the belt connections. Tighten hose clamps if
Splits necessary.
Material hanging loose from the belt Check radiator hoses for swelling, separation,
Glazing, hardening hardening, cracks or any type of deterioration.
If any of these conditions exist the hose should
If any of these conditions exist the belt should be be replaced with a recommended OEM
replaced with the recommended OEM replacement replacement part.
belt. Inspect the radiator cap to ensure proper
sealing.
SERPENTINE BELT SYSTEM

Serpentine belts utilize a spring-loaded tensioner
to keep the belt properly adjusted. Serpentine
belts should be checked according to the
maintenance schedule in this section.
IMPORTANT:
Maintenance
COOLANT Verify that any additional electrical services
installed by the owner are properly installed in
The engine manufacturer recommends the cooling the system.
system be filled with a 50/50 mixture of antifreeze Verify that the MIL, charging, and oil pressure
and water. The use of long life type coolant lights illuminate momentarily during engine start.
meeting specification GM6277M is required. This
antifreeze is typically a bright orange in color and ENGINE CRANKCASE OIL
should meet the requirements issued by PSI
(GM6277M). Coolant should have a minimum OIL RECOMMENDATION
boiling point of 300F (149c) and a freezing point no
higher than -34F (-37c). Do not add plain water. It is recommended to use GM Specification
Replace coolant per the recommended schedule. GM6094M with an API rating of SM or newer. To
achieve proper engine performance and
IMPORTANT:
durability, it is important that you only use engine
The manufacturers of the engine and fuel system
lubricating oils displaying the American
do not recommend the use of “stop leak” additives
Petroleum Institute (API) “Starburst” Certification
to repair leaks in the cooling system. If leaks are
Mark ‘FOR GASOLINE ENGINES’ on the
present the radiator should be removed and
container.
repaired or replaced.
ENGINE ELECTRICAL SYSTEM MAINTNANCE

The engine’s electrical system incorporates an Gasoline engines that are converted to run on LPG
electronic control module (ECM) to control various or NG fuels must use oils labeled for gasoline
related components. The electrical system engines. Oils specifically formulated for Heavy
connections and ground circuits require good Duty or Natural Gas Engines are not acceptable
connections. Follow the recommended
maintenance schedule in this section to maintain IMPORTANT:
optimum performance. When inspecting the Oils recommended by the engine manufacturer
electrical system check the following: already contain a balanced additive treatment.
Oils containing “solid” additives, non-detergent oils,
Check Positive and Negative cables for or low quality oils are not recommended by the
corrosion, rubbing, chafing, burning and to engine manufacturer. Supplemental additives
ensure tight connections at both ends. added to the engine oil are not necessary and may
Check battery for cracks or damage to the case be harmful. The engine and fuel system supplier
and replace if necessary. do not review, approve or recommend such
Inspect engine wire harness for rubbing, products.
chafing, pinching, burning, and cracks or
breaks in the wiring. SYNTHETIC OILS
Verify that engine harness connectors are
correctly locked in by pushing in and then Synthetic oils have been available for use in
pulling the connector halves outward. industrial engines for a relatively long period of
Inspect ignition coil wire for hardening, time and may offer advantages in cold and hot
cracking, arcing, chafing, burning, separation, temperatures. However, it is not known if
split boot covers. synthetic oils provide operational or economic
Check spark plug wires for hardening, benefits over conventional petroleum-based oils in
cracking, chafing, arcing or burning, industrial engines. Use of synthetic oils are not
separation, and split boot covers. required for industrial engines.
Replace spark plugs at the required intervals
per the recommended maintenance schedule.
Verify that all electrical components are
securely mounted to the engine or chassis.
Maintenance
CHECKING/FILLING ENGINE OIL LEVEL
IMPORTANT:
Care must be taken when checking engine oil level.
Oil level must be maintained between the “ADD” An overfilled crankcase (oil level being too
mark and the “FULL” mark on the dipstick. To high) can cause an oil leak, a fluctuation or
ensure that you are not getting a false reading, drop in oil pressure. When overfilled, the
make sure the following steps are taken before engine crankshafts splash and agitate the oil,
checking the oil level. causing it to aerate or foam.
1. Stop engine. IMPORTANT:

2. Allow approximately several minutes for the oil Change oil when engine is warm and the old oil
to drain back into the oil pan. flows more freely.
3. Remove the dipstick. Wipe with a clean cloth or
paper towel and reinstall. Push the dipstick all 2. Stop engine
the way into the dipstick tube.
4. Remove the dipstick and note the amount of oil IMPORTANT:
on the dipstick. The oil level must be between Engine oil will be hot. Use protective gloves to
the “FULL” and “ADD” marks. prevent burns. Engine oil contains chemicals which
may be harmful to your health. Avoid skin contact.
3. Remove drain plug and allow the oil to drain.

4. Remove and discard oil filter and its sealing
ring.
5. Coat sealing ring on the new filter with clean
engine oil, wipe the sealing surface on the filter
mounting surface to remove any dust, dirt or
debris. Tighten filter securely (follow filter
manufacturers instructions). Do not over
tighten.
6. Check sealing ring on drain plug for any
Figure 2 Engine Oil Dip tick (Typical)
damage, replace if necessary, wipe plug with
clean rag, wipe pan sealing surface with clean
5. If the oil level is below the “ADD” mark reinstall
rag and re-install plug into the pan. Tighten to
the dipstick into the dipstick tube and proceed
specification.
to Step 6.
7. Fill crankcase with oil.
6. Remove the oil filler cap from the valve cover.
8. Start engine and check for oil leaks.
7. Add the required amount of oil to bring the level
9. Dispose of oil and filter in a safe manner.
up to, but not over, the “FULL” mark on the
dipstick Reinstall the oil filler cap to the valve
rocker arm cover and wipe any excess oil
clean.
CHANGING THE ENGINE OIL
IMPORTANT:
1. Start the engine and run until it reaches normal

operating temperature.
Maintenance
FUEL SYSTEM INSPECTION AND Check for leaks at the inlet and outlet fittings,
MAINTENANCE using a soapy solution or an electronic leak
detector and repair if necessary.
GASOLINE AND LPG FUEL SYSTEM Check to make sure filter is securely mounted.
Check filter housing for external damage or
The fuel system installed on this industrial engine
distortion. If damaged replace fuel filter.
has been designed to meet the mobile engine
emission standard applicable for the 2010 and later
REPLACING THE FUEL FILTER:
model years. To ensure compliance to these
standards, follow the recommended maintenance
1. Move the equipment to a well ventilated area
schedule contained in this section.
and verify that sparks, ignition and any heat
sources are not present.
INSPECTION AND MAINTENANCE OF THE 2. Start the engine.
FUEL STORAGE CYLINDER 3. If the engine operates on a positive pressure
fuel system, run the engine with the fuel supply
The fuel storage cylinder should be inspected closed to remove fuel from the system.
daily or at the beginning of each operational shift
for any leaks, external damage, adequate fuel IMPORTANT:
supply and to ensure the manual service valve is A small amount of fuel may still be present in
open. Fuel storage cylinders should always be the fuel line. Use gloves and proper eye
securely mounted, inspect the securing straps or protection to prevent burns. If liquid fuel
retaining devices for damage ensure that all continues to flow from the connections when
locking devices are closed and locked. Check to removed, make sure the manual valve is fully
ensure that the fuel storage cylinder is positioned closed.
with the locating pin in the tank collar on all
horizontally mounted cylinders this will ensure the 4. Slowly loosen the inlet fitting and disconnect.
proper function of the cylinder relief valve. 5. Slowly loosen the outlet fitting and disconnect.
6. Remove the filter housing form the equipment.
When refueling or exchanging the fuel cylinder, 7. Check for contamination.
check the quick fill valve for thread damage. Also 8. Tap the opening of the filter on a clean cloth.
verify O-ring is in place and inspect for cracks, 9. Check for debris.
chunking or separation. If damage to the o-ring is 10. Check canister for proper mounting direction.
found, replace prior to filling. Check the service 11. Reinstall the filter housing to the equipment.
line quick coupler for any thread damage. 12. Tighten the inlet and outlet fittings to
specification.
IMPORTANT: 13. Check for leaks at the inlet and outlet
When refueling the fuel cylinder, wipe both the fittings, and the filter housing end
female and male connection with a clean rag prior connection using a soapy solution or an
to filling to prevent dust, dirt and debris from being electronic leak detector, if leaks are
introduced to the fuel cylinder. detected make repairs
INSPECTION AND REPLACEMENT OF THE
FUEL FILTER
The fuel system on this emission certified engine

may utilize an in-line replaceable fuel filter element.
This element should be replaced, at the intervals
specified in the recommended maintenance
schedule. When inspecting the fuel filter check
the following:
Maintenance
DIRECT ELECTRONIC PRESSURE IMPORTANT:
REGULATOR (DEPR) MAINTENANCE AND Draining the regulator when the engine is warm will
INSPECTION help the oils to flow freely from the regulator.
IMPORTANT: To drain the regulator, follow the steps below:
The Direct Electronic Pressure Regulator (DEPR) 1. Move the equipment to a well ventilated area
components have been specifically designed and and ensure no external ignition sources are
calibrated to meet the fuel system requirements of present.
the emission certified engine. 2. Start the engine.
3. With the engine running close the manual
If the DEPR fails to operate or develops a leak, it valve.
should be repaired or replaced with the OEM 4. When the engine runs out of fuel turn OFF the
recommended replacement parts. When key when the engine stops and disconnect the
inspecting the system check for the following negative battery cable.
items:
IMPORTANT:
Check for any fuel leaks at the inlet and outlet A small amount of fuel may still be present in the
fittings. fuel line, use gloves to prevent burns, wear proper
Check for any fuel leaks in the DEPR body. eye protection. If liquid fuels continues to flow
Check the inlet and outlet fittings of the coolant from the connections when loosened check to
supply lines for water leaks if applicable. make sure the manual valve is fully closed.
Check to ensure the DEPR is securely
mounted and the mounting bolts are tight. 5. Loosen the hose clamp at the inlet and outlet
Check DEPR for external damage. hoses and remove the hoses.
Check DEPR electrical connection to ensure 6. Remove the regulator mounting bolts.
the connector is seated and locked. 7. Place a small receptacle in the engine
compartment.
CHECKING/DRAINING OIL BUILD-UP IN THE 8. Rotate the regulator to 90° so that the outlet
fitting is pointing down
VAPORIZER REGULATOR drain the regulator.
During the course of normal operation for LPG 9. Inspect the secondary chamber for any large
engines oil or “heavy ends” may build inside the dried particles and remove.
secondary chamber of the Vaporizer Regulator. 10. Remove the receptacle and reinstall the
These oil and heavy ends may be a result of poor regulator retaining bolts and tighten to
fuel quality, contamination of the fuel, or regional specifications.
variation of the fuel make up. A significant build 11. Reinstall the fuel hoses..
up of oil can affect the performance of the 12. Reconnect any other hoses removed during
secondary diaphragm response. The this procedure.
Recommended Maintenance Schedule found in 13. Slowly open the manual service valve.
this section recommends that the oil be drained
periodically. This is the minimum requirement to 14. Check for leaks at the inlet and outlet fittings
maintain the emission warranty. More frequent using a soapy solution or an electronic leak
draining of the Vaporizer Regulator is detector. If leaks are detected make repairs.
recommended where substandard fuel may be a Check coolant line connections to ensure no
problem. PSI recommends the Vaporizer leaks are present.
Regulator be drained at every engine oil change if 15. Start engine recheck for leaks at the regulator.
contaminated or substandard fuel is suspected or 16. Dispose of any drained material in safe and
known to be have been used or in use with the proper manner.
emission complaint fuel system. This is known as
special maintenance, and failure to follow this
recommendation may be used to deny a warranty
claim.
Maintenance
AIR FUEL MIXER/THROTTLE CONTROL
DEVICE MAINTENANCE AND INSPECTION IMPORTANT:
The HEGO sensor is sensitive to silicone based
IMPORTANT: products. Do not use silicone sprays or hoses
The Air Fuel Mixer components have been which are assembled using silicone lubricants.
specifically designed and calibrated to meet the Silicone contamination can cause severe damage
fuel system requirements of the emission certified to the HEGO.
engine. The mixer should not be
disassembled or rebuilt. If the mixer fails to When inspecting the Exhaust system check the
operate or develops a leak the mixer should be following:
replaced with the OEM recommended replacement
parts. Exhaust manifold at the cylinder head for leaks
and that all retaining bolts and shields (if used)
When inspecting the mixer check for the following are in place.
items: Manifold to exhaust pipe fasteners to ensure
they are tight and that there are no exhaust
Leaks at the inlet fitting. leaks repair if necessary.
Fuel inlet hose for cracking, splitting or HEGO electrical connector to ensure connector
chaffing, replace if any of these condition exist. is seated and locked, check wires to ensure
Ensure the mixer is securely mounted and is there is no cracking, splits chafing or “burn
not leaking vacuum at the mounting gasket or through.” Repair if necessary.
surface. Exhaust pipe extension connector for leaks
Inspect air inlet hose connection and clamp. tighten if necessary
Also inspect inlet hose for cracking, splitting or If the engine is equipped with a catalytic
chafing. Replace if any of these conditions converter inspect the converter to ensure it is
exist. securely mounted.
Inspect Air cleaner element according to the Check for any leaks at the inlet and outlet of the
Recommended Maintenance Schedule found converter.
in this section.
Check Fuel lines for cracking, splitting or
chafing. Replace if any of these conditions
exist.
Check for leaks at the throttle body and intake
manifold.
EXHAUST SYSTEM AND CATALYTIC

CONVERTER INSPECTION AND
MAINTENANCE
IMPORTANT:
The exhaust system on this emission certified
engine contains a Heated Exhaust Gas Oxygen
Sensor (HEGO) which provides feed back to the
ECM on the amount of oxygen present in the
exhaust stream after combustion.
The oxygen in the exhaust stream is measured in
voltage and sent to the ECM. The ECM then
makes corrections to the fuel air ratio to ensure the
proper fuel charge and optimum catalytic
performance. Therefore, it is important that the
exhaust connections remain secured and air tight.
Maintenance
Section 11
LPG Fuel System
LPG Fuel System s 00-11-1

MOBILE ENGINE LPG FUEL SYSTEM SCHEMATIC
LPG Fuel System 11

DESCRIPTION AND OPERATION OF THE FUEL

ELECTRIC FUEL LOCK-OFF VALVE
SYSTEMS
The Electric Fuel lock-off valve is an integrated
NG & LPL FUEL SYSTEM assembly consisting of a 12 volt solenoid and a
normally closed valve. When energized, the
The primary components of the fuel system are solenoid opens the valve and allows the fuel to flow
the fuel supply, direct electronic pressure through the device. The valve opens during cranking
regulator (DEPR), fuel mixer, electronic throttle and engine run cycles.
control (ETC) device, 2-Stage convertor, engine
control module (ECM), and a catalytic
converter. The system operates on a slightly
positive fuel pressure. Primary fuel pressure
can be measured at the LD 2-Stage convertor.
Secondary fuel pressure command and actual
fuel pressure is monitored by the ECM. You
can view these pressures using the diagnostic
service tool.
SERVICE LINES ELECTRIC FUEL LOCK-OFF

Fuel flows from the fuel supply to the electric lock Voltage and Ground to the Electric Lock-Off Valve is
off valve. The service lines are not supplied by controlled by the engine control module (ECM).
the engine manufacturer. Please contact the
equipment manufacturer regarding fuel service
lines
DIRECT ELECTRONIC
FUEL FILTER PRESSURE REGULATOR (DEPR)
LP, fuel like all other motor fuels is subject to
The PSI engine management system uses the
contamination from outside sources.
DEPR to control fuel delivery for the precise fuel
Refueling of the equipment tank and removal metering necessary for optimum combustion, fuel
of the tank from the equipment can economy and transient response.
inadvertently introduce dirt and other foreign
matter into the fuel system. It is therefore The DEPR is a single-stage microprocessor based
necessary to filter the fuel prior to entering the electromechanical fuel pressure regulator that
fuel system components down stream of the incorporates a high speed/fast acting actuator. It
tank. An inline fuel filter has been installed in communicates with the Engine Control Module
(ECM) over a Controller Area Network (CAN) link,
the fuel system to remove the dirt and foreign
receiving fuel pressure commands and broadcasting
matter from the fuel, which is replaceable as a DEPR operating parameters back to the ECM. The
unit only. Maintenance of the filter is critical DEPR can regulate fuel pressure from -18 to +13
to proper operation of the fuel system and inches of water column above the Mixer air inlet
should be replaced according to the pressure, providing sufficient control authority to
maintenance schedule or more frequently stall an engine either rich or lean. When the DEPR
under severe operating conditions. receives an output pressure command from the
ECM, the valve is internally driven to attain targeted
fuel pressure, the DEPR then closes the loop
Inline Fuel Filter internally using a built in fuel pressure sensor to
maintain target fuel pressure/fuel flow rate, until
LPG Fuel System 11

another external command from the ECM is pressure below the diaphragm. The vacuum being
received (intervals < 10 ms). The DEPR has an created is referred to as Air Valve Vacuum (AVV).
integral fuel temperature sensor that is used by the As the air valve vacuum reaches the imbalance
ECM to correct for variations in fuel density. This point, the air valve begins to lift against the air valve
strategy provides an extremely accurate method for spring. The amount of AVV generated is a direct
open loop fuel control. Then with the addition of the result of the throttle position. At low engine speed
pre- and post-cat oxygen sensors, the pressure the air valve vacuum and the air valve position is low
command transmitted from the ECM can be further thus creating a small venturi for the fuel to flow. As
adjusted using closed loop feedback the engine speed increases the AVV increases and
the air valve is lifted higher thus creating a much
larger venturi. This air valve vacuum is
communicated from the mixer venturi to the IEPR
via the fuel supply hose.
The mixer is equipped with a low speed mixture
adjustment retained in a tamper proof housing.
The mixer has been preset at the factory and should
not require adjustment. In the event that the idle
adjustment should need to be adjusted refer to the
Fuel System Repair section of this manual.
The air/fuel mixer is an emission control

Direct Electronic Pressure Regulator device. Components inside the mixer are
specifically calibrated to meet the engine’s
emissions requirements and should never
be disassembled or rebuilt. If the mixer
fails to function correctly, replace with an
OEM replacement part.
The IEPR is an emission control device
and should only be serviced by qualified
technicians.
AIR FUEL MIXER

The air valve mixer is a self-contained air-fuel
metering device. The mixer is an air valve design,
utilizing a relatively constant pressure drop to draw
fuel into the mixer from cranking speeds to full load.
The mixer is mounted in the air stream ahead of the
throttle control device.
When the engine begins to crank it draws in air with Air Valve Mixer
the air valve covering the inlet, and negative
pressure begins to build. This negative pressure
signal is communicated to the top of the air valve
chamber through vacuum ports in the air valve
assembly. A pressure/force imbalance begins to
build across the air valve diaphragm between the air
valve vacuum chamber and the atmospheric
LPG Fuel System 11

Light Duty 2-Stage Vaporizer When the engine is running electrical signals are
sent from the foot pedal position sensor to the
engine ECM when the operator depresses or
The tier 3 certified mobile products utilize a release the foot pedal. The ECM then sends an
2-stage vaporizer as part of the fuel system. electrical signal to the motor on the electronic
The primary function of this part is to convert throttle control to increase or decrease the angle
liquid LP fuel into a propane vapor. The vapor of the throttle blade thus increasing or decreasing
is then introduced into the DEPR where the the air/fuel charge to the engine. The electronic
throttle control device incorporates two internal
pressures are regulated. Converting the fuel
Throttle Position Sensors (TPS) which provide
from a liquid to a vapor is accomplished by output signals to the ECM as to the location of the
passing the propane through a heat exchanger throttle shaft and blade. The TPS information is
inside the convertor. Coolant flows through the used by the ECM to correct for speed and load
convertor as part of the heat exchange process. control as well as emission.
LD 2-Stage Vaporizer
Electronic Throttle Control Device
ELECTRONIC THROTTLE CONTROL DEVICE THREE-WAY CATALYTIC CONVERTER

(ETC)
The Catalytic Converter is a component of the
Engine speed is controlled by the ECM and the emissions system which is designed to meet the
Electronic Throttle Control device which is an emission standards in effect for the Tier 3 mobile
automotive style throttle. The ECM controls certified product.
engine speed one of several ways depending on
the equipment manufacturer’s requirement. The exhaust gases pass through the honeycomb
Engine speed can be controlled by discrete speed catalyst which is coated with a mixture of precious
governing, whereby the OEM sends an open, high group metals to oxidize and reduce CO, HC and
or low voltage signal to an ECM pin. The ECM NOX emission gases.
then targets the preprogrammed speed for that
pin. The other two modes are through the use of
a foot pedal or a hand throttle controller. In both
cases the foot pedal or hand throttle controller will
send a 0-5 volt signal to the ECM. The ECM is
programmed with an idle and high speed and
interprets speed in between the two based on
voltage.
Three Way Catalytic Converter
LPG Fuel System 11

ENGINE CONTROL MODULE information about the malfunction in its memory.

A technician can than utilize a computerized
To obtain maximum effect from the catalyst and diagnostic scan tool to retrieve the stored
accurate control of the air fuel ratio, the emission diagnostic code and by using the diagnostic charts
certified engine is equipped with an onboard in this manual to determine the cause of the
computer or Engine Control Module (ECM). The malfunction. In the event a technician does not
ECM is a 32 bit controller which receives input have the computerized diagnostic tool, the MIL
data from sensors mounted to the engine and fuel light can be used to identify the diagnostic code to
system and then outputs various signals to control activate the “blink” feature and count the number
engine operation. of blinks to determine the diagnostic code number
to locate the fault in the system.
HEATED EXHAUST GAS OXYGEN SENSORS
The Heated Exhaust Gas Oxygen (HEGO)

Sensors are mounted in the exhaust system, one
upstream and one downstream of the catalytic
converter. Models that do not use a catalyst
assembly will only use one HEGO sensor.
The HEGO sensors are used to measure the

amount of oxygen present in the exhaust stream to
determine whether the air-fuel ratio is to rich or to
lean. It then communicates this measurement to
the ECM. If the HEGO sensor signal indicates
that the exhaust stream is too rich, the ECM will
decrease or lean the fuel mixture during engine
operation. If the mixture is too lean, the ECM will
richen the mixture. If the ECM determines that a
rich or lean condition is present for an extended
period of time which cannot be corrected, the ECM
will set a diagnostic code and turn on the MIL light
Engine Control Module (ECM) in the dash.
By monitoring output from the sensor upstream
One specific function of the controller is to and the sensor downstream of the catalytic
maintain a closed loop fuel control which is converter, the ECM can determine the
accomplished by use of the Heated Exhaust Gas performance of the catalyst.
Oxygen sensor (HEGO) mounted in the exhaust
system. The HEGO sensor sends a voltage
signal to the controller which then outputs signals
to the EPR to change the amount of fuel being
delivered from the regulator or mixer to the engine.
The controller also performs diagnostic functions

on the fuel system and notifies the operator of
engine malfunctions by turning on a Malfunction
Indicator Light (MIL) mounted in the dash.
Malfunctions in the system are identified by a
Diagnostic Trouble Code (DTC) number. In
addition to notifying the operator of the malfunction
in the system, the controller also stores the
LPG Fuel System 11

COOLANT TEMPERATURE SENSOR
The Engine Coolant Temperature sensor or ECT

is a variable resistance thermistor that changes
resistance as the engine's coolant temperature
changes. The sensor's output is monitored by the
ECM to determine a cold start condition and to
regulate various fuel and emission control
functions via a closed loop emission system.
OIL PRESSURE SENDER
The Heat Exhaust Gas Oxygen (HEGO) Sensor The Engine Oil Pressure sensor is designed to
ensure adequate lubrication throughout the
engine. It provides a pressure value for the oil
pressure gauge and is monitored by the ECM. If
HEGO1 (upstream or before the catalytic the pressure drops, an MIL will occur.
converter) and HEGO2 (downstream) voltage
output.
The Heated Exhaust Gas Oxygen Sensor

(HEGO) is an emissions control
component. In the event of a failure, the
HEGO should only be replaced with the
recommended OEM replacement part.
The HEGO is sensitive to silicone based
products and can become contaminated.
Avoid using silicone sealers or air or fuel
hoses treated with a silicone based
lubricant.
TMAP SENSOR
The Temperature Manifold Absolute Pressure or

TMAP sensor is a variable resistor used to monitor
Closed-Loop Fuel Control
the difference in pressure between the intake
manifold and outside or atmospheric pressure and
the temperature. The ECM monitors the LD 2-Stage Regulator Nominal Pressure
resistance of the sensor to determine engine load Specifications
(the vacuum drops when the engine is under load
or at wide open throttle). When the engine is under Secondary 15.25 10 inches H20
load, the computer may alter the fuel mixture to
Stage
improve performance and emissions. The
temperature is also monitored by the ECM, Primary 2.6 1.45PSI
primarily to richen the fuel/air mixture during a cold Stage
start.
LPG Fuel System 11

Section 12
Gasoline Fuel System
Gasoline Fuel System s 00-12-1

MOBILE ENGINE GASOLINE FUEL SYSTEM SCHEMATIC
Gasoline Fuel System 12

GASOLINE MULTI POINT FUEL INJECTON

The primary components of the Gasoline Multi Point Fuel Injection (MPFI) fuel system are the gasoline fuel tank,
electric fuel pump, fuel pressure and temperature sensor manifold, fuel filter and fuel rail.
GASOLINE FUEL STORAGE TANK
The gasoline fuel storage tank location may very on equipment applications. The fuel tank may be integrated into the
chassis frame or may be a stand alone vessel mounted on the equipment. For precise location for the equipment
application refer to the OEMs vehicle manual.
GASOLINE FUEL PUMP
The Gasoline is stored as a liquid in the fuel tank and in drawn into the fuel system by a 12 volt electric fuel pump.
Depending on the vehicle application the fuel pump may be mounted in the fuel tank or as a stand alone component.
In either case the fuel pump will receive a signal from the ECM at Key On to prime the fuel system for approximately
2 seconds prior to start. Priming of the fuel system provides for a quicker start, when the engine begins to crank.
Consult the OEM for the location of the fuel pump.
GASOLINE PRESSURE AND TEMPERATURE SENSOR MANIFOLD
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the fuel
tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure and
temperature feedback from the gasoline fuel sensor manifold and uses this information to control the ground side of
the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating (PWM) the fuel pump. The fuel
pressure and temperature sensor manifold has a return or “bleed” circuit that connects back to the equipment fuel
tank. This circuit is used to bleed off any vapor that develops in the line and returns a small amount of fuel to the tank.
The fuel comes from the fuel tank and passes through the fuel pump. Fuel exits the fuel pump, passes through the
filter and then enters the fuel pressure and temperature manifold assembly. Fuel flows through the feed circuit and is
delivered to the fuel injector rail. Fuel that enters the bleed circuits through the by-pass valve in the manifold is
returned to the fuel tank.
FUEL FILTER
After the fuel is drawn into the fuel pump, the fuel flows through the gasoline fuel filter. The fuel filter will trap small
particles. The fuel passes through the filter to remove debris which prevents the fuel pressure and temperature
manifold and fuel injectors from becoming damaged. Maintenance of the fuel filter is required as indicated in the
Recommended Maintenance Schedule. A more frequent replacement of the filter may be required if the equipment
operates in a dusty or dirty environment.

FUEL INJECTOR RAIL
The fuel flows from the fuel pressure and temperature manifold assembly to the fuel rails where the fuel is delivered
to the fuel injectors.
FUEL INJECTOR
The fuel supply is maintained on the top of the injector from

the injector rail. The injector is fed a “pulse” ground signal
through the wire harness which causes the injector to open.
During regular operating conditions the ECM controls the
opening and duration of opening of the injector. During lower
RPM operation the injector signals or “pulses” are less
frequent then when the engine is operating at higher RPMs.
The certified engine has been calibrated to deliver the precise
amount of fuel for optimum performance and emission
control.
The allowable resistance on the injectors is 12.0 ± 0.6 ohms

Section 13
Emissions Control System
Emissions Control System s 00-13-1

FUEL SYSTEM DIAGNOSIS
Direct Electronic Pressure Regulator Assembly
FUEL SYSTEM DESCRIPTION continue to run, refer to Hard Start for

preliminary checks.
The Engine Control Module (ECM) receives
information from various engine sensors in order Inspect the fuel supply lines to verify they are
to control the operation of the Direct Electronic properly connected and do not have any
Pressure Regulator (DEPR) and lock-off Valve. kinks or damage
The lock-off Valve solenoid prevents fuel flow
unless the engine is cranking or running. Verify the fuel lock off valve is operating
properly. Refer to the OEM for information
At Key ON, the DEPR valve receives a two (2) on the fuel shut off valve.
second prime pulse from the ECM, allowing time
for the fuel to flow through the fuel filter and fuel TOOLS REQUIRED:
lines to the DEPR.
DST
Fuel travels from the lock-off to the light duty
2-stage regulator into the DEPR.
Diagnostic Scan Tool (DST)
Engine cranking generates vacuum which PRESSURE GAUGES
provided lift for the mixer air valve and is
commonly referred to as air valve vacuum.
Once in the mixer, the fuel is combined with air 101542 Test Kit
and is drawn into the engine for combustion.
DIAGNOSTIC AIDS
This procedure is intended to diagnose equipment

operating on LPG. If the equipment will not
Emissions Control System 13

TEST DESCRIPTION require additional diagnosis.
The basis of the fuel system test is to determine if

the fuel is operating within proper fuel control HOW THE CORRECTION FACTORS WORK
parameters. This fuel control system operates on
The correction factors are displayed in the DST
the basis of short term and long term fuel
as a positive or negative percent. The numbers
correction to compensate for the normal operation
will range between -35% and +35%. A negative
and aging of the engine. Abnormal operation of
fuel correction number indicates the removal of
the engine, due to a component issue or lack of
fuel.
maintenance will cause fuel system control
parameters to operate outside of the normal
An outside condition causing the system to be
range.
rich, such as a restricted air cleaner, can cause a
negative short term and long term fuel
The fuel system correction factors are viewable
correction. An outside condition causing the
using the laptop based Diagnostic Service Tool
system to be lean, such as a vacuum leak, can
(DST).
cause a positive fuel correction.
The short term correction factor is a percentage
based fuel correction that will immediately be
applied once the engine reaches the closed loop DETERMINING TOTAL FUEL CORRECTION
fuel control mode. The short term correction
factor is known as “Closed Loop 1” on the DST. The total fuel correction is the sum of the short
term correction (Closed Loop 1) and the long
The long term correction factor writes the short term correction (Adaptive 1).
term correction into long term memory so it is
available immediately on the next start/run cycle.
The long term correction factor is known as
For instance, a Closed Loop 1 reading of
“Adaptive 1” on the DST. -1.5% and an Adaptive 1 reading of -3.5%
would mean a total fuel correction of -5%
Closed Loop 1 and Adaptive 1 can be viewed on was taking place at that time. The system
the Closed Loop Control panel on the Faults Page is removing 5% fuel at that time.
of the DST.
A Closed Loop 1 reading of 1.5% and an
Adaptive 1 reading of 3.5% (note both are
positive numbers) would mean that a total
fuel correction of 5% was taking place at that
time. The system is adding 5% fuel.
Closed Loop 1 & Adaptive 1
Any parameter found to be out of conformance will

NORMAL & ABNORMAL FUEL CORRECTION
Generally, the system is operating within If total fuel correction is found to be operating
specification when total fuel correction falls outside of the normal range additional diagnostic
between -15% and +15%. Operation outside of procedure will be required to determine the
this range will require further diagnosis to cause. Follow the appropriate Symptom
determine the system level issue affecting fuel Routine or DTC Chart for additional help.
control. The system will set Diagnostic Trouble
Codes (DTC’s) for correction factors in the +/-
30%-35% range.
Total Fuel Correction Chart

System Removing Fuel System Adding Fuel
-35% -30% -25% -20% -15% -10% -5% 0% 5% 10% 15% 20% 25% 30% 35%
= Normal Fuel Correction
= Abnormal Fuel Correction without DTC
= Abnormal Fuel Correction with DTC

FUEL SYSTEM SYMPTOM DIAGNOSTICS

Checks Action
Before using this section, you should have performed On Board Diagnostic
(OBD) Check and determined that:
1. The ECM and MIL are operating correctly.

Before Using This 2. There are no Diagnostic Trouble Codes (DTCs) stored, or a DTC exists but
Section without a MIL.
Several of the following symptom procedures call for a careful visual and
physical check. These checks are very important as they can lead to prompt
diagnosis and correction of a problem.
1. Verify the customer complaint.

2. Locate the correct symptom table.
3. Check the items indicated under that symptom.
4. Operate the equipment under the conditions the symptom occurs. Verify
Fuel System Check HEGO switching between lean and rich. IMPORTANT! Normal HEGO
switching indicates the fuel system is in closed loop and operating
correctly at that time.
5. Take a data snapshot using the DST under the condition that the symptom
occurs to review at a later time.
Check all ECM system fuses and circuit breakers.

Check the ECM ground for being clean, tight and in its proper location.
Check the vacuum hoses for splits, kinks and proper connections.
Check thoroughly for any type of leak or restriction.
Check for air leaks at all the mounting areas of the intake manifold sealing
surfaces.
Check for proper installation of the mixer assembly.
Check for air leaks at the mixer assembly.
Check the ignition wires for the following conditions:

Visual and Physical
Checks Cracking
Hardening
Proper routing
Carbon tracking.
Check the wiring for the following items: proper connections, pinches or
cuts.
The following symptom tables contain groups of possible causes for each
symptom. The order of these procedures is not important. If the DST
readings do not indicate a problem, then proceed in a logical order, easiest
to check or most likely to cause the problem.

INTERMITTENT
Checks Action
DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC).
Do not use the DTC tables. If a fault is an intermittent, the use of the DTC
Preliminary Checks
tables with this condition may result in the replacement of good parts.
Faulty electrical connections or wiring can cause most intermittent problems.

Check the suspected circuit for the following conditions:
Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully
seated in the connector (backed out). Terminals not properly formed or
damaged.
Wire terminals poorly connected.
Faulty Electrical
Terminal tension is insufficient.
Connections or Wiring
Carefully remove all the connector terminals in the problem circuit in order
to ensure the proper contact tension.
If necessary, replace all the connector terminals in the problem circuit in
order to ensure the proper contact tension (except those noted as “Not
Serviceable”). See section Wiring Schematics.
Checking for poor terminal to wire connections requires removing the
terminal from the connector body.
If a visual and physical check does not locate the cause of the problem,
Operational Test operate the vehicle with the DST connected. When the problem occurs, an
abnormal voltage or scan reading indicates a problem circuit.
The following components can cause intermittent MIL and no DTC(s):
A defective relay.
Switch that can cause electrical system interference. Normally, the
problem will occur when the faulty component is operating.
Intermittent MIL
The improper installation of add on electrical devices, such as lights,
Illumination
2-way radios, electric motors, etc.
The ignition secondary voltage shorted to a ground.
The MIL circuit or the Diagnostic Test Terminal intermittently shorted to
ground.
The MIL wire grounds.
To check for the loss of the DTC Memory:
1. Disconnect the TMAP sensor.

Loss of DTC Memory 2. Idle the engine until the MIL illuminates.
3. The ECM should store a TMAP DTC which should remain in the memory
when the ignition is turned OFF. If the TMAP DTC does not store and
remain, the ECM is faulty.

NO START
Checks Action
DEFINITION: The engine cranks OK but does not start.
Preliminary Checks None
Use the DST to :
Check for proper communication with both the ECM
Check all system fuses engine fuse holder. Refer to Engine Controls
ECM Checks
Schematics.
Check battery power, ignition power and ground circuits to the ECM. Refer
to Engine Control Schematics. Verify voltage and/or continuity for each.
Check the TMAP sensor.
Sensor Checks
Check the cam angle sensor for output (RPM).
Important: A closed LPG manual fuel shut off valve will create a no start
condition.
Check for air intake system leakage between the mixer and the throttle
Fuel System Checks body. Verify proper operation of the low pressure lock-off solenoids.
Verify proper operation of the fuel control solenoids.
Check the fuel system pressures.
Refer to the LPG Fuel System Diagnosis.
Check for proper mixer air valve operation.
Note: LPG being a gaseous fuel requires higher secondary ignition system
voltages for the equivalent gasoline operating conditions.
1. Check for the proper ignition voltage output with J 26792 or the equivalent.
2. Verify that the spark plugs are correct for use with LPG.
Check the spark plugs for the following conditions:

Ignition System Checks Wet plugs.
Cracks.
Wear.
Improper gap.
Burned electrodes.
Heavy deposits.
Check for bare or shorted ignition wires.
Check for loose ignition coil connections at the coil.

NO START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold

leakage than the gasoline fuel system.
Check for the following:

Vacuum leaks.
Engine Mechanical
Improper valve timing.
Checks
Low compression.
Improper valve clearance.
Worn rocker arms.
Broken or weak valve springs.
Worn camshaft lobes.
Check the exhaust system for a possible restriction:

Inspect the exhaust system for damaged or collapsed pipes:
Exhaust System Inspect the muffler for signs of heat distress or for possible internal failure.
Checks Check for possible plugged catalytic converter. Refer to Restricted
Exhaust System Diagnosis.

HARD START
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run,
or may start but immediately dies.
Preliminary Checks
Check the Engine Coolant Temperature sensor with the DST. Compare
the engine coolant temperature with the ambient air temperature on a cold
engine. If the coolant temperature reading is more than 10 degrees greater
Sensor Checks or less than the ambient air temperature on a cold engine, check for high
resistance in the coolant sensor circuit. Check the cam angle sensor.
Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor
connections.
Important: A closed LPG manual fuel shut off valve will create an extended
crank OR no start condition.
-off valve
is not closed.
Fuel System Checks
Check mixer assembly for proper installation and leakage.
Verify proper operation of the low pressure lock-off solenoid.
Verify proper operation of the EPR.
Check for air intake system leakage between the mixer and the throttle
body. Check the fuel system pressures. Refer to the Fuel System
Diagnosis.
voltages for the equivalent gasoline operating conditions.
Check for the proper ignition voltage output with J 26792 or the equivalent.
Verify that the spark plugs are the correct type and properly gapped.
Check the spark plugs for the following conditions:

Wet plugs.
Cracks.
Wear.
Ignition System Checks Burned electrodes.
Heavy deposits
Check for bare or shorted ignition wires.
Check for moisture in the distributor cap.
Check for loose ignition coil connections.
Important:
1. If the engine starts but then immediately stalls, check the cam angle
sensor.
2. Check for improper gap, debris or faulty connections.

HARD START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leakage
than the gasoline fuel supply system.
Check for the following:

Vacuum leaks
Improper valve timing
Engine Mechanical
Low compression
Checks
Improper valve clearance.
Worn rocker arms
Broken or weak valve springs
Inspect the exhaust system for damaged or collapsed pipes.

Exhaust System Checks
Inspect the muffler for signs of heat distress or for possible internal failure.
Check for possible plugged catalytic converter. Refer to Restricted Exhaust
System Diagnosis.
Emissions Control System 00-13-10

CUTS OUT, MISSES

Checks Action
DEFINITION: A surging or jerking that follows engine speed, usually more pronounced as the engine load
increases, but normally felt below 1500 RPM. The exhaust has a steady spitting sound at idle, low speed, or
hard acceleration for the fuel starvation that can cause the engine to cut-out.
Preliminary Checks None
1. Start the engine.
2. Check for proper ignition output voltage with spark tester J 26792.
3. Check for a cylinder misfire.
4. Verify that the spark plugs are the correct type and properly gapped.
Remove the spark plugs and check for the following conditions:
Insulation cracks.
Wear.
Ignition System Checks Improper gap.
Burned electrodes.
Heavy deposits.
Visually/Physically inspect the secondary ignition for the following:
Ignition wires for arcing and proper routing.

Cross-firing.
Ignition coils for cracks or carbon tracking
Perform a cylinder compression check. Check the engine for the following:

Engine Mechanical Improper valve clearance.
Checks Worn rocker arms.
Check the intake and exhaust manifold passages for casting flash.
Check the fuel system:
Fuel System Checks Plugged fuel filter.

Low fuel pressure, etc. Refer to LPG Fuel System Diagnosis.
Check the condition of the wiring to the low pressure lock-off solenoid.
Check for Electromagnetic Interference (EMI), which may cause a misfire
condition. Using the DST, monitor the engine RPM and note sudden increases
Additional Check in rpms displayed on the scan tool but with little change in the actual engine rpm.
If this condition exists, EMI may be present. Check the routing of the secondary
wires and the ground circuit.

HESITATION, SAG, STUMBLE

Checks Action
DEFINITION: The engine has a momentary lack of response when putting it under load. The condition
can occur at any engine speed. The condition may cause the engine to stall if it’s severe enough.
Preliminary Checks None.
Check the fuel pressure. Refer to LPG Fuel System Diagnosis.
Check for low fuel pressure during a moderate or full throttle acceleration.
If the fuel pressure drops below specification, there is possibly a faulty low
pressure regulator or a restriction in the fuel system.
Fuel System Checks Check the TMAP sensor response and accuracy.
Check Shut-Off electrical connection.
Check the mixer air valve for sticking or binding.
Check the mixer assembly for proper installation and leakage. Check the
EPR.
voltages for the equivalent gasoline operating conditions. If a problem is
reported on LPG and not gasoline, do not discount the possibility of a LPG
only ignition system failure and test the system accordingly.
Ignition System Checks
Check for the proper ignition voltage output with J 26792 or the
equivalent. Verify that the spark plugs are the correct type and properly
gapped.
Check for faulty spark plug wires.
Check for fouled spark plugs.
Check for manifold vacuum or air induction system leaks.

Additional Check
Check the alternator output voltage.

BACKFIRE
Checks Action
DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping
noise.
Preliminary Check None.
Important! LPG, being a gaseous fuel, requires higher secondary
ignition system voltages for the equivalent gasoline operating
conditions. The ignition system must be maintained in peak condition to
prevent backfire.
Check for the proper ignition coil output voltage using the spark tester
J26792 or the equivalent.
Check the spark plug wires by connecting an ohmmeter to the ends of
each wire in question. If the meter reads over 30,000 ohms, replace the
wires.
Ignition System Checks Check the connection at ignition coil.
Check for deteriorated spark plug wire insulation.
Remove the plugs and inspect them for the following conditions:
Wet plugs.
Cracks.
Wear.
Improper gap.
Burned electrodes.
Heavy deposits.
Important! The LPG Fuel system is more sensitive to intake manifold
leakage than a gasoline fuel supply system.
Check the engine for the following:

Engine Mechanical Engine compression.
Check
Manifold vacuum leaks.
Intake manifold gaskets.
Sticking or leaking valves.
Exhaust system leakage.
Check the intake and exhaust system for casting flash or other restrictions.
Fuel System Checks Perform a fuel system diagnosis. Refer to LPG Fuel System Diagnosis.

LACK OF POWER, SLUGGISHNESS, OR SPONGINESS

Checks Action
DEFINITION: The engine delivers less than expected power.
Refer to the LPG Fuel system OBD System Check.

Compare the customer’s vehicle with a similar unit to verify customer has
an actual problem. Do not compare the power output of the vehicle
operating on LPG to a vehicle operating on gasoline as the fuels do have
Preliminary Checks
different drive feel characteristics.
Remove the air filter and check for dirt or restriction.
Check the vehicle transmission.
Refer to the OEM transmission diagnostics.
Check for a restricted fuel filter, contaminated fuel, or improper fuel
pressure. Refer to LPG Fuel System Diagnosis.
Check for the proper ignition output voltage with the spark tester J 26792
or the equivalent.
Fuel System Checks Check for proper installation of the mixer assembly. Check all air inlet
ducts for condition and proper installation.
Check for fuel leaks between the EPR and the mixer.
Verify that the LPG tank manual shut-off valve is fully open.
Verify that liquid fuel (not vapor) is being delivered to the EPR.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) for
contamination and performance. Check for proper operation of the TMAP
Sensor Checks
sensor.
Check for proper operation of the TPS and FPP sensors.

Inspect the exhaust system for damaged or collapsed pipes.
Exhaust System Checks
Inspect the muffler for signs of heat distress or for possible internal failure.
Check for possible plugged catalytic converter.
Check the engine for the following:

Engine compression.
Engine Mechanical
Valve timing.
Check
Improper or worn camshaft.
Refer to Engine Mechanical in the Service Manual.
Check the ECM grounds for being clean, tight, and in their proper
locations.
Check the alternator output voltage.
Additional Check If all procedures have been completed and no malfunction has been found,
review and inspect the following items:
Visually and physically, inspect all electrical connections within the
suspected circuit and/or systems.
Check the DST data.

ROUGH, UNSTABLE, OR INCORRECT IDLE, STALLING

Checks Action
DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake.
Preliminary Check None.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) performance:
Check for silicone contamination from fuel or improperly used sealant. If
contaminated, the sensor may have a white powdery coating result in a
high but false signal voltage (rich exhaust indication). The ECM will reduce
Sensor Checks the amount of fuel delivered to the engine causing a severe driveability
problem.
Check the Temperature Manifold Absolute Pressure (TMAP) sensor response

and accuracy.
Check for rich or lean symptom that causes the condition.
Drive the vehicle at the speed of the complaint.
Monitoring the oxygen sensors will help identify the problem.
Check for a sticking mixer air valve.
Fuel System Checks Verify proper operation of the EPR.
Perform a cylinder compression test. Refer to Engine Mechanical in the
Service Manual.
Check the EPR fuel pressure. Refer to the LPG Fuel System Diagnosis.
Check mixer assembly for proper installation and connection.
Check for the proper ignition output voltage using the spark tester J26792
or the equivalent.
Verify that the spark plugs are the correct type and properly gapped.
Remove the plugs and inspect them for the following conditions:
Wet plugs.
Cracks.
Ignition System Checks Wear.
Improper gap.
Burned electrodes.
Blistered insulators.
Heavy deposits.
Check the spark plug wires by connecting an ohmmeter to the ends of each
wire in question. If the meter reads over 30,000 ohms, replace the wires.
Important: The LPG Fuel system is more sensitive to intake manifold leakage
than the gasoline fuel supply system.
Check for vacuum leaks. Vacuum leaks can cause a higher than normal
Additional Checks idle and low throttle angle control command.
Check the ECM grounds for being clean, tight, and in their proper
locations. Check the battery cables and ground straps. They should be
clean and secure. Erratic voltage may cause all sensor readings to be
skewed resulting in poor idle quality.

ROUGH, UNSTABLE, OR INCORRECT IDLE, STALLING

Checks Action
Check the engine for:
Broken motor mounts.
Engine Mechanical Low compression.
Check Improper valve clearance.
Worn rocker arms.

Section 14
Electrical Section
Electrical Section s 00-14-1

ECM Header Connectors
Electrical Section 14
Section 15
Diagnostic Service Tool (DST)
Diagnostic Service Tool (DST) s 00-15-1

CONTENTS
Installation of the DST package to a personal computer (PC).
Software login and password functionality.
DST service pages.
Updating the ECM calibration using a MOT file.
DTC pages.
Examples and snapshots used in this manual are based off of the initial DST tool release as of July,
2007. This tool is frequently updated and the illustrations may vary depending on the changes included
in any updated DST display Interface. For example, the Electronic Pressure Regulator (EPR) may be
referred to as the “megajector.” Terms, names and descriptions of parts and servicing procedures will
be updated based on trade, brand, or common description to more accurately describe the part or
service procedure.
DST INSTALLATION INSTRUCTIONS
Before installing the DST software, please be sure your computer meets the minimum system
requirements.
Supported operating systems are:
Windows Vista
Windows XP
Windows 2000
Windows 7 (must have most current ECOM Driver)
Minimum processor speed:
Pentium II 450 MHz

Pentium III 1.0 GHz for Windows Vista
Minimum RAM requirement:
Windows Vista 512 MB

Windows XP 256 MB
Windows 2000 128 MB
* At least one available RS232 serial or USB port.

* ECOM cable supports USB port only.
Diagnostic Service Tool (DST) 15

Insert the CD into your computer and select LATEST_GCP_DISPLAY
Open the ECOM_Driver Folder

Double Click the setup.exe file - - - > This will launch the installation wizard
Return to the LATEST_GCP_DISPLAY folder

Select the PC Display folder
Select the GCP Display icon
Select the GCP Display icon - - - > This will launch the installation wizard
Select NEXT until it says you are finish
Restart your PC
Go to the START button on the lower

left corner and find the GCP Display
Program

PASSWORD LOGIN
Figure 1 shows the password dialog box, which is displayed when a software session begins. Login
can be accomplished in two ways.
1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original
equipment manufacture (OEM).
2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A
Single Serial Number password is unique to a specific ECM serial number and permits authorized
service personnel to make changes or view information for a specific ECM.
3. In most instances the top “all” serial number boxes should be used for password entry. In this
case, do not check the single serial number box. Each password is a 16-character
alpha-numeric string specific to each Spectrum customer and determines which pages and
variables are visible through the software. Passwords are assigned by the OEM support group
and may change periodically. Check the “save password” box to automatically retain the
password for future use.
Note: The password is printed on the CD disk. If it does not have a password or you have questions
please contact the OEM.
Figure 1: Populated Password Dialog Box
PASSWORD DIALOG BOX FUNCTIONS

Clear Password Button Erases the current password from the password field.
Paste Password Button Allows the user to copy a 16-character string from any word processor
and paste the string in the password field.
Single Serial Number Access Checkbox Tells the software that the password is applicable for
single serial number access.
Serial Number Field Only applicable when Single Serial Number Access Checkbox is checked.
The entry field must be populated for the 6-digit serial number for which the Single Serial Number
Access password applies (NOTE: Leading zeros included in the serial number are not required).
Save Password and S/N Checkbox Retains the password, and serial number (if applicable) for
the next software session.

Should an invalid password be entered, the error prompt shown in figure (2) will be
displayed and the software will not load. This prompt signifies the following:
The All S/N password is invalid.

The Single S/N password is incorrect for the Single Serial Number entered.
An All S/N password is entered for Single Serial Number use.
The Single Serial Number password is valid; however, the Single Serial Number Access
Checkbox is not checked.
Figure 2: Password Error Prompt
If the Single S/N password entered is correct for the software but does not match the entered S/N of
the targeted ECM, the prompt in Figure 3 will be displayed.
Figure 3: Incorrect Serial Number Message

Figure 4 shows the communication status if a valid software password is entered when attempting
to connect to an ECM with a different key. In this instance the software will load but will not
connect to the target (ECM).
Figure 4: Not Authorized to Connect Message
In the event you receive this error message call your OEM support group for more information.
CONNECTING THE PC TO THE ENGINE WIRE HARNESS
Connecting the DST cable
A laptop computer, with the diagnostic cable and software is the required tool for performing proper
diagnostic testing of the fuel system. It is also used to monitor sensor and actuator values and to
read and clear Diagnostic Trouble codes. The DST software also performs several special tests.
Connect the system diagnostic cable to the USB port on the back of the computer.
Connect the diagnostic cable to the DLC (diagnostic link connector) labeled in the electrical
schematic. The DLC is located on the engine harness. The new 8 pin DLC requires the use of
the 4 to 8 pin adapter.
Turn the computer ON.
Start Windows.
Place the ignition key in the ON position.
Within several seconds the system Gauge screen should now appear and a green banner in the

Connecting to the PC using the ECOM cable
To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.

You will now need to configure the ECOM communication protocol.
Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You
are now ready to connect using the ECOM USB DLC cable.
Diagnostic Service Tool (DST) 00-15-10

DST SERVICE PAGES
Gauge Page
Provides system data in large easy to read displays. Displays ECM configuration information for
the ECM software, hardware, serial numbers and calibration dates.

Raw Volts Page
The raw volts page displays the sensor inputs and outputs in a raw voltage format. This page is
most commonly used to check values in the diagnostic trouble shooting charts.
Service 1

The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a
display for rpm, coolant temperature and spark advance. It also provides a large display to monitor
the closed loop mixture control.
Tests Page
Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools
such as spark and injector kill controls. Please note that not all features are available for all
applications. The disabled item menus are grayed out or rendered inoperative.
SPARK KILL
The spark kill mode allows the technician to disable the ignition on individual cylinders. If the Spark
Kill diagnostic mode is selected with the engine running below 1000 rpm, the minimum throttle
command will lock into the position it was in when the test mode was entered. If the Spark System
Test mode is selected with the engine running above 1000 rpm, the throttle will continue to operate
normally. Disabling Ignition Outputs to disable the ignition system for an individual cylinder, use the
mouse to highlight the “Spark Kill” button and select the desired coil. The spark output can be
re-enabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If the
engine is running below 1000 rpm, the spark output will stay disabled for 15 seconds and then re-set.
If the engine is running above 1000 rpm, the spark output will stay disabled for 5 seconds and then
re-set. This test mode has a timeout of 10 minutes. Record the rpm drop related to each spark
output disabled. The spark outputs are arranged in the order which the engine fires, not by cylinder
number.
INJECTOR KILL
The Injector Kill mode is used to disable individual fuel injectors. If the Injector Kill mode is
selected with the engine running below 1000 rpm, the minimum throttle command will lock into the
position it was in when the test mode was entered. If the Injector Kill mode is selected with the
engine running above 1000 rpm, the throttle will continue to operate normally. To disable an
injector, use the mouse to select the desired injector. The word “Normal” will change to the
Injector you have selected. The injector driver can be re-enabled by selecting again. If the
engine is running below 1000 rpm, the injector driver will stay disabled for 15 seconds and then

re-set. If the engine is running above 1000 rpm, the injector driver will stay disabled for 5 seconds
and then re-set. Record the change in rpm while each driver is disabled.
DBW TEST MODE
The DBW (Drive by Wire) test mode allows the technician to control the throttle directly with the
foot pedal or throttle input and is used during the diagnostic routines specified for FPP and TPS for
systems that use DBW control. FPP position displays the current position of the foot pedal as a
percentage. FPP volts display the voltage which the ECM is reading from the FPP sensor. TPS
Command displays the commanded throttle position expressed as a percentage, which is being
sent to the throttle. TPS Position is the actual percent of throttle opening being sent to the ECM
from the throttle. TPS volts display the actual TPS signal voltage the ECM is receiving from the
throttle. To select this test mode the engine must be off and the key must be in the ON position.
EXTERNAL POWER TEST
The external power test manually activates relays (relay power, fuel pump, and drive-by wire
power) controlled by the ECM while the engine is in the “Stopped” or “Running” states. Reverts to
normal operation if “Automatic” state is selected or ignition voltage is cycled from high to low.
Faults Page
Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active
Faults). Includes useful system voltages and sensor readings used while working with the fuel and
emission trouble shooting charts. Shows power derate mode status. To erase a historic DTC
code, double click on the code with the left mouse button. Then choose to “Clear All Faults.”

PLOT/LOG MENU FUNCTIONS
The Plot/Log menu allows the user to graphically plot or numerically log variables that have been
tagged for plotting/logging. To plot or log variables, a tag must be assigned to each variable of
interest. A variable is tagged for plotting/logging through a single right-
vicinity. Once a variable has been tagged for plotting/logging, it is highlighted in green.
Figure 5 shows an example of variables that have been tagged. A maximum of twenty (20)
variables may be tagged for logging and plotting.
Figure 5: Tagged Variables for Plot/Log

Once the variables have been tagged as
function in the top menu bar as shown below in figure 6.

Figure 6
Select “Plot Tags” to open the snapshot window
Other functions available from the Plot/Log menu include:
Clear Tags: Releases all plot/log variables.

Plot Tags (Ctrl + P, or P): Graphically plot all tagged variables.
Load Plot Setup: Loads and tags variables for plotting/logging that have been stored in a plot file
(.plt).
Log Tags (Ctrl + L): Numerically log all variables that have been tagged for plotting/logging.
Once the Plot Tags menu item has been selected, tagged variables are graphically plotted in a strip
chart interface. An example of a plot is shown in Figure 7. Capabilities of the plotter are outlined in
Table 1.
Start/Stop Button Start or stop plotting of selected variables

Save plotted data displayed in the plot to a comma-separated value
Save Button file (CSV) on the PC hard drive. Format must not be altered if the
Load function is to be used.
Convert the plot into a snapshot that may be panned, zoomed,

Snapshot Button
scrolled, and saved
Close Button Close the DST Plot interface

Load tags from a previously saved plot (.plt) file to allow for similar
Load Setup Button
plots and logs to be generated
Load Plot Button Load a previously saved plot from the PC into the DST Plot interface
Variable Selector Menu Selects the active variable for axis scaling
Single Shot Acquisition When checked, this does not allow the plot to scroll past the ‘Time
Checkbox* Interval’ thereby preserving plotted data for post-processing.
Exclusive Serial Use When checked, this allows exclusive serial communication for the
Checkbox* plot variables. Other variables on the active page are not updated.
Min Y Value Field* Specify the minimum Y-axis scaling for the active variable
Max Y Value Field* Specify the maximum Y-axis scaling for the active variable
Define the sample period for recording and display Frequency (Hz.)
Sample Interval (ms) Field*
= 1000/Sample Interval (ms)
Time Interval (s) Field* Defines the total sample acquisition time for the plot.
*Accessible only when plotter is not running.

Figure 7: DST Plot
Figure 8: DST Plot Snapshot
edis_saplot program from the windows start menu.

DST PLOT INTERFACE FUNCTIONS

A graphic tool incorporated in the plotter is the snapshot function. This function allows data
collected in a plot to be transferred into a second window for quick graphical post-processing. The
snapshot allows the user to zoom in/out, pan left/right, and move cursors along the signal traces to
measure the variable values in virtual real-time. An example of a snapshot is shown in Figure 8.
Any CSV file in plot format (.plt) may be loaded into the snapshot. Table 2 outlines the available hot
key functions of the snapshot screen.
SNAPSHOT HOT KEY FUNCTIONS
Command Function
<Single, left-click on trace> Snap closest cursor to data
<Ctrl + Up/Down Arrows> Move/pan plot along y axis
<Ctrl + Left/Right Arrows> Move/pan plot along t axis
<Ctrl+Shift + Up/Down Arrows> Zoom plot in and out in y axis
<Ctrl+Shift + Left/Right Arrows> Zoom plot in and out in t axis
<Ctrl + Home> Resize plot to default settings
<Ctrl + Page Up> Zoom out by 10%
<Ctrl + Page Down> Zoom in by 10%
<Page Up> Toggle to previous cursor
<Page Down> Toggle to next cursor
<Left/Right Arrow> Follow selected data along trace
<Up/Down Arrow> Follow selected data along trace
<Shift + Left/Right Arrow> Move 10 points along trace
<Shift + Up/Down Arrow> Move 10 points along trace
<Home> Go to first visible point on current plot
<End> Advance to last visible point on current plot
<Shift + Up/Down Arrow> Toggle between traces/variables
Table 1

MALFUNCTION INDICATOR LAMP (MIL)
The Fuel system has built-in diagnostics for system trouble shooting. The system has a dash
mounted malfunction indicator lamp (MIL) that provides indications of engine or fuel system related
problem. Most engine control system related problems that affect emissions or driveability of the
vehicle will set a (DTC) diagnostic trouble code and illuminate the MIL.
The MIL serves as notification to the operator of a problem related to the emission control system so
the driver can arrange for service as soon as possible. It will also display DTCs that have been
stored due to a system malfunction.
The MIL should illuminate when the key is in the ON position and the engine is not running. This
feature verifies that the lamp is in proper working order. If the MIL does not illuminate with the
vehicle key ON/engine OFF, repair it as soon as possible. Once the engine is in start or run mode,
the MIL should turn off. If the lamp remains on while the engine is in the start or run mode a
diagnostic trouble code may be set.
The MIL will be turned OFF after three (3) consecutive run cycles or by clearing the active code with
the Diagnostic Scan Tool (DST).
DIAGNOSTIC TROUBLE CODES (DTC)
Diagnostic Trouble Codes are set when the ECM (Electronic Control Module) runs a diagnostic self
test and the test fails. When a DTC is set, the ECM will illuminate the MIL on the instrument panel
and also save the DTC in memory. The ECM will continue to run the self test. If the system
continues to fail the test, the lamp will stay illuminated and the DTC is stored as an active DTC. If the
self test runs and passes, the DTC will be stored as historic DTC. All DTCs are stored as historic
faults until they are cleared. Most DTCs will automatically clear from memory if the DTC does not
reset within 50 to 100 consecutive engine run cycles.
While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a default “limp home”
value and use that value in its control algorithms. All of the system diagnostic self-tests run
continuously during normal vehicle operation.
The Diagnostic Trouble Codes can be read by using either the MIL lamp or a laptop computer.
Diagnostic Trouble Codes can be cleared from memory with a laptop computer, or by turning the
ignition key to the OFF position and removing the ECM power fuse or battery cable for at least 15
seconds.
If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set.
Diagnose each problem to correction unless directed to do otherwise by the diagnostic chart. The
DTCs are numbered in order of importance. Both DTC 112 and DTC122 pertain to the oxygen
sensor, so it is possible that a repair that corrects DTC 112 may also correct the problem causing the
DTC 122.
Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System
Data Mode.” This simply means that the DST is connected and communicating with the PC. In
some instances the chart will call out a special test mode. An example of this would be instructions
for the DST to be connected and in the DBW (drive by wire) mode. Always be sure to follow the
special instructions to avoid a false diagnosis of fuel system components.

DLC COMMUNICATION ERROR
The ECM 5 volt reference circuit powers the diagnostic link cable. In the event that the 5 volt
reference signal is open or shorted to ground, you will not be able to connect to the system. If you
are unable to connect, follow the quick checks listed below:
Be sure you are using the correct password and latest software for the system you are connecting to.
Check the ECM system power and ground circuits. Refer to DTC 562 for the power schematic.
Also check for +12 volts switched power at ECM pin 45 with the ignition key ON.
Check for power at the DLC connector for + 5 volts between pin 1 (BLK /LT GRN) and pin 2 (LT GRN
RED) with the ignition key in the ON position.
You may still be able to retrieve a code using the blink code function if none of the above
recommendations prove useful. In the event of a 5 volt reference signal malfunction, DTC 642 or
DTC 643 should set. If you find one of these codes using the blink code function, follow the DTC
diagnostic chart recommendations for that specific DTC.

BLINK CODE FUNCTION
Although the DST is considered a required tool to access the DTC codes, codes may be retrieved
without a laptop computer using the blink code function. To enable this function follow the steps
below:
Jump pins 1 and 4 at the DLC connector (see illustration below)
Turn the ignition key to the on position
The system will now enter the self diagnostic blink code mode. Be ready with pen and paper to
write down any codes that may be stored.
The ECM will flash the MIL indicator with a pause between represented numbers that represent
DTC codes. The sequence starts with code 1654. Code 1654 confirms the system has
entered the blink code mode. The ECM will flash code 1654 (3) times before displaying the
actual DTC code that may be set.
Example:
One short blink (pause) six short blinks (pause) five short blinks (pause) four short
blinks.
If no DTC codes are found, the ECM will continue to flash 1654 only. This means no stored
DTC codes were found.
If one of the numbers in the DTC code is zero (0), no flash will occur to represent the zero
value it will be represented as a short pause.

Diagram 1
When using the DST program to clear a DTC, always select the “Clear All Faults” function to
immediately turn the MIL OFF after a successful repair (as shown in diagram 1 above).
INTERMITTENT PROBLEMS
Intermittent fuel system problems can prove to be the most challenging to repair. It is most
important to remember when looking to find the cause of these problems, to operate the system in
the condition when and where the problem occurs. An example of this would be, if the DST
showed a lean fuel mixture at full load, one of the first things to look at would be the fuel pressure.
The fuel pressure would need to be monitored while the machine is operating at full load, not at idle
because the leaning effect does not occur at idle. Electrical problems should be treated the same
way. One excellent tool for finding intermittent electrical problems is the DST plot/log function.
Set up the plot for the code that sets. An example of this would be if an intermittent IAT code set,
tag the IAT voltage and watch the plot. While watching the plot, agitate the electrical wire
connection at the sensor and ECM connector. The resolution of the plot screen is such that you
will be able to see any unstable voltages that you would otherwise not see with a standard DVOM.
Caution should be used when pressure washing the under hood of any electrical system. Avoid
direct pressure spray on the system electrical connectors. They are splash proof, but if water is
sprayed directly at the connector moisture can become trapped behind the connector seal and
cause serious system problems.
Extra care must be taken when probing electrical pins and terminals. Do not bend or spread these
terminals as this can also be a source of intermittent problems cause by improper handling of these
connectors.

Section 16
Engine Wire Harness Repair
Engine Wire Harness Repair s 00-16-1

ON-VEHICLE SERVICE REPAIRING TWISTED/SHIELDED CABLE

WIRE HARNESS REPAIR
The ECM harness electrically connects the ECM

to a various components in both the engine and
passenger compartments.
Wire harnesses should be replaced with proper 1. Remove outer jacket

part number harnesses. When wires are spliced
into a harness, use wire with high temperature 2. Unwrap aluminum/Mylar tape. Do not
insulation only. remove Mylar.
Low current and voltage levels are used in the

system, so it is important that the best possible
bond at all wire splices be made by soldering the
splices.
3. Untwist conductors, strip insulation as
CONNECTORS AND TERMINALS necessary.
Use care when probing a connector or replacing

terminals in them to prevent shorting opposite
terminals and damage certain components.
Always use jumper wires between connectors, for
circuit checking. Do not probe through the 4. Splice wire using splice clips and rosin
Weather-Pack seals with oversized wire probes. core solder. Wrap each splice to insulate.
Use tachometer adapter J 35812 (or equivalent)
which provides an easy hook up of the tach lead. 5. Wrap with Mylar and drain wire
The connector test adapter kit J 35616 (or (uninsulated) wire.
equivalent), contains an assortment of flexible
connectors used to probe terminals during
diagnosis. Fuse remover and test tool BT 8616,
or equivalent, is used for removing a fuse and to
adapt fuse holder, with a meter, for diagnosis. Do
6. Tape over entire juncture and secure.
not solder oxygen sensor wire terminals as these
wire ends are used for the sensors oxygen
reference.
Open circuits are often difficult to locate by sight

due to dirt, oxidation, or terminal misalignment.
Merely wiggling a connector on a sensor, or in the
wiring harness, may correct the open circuit
condition. This should always be considered,
when an open circuit, or failed sensor is indicated.
Intermittent problems may also be caused by
oxidized or loose connections.
Before making a connector repair, be certain of

the type of connector. Weather-Pack and
Compact Three connectors look similar, but are
serviced differently.
Engine Wire Harness Repair 16

REPAIRING TWISTED LEADS METRI-PACK
Some connectors use terminals called Metri-Pack

Series 150. They are also called “Pull-To-Seat”
terminals because of the method of installation.
The wire is inserted through the seal and
connector, the terminal is crimped on the wire and
1. Locate Damaged Wire. then pulled back into the connector to seat it in
2. Remove insulation as required. place.
3. Splice two wires together suing splice clips

and rosin core solder.
4. Cover splice with tape to insulated from

other wires.
5. Retwist as before and tape with electrical
tape and hold in place.
MICRO-PACK
Refer to Figure 2 and repair procedure for

replacement of a Micro-Pack terminal. Metri-Pack Series 150 Terminal Removal
1. Slide the seal back on the wire.

2. Insert tool BT-8518, or J 35689, or equivalent,
as shown in insert “A” and “B” to release the
terminal locking tab (2).
3. Push the wire and terminal out through the
connector. If reusing the terminal, reshape
the locking tab (2).
WEATHER-PACK
A Weather-Pack connector can be identified by a

rubber seal, at the rear of the connector. The
connector is used in the engine compartment to
protect against moisture and dirt that may oxidize
and/or corrode the terminals. Given the low
Micropack Connector voltage and current levels found in the electronic
system, this protection is necessary to ensure a
1. Cable good connection.
2. Terminal
3. Locking Tang
4. Tool J33095/BT8234-A

4. Replace terminal.
WEATHER -PACK TERMINAL REPAIR a. Slip new seal onto wire
b. Strip 5 mm (.2”) of insulation from wire.
c. Crimp terminal over wire and seal.
5. Push terminal and connector and engage

locking tangs.
6. Close secondary lock hinge.
1. Open secondary lock hinge on connector. Use tool J M28742, or BT8234-A or equivalent to
remove the pin and sleeve terminals. If the
removal is attempted with an ordinary pick, there
is a good chance that the terminal will be bent, or
deformed. Unlike standard blade type terminals,
these terminals cannot be straightened once they
are bent.
2. Remove terminal using tool.
Verify that the connectors are properly seated
and all of the sealing rings in place, when
connecting leads. The hinge type flap provides a
backup, or secondary locking feature for the
connector. They are used to improve the
connector reliability by retaining the terminals, if
the small terminal lock tabs are not positioned
3. Cut wire immediately behind cable seal properly.
Weather-Pack connections cannot be replaced

with standard connections. Additional instructions
are provided with Weather-Pack connector and
terminal packages.

Section 17
Diagnostic Trouble Code (DTC)
Diagnostic Trouble Code (DTC) s 00-17-1

Malfunction Indicator Lamp (MIL) Operation
How does my MIL work?
The emissions control system utilizes a MIL to warn the operator or technician of a possible
issue with the engine or emissions control system. The system will keep the MIL illuminated for
the entire key cycle in which the trouble code was set. It will keep the MIL illuminated for three
additional engine run cycles under the following two circumstances: (1) The fault caused the
engine to shut down or (2) the fault is related to the exhaust gas oxygen (EGO) sensors. This
function is called MIL persistence.
How does MIL persistence work?
In the event the DTC is related to either an engine shutdown fault OR an oxygen sensor fault the
following statement applies: If the vehicle is not serviced by a technician and the condition
causing the MIL illumination (DTC) no longer exists, the MIL will remain illuminated for the 3
additional start cycles. The MIL will go out on the 4 th start cycle if the condition does not
reoccur.
In the event the DTC is not related to an engine shut down or an oxygen sensor fault and the
condition causing the MIL illumination (DTC) no longer exists, the MIL will go out at the next run
cycle.
If the condition is serviced by a technician and the DTC is cleared using a Diagnostic Service
Tool (DST), the MIL will go out immediately.
Diagnostic Trouble Codes (DTC) are permanently retained in the historic DTC section until
cleared with a DST or the auto clear requirements are met. The auto clear feature will clear out
historic faults after 40 run cycles.
What are the requirements for a run cycle?
A run cycle is when the engine speed is above the “run speed” set point for 1.5 seconds or
longer. The “run speed” is the transition point when the ECM recognizes the engine is going
from the cranking parameters to the engine running parameters. The run speed is typically set
at 450 rpm.
Diagnostic Trouble Code (DTC) 17

DIAGNOSTIC TROUBLE CODE (DTC) CHART SORTED BY DTC # (1 of 4)
DTC Set 2 DTC Set 2

Description SPN-2 FMI-2 Description SPN-2 FMI-2
DTC 11: Intake cam / distributor position error 520800 7 DTC 268: Injector 3 coil shorted 653 6
DTC 16: Crank and/or cam could not synchronize during start 636 8 DTC 270: Injector 4 open or short to ground 654 5
DTC 24: Exhaust cam position error 520801 7 DTC 271: Injector 4 coil shorted 654 6
DTC 87 Fuel pressure lower than expected 94 1 DTC 273: Injector 5 open or short to ground 655 5
DTC 88 Fuel pressure higher than expected 94 0 DTC 274: Injector 5 coil shorted 655 6
DTC 91: FP low voltage 94 4 DTC 276: Injector 6 open or short to ground 656 5
DTC 92: FP high voltage 94 3 DTC 277: Injector 6 coil shorted 656 6
DTC 107: MAP voltage low 106 4 DTC 279: Injector 7 open or short to ground 657 5
DTC 108: MAP pressure high 106 16 DTC 280: Injector 7 coil shorted 657 6
DTC 111: IAT higher than expected stage 1 105 15 DTC 282: Injector 8 open or short to ground 658 5
DTC 112: IAT voltage low 105 4 DTC 283: Injector 8 coil shorted 658 6
DTC 113: IAT voltage high 105 3 DTC 285: Injector 9 open or short to ground 659 5
DTC 116: ECT higher than expected stage 1 110 15 DTC 286: Injector 9 coil shorted 659 6
DTC 117: ECT voltage low 110 4 DTC 288: Injector 10 open or short to ground 660 5
DTC 118: ECT voltage high 110 3 DTC 289: Injector 10 coil shorted 660 6
DTC 121: TPS1-2 lower than expected 51 1 DTC 1631: PWM1-Gauge1 open / ground short 697 5
DTC 122: TPS1 voltage low 51 4 DTC 299: Boost control underboost failure 1692 1
DTC 123: TPS1 voltage high 51 3 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
DTC 127: IAT higher than expected stage 2 105 0 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
DTC 129: BP pressure low 108 1 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
DTC 134: EGO1 open / lazy 724 10 DTC 304: Cylinder 4 emissions/catalyst damaging misfire 1326 31
DTC 171: Adaptive-learn gasoline bank1 high 520200 0 DTC 308: Cylinder 8 emissions/catalyst damaging misfire 1330 31
DTC 172: Adaptive-learn gasoline bank1 low 520200 1 DTC 326: Knock1 excessive or erratic signal 731 2
DTC 174: Adaptive-learn gasoline bank2 high 520201 0 DTC 327: Knock1 sensor open or not present 731 4
DTC 175: Adaptive-learn gasoline bank2 low 520201 1 DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 182: FT low voltage 174 4 DTC 332: Knock2 sensor open or not present 520241 4
DTC 183: FT high voltage 174 3 DTC 336: CRANK input signal noise 636 2
DTC 187: Gaseous fuel temperature sender low voltage 520240 4 DTC 337: Crank signal loss 636 4
DTC 188: Gaseous fuel temperature sender high voltage 520240 3 DTC 341: CAM input signal noise 723 2
DTC 217: ECT higher than expected stage 2 110 0 DTC 342: Loss of CAM input signal 723 4
DTC 219: RPM higher than max allowed govern speed 515 15 DTC 359: Fuel run-out longer than expected 1239 7
DTC 221: TPS1-2 higher than expected 51 0 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10
DTC 222: TPS2 voltage low 520251 4 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10
DTC 223: TPS2 voltage high 520251 3 DTC 502: Roadspeed input loss of signal 84 1
DTC 234: Boost control overboost failure 1692 0 DTC 508: IAC ground short 520252 6
DTC 236: TIP active 1692 2 DTC 509: IAC coil open/short 520252 5
DTC 237: TIP low voltage 1127 4 DTC 520: Oil pressure sender low pressure stage 1 100 18
DTC 238: TIP high voltage 1127 3 DTC 521: Oil pressure sender high pressure 100 0
DTC 261: Injector 1 open or short to ground 651 5 DTC 522: Oil pressure sender low voltage 100 4
DTC 262: Injector 1 coil shorted 651 6 DTC 523: Oil pressure sender high voltage 100 3
DTC 264: Injector 2 open or short to ground 652 5 DTC 524: Oil pressure low 100 1
DTC 265: Injector 2 coil shorted 652 6 DTC 562: Vbat voltage low 168 17
DTC 267: Injector 3 open or short to ground 653 5 DTC 563: Vbat voltage high 168 15

DTC Set 2 DTC Set 2

DTC 601: Microprocessor failure - FLASH 628 13 DTC 1175: MegaJector voltage supply low 520260 4
DTC 604: Microprocessor failure - RAM 630 12 DTC 1176: MegaJector internal actuator fault detection 520260 12
DTC 606: Microprocessor failure - COP 629 31 DTC 1177: MegaJector internal circuitry fault detection 520260 12
DTC 615: Start relay coil open 1321 5 DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 616: Start relay ground short 1321 4 DTC 1182: Fuel impurity level high 520401 0
DTC 617: Start relay coil short to power 1321 3 DTC 1183: MegaJector autozero / lockoff failure 520803 31
DTC 627: Fuel pump relay coil open 1348 5 DTC 1311: Cylinder 1 misfire detected 1323 11
DTC 628: Fuel-pump high-side open or short to ground 1347 5 DTC 1312: Cylinder 2 misfire detected 1324 11
DTC 628: Fuel pump relay control ground short 1348 4 DTC 1313: Cylinder 3 misfire detected 1325 11
DTC 629: Fuel-pump high-side short to power 1347 6 DTC 1314: Cylinder 4 misfire detected 1326 11
DTC 629: Fuel pump relay coil short to power 1348 3 DTC 1315: Cylinder 5 misfire detected 1327 11
DTC 642: Sensor supply voltage 1 low 1079 4 DTC 1316: Cylinder 6 misfire detected 1328 11
DTC 643: Sensor supply voltage 1 high 1079 3 DTC 1317: Cylinder 7 misfire detected 1329 11
DTC 650: MIL open 1213 5 DTC 1318: Cylinder 8 misfire detected 1330 11
DTC 652: Sensor supply voltage 2 low 1080 4 DTC 1411: EMWT1 voltage high 441 3
DTC 653: Sensor supply voltage 2 high 1080 3 DTC 1412: EMWT2 voltage high 442 3
DTC 685: Power relay coil open 1485 5 DTC 1413: EMWT1 voltage low 441 4
DTC 686: Power relay ground short 1485 4 DTC 1414: EMWT2 voltage low 442 4
DTC 687: Power relay coil short to power 1485 3 DTC 1415: EMWT1 higher than expected stage 1 441 15
DTC 916: Shift actuator feedback out-of-range 520226 3 DTC 1416: EMWT2 higher than expected stage 1 442 15
DTC 919: Shift unable to reach desired gear 520226 7 DTC 1417: EMWT1 higher than expected stage 2 441 0
DTC 920: Shift actuator or drive circuit failed 520226 31 DTC 1418: EMWT2 higher than expected stage 2 442 0
DTC 1111: RPM above fuel rev limit level 515 16 DTC 1419: ERWT1 voltage high 443 3
DTC 1112: RPM above spark rev limit level 515 0 DTC 1420: ERWT2 voltage high 444 3
DTC 1121: FPP1/2 simultaneous voltages out-of-range (redundanc 91 31 DTC 1421: ERWT1 voltage low 443 4
DTC 1122: FPP1/2 do not match each other or IVS (redundancy lo 520250 31 DTC 1422: ERWT2 voltage low 444 4
DTC 1131: WGP voltage high 1192 3 DTC 1423: ERWT1 higher than expected stage 1 443 15
DTC 1132: WGP voltage low 1192 4 DTC 1424: ERWT2 higher than expected stage 1 444 15
DTC 1151: Closed-loop LPG high 520206 0 DTC 1425: ERWT1 higher than expected stage 2 443 0
DTC 1152: Closed-loop LPG low 520206 1 DTC 1426: ERWT2 higher than expected stage 2 444 0
DTC 1153: Closed-loop NG high 520207 0 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3
DTC 1154: Closed-loop NG low 520207 1 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4
DTC 1155: Closed-loop gasoline bank1 high 520204 0 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3
DTC 1156: Closed-loop gasoline bank1 low 520204 1 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4
DTC 1157: Closed-loop gasoline bank2 high 520205 0 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3
DTC 1158: Closed-loop gasoline bank2 low 520205 1 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4
DTC 1161: Adaptive-learn LPG high 520202 0 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3
DTC 1162: Adaptive-learn LPG low 520202 1 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4
DTC 1163: Adaptive-learn NG high 520203 0 DTC 1521: CHT higher than expected stage 1 110 16
DTC 1164: Adaptive-learn NG low 520203 1 DTC 1522: CHT higher than expected stage 2 110 0
DTC 1165: Catalyst inactive on LPG 520213 10 DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1166: Catalyst inactive on NG 520214 10 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3
DTC 1171: MegaJector delivery pressure higher than expected 520260 0 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4
DTC 1172: MegaJector delivery pressure lower than expected 520260 1 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3
DTC 1173: MegaJector comm lost 520260 31 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4
DTC 1174: MegaJector voltage supply high 520260 3 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3


DTC Set 2 DTC Set 2
DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4 DTC 1662: PWM6 short to power 925 3
DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3 DTC 1663: PWM7 open / ground short 926 5
DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4 DTC 1664: PWM7 short to power 926 3
DTC 1551: AUX digital 1 high voltage 520222 3 DTC 1665: PWM8 open / ground short 2646 5
DTC 1552: AUX digital 1 low voltage 520222 4 DTC 1666: PWM8 short to power 2646 3
DTC 1553: AUX digital 2 high voltage 520223 3 DTC 1669: PWM9 open / ground short 2647 5
DTC 1554: AUX digital 2 low voltage 520223 4 DTC 1670: PWM9 short to power 2647 3
DTC 1555: AUX digital 3 high voltage 520224 3 DTC 2111: Unable to reach lower TPS 51 7
DTC 1555: Water Intrusion Detection 520224 3 DTC 2112: Unable to reach higher TPS 51 7
DTC 1556: AUX digital 3 low voltage 520224 4 DTC 2115: FPP1 higher than IVS 91 0
DTC 1561: AUX analog Pull-Down 2 high voltage 0 3 DTC 2116: FPP2 higher than IVS 29 0
DTC 1561: AUX analog Pull-Down 3 high voltage 0 3 DTC 2120: FPP1 invalid voltage and FPP2 disagrees with IVS 520250 31
DTC 1561: AUX analog Pull-Down 2 low voltage 0 4 DTC 2121: FPP1-2 lower than expected 91 18
DTC 1561: AUX analog Pull-Down 3 low voltage 0 4 DTC 2122: FPP1 voltage high 91 3
DTC 1611: Sensor supply voltage 1 and 2 out-of-range 1079 31 DTC 2123: FPP1 voltage low 91 4
DTC 1612: Microprocessor failure - RTI 1 629 31 DTC 2125: FPP2 invalid voltage and FPP1 disagrees with IVS 520250 31
DTC 1613: Microprocessor failure - RTI 2 629 31 DTC 2126: FPP1-2 higher than expected 91 16
DTC 1614: Microprocessor failure - RTI 3 629 31 DTC 2127: FPP2 voltage low 29 4
DTC 1615: Microprocessor failure - A/D 629 31 DTC 2128: FPP2 voltage high 29 3
DTC 1616: Microprocessor failure - Interrupt 629 31 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
DTC 1621: RS-485 Rx inactive 0 31 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
DTC 1622: RS-485 Rx noise 0 31 DTC 2135: TPS1/2 simultaneous voltages out-of-range 51 31
DTC 1623: RS-485 Rx bad packet format 0 31 DTC 2139: FPP1 lower than IVS 91 1
DTC 1624: RS-485 remote shutdown request 0 31 DTC 2140: FPP2 lower than IVS 29 1
DTC 1625: J1939 shutdown request 1384 31 DTC 2229: BP pressure high 108 0
DTC 1626: CAN-J1939 Tx fault 639 12 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
DTC 1627: CAN-J1939 Rx fault 639 12 DTC 2301: Spark coil 1 primary shorted 1268 6
DTC 1628: J1939 CAN address / engine-number conflict 639 13 DTC 2303: Spark coil 2 primary open or short to ground 1269 5
DTC 1629: J1939 TSC1 message receipt loss 639 9 DTC 2304: Spark coil 2 primary shorted 1269 6
DTC 1630: J1939 ETC message receipt loss 91 2 DTC 2306: Spark coil 3 primary open or short to ground 1270 5
DTC 1632: PWM1-Gauge1 short to power 697 6 DTC 2307: Spark coil 3 primary shorted 1270 6
DTC 1633: PWM2-Gauge2 open / ground short 698 5 DTC 2309: Spark coil 4 primary open or short to ground 1271 5
DTC 1635: PWM3-Gauge3 open / ground short 699 5 DTC 2312: Spark coil 5 primary open or short to ground 1272 5
DTC 1637: PWM4 open / ground short 700 5 DTC 2315: Spark coil 6 primary open or short to ground 1273 5
DTC 1638: PWM4 short to power 700 6 DTC 2316: Spark coil 6 primary shorted 1273 6
DTC 1639: PWM5 open / ground short 520230 5 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
DTC 1640: PWM5 short to power 520230 6 DTC 2319: Spark coil 7 primary shorted 1274 6
DTC 1641: Buzzer control ground short 920 4 DTC 2321: Spark coil 8 primary open or short to ground 1275 5
DTC 1642: Buzzer open 920 5 DTC 2322: Spark coil 8 primary shorted 1275 6
DTC 1643: Buzzer control short to power 920 3 DTC 2324: Spark coil 9 primary open or short to ground 1276 5
DTC 1644: MIL control ground short 1213 4 DTC 2325: Spark coil 9 primary shorted 1276 6
DTC 1645: MIL control short to power 1213 3 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
DTC 1651: J1939 ETC message receipt loss while in-gear 91 9 DTC 2328: Spark coil 10 primary shorted 1277 6
DTC 1661: PWM6 open / ground short 925 5 DTC 2428: EGT temperature high 173 0

DTC Set 2
Description SPN-2 FMI-2
DTC 2618: Tach output ground short 645 4
DTC 2619: Tach output short to power 645 3
DTC 8901: UEGO microprocessor internal fault 3221 31
DTC 8902: UEGO heater supply high voltage 3222 3
DTC 8903: UEGO heater supply low voltage 3222 4
DTC 8904: UEGO cal resistor voltage high 3221 3
DTC 8905: UEGO cal resistor voltage low 3221 4
DTC 8906: UEGO return voltage shorted high 3056 3
DTC 8907: UEGO return voltage shorted low 3056 4
DTC 8908: UEGO pump voltage shorted high 3218 3
DTC 8909: UEGO pump voltage shorted low 3218 4
DTC 8910: UEGO sense cell voltage high 3217 3
DTC 8911: UEGO sense cell voltage low 3217 4
DTC 8912: UEGO pump voltage at high drive limit 3225 3
DTC 8913: UEGO pump voltage at low drive limit 3225 4
DTC 8914: UEGO sense cell slow to warm up 3222 10
DTC 8915: UEGO pump cell slow to warm up 3225 10
DTC 8916: UEGO sense cell impedance high 3222 0
DTC 8917: UEGO pump cell impedance high 3225 0
DTC 8918: UEGO pump cell impedance low 3225 1

DIAGNOSTIC TROUBLE CODE (DTC) CHART SORTED BY SPN:FMI (1 of 4)
DTC Set 2 DTC Set 2

DTC 1561: AUX analog Pull-Down 2 high voltage 0 3 DTC 107: MAP voltage low 106 4
DTC 1561: AUX analog Pull-Down 3 high voltage 0 3 DTC 108: MAP pressure high 106 16
DTC 1561: AUX analog Pull-Down 2 low voltage 0 4 DTC 2229: BP pressure high 108 0
DTC 1561: AUX analog Pull-Down 3 low voltage 0 4 DTC 129: BP pressure low 108 1
DTC 1621: RS-485 Rx inactive 0 31 DTC 1522: CHT higher than expected stage 2 110 0
DTC 1622: RS-485 Rx noise 0 31 DTC 217: ECT higher than expected stage 2 110 0
DTC 1623: RS-485 Rx bad packet format 0 31 DTC 118: ECT voltage high 110 3
DTC 1624: RS-485 remote shutdown request 0 31 DTC 117: ECT voltage low 110 4
Undefined DTC - Index 10297 0 31 DTC 116: ECT higher than expected stage 1 110 15
Undefined DTC - Index 10298 0 31 DTC 1521: CHT higher than expected stage 1 110 16
Undefined DTC - Index 10299 0 31 DTC 563: Vbat voltage high 168 15
DTC 2116: FPP2 higher than IVS 29 0 DTC 562: Vbat voltage low 168 17
DTC 2140: FPP2 lower than IVS 29 1 DTC 2428: EGT temperature high 173 0
DTC 2128: FPP2 voltage high 29 3 DTC 183: FT high voltage 174 3
DTC 2127: FPP2 voltage low 29 4 DTC 182: FT low voltage 174 4
DTC 221: TPS1-2 higher than expected 51 0 DTC 1417: EMWT1 higher than expected stage 2 441 0
DTC 121: TPS1-2 lower than expected 51 1 DTC 1411: EMWT1 voltage high 441 3
DTC 123: TPS1 voltage high 51 3 DTC 1413: EMWT1 voltage low 441 4
DTC 122: TPS1 voltage low 51 4 DTC 1415: EMWT1 higher than expected stage 1 441 15
DTC 2112: Unable to reach higher TPS 51 7 DTC 1418: EMWT2 higher than expected stage 2 442 0
DTC 2111: Unable to reach lower TPS 51 7 DTC 1412: EMWT2 voltage high 442 3
DTC 2135: TPS1/2 simultaneous voltages out-of-ran 51 31 DTC 1414: EMWT2 voltage low 442 4
DTC 502: Roadspeed input loss of signal 84 1 DTC 1416: EMWT2 higher than expected stage 1 442 15
DTC 2115: FPP1 higher than IVS 91 0 DTC 1425: ERWT1 higher than expected stage 2 443 0
DTC 2139: FPP1 lower than IVS 91 1 DTC 1419: ERWT1 voltage high 443 3
DTC 1630: J1939 ETC message receipt loss 91 2 DTC 1421: ERWT1 voltage low 443 4
DTC 2122: FPP1 voltage high 91 3 DTC 1423: ERWT1 higher than expected stage 1 443 15
DTC 2123: FPP1 voltage low 91 4 DTC 1426: ERWT2 higher than expected stage 2 444 0
DTC 1651: J1939 ETC message receipt loss while in 91 9 DTC 1420: ERWT2 voltage high 444 3
DTC 2126: FPP1-2 higher than expected 91 16 DTC 1422: ERWT2 voltage low 444 4
DTC 2121: FPP1-2 lower than expected 91 18 DTC 1424: ERWT2 higher than expected stage 1 444 15
DTC 1121: FPP1/2 simultaneous voltages out-of-ran 91 31 DTC 1112: RPM above spark rev limit level 515 0
DTC 88 Fuel pressure higher than expected 94 0 DTC 219: RPM higher than max allowed govern speed 515 15
DTC 87 Fuel pressure lower than expected 94 1 DTC 1111: RPM above fuel rev limit level 515 16
DTC 92: FP high voltage 94 3 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
DTC 91: FP low voltage 94 4 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
DTC 521: Oil pressure sender high pressure 100 0 DTC 601: Microprocessor failure - FLASH 628 13
DTC 524: Oil pressure low 100 1 DTC 606: Microprocessor failure - COP 629 31
DTC 524: Oil pressure sender low pressure 100 1 DTC 1612: Microprocessor failure - RTI 1 629 31
DTC 523: Oil pressure sender high voltage 100 3 DTC 1613: Microprocessor failure - RTI 2 629 31
DTC 522: Oil pressure sender low voltage 100 4 DTC 1614: Microprocessor failure - RTI 3 629 31
DTC 520: Oil pressure sender low pressure stage 1 100 18 DTC 1615: Microprocessor failure - A/D 629 31
DTC 127: IAT higher than expected stage 2 105 0 DTC 1616: Microprocessor failure - Interrupt 629 31
DTC 113: IAT voltage high 105 3 DTC 604: Microprocessor failure - RAM 630 12
DTC 112: IAT voltage low 105 4 DTC 336: CRANK input signal noise 636 2
DTC 111: IAT higher than expected stage 1 105 15 DTC 337: Crank signal loss 636 4

DTC Set 2 DTC Set 2

DTC 16: Crank and/or cam could not synchronize du 636 8 DTC 1661: PWM6 open / ground short 925 5
DTC 1629: J1939 TSC1 message receipt loss 639 9 DTC 1664: PWM7 short to power 926 3
DTC 1626: CAN-J1939 Tx fault 639 12 DTC 1663: PWM7 open / ground short 926 5
DTC 1627: CAN-J1939 Rx fault 639 12 DTC 643: Sensor supply voltage 1 high 1079 3
DTC 1628: J1939 CAN address / engine-number con 639 13 DTC 642: Sensor supply voltage 1 low 1079 4
DTC 2619: Tach output short to power 645 3 DTC 1611: Sensor supply voltage 1 and 2 out-of-range 1079 31
DTC 2618: Tach output ground short 645 4 DTC 653: Sensor supply voltage 2 high 1080 3
DTC 261: Injector 1 open or short to ground 651 5 DTC 652: Sensor supply voltage 2 low 1080 4
DTC 262: Injector 1 coil shorted 651 6 DTC 238: TIP high voltage 1127 3
DTC 264: Injector 2 open or short to ground 652 5 DTC 237: TIP low voltage 1127 4
DTC 265: Injector 2 coil shorted 652 6 DTC 1131: WGP voltage high 1192 3
DTC 267: Injector 3 open or short to ground 653 5 DTC 1132: WGP voltage low 1192 4
DTC 268: Injector 3 coil shorted 653 6 DTC 1645: MIL control short to power 1213 3
DTC 270: Injector 4 open or short to ground 654 5 DTC 1644: MIL control ground short 1213 4
DTC 271: Injector 4 coil shorted 654 6 DTC 650: MIL open 1213 5
DTC 273: Injector 5 open or short to ground 655 5 DTC 359: Fuel run-out longer than expected 1239 7
DTC 274: Injector 5 coil shorted 655 6 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
DTC 276: Injector 6 open or short to ground 656 5 DTC 2301: Spark coil 1 primary shorted 1268 6
DTC 1631: PWM1-Gauge1 open / ground short 697 5 DTC 2316: Spark coil 6 primary shorted 1273 6
DTC 1632: PWM1-Gauge1 short to power 697 6 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
DTC 1637: PWM4 open / ground short 700 5 DTC 2325: Spark coil 9 primary shorted 1276 6
DTC 1638: PWM4 short to power 700 6 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3 DTC 2328: Spark coil 10 primary shorted 1277 6
DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4 DTC 617: Start relay coil short to power 1321 3
DTC 341: CAM input signal noise 723 2 DTC 616: Start relay ground short 1321 4
DTC 342: Loss of CAM input signal 723 4 DTC 615: Start relay coil open 1321 5
DTC 134: EGO1 open / lazy 724 10 DTC 1311: Cylinder 1 misfire detected 1323 11
DTC 326: Knock1 excessive or erratic signal 731 2 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
DTC 327: Knock1 sensor open or not present 731 4 DTC 1312: Cylinder 2 misfire detected 1324 11
DTC 1643: Buzzer control short to power 920 3 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
DTC 1641: Buzzer control ground short 920 4 DTC 1313: Cylinder 3 misfire detected 1325 11
DTC 1642: Buzzer open 920 5 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
DTC 1662: PWM6 short to power 925 3 DTC 1314: Cylinder 4 misfire detected 1326 11

DTC Set 2 DTC Set 2

DTC 304: Cylinder 4 emissions/catalyst damaging m 1326 31 DTC 175: Adaptive-learn gasoline bank2 low 520201 1
DTC 1315: Cylinder 5 misfire detected 1327 11 DTC 1161: Adaptive-learn LPG high 520202 0
DTC 305: Cylinder 5 emissions/catalyst damaging m 1327 31 DTC 1162: Adaptive-learn LPG low 520202 1
DTC 1316: Cylinder 6 misfire detected 1328 11 DTC 1163: Adaptive-learn NG high 520203 0
DTC 306: Cylinder 6 emissions/catalyst damaging m 1328 31 DTC 1164: Adaptive-learn NG low 520203 1
DTC 1317: Cylinder 7 misfire detected 1329 11 DTC 1155: Closed-loop gasoline bank1 high 520204 0
DTC 307: Cylinder 7 emissions/catalyst damaging m 1329 31 DTC 1156: Closed-loop gasoline bank1 low 520204 1
DTC 1318: Cylinder 8 misfire detected 1330 11 DTC 1157: Closed-loop gasoline bank2 high 520205 0
DTC 308: Cylinder 8 emissions/catalyst damaging m 1330 31 DTC 1158: Closed-loop gasoline bank2 low 520205 1
DTC 628: Fuel-pump high-side open or short to grou 1347 5 DTC 1151: Closed-loop LPG high 520206 0
DTC 629: Fuel-pump high-side short to power 1347 6 DTC 1152: Closed-loop LPG low 520206 1
DTC 629: Fuel pump relay coil short to power 1348 3 DTC 1153: Closed-loop NG high 520207 0
DTC 628: Fuel pump relay control ground short 1348 4 DTC 1154: Closed-loop NG low 520207 1
DTC 627: Fuel pump relay coil open 1348 5 DTC 154: EGO2 open / lazy 520208 10
DTC 1625: J1939 shutdown request 1384 31 DTC 140: EGO3 open / lazy 520209 10
DTC 687: Power relay coil short to power 1485 3 DTC 160: EGO4 open / lazy 520210 10
DTC 686: Power relay ground short 1485 4 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10
DTC 685: Power relay coil open 1485 5 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10
DTC 234: Boost control overboost failure 1692 0 DTC 1165: Catalyst inactive on LPG 520213 10
DTC 299: Boost control underboost failure 1692 1 DTC 1166: Catalyst inactive on NG 520214 10
DTC 236: TIP active 1692 2 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3
DTC 1666: PWM8 short to power 2646 3 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4
DTC 1665: PWM8 open / ground short 2646 5 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3
DTC 1670: PWM9 short to power 2647 3 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4
DTC 1669: PWM9 open / ground short 2647 5 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3
DTC 8906: UEGO return voltage shorted high 3056 3 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4
DTC 8907: UEGO return voltage shorted low 3056 4 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3
DTC 8910: UEGO sense cell voltage high 3217 3 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4
DTC 8911: UEGO sense cell voltage low 3217 4 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3
DTC 8908: UEGO pump voltage shorted high 3218 3 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4
DTC 8909: UEGO pump voltage shorted low 3218 4 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3
DTC 8904: UEGO cal resistor voltage high 3221 3 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4
DTC 8905: UEGO cal resistor voltage low 3221 4 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3
DTC 8901: UEGO microprocessor internal fault 3221 31 DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4
DTC 8916: UEGO sense cell impedance high 3222 0 DTC 1551: AUX digital 1 high voltage 520222 3
DTC 8902: UEGO heater supply high voltage 3222 3 DTC 1552: AUX digital 1 low voltage 520222 4
DTC 8903: UEGO heater supply low voltage 3222 4 DTC 1553: AUX digital 2 high voltage 520223 3
DTC 8914: UEGO sense cell slow to warm up 3222 10 DTC 1554: AUX digital 2 low voltage 520223 4
DTC 8917: UEGO pump cell impedance high 3225 0 DTC 1555: AUX digital 3 high voltage 520224 3
DTC 8918: UEGO pump cell impedance low 3225 1 DTC 1555: Water Intrusion Detection 520224 3
DTC 8912: UEGO pump voltage at high drive limit 3225 3 DTC 1556: AUX digital 3 low voltage 520224 4
DTC 8913: UEGO pump voltage at low drive limit 3225 4 DTC 916: Shift actuator feedback out-of-range 520226 3
DTC 8915: UEGO pump cell slow to warm up 3225 10 DTC 919: Shift unable to reach desired gear 520226 7
DTC 171: Adaptive-learn gasoline bank1 high 520200 0 DTC 920: Shift actuator or drive circuit failed 520226 31
DTC 172: Adaptive-learn gasoline bank1 low 520200 1 DTC 1639: PWM5 open / ground short 520230 5
DTC 174: Adaptive-learn gasoline bank2 high 520201 0 DTC 1640: PWM5 short to power 520230 6

DIAGNOSTIC TROUBLE CODE (DTC) CHART SORTED BY SPN:FMI 4 of 4)
DTC Set 2
Description SPN-2 FMI-2
DTC 188: Gaseous fuel temperature sender high vol 520240 3
DTC 187: Gaseous fuel temperature sender low volta 520240 4
DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 332: Knock2 sensor open or not present 520241 4
DTC 2120: FPP1 invalid voltage and FPP2 disagrees 520250 31
DTC 2125: FPP2 invalid voltage and FPP1 disagrees 520250 31
DTC 1122: FPP1/2 do not match each other or IVS ( 520250 31
DTC 223: TPS2 voltage high 520251 3
DTC 222: TPS2 voltage low 520251 4
DTC 509: IAC coil open/short 520252 5
DTC 508: IAC ground short 520252 6
DTC 1171: MegaJector delivery pressure higher than 520260 0
DTC 1172: MegaJector delivery pressure lower than 520260 1
DTC 1174: MegaJector voltage supply high 520260 3
DTC 1175: MegaJector voltage supply low 520260 4
DTC 1176: MegaJector internal actuator fault detecti 520260 12
DTC 1177: MegaJector internal circuitry fault detectio 520260 12
DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 1173: MegaJector comm lost 520260 31
DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1182: Fuel impurity level high 520401 0
DTC 11: Intake cam / distributor position error 520800 7
DTC 24: Exhaust cam position error 520801 7
DTC 1183: MegaJector autozero / lockoff failure 520803 31
Diagnostic Trouble Code (DTC) 00-17-10

OBD System Check/MIL (Malfunction Indicator Lamp)
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an engine or fuel
system related problem. The MIL also has the ability to flash DTC codes in what is referred to
as the blink code mode. It will display DTCs that have been stored due to a possible system
malfunction. The following DTC charts in this manual will instruct the technician to perform the
OBD system check. This simply means to verify the operation of the MIL. The lamp should
illuminate when the key is in the ON position, and the engine is not running. This feature
verifies that the lamp is in proper working order. If the lamp does not illuminate with the vehicle
key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode,
the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a
current diagnostic trouble code may be set or a problem may exist with the MIL electrical
wiring. The electrical schematic above shows the MIL power source supplied to the lamp. The
ECM completes the circuit to ground to turn the lamp ON.

OBD System Check

Step Action Value(s) Yes No
1 Key ON engine Off Go to Step (2) Go to Step (3)
Start the engine MIL is working Go to Step (10)
Does the MIL Lamp Turn off? properly.
OBD System
Check is
2 complete
Key ON engine OFF Go to Step (4) Repair MIL
Check for voltage between MIL power source voltage source.
and engine ground. Refer to OEM
body and
chassis wiring
3 Do you have voltage? diagrams
Replace the MIL Lamp Go to Step (1) Go to Step (5)
4 Did that solve the problem?

Key OFF Go to Step(6) Go to Step (8)
Disconnect ECM wire harness connectorr
Using a DVOM check for continuity between
MIL side of the customer interface connector and
ECM pin 80
5 Do you have continuity?
Inspect the MIL lamp socket, the customer Repair the Go to Step (7)
interface connector, and ECM pin 80 for damage, circuit as
corrosion, or contamination necessary.
Refer to wiring
Did you find a problem? repairs
section in the
6 manual
Replace ECM Go to Step (1) -
7 Is the replacement complete?

Backprobe both MIL and ECM side of Go to Step (9) Repair the
terminal G at the customer interface connectorr open circuit
Using a DVOM check for continuity through

the customer interface connectorr
Inspect the MIL lamp socket, customer Repair the Repair the wire
interface connector, and ECM terminal number 80 damaged harness open
for damage, corrosion, or contamination socket or circuit as
Did you find a problem? terminal as necessary
9 required
Active DTC (Diagnostic Trouble Code) is stored
in memory. Proceed with DTC diagnosis. If no
active DTC is found in ECM memory return to this
10 page step (11)

OBD System Check

Key is offf Repair the Go to Step (7)

Disconnect ECM wire harness connector shorted
at customer interface connectorr ground circuit
as necessary.
Using a DVOM check for continuity Refer to wiring
between ECM terminal 80 and battery voltage repairs in
engine
electrical

Starter Circuit System Diagnostics
STEP Action Value(s) Yes No

Remove the back off of the fuse and relay block assembly. Locate and Go to Step (2) Repair the wiring issue.
inspect all wires/terminals for the starter relay circuit. Insure that all crimps
are good and that all terminals are completely engaged into the block. Look All Okay
for push back terminals or bad crimps.
1
Using a DVOM, back probe the starter relay coil terminal 85 to a Check wire from the
+12V while cranking the engine relay terminal 85 to pin
89 on the ECM. Check
12v Go to Step (3)
all terminals for spread
condition or push back.
2 Repair harness.
Does the DVOM have a 12v signal while cranking?
Using a DVOM, back probe the starter relay coil terminal 86 to a
Ground source while cranking the engine
3 12v Go to Step (4) Go to step (6)

Using a DVOM, back probe starter relay contact feed terminal 87 to a
Ground source
4 12V Go to Step (5) Go to step (7)
Does the DVOM have a 12v signal at all times?

Using a DVOM, back probe relay contact terminal 30 to a Ground
source
5 12V Go to Step (8) Replace starter relay

Check terminals at the CIC pin F and terminal 86 at the relay.
Issue with switched 12v
6 Check for continuity between pin F at terminal 86 of the relay
Yes supply from OEM. Repair the wiring issue.
Consult OEM
Do you have continuity? Are the pins fully seated and not spread?
Check circuit between terminal 87 and the 20A starter fuse.
7 Check for pushed back pins, broken or cracked fuses. Repair the fault in the Possible internal
circuit harness issue.
Did the circuit have a fault between terminal 87 and the 20A fuse?
Check circuit between terminal 30 at the relay and the starter solenoid
8 Check terminal 30 for spread terminals and pushback Replace Starter Repair the wiring issue.
Is the circuit between terminal 30 and the starter okay?

DTC 11 Intake cam / distributor position error (SPN 520800:FMI 7)
Conditions for setting the DTC
Camshaft Position sensor

Check Condition- Engine cranking
Fault Condition- Engine RPM’s greater than 500 and difference between the desired CAM
position and actual CAM position is greater than 30 CAD
MIL Command-ON
Circuit Description
The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust), thus
making the cylinder identification available to the ECM. The camshaft position sensor is a 3 wire
hall effect sensor. One wire for current feed (5v), one for ground (CAM -), and one for the output
signal (CAM +). The sensor must have a good 5v reference and ground to operate properly. The
CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP display
software. This code will set when these two values are more than 30 CAD BTDC apart and the
RPM is greater than 500.
CAM Position is not adjustable in this engine. The sensor is located on front of the timing cover
(top portion) and reads a reluctor wheel off the camshaft.

DTC 16-Never Crank Synced At Start (SPN 636:FMI 8)

• Crankshaft Position sensor
• Check Condition- Engine cranking
• Fault Condition- Cranking RPM above 90 and more than 4 cranking revolutions without sync
• MIL Command-ON
Circuit Description
The CKP (crankshaft position sensor) is a magnetic variable reluctance sensor mounted on the engine block adjacent
to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The
Crankshaft Position sensor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel
systems. This fault will set when the engine RPM is above 90 and there have been more than 4 cranking revolutions
without a sync.



DTC 87 Fuel Pressure Low (SPN 87:FMI 1)
Fuel Pressure is less than 40 psia

Fault must be active for 2.0 seconds to activate DTC
MIL light on during fault
Forced idle is enabled
Circuit Description
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to
the fuel tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel
pressure and temperature feedback from the gasoline fuel sensor manifold and uses this information to
control the ground side of the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating
(PWM) the fuel pump. The fuel pressure and temperature sensor manifold has a return or “bleed” circuit
that connects back to the equipment fuel tank. This circuit is used to bleed off any vapor that develops in the
line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and passes through the
fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and
temperature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail.
Fuel that enters the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.


DTC 88 Fuel Pressure High (SPN 94:FMI 0)
Fuel Pressure is greater than 90 psia

Circuit Description
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to
the fuel tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel
pressure and temperature feedback from the gasoline fuel sensor manifold and uses this information to
control the ground side of the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating
(PWM) the fuel pump. The fuel pressure and temperature sensor manifold has a return or “bleed” circuit
that connects back to the equipment fuel tank. This circuit is used to bleed off any vapor that develops in the
line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and passes through the
fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and
temperature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail.
Fuel that enters the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.

DTC 88 Fuel Pressure High

Did you perform the On-Board (OBD) System Check? _ Go to Step (2) Go to OBD System
1 Check Section
Key On
DST (Diagnostic Scan Tool) connected Intermittent problem.
90 psia or
Go to Step (3) Go to intermittent
greater
On the FAULTS page, check the value for fuel rail pressure section
2
Does the DST display 90 psia or greater?
Check the fuel pressure using a manual fuel pressure gauge
3 90 psia or
Go to Step (4) Go to step (5)
greater
Does the manual gauge display 90 psi or greater?
Check for a short to ground in the fuel pump ground circuit (OEM Repair the short to
4 supplied) Go to step (6)
ground
Is the ground circuit shorted to a ground?

Jumper pins C and D at the fuel pressure sensor connector Repair the wiring
5 Monitor the FRP_Raw volts on the VOLTAGE page. Replace the Fuel between the fuel pump
5 volts
pressure Sensor pressure sensor and the
Does FRP_Raw display 5 volts? ECM
Check the OEM fuel hoses for proper installation and routing
6 Check the OEM fuel hoses for blockages Repair the OEM fuel
Replace ECM
hose issue
Were the OEM fuel hoses improperly installed or have a blockage?

DTC 91-Gasoline Fuel Pressure Sensor Low Voltage

(SPN 94: FMI 4)
Conditions for Setting the DTC
Gasoline fuel temperature sensor voltage

Fuel pressure sensor voltage less than 0.2v for greater than 1 second
MIL-On for active fault and for 2 seconds after active fault
Adaptive Learn is disabled during fault condition
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness
jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor
interface connector C002 and the ECM header connector C001. You may need to consult additional wiring
information supplied by the OEM. The gasoline fuel pressure sensor voltage is read at less than 0.2v. This
indicates a low voltage fault from the sensor or circuit. This fault can occur when a ground is lost on the
black/Lt Green circuit.

DTC 92-Gasoline Fuel Pressure Sensor High Voltage

(SPN 94:FMI 3)
Gasoline fuel temperature sensor voltage

Fuel pressure sensor voltage greater than 4.8v for greater than 1 second
Adaptive Learn is disabled during fault condition
Forced Idle is enabled
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer
supplied harness jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring
harness terminals at the fuel sensor interface connector C002 and the ECM header
connector C001. You may need to consult additional wiring information supplied by the
OEM. The gasoline fuel pressure sensor voltage is reading greater than 4.8v. This
indicates a high voltage fault from the sensor or circuit.

DTC 107-MAP Low Voltage (SPN 106:FMI 4)
Manifold Absolute Pressure Sensor

Check Condition-Engine cranking or running
Fault Condition-MAP voltage less than 0.050 with throttle position greater than 2.0% and
engine RPM less than 3000.
MIL-ON
Adaptive-Disabled
Circuit Description
The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake
manifold. It is used to measure the pressure of air in the manifold prior to induction. The
pressure reading is used in conjunction with other inputs to estimate the airflow rate to the
engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than
0.050 with TPS greater than 2% and engine RPM is less than 3000. The Adaptive Learn will
be disabled for the remainder of the key on cycle and the MIL command is on.

DTC 107-MAP Low Voltage

Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check
Section
Key ON, Engine running. Go to Step Intermittent
DSC (Diagnostic Scan Tool) connected in (3) problem
System Data Mode Go to
2 Intermittent
Does DST display MAP voltage of 0.050 or
less with the engine running below 3000 rpm section
and TPS above 2.0 %?
Key OFF Go to Step Go to Step
Disconnect the MAP sensor connector (4) (8)
C006 from the wiring harness
Jump the 5 volt reference pin 3 and MAP
3
signal circuit pin 4 together
Key ON
Does the DST display MAP voltage of 4.5 volts
or greater?
Inspect MAP connector and pins for Repair the Go to Step
corrosion, contamination or mechanical circuit as (5)
damage necessary.
Any problems found? Refer to
4
Wiring
Repairs in
Engine
Electrical.
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (6) circuit as
Check for continuity between MAP sensor necessary.
connector signal pin 4 and ECM MAP Refer to
5
signal pin 7. Wiring
Do you have continuity between them? Repairs in
Engine
Electrical.
Check for continuity between MAP sensor Go to Step Repair the
connector 5 volt supply signal pin 3 and (7) circuit as
ECM 5 volt supply pin 19 necessary.
Do you have continuity between them? Refer to
6
Wiring
Repairs in
Engine
Electrical.


Check for continuity between MAP sensor Go to Step Repair the
connector ground pin 1 and ECM sensor (17) circuit as
ground pin 20 necessary.
7
Wiring
Repairs in
Engine
Electrical.
Probe MAP connector signal circuit pin 4 Go to Step Go to Step
with a test light connected to battery (9) (13)
8 voltage.
Does the DST display MAP voltage of 4.0 or
greater?
Disconnect ECM connector (10) circuit as
Check for continuity between MAP sensor necessary.
connector pin 3 and ECM 5 volt pin 19. Refer to
9
Do you have continuity between them? Wiring
Repairs in
Engine
Electrical.
Check for continuity between MAP sensor Repair the Go to Step
connector 5 volt reference pin 3 and circuit as (11)
engine ground necessary.
Do you have continuity? Refer to
10
Wiring
Repairs in
Engine
Electrical.
Inspect ECM and MAP wire harness Repair the Go to Step
connector and terminals for corrosion, circuit as (16)
contamination or mechanical damage necessary.
11
Wiring
Repairs in
Engine
Electrical.
Replace ECM. Refer to ECM replacement Go to Step -
in the Engine Controls Section. (17)
12
Is the replacement complete?
Disconnect ECM connector Go to Step Repair the

Check for continuity between MAP sensor (14) circuit as
connector signal circuit pin 4 and ECM necessary.
signal pin 7. Refer to
13
Repairs in
Engine
Electrical.


Check for continuity between MAP sensor Repair the Go to Step
connector signal pin 4 and engine ground circuit as (15)
Do you have continuity? necessary.
Refer to
14
Wiring
Repairs in
Engine
Electrical.
Inspect ECM connector and wire harness Repair the Go to Step
connector terminals for corrosion, circuit as (16)
15
Wiring
Repairs in
Engine
Electrical.
Replace ECM. Refer to ECM replacement Go to Step -
in the Engine Controls Section. (18)
Replace MAP sensor Go to Step -

17 Is the replacement complete? (18)
Remove all test equipment except the System OK Go to OBD

DST. System
Connect any disconnected components, Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
18 full operating temperature
Observe the MIL
Observe engine performance and
driveability
After operating the engine within the test
parameters of DTC-107 check for any
stored codes.
Does the engine operate normally with no
stored codes?

DTC 108-MAP High Pressure (SPN 106:FMI 16)
MAP pressure test

Check condition-engine running
Fault Condition-MAP greater than 17.00 psia with TPS less than 8.0% and engine rpm greater
than 800.
MIL-ON
Adaptive Learn disabled
Circuit Description
The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure
value is used for fuel, airflow and spark calculations. This fault will set in the event the MAP value is
greater than 17.00 psia when the TPS is less than 8.0% with engine rpm greater than 800.

DTC 108-MAP High Pressure

Did you perform the On-Board (OBD) System - Go to Step (2) Go to OBD
Check? System
1
Check
Section
Key ON, Engine running at full operating Go to Step (3) Intermittent
temperature. problem
DST (Diagnostic Scan Tool) connected in Go to
2 System Data Mode Intermittent
Does DST display MAP pressure of 17 psia or section
greater with the engine running above 800 rpm
with a TPS value less than 8.0%?
Key OFF Go to Step (4) Go to Step (6)
Disconnect the MAP sensor connector C006
3 Key ON
Does the DST display MAP pressure less than
0.05 psia?
Probe MAP connector ground pin 1 with a test Go to Step (5) Go to Step (8)
4 light connected to battery voltage.
Does the test light come on?
Check MAP mechanical vacuum connection Go to Step (6) Go to Step
for correct mounting or possible damage (10)
5
causing leakage.
Is the MAP sensor mechanical connection OK?
Key OFF Go to Step (7) Repair the
Disconnect ECM connector and inspect circuit as
terminals for damage corrosion or necessary.
contamination. Refer to
6
Is the connection OK? Wiring
Repairs in
Engine
Electrical.
Replace MAP sensor. __ Go to Step -
7
Is the repair complete? (11)


Disconnect ECM connector and check for Go to Step (9) Repair the
continuity between MAP connector sensor circuit as
ground pin 1 and ECM sensor ground pin 20. necessary.
8
Wiring
Repairs in
Engine
Electrical.
Replace ECM. Refer to ECM replacement in Go to Step -
9 the Engine Controls Section. (11)
Correct MAP mechanical connection Go to Step -
10 Has the MAP mechanical connection problem (11)
been corrected?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from the
ECM.
Start the engine and operate the vehicle to full
11 operating temperature
Observe the MIL
Observe engine performance and driveability
parameters of DTC-108 check for any stored
codes.
Does the engine operate normally with no stored
codes?

DTC 111-IAT Higher Than Expected 1 (SPN 105:FMI 15)
Intake Air Temperature

Check Condition-Engine Running
Fault Condition-Intake Air Temperature greater than 200 degrees F. with engine rpm
greater than 600
Condition must be present for a minimum of 60 seconds
MIL-ON
Adaptive-Disabled during active fault
Derate level 1 will occur
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute
Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the air
intake manifold of the engine. It is used to monitor incoming air temperature, and the output
in conjunction with other sensors is used to determine the airflow to the engine. The ECM
provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage,
and lower when warm. This fault will set if the Intake Air Temperature is greater than 200
degrees F. with engine speed greater than 700 rpm. The engine will go into a level 1 derate
mode to prevent engine damage. This code is “delayed” at the start up of the engine, the
ECM will not being to look at for this condition until the run-timer has reached 15 seconds.

DTC 111-IAT Higher Than Expected 1

(SPN 105:FMI 15)
Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause of high
inlet air temperature is a problem with the inlet air system.
Ensure that the air inlet is not obstructed, modified or damaged.

Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in
to the air inlet system
If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.

DTC 112-IAT Low Voltage (SPN 105:FMI 4)

Check Condition Engine Cranking or Running
Fault Condition-IAT Sensor Voltage less than 0.050
MIL-ON during active fault
Circuit Description
Pressure) sensor. A temperature sensitive resistor is used in the TMAP is located in the
engine’s air intake or intake manifold. It is used to monitor incoming air temperature, and the
output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool the signal reads higher
voltage, and lower when warm. This fault will set if the signal voltage is less than 0.050 volts
for 1 second anytime the engine is cranking or running. The ECM will use the default value for
the IAT sensor in the event of this fault.

DTC 112-IAT Voltage Low

Did you perform the On-Board (OBD) System _ Go to Step (2) Go to OBD
Check? System
1
Check
Section
Key ON Go to Step (3) Intermittent
DST (Diagnostic Scan Tool) connected in problem
2 System Data Mode Go to
Does DST display IAT voltage of 0.050 or less? Intermittent
section
Disconnect the TMAP sensor connector.
3 Key ON
Does the DST display IAT voltage of 4.90 volts or
greater?
Replace TMAP sensor. Go to Step (9) _
4
Key OFF __ Repair the Go to Step (6)
Disconnect ECM wire harness connector circuit as
C001 necessary.
Check for continuity between TMAP sensor Refer to
5
connector ground pin 1 and TMAP sensor Wiring
connector signal pin 2 Repairs in
Engine
Do you have continuity between them?
Electrical.
Check for continuity between TMAP sensor __ Repair the Go to Step (7)
connector signal circuit pin 2 and engine circuit as
ground. necessary.
6
Wiring
Repairs in
Engine
Electrical.


Replace ECM. Refer to ECM replacement in _ Go to Step (8) _
7 the Engine Controls Section.
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 113-IAT High Voltage (SPN 105:FMI 3)

Fault Condition-IAT Sensor Voltage greater than 4.950 volts
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure)
sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s air intake
or intake manifold. It is used to monitor incoming air temperature, and the output in conjunction
with other sensors is used to determine the airflow to the engine. The ECM provides a voltage
divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is greater than 4.950 volts for 1 second or longer. The ECM
will use a default value for the IAT sensor in the event of this fault.

DTC 113-IAT Voltage High

Check? System
1
Check
Section
Does DST display IAT voltage of 4.950 or Intermittent
greater? section
Disconnect the TMAP sensor connector C006
and jump pins 1 and 2 together
3
Key ON
Does the DST display IAT voltage of 0.1 volts or
less?
Jump TMAP sensor connector signal pin 2 to
engine ground
4
Key ON
Does DST display IAT voltage of 0.1 volts or
less?
Replace TMAP sensor. Go to Step _
5 (11)
Key OFF __ Go to Step Repair the
Disconnect the ECM wire harness connector (10) circuit as
C001. necessary.
Check for continuity between TMAP sensor Refer to
6
connector signal pin 2 and ECM IAT signal pin Wiring
39 Repairs in
Do you have continuity between them? Engine
Electrical.
Check for continuity between TMAP sensor __ Go to Step Repair the
connector ground circuit pin 1 and ECM (10) circuit as
sensor ground circuit pin 20 necessary.
7
Wiring
Repairs in
Engine
Electrical.


Replace the ECM. _ Go to Step _
8 (11)
Re-check wire harness and TMAP sensor Repair the Go to Step (5)
connector for damage corrosion or circuit as
contamination necessary.
9
Wiring
Repairs in
Engine
Electrical
Re-check wire harness and TMAP sensor Repair the Go to Step (8)
connectors for damage corrosion or circuit as
10
Wiring
Repairs in
Engine
Electrical
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 116-ECT Higher Than Expected 1 (SPN 110:FMI 15)

Engine Coolant Temperature
Fault Condition-Engine Coolant Temperature reading or estimate greater than 215 degrees F. for greater
than 5 seconds
MIL-On
Power derate (level 2)
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant
sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and
ignition timing control and to enable certain other temperature dependant operations. This code set is designed to
help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor
reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds
215 degrees F. for more than 5 seconds. Power derate level two will be enforced during this fault limiting the maximum
throttle position to 20%. There is a 15 second run time delay before the ECM will enable this fault, meaning the fault
will not be active for 15 seconds which the engine is running. NOTE: ECT higher than expected faults temperatures
are sometimes changed at the OEM’s request. The specific temperature is calibration specific. The values shown
above are the standard generic values.

DTC 116-ECT Higher Than Expected 1

DTC 117-ECT/CHT Low Voltage (SPN 110:FMI 4)

Fault Condition-ECT sensor voltage less than 0.050
Temp Ohms
Circuit Description (deg F) +/-10%
242.4 101
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive 231.9 121
resistor located in the engine coolant passage. It is used for the engine 211.6 175
airflow calculation, cold fuel enrichment and to enable other temperature 201.4 209
dependant features. The ECM provides a voltage divider circuit so that when 181.9 302
the coolant is cool, the signal reads higher voltage, and lower when warm 163.1 434
(see table). This fault will set if the signal voltage is less than 0.050 volts for 144.9 625
any period longer than 1 second. The ECM will use a default value for the 127.4 901
ECT sensor in the event of this fault. 102.4 1,556
78.9 2,689
49.9 5,576
23.5 11,562
-5.7 28,770
-21.2 49,715
-30.8 71,589
-40.0 99,301

DTC 117-ECT/CHT Voltage Low

Did you perform the On-Board (OBD) System _ Go to Step (2) Go to OBD
Check? System
1
Check
Section
Intermittent
Does DST display ECT voltage of 0.050 or less?
section
Disconnect the ECT wire harness connector
C007
3
Key ON
Does the DST display ECT voltage of 4.90 volts
or greater?
Replace ECT sensor. Go to Step (8) _
4
Key OFF __ Repair the Go to Step (6)
C001 necessary.
Check for continuity between ECT sensor Refer to
5
connector signal pin A and ECT sensor Wiring
ground pin B Repairs in
Engine
Electrical.
Check for continuity between ECT sensor __ Repair the Go to Step (7)
connector signal circuit pin A and engine circuit as
ground. necessary.
6
Wiring
Repairs in
Engine
Electrical.


Replace ECM. Refer to ECM replacement in _ Go to Step (8) _
7 the Engine Controls Section.
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 118-ECT/CHT High Voltage (SPN 110:FMI 3)
Conditions for Setting the DTC Temp Ohms

(deg F) +/-10%
242.4 101
231.9 121
Fault Condition-ECT sensor voltage exceeds 4.950 volts
211.6 175
201.4 209
Adaptive-Disabled
181.9 302
163.1 434
Circuit Description 144.9 625
127.4 901
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor 102.4 1,556
located in the engine coolant passage. It is used for the engine airflow calculation,
78.9 2,689
cold fuel enrichment and to enable other temperature dependant features. The ECM
provides a voltage divider circuit so that when the coolant is cool, the signal reads 49.9 5,576
higher voltage, and lower when warm (see table). This fault will set if the signal 23.5 11,562
voltage is greater than 4.950 volts anytime the engine is running. The ECM will use a -5.7 28,770
default value for the ECT sensor in the event of this fault. -21.2 49,715
-30.8 71,589
-40.0 99,301

DTC 118-ECT/CHT Voltage High

Check? System
1
Check
Section
Does DST display ECT voltage of 4.95 or Intermittent
greater? section
Disconnect the ECT sensor connector C007
and Jump terminals A and B together
3
Key ON
Does the DST display ECT voltage of 0.05 volts
or less?
Using a DVOM check the resistance between See Go to Step (6) Go to Step (5)
the two terminals of the ECT sensor and resistance
compare the resistance reading to the chart chart vs.
4 Is the resistance value correct? temperature
in the DTC
118 circuit
description
Replace ECT sensor Go to Step -
5 (14)
Inspect the ECT wire harness connector Repair the Go to Step (7)
terminals A and B for damage, corrosion or circuit as
Did you find a problem? Refer to
6
Wiring
Repairs in
Engine
Electrical.
Key OFF Repair the Intermittent
Disconnect ECM wire harness connector circuit as problem
C001 necessary. Go to
Inspect ECM connector pins 10 and 20 for Refer to Intermittent
7
damage corrosion or contamination Wiring section
Did you find a problem? Repairs in
Engine
Electrical.


Jump the ECT signal pin A at the ECT Go to Step (9) Go to Step
8 connector to engine ground (12)
Does DST display ECT voltage of 0.05 or less?
Disconnect ECM wire harness connector (10) circuit as
Using a DVOM check for continuity between necessary.
ECT sensor ground pin B and ECM connector Refer to
9
pin 20 Wiring
Repairs in
Engine
Electrical.
Inspect ECM connector pins 40 and 20 for Repair the Go to Step
damage, corrosion or contamination circuit as (11)
Did you find a problem? necessary.
Refer to
10
Wiring
Repairs in
Engine
Electrical.
Replace ECM Go to Step -
11
Is the replacement complete? (14)
Disconnect ECM wire harness connector (13) circuit as
ECT connector signal pin A and ECM Refer to
12
connector terminal 40 Wiring
Engine
Electrical.
Inspect ECM connector pins 40 and 20 for Repair the Go to Step
damage, corrosion or contamination circuit as (11)
Refer to
13
Wiring
Repairs in
Engine
Electrical.
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?
DTC 121-TPS 1 Lower Than TPS 2 (SPN 51:FMI 1)
Throttle Position Sensor 1 & 2

Check Condition-Key ON
Fault Condition-TPS 1 20% lower than TPS 2
MIL-ON for remainder of key on cycle
Engine shutdown
Circuit description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS 1 will read low voltage when
closed and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are
calculated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by the
ECM to determine if the throttle is opening as commanded. This fault will set if TPS 1 is 20% (or
more) lower than TPS 2. At this point the throttle is considered to be out of specification, or there
is a problem with the TPS signal circuit. The MIL command is on and the engine will shutdown.

DTC 121 TPS 1 Lower Than TPS 2

1 Check? System Check
Section
Key ON, Engine OFF Go to Step (3) Intermittent
Does the DST display more than a 20% Intermittent
difference between TPS 1 and TPS 2 voltage? section
Disconnect electronic throttle connector C017
Key ON
3
Change DST mode to DBW (drive by wire)
test mode
Is the voltage for TPS 1 less than 0.1 volts?
Key OFF Repair the Go to Step (9)
Disconnect ECM wiring harness connector TPS 1 circuit
C001 shorted to
Key ON voltage as
necessary.
4 Using a DVOM check for voltage between
Refer to
ECM connector TPS 1 signal pin 5 and engine
Wiring
ground
Repairs in
Do you have voltage? Engine
Electrical.
Jump TPS 1 signal pin 6 to the 5 volt Go to Step (6) Go to Step (8)
5 reference pin 3 at connector C017
Does DST display TPS 1 voltage over 4.90 volts
Inspect wire terminals at throttle connector for Repair the Go to Step (7)
damage corrosion or contamination circuit as
Any problems found? necessary.
Refer to
6
Wiring
Repairs in
Engine
Electrical.
Replace the electronic Throttle Go to Step -
7 (12)
Disconnect ECM wire harness connector open circuit as
C001 necessary.
Using a DVOM check for continuity between Refer to
8
throttle connector TPS 1 signal pin 6 and Wiring
ECM connector TPS 1 signal pin 5 Repairs in
Engine
Electrical.


Using a DVOM check for continuity between Go to Step Repair the
throttle connector signal ground pin 2 and (10) open circuit as
ECM connector signal ground pin 20 necessary.
9
Wiring
Repairs in
Engine
Electrical.
Inspect ECM connector terminals for damage Repair the Go to Step
corrosion or contamination. circuit as (11)
Refer to
10
Wiring
Repairs in
Engine
Electrical
11 (12)
Connect any disconnected components, System Check
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 122-TPS 1 Low Voltage (SPN 51:FMI 4)
Throttle Position Sensor 1

Check Condition-Cranking or Running
Fault Condition-TPS sensor less than 0.200 volts
Engine shutdown
Circuit Description
determine signal voltage based on throttle plate position. TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are
calculated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by the
ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in
the event of a failure the electronic throttle assembly must be replaced. This fault will set if the
TPS 1 voltage is less than 0.200 volts. The MIL command is ON and the engine will shut down.

DTC 122 TPS 1 Signal Voltage Low

Section
Key ON, Engine OFF Go to Step (4) Go to Step (3)
DST (Diagnostic Scan Tool) connected in
2 DBW (Drive by Wire) throttle test mode
Does the DST display TPS 1 voltage of 0.200
volts or less with the throttle closed?
Slowly depress Foot Pedal while observing Go to Step (4) Intermittent
TPS 1 voltage problem
3 Does TPS 1 voltage ever fall below 0.200 volts? Go to
Intermittent
section
Disconnect the electronic throttle connector
C017
Jump the 5 volt reference circuit pin 3 and
4 TPS 1 signal circuit pin 6 together at the
throttle connector
Key ON
Does DST display TPS 1 voltage of 4.0 volts or
greater?
C001 necessary.
Using a DVOM check continuity between the Refer to
5
electronic throttle connector signal pin 6 and Wiring
Engine
Do have continuity between them?
Electrical.
6
Inspect the throttle wire harness connector Repair the Go to Step (8)
terminals for damage, corrosion or circuit as
7
Wiring
Repairs in
Engine
Electrical.
Replace the electronic throttle Go to Step (9) -
8


fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 123-TPS 1 High Voltage (SPN 51:FMI 3)

Fault Condition-TPS sensor voltage exceeds 4.800 volts
Engine shutdown
Circuit Description
determine signal voltage based on throttle plate position. TPS1 will read lower voltage
when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2
percentages are calculated from these voltages. Although the voltages are different, the
calculated values for the throttle position percentages should be very close to the same.
The TPS values are used by the ECM to determine if the throttle is opening as
commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts.
The MIL command is ON and the engine will shut down.

DTC 123 TPS 1 Signal Voltage High

Section
DST (Diagnostic Scan Tool) connected
2
volts or greater with the throttle closed?
3 Does TPS 1 voltage ever exceed 4.800 volts? Go to
Intermittent
section
Disconnect electronic throttle connector
4 Key ON
Does DST display TPS 1 voltage less than 0.2
volts?
C001 necessary.
Key ON Refer to
5 Wiring
Using a DVOM check for voltage between
Repairs in
TPS 1 signal at the ECM connector pin 5 and
Engine
engine ground
Electrical.
Do you have voltage?
6 (11)
Back probe sensor ground circuit at the ECM Go to Step (8) Go to Step
side of the wire harness pin 3 with a test light (10)
7
connected to battery voltage
Inspect the electronic throttle connector Repair the Go to Step (9)
terminals for damage, corrosion or circuit as
8
Wiring
Repairs in
Engine
Electrical.
Replace the electronic throttle Go to Step -
9 (11)


Disconnect ECM connector C001 circuit as
the electronic throttle connector sensor Refer to
10
ground pin 2 and ECM connector TPS 1 Wiring
sensor ground pin 20 Repairs in
Do have continuity between them? Engine
Electrical.
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 127-IAT Higher Than Expected 2 (SPN 105:FMI 0)

Fault Condition-Intake Air Temperature greater than 210 degrees F. with engine
speed greater than 600 rpm
Fault condition must be active for longer than 120 seconds
MIL-ON for active fault
Engine will shutdown
Circuit Description
Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the
intake manifold of the engine. It is used to monitor incoming air temperature, and the
output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool, the signal reads a
higher voltage, and lower when warm. This fault will set if the intake air temperature is
greater than 210 degrees F. with engine speed greater than 600 rpm. The MIL light
command is on during this active fault and the engine will shutdown.

DTC 127-IAT Higher Than Expected 2

Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause of
high inlet air temperature is a problem with the inlet air system. Ensure that the air inlet is
not obstructed, modified or damaged.
Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air
in to the air inlet system
If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low
Voltage.

DTC 129-BP Low Pressure (SPN 108: FMI 1)
Barometric Pressure
Fault Condition-BP less than 8.30 psia
Adaptive-Disabled
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure
value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of
the normal range.

DTC 129-BP Low Pressure

Check? System
1
Check
Section
Key ON. Go to Step (3) Intermittent
DST (Diagnostic Scan Tool) connected in problem. Go
2 System Data Mode to Intermittent
Does DST display BP pressure of 8.30 psia or section
less?
Disconnect the TMAP sensor connector
Jump the 5 volt reference pin 3 and MAP
3 signal pin 4 together
Key ON
Does the DST display BP pressure of 16.00 psia
or greater?
Inspect TMAP connector and wire harness Repair the Go to Step (5)
connector terminals for corrosion, circuit as
4
Wiring
Repairs in
Engine
Electrical.
Check for continuity between TMAP sensor necessary.
connector pin 4 and ECM connector pin 7 Refer to
5
Repairs in
Engine
Electrical.
Check for continuity between TMAP sensor Go to Step (7) Repair the
connector 5 volt supply pin 3 and ECM circuit as
connector pin 19 necessary.
6
Wiring
Repairs in
Engine
Electrical.
Check for continuity between TMAP sensor Go to Step Repair the
connector ground pin 1 and ECM connector (17) circuit as
pin 20 necessary.
7
Wiring
Repairs in
Engine
Electrical.


Remove the Jumper that was installed during Go to Step (9) Go to Step
step 3 (13)
Probe TMAP connector signal circuit pin 4
8
with a test light connected to battery voltage
Does the DST display BP pressure of 16.00 psia
or greater?
Disconnect ECM connector C001 (10) circuit as
Check for continuity between TMAP sensor necessary.
connector pin 3 and ECM connector pin 19 Refer to
9
Repairs in
Engine
Electrical.
Check for continuity between TMAP sensor Repair the Go to Step
connector 5 volt reference pin 3 and engine open ground (11)
ground circuit as
Do you have continuity? necessary.
10 Refer to
Wiring
Repairs in
Engine
Electrical.
Inspect TMAP and ECM connector pins for Repair the Go to Step
corrosion, contamination or mechanical circuit as (16)
damage necessary.
11
Wiring
Repairs in
Engine
Electrical.
Replace ECM. Refer to ECM replacement in Go to -
12 the Engine Controls Section. Step(17)
Disconnect ECM connector C001 Go to Step Repair the
Check for continuity between TMAP sensor (14) circuit as
connector pin 4 and ECM pin 7 necessary.
13
Wiring
Repairs in
Engine
Electrical.
Check for continuity between TMAP sensor Repair the Go to Step
connector pin 4 and engine ground open ground (15)
Do you have continuity? circuit as
necessary.
14 Refer to
Wiring
Repairs in
Engine
Electrical.


Inspect ECM connector and wire harness Repair the Go to Step
connector pins for corrosion, contamination or circuit as (16)
mechanical damage necessary.
15
Wiring
Repairs in
Engine
Electrical.
Replace ECM. Refer to ECM replacement in Go to Step -
16 the Engine Controls Section. (18)
Replace TMAP sensor Go to Step -
17 (18)
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 134-EGO 1 Pre Cat Open/Lazy (SPN 724:FMI 10)
Heated Oxygen Sensor

Check condition-Engine running
Fault condition-EGO 1 pre catalyst persistently cold for more than 120 seconds
Closed Loop-Disabled during active fault
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and the Adaptive multiplier. This fault will set if EGO 1 is cold,
non-responsive, or inactive for more than 120 seconds. There are two most likely causes of this
issue. (1) Heater Element inside EGO sensor is broken and (2) Heater element is not getting
power or ground to terminals C & D.

DTC 134-EGO 1 Open/Inactive

Check? (2) System
1
Check
Section
Key ON, Engine Running Go to Step (3) Intermittent
DST (Diagnostic Scan Tool) connected in problem. See
System Data Mode Electrical
Section
2 Run engine to full operating temperature and
Intermittent
then idle for a minimum of 2 minutes
Electrical
Does DST display EGO 1 voltage fixed between Diagnosis
0.4 and 0.5 volts after at least 2 minutes of idle
run time?
Key OFF Go to Step (8) Go To Step
Disconnect EGO 1 connector C005 (4)
Key ON
EGO 1 connector pins C and D
(Check must be made within 30 seconds or
before power relay shuts down)
Key OFF System Go to Step (5) Repair
Using a DVOM check for voltage between Voltage system power
EGO 1 connector pin C and engine ground relay open
4 Key ON circuit
(Check must be made within 30 seconds or
before power relay shuts down)
Disconnect ECM connector C001 Go to Step (6) Repair open
Using a DVOM check for continuity between heater ground
5 EGO 1 connector pin D and ECM connector circuit
pin 72
Do you have continuity?
Inspect wire harness connector C005 pins B Correct the Go to Step (7)
and D and C001 pins 1 and 72 for damage, problem as
corrosion or contamination required see
6 Did You find a problem? Electrical
Section wire
harness
repair
7


Key OFF Go to Step (9) Repair open
Disconnect ECM wire harness connector EGO 1 circuit
C001
8
EGO 1 pin B and ECM connector pin 1
Using a DVOM check for continuity between Go to Step Repair open
9 EGO 1 pin A and ECM connector pin 20 (10) EGO 1 signal
Do you have continuity? ground
Replace EGO 1 sensor Go to Step -
10
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 154-EGO 2 Pre Cat Open/Lazy (SPN 520208:FMI 10)



DTC 171-Adaptive Learn High Gasoline (SPN 520200:FMI 0)

Fault Condition-Adaptive multiplier out of range greater than 30%
MIL-ON
Engine ECM detects a lean condition and is trying to add fuel to the system
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop
multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal
operation. Always run the fuel system diagnostic checks before using the following diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust
manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at
especially at light load.
Fuel Pressure Low fuel pressure, faulty fuel pressure sensor, faulty pump, or contaminated fuel filter
can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02
sensor causing a false lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.

DTC 171-Adaptive Learn High Gasoline

Perform the On-Board (OBD) System Check? Go to Step (3) Go to Step (2)
1 Are any other DTCs present?
Visually and physically check the following items: Go to Step (9) Go to Step (4)
The air intake duct for being collapsed or
restricted
The air filter for being plugged
System power fuses are good and in the
proper location
The EGO 1 sensor installed securely and the
2 wire leads not contacting the exhaust manifold
or ignition wires
ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground
Distribution
Fuel System Diagnostics. Refer to Fuel
System Diagnostics
Was a repair made?
Diagnose any other DTC codes before Go to Step (9) Go to Step (4)
proceeding with this chart. Always repair
existing codes starting with the lowest
3
numerical code set first.
Have any other DTC codes been detected,
diagnosed and repaired?
Disconnect EGO1 connector C005 System Go to Step (5) Repair the
Using a DVOM check for voltage between voltage open EGO
EGO 1 connector pin B and engine ground power circuit
Key ON as necessary.
4 (CHECK MUST BE MADE WITHIN 30 SECONDS Refer to
OR BEFORE POWER RELAY SHUTS DOWN) Wiring
Repairs in
Engine
Electrical.
Disconnect EGO 1 sensor wire harness shorted circuit
connector C005 as necessary.
Disconnect ECM wire harness connector C001 Refer to
5 Wiring
Key ON
Repairs in
Using a high impedance DVOM check for Engine
continuity between EGO 1 connector signal pin Electrical.
A and engine ground


Using a high impedance DVOM check for Repair the Go to Step (7)
continuity between EGO 1 connector signal shorted circuit
ground pin C and EGO 1 signal pin A as necessary.
6
Wiring
Repairs in
Engine
Electrical.
Using a high impedance DVOM check for Go to Step (8) Repair the
continuity between EGO 1 heater ground pin D open EGO
7 heater ground
and ECM pin 49
Replace EGO 1 sensor Go to Step (9) -
8
Connect any disconnected components, fuses, System
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 172-Adaptive Learn Low (Gasoline) (SPN 520200:FMI 1)

Check Condition-Engine running
Fault Condition-Adaptive multiplier out of range greater than -30%
MIL-ON
Engine detects a rich condition is trying to remove fuel from the system
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
operation. Always run the fuel system diagnostics before using the following diagnostic chart.
Diagnostic Aid
Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by
the ECM using a ground side driver. If the fuel pump is turned on all the time the fuel pressure will
increase. Open or leaking injector will cause a rich condition.
Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

DTC 172-Adaptive Learn Low (Gasoline)

restricted
The EGO sensor is installed securely and the
2
wire leads not damaged or contacting the
secondary ignition wires
ECM grounds for being clean and tight.
Fuel system diagnostic checks
Was a repair made?
proceeding with this chart.
3
Disconnect EGO sensor wire harness circuit as
connector C005 necessary.
4 Wiring
Key ON
Repairs in
Using a DVOM check for voltage at EGO 1 Engine
connector signal pin A and engine ground Electrical.
Replace EGO sensor Go to Step (6) -
5
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 182-Gasoline Fuel Temperature Low (SPN 174:FMI 4)
Gasoline fuel temperature low

Faulty fuel temp sensor
Fuel temperature sensor voltage lower than .05v for 5 seconds or greater
Fuel temperature is -35F or less for 5 seconds or greater
Adaptive Learn is disabled while this fault is active.
Circuit Description
information supplied by the OEM. The gasoline fuel temperature sensor voltage is read at less than 0.05v.
This indicates a low voltage fault from the sensor or circuit. This could also indicate a low fuel temperature
reading. Inspect the fuel temperature for extreme cold.

DTC 183-Gasoline Fuel Temperature High (SPN 174:FMI 3)
Gasoline fuel temperature high

Faulty fuel temp sensor
Fuel temperature sensor voltage greater than 4.95v for 5 seconds or greater
Fuel temperature is 130F or higher for 5 seconds or greater
Circuit Description
information supplied by the OEM. The gasoline fuel temperature sensor voltage is read at less than 0.05v.
This indicates a high voltage fault from the sensor or circuit. This could also indicate a high fuel temperature
reading. Inspect the fuel temperature for extreme hot temperatures.

DTC 217-ECT Higher Than Expected 2 (SPN 110:FMI 0)

Fault Condition-Engine Coolant Temperature reading or estimate greater than 225 degrees F. for greater
than 1 seconds while engine is above 600 rpms
MIL-On
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant
sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and
ignition timing control and to enable certain other temperature dependant operations. This code set is designed to
help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor
reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds
225degrees F. for more than 1 seconds. Engine shutdown will occur if this code occurs. NOTE: ECT higher than
expected faults temperatures are sometimes changed at the OEM’s request. The specific temperature is
calibration specific. The values shown above are the standard generic values.

DTC 217-ECT Higher Than Expected 2

DTC 219-Max Govern Speed Override (SPN 515:FMI 15)
Max Govern Speed Override

Fault Condition-Engine rpm greater than 2,850
Fault condition active for 2 or more seconds
Circuit description
This fault will set anytime the engine rpm exceeds 2,850 for longer than 2 seconds. The MIL
command is ON during this active fault
Diagnostic Aid
Check for other stored DTC codes before using the following DTC chart for this code set.
Always diagnose and repair any existing codes starting with the lowest numerical code first.

DTC 219-Max Govern Speed Override

Check? System
1
Check
Section
DST connected
2
Are any other DTC codes present with DTC 219?
Diagnose and repair any other DTC codes Go to Step (4) -

stored before proceeding with this chart.
3
Have any other DTC codes been diagnosed and
repaired?
Check the service part number on the ECM to Go to Step (6) Go to Step 5
4 ensure the correct calibration is in use
Is the Service Part Number Correct?
Replace ECM with correct service part number Go to Step (9) -
5
Check the mechanical operation of the throttle Go to Step (8) Go to Step (7)
6
Is the mechanical operation of the throttle OK?
Correct mechanical operation of the throttle. Go to Step (9) -
Refer to Engine & Component section
7
Has the mechanical operation of the throttle been
corrected?
Check engine for large manifold vacuum leaks. Go to Step (9) Go to OBD
Refer to Symptom Diagnostic section System
8
Did you find and correct the vacuum leak? Check
Section
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 221-TPS 1 Higher Than TPS 2 (SPN 51:FMI 0)

Fault Condition-TPS 1 20% higher than TPS2
Engine shutdown
Circuit Description
determine signal voltage based on throttle plate position. TPS 1 will read lower voltage
when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2
assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2.
At this point the throttle is considered to be out of specification, or there is a problem with
the TPS signal circuit. The MIL command is ON and the engine will shutdown.

DTC 221 TPS 1 Higher Than TPS 2

Section
difference between TPS 1 and TPS 2? section
Key ON
3
test mode
C001 shorted to
Key ON voltage as
necessary.
Refer to
Wiring
ground
Repairs in
Engine
Electrical.
Jump TPS 1 signal pin 6 to the 5 volt Go to Step (6)
reference pin 3 at connector C017 Go to Step (8)
5
Does DST display TPS 1 voltage over 4.900
volts?
Refer to
6
Wiring
Repairs in
Engine
Electrical.
7 (12)
C001 necessary.
8
Electrical.


9
Wiring
Repairs in
Engine
Electrical.
Refer to
10
Wiring
Repairs in
Engine
Electrical
11 (12)
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 222-TPS 2 Signal Voltage Low (SPN 520251:FMI 4)

Fault Condition-TPS 2 sensor voltage less than 0.200 volts
Engine will Shutdown
Circuit Description
determine signal voltage based on throttle plate position. TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages
are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are
used by the ECM to determine if the throttle is opening as commanded. The TPS is not
serviceable and in the event of a failure the electronic throttle assembly must be replaced.
This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON and
engine will shutdown.

DTC 222 TPS 2 Signal Voltage Low

Section
volts or less with the throttle closed?
3 Does TPS 2 voltage ever fall below 0.200 volts? Go to
Intermittent
section
Jumper the 5 volt reference circuit pin 3 and
TPS 2 signal circuit pin 5 together at the
4
throttle connector
Key ON
Does DST display TPS 2 voltage of 4.0 volts or
greater?
C001 necessary.
Using a DVOM check continuity between TPS Refer to
5
2 connector signal pin 5 and ECM connector Wiring
TPS 2 Signal pin 6 Repairs in
Engine
Do have continuity between them?
Electrical.
6
Inspect the electronic throttle wire harness Repair the Go to Step (8)
connector terminals for damage, corrosion or circuit as
7
Wiring
Repairs in
Engine
Electrical.
Replace the electronic throttle Go to Step (9) -
8


fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 223-TPS 2 Signal Voltage High (SPN 520251:FMI 3)

Fault Condition-TPS 2 sensor exceeds 4.800 volts
Circuit Description
determine signal voltage based on throttle plate position.TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages
are calculated from these voltages. Although the voltages are different, the calculated
values for the throttle position percentages should be very close to the same. The TPS
values are used by the ECM to determine if the throttle is opening as commanded. The TPS
is not serviceable and in the event of a failure the electronic throttle assembly must be
replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL
command is ON and the engine will shutdown.

DTC 223 TPS 2 Signal Voltage High

Section
volts or greater with the throttle closed?
3 Does TPS 2 voltage ever exceed 4.800 volts? Go to
Intermittent
section
4 Key ON
volts?
C001 necessary.
Key ON Refer to
5 Wiring
electronic throttle connector TPS 2 signal pin Repairs in
5 and engine ground Engine
Do you have voltage? Electrical.
6
Probe sensor ground circuit at the ECM side Go to Step (8) Go to Step
of the wire harness pin 3 with a test light (10)
7
Inspect the electronic throttle wire harness Repair the Go to Step (9)
connector and terminals for damage, circuit as
corrosion or contamination necessary.
8
Wiring
Repairs in
Engine
Electrical.
Replace electronic throttle Go to Step -
9


throttle connector C017 sensor ground pin 2 Refer to
10
and ECM connector sensor ground pin 20 Wiring
Do have continuity between them? Repairs in
Engine
Electrical.
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 261: Injector driver 1 (cyl 1) open or short to ground

SPN 651:FMI 5
Injector is in the Off State

Low side voltage is less than 4.0 volts
Battery voltage is above 9.0 volts
MIL Light turned on
Closed Loop is disabled while this fault is active
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground
side driver assigned to it inside the GCP. The driver number does not match up with the mating
cylinder number in each case. The driver is assigned in numerical order according to the engine
firing order (1-3-4-2). The ECM is monitoring the low side voltage internally in the ECM. This
code will set if it sees a low voltage on the low side during an “injector off” state. This indicates the
injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

DTC 264: Injector driver 2 (Cyl 3) open or short to ground

SPN 264:FMI 5

MIL Light turned on
Circuit Description


SPN 653:FMI 5

MIL Light turned on
Circuit Description


SPN 654:FMI 5

MIL Light turned on
Circuit Description
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground side driver
assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each
case. The driver is assigned in numerical order according to the engine firing order (1-3-4-2). The ECM is
monitoring the low side voltage internally in the ECM. This code will set if it sees a low voltage on the low
side during an “injector off” state. This indicates the injector is open or there is a short to ground in the circuit.

DTC 262: Injector driver 1 (Cyl 1) Coil Shorted (SPN 651:FMI 6)
Injector is in the On State

Low side voltage is greater than 4.0 volts
Battery voltage is less than 16.0 volts
MIL Light turned on
Circuit Description
monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low
side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector.
It could also be a result of a short from power to the ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on
the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this
manual.

DTC 265: Injector driver 2 (Cyl 3) Coil Shorted (SPN:652:FMI 6)

MIL Light turned on
Circuit Description
constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a
ground side driver assigned to it inside the GCP. The driver number does not match up with the
mating cylinder number in each case. The driver is assigned in numerical order according to the
engine firing order (1-3-4-2). The ECM is monitoring the low side voltage internally in the ECM.
This code will set if it sees a high voltage on the low side during an “injector on” state. This
indicates the injector likely has a short circuit internal to the injector. It could also be a result of a
short from power to the ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of
specification on the DVOM you should replace the injector. If there is a short from a power circuit
to the ground circuit you should repair the faulty circuit in accordance with the recommended wire
repair instructions provided in this manual.

MIL Light turned on
Circuit Description
monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low
side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector.
It could also be a result of a short from power to the ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on
the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this
manual.


MIL Light turned on
Circuit Description
code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the
injector likely has a short circuit internal to the injector. It could also be a result of a short from
power to the ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of
specification on the DVOM you should replace the injector. If there is a short from a power circuit
to the ground circuit you should repair the faulty circuit in accordance with the recommended wire
repair instructions provided in this manual.

DTC 336-Crank Sync Noise (SPN 636:FMI 2)
Crankshaft Position sensor

Check Condition- Engine running
Fault Condition- 1 invalid crank re-sync in less than 800 ms
Adaptive- Disabled
MIL- On during active fault
Circuit Description
The CKP (crankshaft position sensor) is a magnetic variable reluctance sensor mounted on the
engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position
by monitoring the pulse wheel. The Crankshaft Position sensor is used to measure engine RPM and
its signal is used to synchronize the ignition and fuel systems. This fault will set if no signal is
present for 800ms or longer.

DTC 336 Crank Sync Noise

Check? System
1
Check
Section
Check that the ECM ground terminals C010, Go to Step (3) Repair the
C022 and C023 are clean and tight circuit as
Are the ground terminals clean and tight? necessary.
Refer to
2
Wiring
Repairs in
Engine
Electrical.
Key On, Engine OFF 5.0 volts Go to Step (4 Repair the
Disconnect the CKP (Crankshaft position) circuit as
Sensor connector C015 necessary.
Using A DVOM check for voltage at the CKP Refer to
3 Wiring
sensor connector pin 1 and engine ground
(CHECK THIS BEFORE THE POWER RELAY Repairs in
SHUTS OFF) Engine
Electrical.
CKP connector pin B and ECM connector pin Refer to
4
22 Wiring
Engine
Electrical.
Using a DVOM check for continuity between Go to Step (6) Repair the
CKP connector pin A and ECM connector pin circuit as
21 necessary.
5
Wiring
Repairs in
Engine
Electrical.
Inspect the CKP connector C015 terminals for Repair the Go to Step (7)
damage, corrosion or contamination circuit as
Refer to
6
Wiring
Repairs in
Engine
Electrical.


Inspect the ECM connector C001 terminals Repair the Go to step (8)
22 and 21 for damage, corrosion or circuit as
7
Wiring
Repairs in
Engine
Electrical.
Replace CKP sensor Go to Step -
8 (10)
9 (11)
Remove all test equipment except the DST. System OK Go to Step (9)
Connect any disconnected components,
fuses, etc.
ECM.
Observe the MIL
codes.
codes?
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 337-Crank Loss (SPN 636:FMI 4)
Crankshaft position sensor

Fault Condition- 6 cam pulse signals without crankshaft activity
MIL- On during active fault
Adaptive- Disabled
Circuit Description
The CKP (crankshaft position sensor) is a magnetic variable reluctance sensor mounted on the
engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position
by monitoring the pulse wheel. The Crankshaft Position sensor is used to measure engine RPM and
its signal is used to synchronize the ignition and fuel systems. The ECM must see a valid
Crankshaft position signal while cranking. If no crankshaft signal is present for 6 cam pulses this
fault will set.

DTC 337-Crank Loss

Check? System
1
Check
Section
Check that the ECM ground terminals C010, Go to Step (3) Repair the
C022 and C023 are clean and tight circuit as
Refer to
2
Wiring
Repairs in
Engine
Electrical.
Key OFF 5.0 volts Go to Step (4 Repair the
Disconnect the CKP (Crankshaft Position) circuit as
Using A DVOM check for voltage at the CKP Refer to
3 Wiring
sensor connector pin 1 and engine ground
(CHECK THIS BEFORE THE POWER RELAY Repairs in
SHUTS OFF) Engine
Electrical.
CKP connector pin B and ECM connector pin Refer to
4
22 Wiring
Engine
Electrical.
CKP connector pin A and ECM connector pin circuit as
21 necessary.
5
Wiring
Repairs in
Engine
Electrical.
Inspect the CKP connector C015 terminals for Repair the Go to Step (7)
Refer to
6
Wiring
Repairs in
Engine
Electrical.


Inspect the ECM connector C001 terminals Repair the Go to step (8)
22 & 21 for damage, corrosion or circuit as
Did you find a problem Refer to
7
Wiring
Repairs in
Engine
Electrical.
Replace the CKP sensor Go to Step -
8 (10)
9 (11)
fuses, etc.
ECM.
Observe the MIL
codes.
codes?
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 341-Camshaft Sync Noise (SPN 723:FMI 2)
Camshaft position sensor

Fault Condition-1 invalid cam re-sync in 700ms or less
Adaptive Learn disabled
MIL-ON
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault
will set if the ECM detects erroneous pulses from the camshaft position sensor causing invalid cam
re-sync. MIL light will become active and Adaptive Learn will be disabled.

DTC 341-Camshaft Sensor Noise

Check? System
1
Check
Section
Check that the ECM ground terminal C010 is Go to Step (3) Repair the
clean, tight and in the proper location circuit as
Refer to
2
Wiring
Repairs in
Engine
Electrical.
Key OFF 5.0 volts Go to Step (4) Repair the
Disconnect the CMP (Camshaft position) circuit as
Using A DVOM check for voltage at the CMP Refer to
3
sensor connector pin C and engine ground Wiring
Do you have voltage? Repairs in
Engine
Electrical.
CMP connector pin A and ECM connector pin Refer to
4
24 Wiring
Engine
Electrical.
CMP connector pin B and ECM connector pin circuit as
23 necessary.
5
Wiring
Repairs in
Engine
Electrical.
Inspect the CMP connector terminals for Repair the Go to Step (7)
Refer to
6
Wiring
Repairs in
Engine
Electrical.


Inspect the ECM connector C001 terminals 4, Repair the Go to Step (8)
23, and 24 for damage, corrosion or circuit as
7
Wiring
Repairs in
Engine
Electrical.
Replace CMP sensor Go to Step -
8 (10)
9 (11)
fuses, etc.
ECM.
Observe the MIL
codes.
codes?
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 342-Camshaft Sensor Loss (SPN 723:FMI 4)
CMP (Camshaft Position Sensor)

Check Condition-Engine Cranking or Running
Fault Condition-No cam pulse in 2.5 cycles with engine speed greater than 100 rpm
Adaptive-Disabled
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This
fault will set if the ECM does not detect a cam pulse in 2.5 engine cycles whenever the engine is
greater than 100 rpm. The engine may not run with this fault present.

DTC 342-Camshaft Sensor Loss

Check? System
1
Check
Section
Check that the ECM ground terminal C010 is Go to Step (3) Repair the
clean, tight and in the proper location circuit as
Is the ground terminal clean tight and in the necessary.
2 proper location? Refer to
wiring
harness
repair section.
Key OFF 5.0 volts Go to Step (4) Repair the
Disconnect the CMP (Camshaft Position) circuit as
Key ON Refer to
3 Using A DVOM check for voltage at the CMP wiring
sensor connector pin C and engine ground harness
(RUN THIS VOLTAGE CHECK BEFORE THE repair section.
POWER RELAY SHUTS OFF)
4 CMP connector pin A and ECM connector pin Refer to
24 wiring
Do you have continuity between them? harness
repair section.
CMP connector pin B and ECM connector pin circuit as
23 necessary.
5 Do you have continuity between them? Refer to
wiring
harness
repair section.
Inspect the CMP connector terminals for Repair the Go to Step (7)
6 Refer to
wiring
harness
repair section.
Inspect the ECM connector terminals 2, 23 Repair the Go to Step (8)
and 24 for damage, corrosion or circuit as
7 Did you find a problem? Refer to
wiring
harness
repair section.
Replace the CMP. Go to Step -
8


9
fuses, etc.
ECM.
Observe the MIL
codes.
codes?
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC-359 Fuel Run-out Longer Than Expected (SPN 1239:FMI 7)
LPG lock-off valve

Check Condition-Key OFF
Fault Condition-Engine run down time greater than 20 seconds
MIL-ON
Circuit Description
The LPG lock off valve is supplied system battery power from the VSW fused source. The
ECM then provides a path to ground to turn the valve on. This fault will set in the event the
engine continues to run for more than 20 seconds after the key is turned off. This fault
indicates a possible problem with the electric LPG lock off solenoid or associated wiring.

DTC-359 Fuel Run-out Longer Than Expected

Did you perform the On-Board (OBD) System - Go to Step (2)
1
Check?
Disconnect the LPG shut off solenoid System Go to Step (3) Go to Step (5)
connector C003 Voltage
Using a DVOM check for power across
2 terminals A and B while cranking the engine,
then turn the key to the OFF position
Did the voltage immediately turn OFF with the
key cycle?
Turn off the LPG manual valve at the fuel Intermittent Go to Step (4)
tank problem. See
Start the engine and let it idle until the engine intermittent
3 stops. problems in
(THIS MAY TAKE SEVERAL MINUTES) the electrical
Did the engine ever stop? section of this
manual.
Replace the LPG shut off solenoid Go to Step (8) _
4
Disconnect the ECM wire harness connector LPG solenoid
C001 control short
5 to ground
ECM pin 12 and engine ground
Inspect the ECM wire harness and connector Correct the Go to Step (7)
for damage corrosion or contamination problem as
6 Did you find a problem? required. See
wire harness
repair.
Replace the ECM Go to Step (8) _
7
fuses, etc. Check
ECM.
Observe the MIL
Observe engine performance and drivability
codes.
codes?

DTC 420 Gasoline Catalyst Monitor (SPN 520211:FMI 10)
• Catalyst Function
• Check condition- Engine running
• Fault condition- EGO 1 signal = EGO 2 signal for 100 updates
• MIL- On during active fault and for 1 second after active fault
• Adaptive- Disabled during active fault
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffler. When the
signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.
Diagnostic Aids
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust
leaks prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes.
Clear this trouble code after repairing exhaust leaks, and recheck for code. If there are no exhaust leaks
or other exhaust related issues there may be a problem internally with the catalyst muffler.

DTC 502 Loss of Road Speed (SPN 84:FMI 1)
Road speed input is less than 0.1 km/hr

Engine speed is greater than 1,500 rpms
MAP pressure is greater than 10.00 PSIA
SPDF signal indicates vehicle is moving
Power Derate 2 enabled
Circuit Description
The ECM is provided a pulse width modulation (PWM) signal from the OEM vehicle controller to
determine the road speed of the vehicle. The PWM signal is supplied to the engine VIC1 Pin N and finally
to pin 25 at the GCP connector. The DTC will set when the PWM signal is lost and the engine speed is
greater than 1,500 rpms , MAP pressure is greater than 10.0 psia and the SPDF signal indicates the vehicle
is moving. The technician should check the OEM system including vehicle speed controller along with
circuit between the vehicle speed controller and the engine ECM.

DTC 502 Loss of Road Speed

1 Check Section
Key Off
Repair wire circuit
No between Pin N and Pin
Go to Step (3)
Check the wiring for continuity between terminals 25 at the GCP Connector Resistance 25.
and Pin N of the VIC 1
2
Do you have continuity between the terminals?
Check Pin N and Pin 25 for spread terminals or poor connections with
the mating terminals.
Repair damaged
3 - Go to Step (4)
terminal
Are the pins acceptable for use?
Key off
4 Disconnect battery
Install Test GCP Refer to OEM wiring
Reconnect battery - Replace GCP Module and/or speed detection
Start engine and check for fault system
Did the fault go away?

DTC 520-Oil Pressure Low Stage 1 (SPN 100:FMI 18)
Engine Oil Pressure low.

Engine running with engine speed less than 1200 rpm and oil pressure is less than 6 psi for 5 or
more seconds
Engine running with engine speed greater than 1450 rpm and oil pressure is less than 8 psi for
5 or more seconds
MIL is active
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to the
oil pressure sender. The sender will report a signal back to the ECM on the signal wire depending
on the pressure that is applied on its diaphragm. The voltage is linear in comparison to the
pressure applied (see chart below). The MIL command is ON.

DTC 520-Oil Pressure Low Stage 1

Check? System
1
Check
Section
Verify that the engine has oil pressure using a 6 psi Go to Step (3) Repair faulty
mechanical oil pressure gauge before Oiling System
2 proceeding with this chart. See Engine
Specifications Section.
Does the engine have oil pressure above 6 psi?
Key ON, Engine Running DST connected in Go to Step (4) Intermittent
System Data Mode problem Go to
Clear DTC 524 Intermittent
Warm the engine by idling until the ECT section
3 temperature is above 160 degrees F. and has
been running for at least 20 seconds or more
Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to
shut down?
With a volt meter, check terminal B on the 5v Go to Step (6) Go to Step (5)
sensor for a 5 volt reference from the ECM.
4
Do you have 5 volts on terminal B?
With a volt meter, check terminal 19 on the 5v Repair faulty Go to Step (8)
ECM for a 5 volt reference. wiring
between ECM
5
Do you have a 5v reference coming out of the and Oil
ECM? pressure
sensor
With the oil pressure sender connected check Go to Step (7) Replace
for a signal coming out of terminal C. faulty oil
6
Do you have a voltage signal coming out of pressure
terminal C? sender
With the oil pressure sender connected check Go to Step (8) Repair faulty
for a signal at terminal 53 of the ECM. wiring
between
7
Do you have a signal voltage at pin 53 of the terminal C
ECM? and Terminal
25.


8
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 521- Oil Pressure High (SPN 100:FMI 0)
Engine Oil Pressure high.

Check Condition-Engine running for 5 seconds.
Fault Condition- Oil pressure greater than 95 psi for 5 or more seconds
Forced idle is active
Circuit Description
pressure applied (see chart below). The MIL command is ON and the engine will go into a forced
idle condition in the event of this fault to help prevent possible engine damage.

DTC 521-Oil Pressure High

Check? System
1
Check
Section
Verify that the engine has oil pressure using a Repair faulty Go to step (3)
mechanical oil pressure gauge before oiling system
Specifications Section 1F.
With the engine running measure the signal > 3.8v. Replace Go to step (4)
voltage on terminal C of the oil pressure faulty oil
3 sender. pressure
sender.
Do you have more than 3.8v?
With the engine running measure the signal > 3.8v. Repair faulty Replace
voltage on terminal 53 of the ECM. wiring faulty IEPR /
4 between ECM
Do you have more than 3.8v? terminal C
and 25.

DTC 522- Oil Pressure Sender low voltage (SPN 100:FMI 4)

Check Condition-Engine running for 20 seconds or more with engine speed greater than 600
rpm.
Fault Condition- Voltage on terminal 25 is less than 0.2v for more than 1 second
MIL-ON during active fault and for 2 seconds after active fault.
Forced idle active
Circuit Description
pressure applied (see chart below). The MIL command is ON and the engine will go into a forced
idle in the event of this fault to help prevent possible engine damage.

DTC 522- Oil Pressure Sender low voltage

Check? System
1
Check
Section
Using the Diagnostic Service Tool (DST) < 0.2v Go to Step (3) Check for
with the key on engine running, check the faulty harness
2 or intermittent
ECM issue.
Is the voltage less than 0.2 volts
Using a voltmeter measure the voltage at < 0.2v Go to Step (4) Replace
terminal 53 of the ECM faulty ECM
3 Key on engine running
Is the voltage less than 0.2 volts?

Key on engine running 5v Go to step (4) Go to step (6)
Check for the voltage supply signal to the oil
pressure switch at terminal B of the pressure
4
switch.
Does the terminal have 5 volts?

Using a voltmeter measure the voltage at < 0.2v Replace Intermittent
terminal C at the oil pressure sender. faulty oil problem, go
5 Key on engine running pressure to intermittent
sender. section
Is the voltage less than 0.2 volts?
Key on 5v Replace Repair wiring
Check for voltage supply signal at terminal 19 ECM. issue
of the ECM between pin
6 19 and oil
Does the ECM terminal 19 provide a 5v signal? pressure
sender
terminal B

DTC 523- Oil Pressure Sender high voltage (SPN 100:FMI 3)
Engine Oil Pressure sender voltage is high

Check Condition-Engine running for 20 seconds or more with engine speed greater than 600
rpm.
Fault Condition- Voltage on terminal 25 is greater than 4.8v for more than 1 second
MIL-ON during active fault and for 2 seconds after active fault.
Forced idle active
Circuit Description
pressure applied (see chart below). The MIL command is ON and the engine will go into forced
idle in the event of this fault to help prevent possible engine damage.

DTC 523- Oil Pressure Sender high voltage

Check? System
1
Check
Section
Using the Diagnostic Service Tool (DST) > 4.8v Go to Step (3) Check for
check the OILP_raw value on the “RAW faulty harness
2 VOLTS” page. or intermittent
ECM issue
Is the voltage over 4.8 volts
Using a voltmeter measure the voltage at > 4.8v Go to Step (4) Replace
terminal 53 of the ECM faulty IEPR /
3
ECM
Is the voltage over 4.8 volts?
Using a voltmeter measure the voltage at > 4.8v Replace Intermittent
terminal C at the oil pressure sender. faulty oil problem, go
4
pressure to intermittent
Is the voltage over 4.8 volts? sender. section

DTC 524-Oil Pressure Low Stage 2 (SPN 100:FMI 1)

Fault Condition- Oil pressure less than 3 psi for 5 or more seconds
Engine Shut Down.
Circuit Description
pressure applied (see chart below). The MIL command is ON and the engine will shut down in the
event of this fault to help prevent possible engine damage.

DTC 524-Oil Pressure Low

Check? System
1
Check
Section
Verify that the engine has oil pressure using a 3 psi Go to Step (3) Repair faulty
mechanical oil pressure gauge before Oiling System
Specifications Section 1F.
Key ON, Engine Running DST connected in Go to Step (4) Intermittent
System Data Mode problem Go to
Clear DTC 524 Intermittent
Warm the engine by idling until the ECT section
3 temperature is above 160 degrees F. and has
been running for at least 20 seconds or more
Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to
shut down?
With a volt meter, check terminal B on the 5v Go to Step (6) Go to Step (5)
sensor for a 5 volt reference from the ECM.
4
Do you have 5 volts on terminal B?
With a volt meter, check terminal 19 on the 5v Repair faulty Go to Step (8)
ECM for a 5 volt reference. wiring
between ECM
5
Do you have a 5v reference coming out of the and Oil
ECM? pressure
sensor
With the oil pressure sender connected check See Linear Go to Step (7) Replace
for a signal coming out of terminal C. graph on faulty oil
Do you have a voltage signal coming out of page 204 for pressure
6
terminal C? expected sender
approx
Voltage
With the oil pressure sender connected check Go to Step (8) Repair faulty
for a signal at terminal 53 of the ECM. wiring
between
7
Do you have a signal voltage at pin 53 of the terminal C
ECM? and Terminal
25.


8
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 562-System Voltage Low (SPN 168:FMI 17)
System Voltage to ECM

Check Condition-Key on with engine speed greater than 1000 RPM
Fault Condition-Battery voltage at ECM less than 9.0
Fault Condition is present for longer than 5 seconds.
Adaptive-Disabled
Circuit Description
The battery voltage powers the ECM and must be measured to correctly to properly operate injector
drivers, solenoid valves and ignition coils. This fault will set if the ECM detects system voltage less
than 9.00 volts while the alternator should be charging. The adaptive learn is disabled during this
fault.

DTC 562-System Voltage Low

Check? System
1
Check
Section
Key ON, Engine Running - Intermittent Go to Step (3)
System Data Mode Go to Engine
2
Does DST display system voltage greater than Electrical
9.50 volts? Intermittent
section
Check battery condition - Go to Step (4) Replace
3
Is it OK? Battery
Check charging system - Go to Step (5) Repair
4 Is it OK? charging
System
Key OFF - Repair ECM Go to Step (6)
Disconnect the ECM connector C001 Ground
Check the voltage between ECM connector circuit. Go to
C001 pins 60, 79 and engine ground. Power and
5 Ground
Measure voltage with DVOM between each
pin and engine ground section in
Is the voltage greater than for each pin 9.50 engine
volts? Electrical
Check the voltage at ECM connector pins 69 - Repair ECM Go to Step (7)
and 81 power circuit.
Measure voltage with DVOM between each Go to Power
6 pin and battery positive and Ground
Is the voltage greater than 9.50 volts? section in
engine
Electrical
Replace ECM - Go to Step (8) -
7
Remove all test equipment except the DST. - System OK Go to OBD
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 563-System Voltage High (SPN 168:FMI 15)
System Voltage to ECM

Fault Condition-System battery voltage at ECM greater than 18 volts
Fault must be present for 3 or more seconds
Adaptive-Disabled
Circuit Description
The battery voltage powers the ECM and must be measured to correctly operate injector drivers,
trim valves and ignition coils. This fault will set if the ECM detects voltage greater than 18 volts
anytime the engine is cranking or running. The adaptive learn function is disabled during this fault.
The ECM will shut down with internal protection if the system voltage ever exceeds 26 volts.

DTC 563-System Voltage High

Check? System
1
Check
Section
Key ON, Engine Running - Go To Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
System Data Mode Go to Engine
2 Electrical
Run engine greater than 1500 rpm.
Intermittent
Does DST display system voltage greater than 18
section
volts?
Check voltage at battery terminals with - Go to Step (4) Go to Step (5)
DVOM with engine speed greater than 1500
3
rpm
Is it greater than 18 volts?
Repair the charging system - Go to Step (6) -
4
Has the charging system been repaired?
5
Remove all test equipment except the DST. - System OK Go to OBD
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 601-Flash Checksum Invalid (SPN 628:FMI 13)

Engine Control Module
Check Condition-Key on
Fault Condition-Internal microprocessor error
MIL-ON
Engine Shutdown will occur
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM will
attempt to reset itself in the event this fault is set. The MIL command is on and will remain on until the
code is cleared using the DST. The engine will shutdown when this fault occurs.

DTC 601-Flash Checksum Invalid

Check? (2) System
1
Check
Section
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
Clear system fault code Intermittent
Does DTC 601 reset with the engine idling? section
Check ECM power and ground circuits Go to Step (4) Repair the
Did the power and ground circuits check OK? circuit as
necessary.
Refer to
3
Wiring
Repairs in
Engine
Electrical.
4
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 604-RAM Failure (SPN 630:FMI 12)

MIL-ON
Circuit Description
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown if this fault occurs.

DTC 604-RAM Failure

Check? System
1
Check
Section
necessary.
Refer to
3
Wiring
Repairs in
Engine
Electrical.
4
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 606-COP Failure (SPN 629:FMI 31)

MIL-ON
Circuit Description
code is cleared using the DST. The engine will shutdown if this fault occurs.

DTC 606-COP Failure

Check? System
1
Check
Section
Are the power and ground circuits OK? circuit as
necessary.
Refer to
3
Wiring
Repairs in
Engine
Electrical.
4
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 627-Fuel Pump Relay Coil Open (SPN 1348:FMI 5)
Fuel Pump relay check

Fault Condition-Relay coil open
Circuit Description
The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM
detects an open circuit on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is at
a reasonable temperature, between +20 and +100 degrees F.

DTC 627-Fuel Pump Relay Coil Open

Check? System
1
Check
Section
DST connected and in the system data mode Go to Step (4) Go to Step (3)
Key OFF
Remove the power relay from the fuse block
2 Using a DVOM check the resistance of the
relay coil between terminals 1 and 2
Is the resistance value less than 100 ohms?
Replace the fuel pump relay Go to Step (9) _
Check fuse F3 Replace fuse Go to Step (5)
4 F2
Is the fuse open?
Disconnect ECM connector C001 Go to Step (6) Repair the
Using a DVOM check for continuity between open circuit
ECM pin 84 and fuse block cavity for relay as required.
5
terminal 2 See wiring
Do you have continuity? harness
repairs
Remove fuse F3 Go to Step (7) Repair the
fuse block cavity for relay terminal 1 and the as required.
6 power out of the F3 fuse holder See wiring
repairs
Check all system fuses. Go to Step (9) Go to Step (8)

Check all relay placement positions in fuse
block.
Run complete pin to pin checks on chassis
7
wiring to fuel system harness.
See complete fuel system schematic for
further details
Did you find the problem?


fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 628- Fuel Pump Relay Control Ground Short (SPN 1347:FMI 5)
Fuel Pump relay ground control

Fault Condition-Relay control shorted to ground
Circuit Description
detects an open circuit on the relay control output
Diagnostic Aid

DTC 628- Fuel Pump Relay Control Ground Short

Check? System
1
Check
Section
Key ON, DST connected in the System Data Go to Step (4) Intermittent
mode problem
2 Clear DTC 628 Go to
Start the engine Intermittent
Does DTC 628 re-set? section
Disconnect ECM connector C001 Go to Step (5) Go to Step (7)
Using a DVOM check the resistance value
3
between ECM pin 84 and engine ground
Is the resistance less than 60 ohms?
Remove the fuel pump relay from the fuse Repair the Go to Step (6)
block shorted to
Using a DVOM check the resistance value ground relay
again between ECM pin 84 and engine control circuit
4
ground as necessary.
Is the resistance less than 60 ohms? See wiring
harness
repairs
Replace the fuel pump relay Go to Step (8) _
5
Replace ECM Go to Step (8) _
6
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 629- Fuel Pump Relay Coil Short to Power (SPN 1347:FMI 3)
Fuel pump relay check

Fault Condition-Relay coil shorted to power
Circuit Description
detects an open circuit on the relay control output
Diagnostic Aid
measure relay coil resistance values. When checking the resistance values be sure the relay is at a
reasonable temperature, between +20 and +100 degrees F.

DTC 629- Fuel Pump Relay Coil Short to Power

Check? System
1
Check
Section
Key OFF
2
Using a DVOM check the resistance of the
Replace the power relay Go to Step (9) _
3
Using a DVOM check for continuity between Go to Step (3) Go to Step (5)
4 relay terminals 2 and 3
Key OFF System Repair the Go to Step (6)
Disconnect ECM wire harness connector battery short to
C001 voltage power. See
5 wiring
Using a DVOM check for power between ECM
pin 84 and engine ground with the key ON harness
repair.
Do you have power?
6
Remove all test equipment except the DST. Go to Step (8) Go to Step (9)
fuses, etc.
ECM.
7
operating temperature
Observe the MIL
codes.
Does DTC 629 still re-set?


8
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 642-External 5 Volt 1 Reference Low (SPN 1079:FMI 4)
External 5 volt reference

Fault Condition-5 volt reference voltage lower than 4.60 volts
Circuit Description
The External 5 volt supply powers many of the sensors and other components of the fuel
system. The accuracy of the 5 volt supply is very important to the accuracy of the powered
sensors and fuel control by the ECM. The ECM is able to determine if they are overloaded,
shorted, or otherwise out of specification by monitoring the 5 volt supply. This fault will
set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be disabled during this
fault

DTC 642 External 5 Volt 1 Reference Low

Check? System
1
Check
Section
2 System Fault Mode Go to
Does DST display DTC 642? Intermittent
section
Disconnect ECM connector C001
Using DVOM check for continuity between
3
ECM 5 volt reference pin 19 and engine
ground
4
While monitoring DVOM for continuity Go to Step (6) Repair
between ECM 5 volt reference and engine shorted wire
ground harness
Disconnect each sensor (below) one at a time
to find the shorted 5 volt reference. When
continuity to ground is lost the last sensor
disconnected is the area of suspicion. Inspect
the 5 volt reference supply wire leads for
5 shorts before replacing the sensor.
TMAP
Electronic Throttle
FPP
Crankshaft Sensor
Camshaft Sensor
While disconnecting each sensor one at a time
did you loose continuity?
Replace the last disconnected sensor Go to Step (7) -
6


fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 643-External 5 Volt 1 Reference High (SPN 1079:FMI 3)

Fault Condition-5 volt reference higher than 5.40 volts
Circuit Description
The External 5 volt supply powers many of the sensors and other components in the fuel system.
The accuracy of the 5 volt supply is very important to the accuracy of the powered sensors and fuel
control by the ECM. The ECM is able to determine if they are overloaded, shorted, or otherwise out
of specification by monitoring the 5volt supply. This fault will set if the 5 volt reference is greater
than 5.40 volts anytime the engine is cranking or running. Adaptive Learn will be disabled during
this fault

DTC 643 External 5 Volt 1 Reference High

Check? System
1
Check
Section
Key ON, Engine running Go to Step (3) Intermittent
section
Check all ECM ground connections Go to Step (4) Repair the
Refer to Engine electrical power and ground circuit as
distribution. necessary.
Are the ground connections OK? Refer to
3
Wiring
Repairs in
Engine
Electrical.
Key ON necessary.
Refer to
4 Using DVOM check for Voltage between ECM
Wiring
harness wire pin 19 and engine ground
Repairs in
Engine
Electrical.
5
fuses, etc. Check
ECM.
Observe the MIL
codes.
Does the vehicle engine normally with no stored
codes?

DTC 650-MIL Control Open (SPN:1213:FMI 5)
MIL check
Check Condition-Key ON engine OFF
Fault Condition-ECM MIL circuit open
MIL Command-ON
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions
related problem. The MIL also has the ability to flash DTC codes in what is referred to as the
blink code mode. It will display DTCs that have been stored due to a possible system
malfunction. The following DTC charts in this manual will instruct the technician to perform the
OBD system check. This simply means to verify the operation of the MIL. The lamp should
illuminate when the key is in the ON position, and the engine is not running. This feature verifies
that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key ON
and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp
should go off. If the lamp stays on while the engine is in the start or run mode, a current
diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The
electrical schematic above shows the MIL power source supplied to the lamp. The ECM
completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control
circuit is open.

DTC 650-MIL Control Open

Check? System
1
Check
Section
2 Clear system fault code Intermittent
Key OFF section
Key ON
Does DTC 650 reset?
Remove the MIL bulb or driver circuit Go to Step (5) Go to Step (4)
Using a DVOM check for continuity through
3
the bulb or driver device
Replace the open bulb or driver device Go to Step (8) _
4
Re-install the bulb or driver device open circuit
Disconnect vehicle interface connector C012 as required.
See wire
5 Using a DVOM check for continuity between
harness
vehicle interface connector pin G and battery
repair
positive
Key ON
Disconnect ECM wire harness connector Go to Step (7) Repair the
C001 open circuit
Using a DVOM check for continuity between as required.
6 See wire
ECM harness connector pin 80 and vehicle
interface connector pin G harness
Do you have continuity? repair
Inspect ECM wire harness connector pin 80 Correct the Go to Step (8)
and vehicle interface connector pin G for problem as
damage, corrosion or contamination required. See
7
Did you find a problem? wiring
harness
repair


Connect any disconnected components, System check
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 652-External 5 Volt 2 Reference Low (SPN 1080:FMI 4)

Fault Condition-5 volt reference voltage lower than 3.00 volts
MIL-On during active fault
Circuit Description
The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The
accuracy of the 5 volt supply is very important to the accuracy of the FPP sensor circuit. The ECM is
able to determine if the circuit is open, shorted, or otherwise out of specification by monitoring this 5
volt supply. This fault will set if the 5 volt reference is below 3.00 volts. Adaptive Learn will be
disabled during this fault.

DTC 652 External 5 Volt 2 Reference Low

Check? System
1
Check
Section
2 System Fault Mode Go to
section
Disconnect ECM connector C001
Using DVOM check for continuity between
3
ECM 5 volt reference pin 49 and engine
ground
4
While monitoring DVOM for continuity Go to Step (6) Repair
between ECM 5 volt reference and engine shorted wire
ground harness
Disconnect each sensor (below) one at a time
to find the shorted 5 volt reference. When
continuity to ground is lost the last sensor
5
disconnected is the area of suspicion. Inspect
the 5 volt reference supply wire leads for
shorts before replacing the sensor.
FPP
While disconnecting each sensor one at a time
did you loose continuity?
Replace the last disconnected sensor Go to step (7) -
6
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 653-External 5 Volt 2 Reference High (SPN 1080:FMI 3)

Fault Condition-5 volt reference higher than 5.40 volts
Circuit Description
The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The
accuracy of the 5 volt supply is very important to the accuracy of the FPP sensor circuit. The ECM is
able to determine if the circuit is open, shorted, or otherwise out of specification by monitoring this 5
volt supply. This fault will set if the 5 volt reference is above 5.40 volts. Adaptive Learn will be
disabled during this fault.

DTC 653 External 5 Volt 2 Reference High

Check? System
1
Check
Section
Key ON, Engine running Go to Step (3) Intermittent
section
Check all ECM ground connections. Refer to Go to Step (4) Repair the
Engine electrical power and ground circuit as
distribution. necessary.
Are the ground connections Ok? Refer to
3
Wiring
Repairs in
Engine
Electrical.
Key ON necessary.
Refer to
4 Using DVOM check for Voltage between ECM
Wiring
harness wire pin 49 and engine ground
Repairs in
Engine
Electrical.
5
fuses, etc. Check
ECM.
Observe the MIL
codes.
Does the vehicle engine normally with no stored
codes?

DTC 685-Relay Coil Open (SPN 1485:FMI 5)
Power relay check

Fault Condition-Relay coil open
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel
system. This fault will set if the ECM detects an open circuit on the relay control output.
Diagnostic Aid

DTC 685-Relay Coil Open

Check? System
1
Check
Section
Key OFF
2 Using a DVOM check the resistance of the
Check fuse F2 Replace fuse Go to Step (5)
4 F2
Is the fuse open?
Disconnect ECM connector C001 Go to Step (6) Repair the
ECM pin 71 and fuse block cavity for relay as required.
5
terminal 2 See wiring
repairs
Remove fuse F2 Go to Step (7) Repair the
fuse block cavity for relay terminal 1 and the as required.
6 power out of the F2 fuse holder See wiring
repairs
Check all system fuses. Go to Step (9) Go to Step (8)

Check all relay placement positions in fuse
block.
Run complete pin to pin checks on chassis
7
wiring to fuel system harness.
See complete fuel system schematic for
further details
Did you find the problem?


fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 686-Relay Control Ground Short (SPN 1485:FMI 4)
Power relay ground control

Fault Condition-Relay control shorted to ground
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system.
This fault will set if the ECM detects a short to ground on the relay control output.
Diagnostic Aid

DTC 686-Relay Control Ground Short

Check? System
1
Check
Section
Key ON, DST connected in the System Data Go to Step (4) Intermittent
mode problem
2 Clear DTC 686 Go to
Start the engine Intermittent
Does DTC 686 re-set? section
Disconnect ECM connector C001 Go to Step (5) Go to Step (7)
Using a DVOM check the resistance value
3
between ECM pin 71 and engine ground
Is the resistance less than 60 ohms?
Remove the power relay from the fuse block Repair the Go to Step (6)
Using a DVOM check the resistance value shorted to
again between ECM pin 71 and engine ground relay
ground control circuit
4
Is the resistance less than 60 ohms? as necessary.
See wiring
harness
repairs
5
Replace ECM Go to Step (8) _
6
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 687-Relay Coil Short to Power (SPN 1485:FMI 3)
Power relay check

Fault Condition-Relay coil shorted to power
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system.
This fault will set if the ECM detects a short circuit to power on the relay control output.
Diagnostic Aid
measure relay coil resistance values. When checking the resistance values be sure the relay is at a
reasonable temperature, between +20 and +100 degrees F.

DTC 687-Relay Coil Short to Power

Check? System
1
Check
Section
Key OFF
2
Using a DVOM check the resistance of the
3
Using a DVOM check for continuity between Go to Step (3) Go to Step (5)
4 relay terminals 2 and 3
Key OFF System Repair the Go to Step (6)
Disconnect ECM wire harness connector battery short to
C001 voltage power. See
5 wiring
Using a DVOM check for power between ECM
pin 71 and engine ground with the key ON harness
repair.
Do you have power?
6
Remove all test equipment except the DST. Go to Step (8) Go to Step (9)
fuses, etc.
ECM.
7
Observe the MIL
codes.


8
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1111-Fuel Rev Limit (SPN 515:FMI 16)
Fuel Rev Limit

Fault Condition-Engine rpm greater than set limit
Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings in the
calibration. This is generally set at 3000 rpms. The MIL command is ON during this active
fault
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set.
Repair any existing codes starting with the lowest numerical code first.

DTC 1111-Fuel Rev Limit

Check? System
1
Check
Section
2 DST in Active Fault Mode
Diagnose and repair any other DTC codes Go to Step (4) -
before proceeding with this chart.
3
repaired?
Check the service part Number on the ECM to Go to Step (6) Go to Step 5
4 ensure correct calibration is in use
Is the service part Number Correct?
Replace ECM with the correct service part Go to Step (9) -
5 number
6
7
corrected?
Refer to Fuel Systems symptom diagnostics System
8
Did you find and correct the vacuum leak? Check
Section
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1112-Spark Rev Limit (SPN 515: FMI 0)
Spark Rev Limit

Fault Condition-Engine rpm greater than set limit
Engine Shut Down
Circuit description
This fault will set anytime the engine rpm exceeds the specified speed settings installed in the
calibration. This is generally set at 3200 rpms. The MIL command is ON during this active
fault and the engine will shut down.
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set.
Repair any existing codes starting with the lowest numerical code first.

DTC 1112-Spark Rev Limit

Check? System
1
Check
Section
2 DST connected
Diagnose any other DTC codes before Go to Step (4) -
3
repaired?
Check the service part number on the ECM to Go to Step (6) Go to Step 5
4 ensure correct calibration is in use
Is the service part number correct?
Replace ECM with correct service part number Go to Step (9) -
5
6
7
corrected?
Refer to Fuel Systems section Symptom System
8 Check
Diagnostics
Did you find and correct the vacuum leak? Section
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1121 FPP 1 And 2 Redundancy Lost (SPN 91: FMI 31)
Foot pedal position sensor 1 and 2

Fault Condition-FPP1 and FPP 2 redundancy lost
MIL-ON
Force idle
Low rev limit
Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot
pedal position. Although the voltage outputs are different, the calculated throttle position values
should be very close to the same. This fault will set if FPP 1 or FPP 2 positions are 20% greater
or 20% less than the expected throttle position target. The MIL command is ON. Forced idle and
low rev limit are in effect during this fault limiting full power output.
Diagnostic Aid
It is very likely that in the event this code sets, other codes will set along with it. Always diagnose
and repair codes starting with the lowest numerical value first. It is possible that by correcting
the lower code sets first the problem will be corrected. FPP sensors are OEM specific and vary
in configuration. The exact wire color and pin numbers for the FPP must be verified in the OEM
chassis wiring schematic. The FPP sensor used in this system provides two sensors in one
packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a
failure the complete FPP assembly must be replaced.

DTC-1121 FPP 1 And 2 Redundancy Lost

Did you perform the On-Board (OBD) System Go to Step (2) Go to OBD
1 Check? System
Check
Diagnose any other lower numerical value Go to Step (7) Go to Step (3)
2 codes that may be present first
Did this resolve the problem?
Follow the diagnostic chart for DTC 2126 Go to Step (7) Go to Step (4)
3
Did the chart resolve the problem?
Follow the diagnostic chart for DTC 2121 Go to Step (5)
4 Go to Step (7)
Did the chart resolve the problem?
Inspect FPP and C012 connector pins for Correct the Go to Step (6)
damage corrosion or contamination problem as
Did you find the problem? required. See
5
wiring
harness
repair.
Key OFF Correct the _
Disconnect ECM connector C001 problem as
Inspect pins 9, 10, 19, 20, 49 and 50 for required. See
6
damage corrosion or contamination. wiring
harness
Did you find a problem?
repair.
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1151-Closed Loop Multiplier High LPG (SPN 520206:FMI 0)

Fault Condition-Closed Loop multiplier out of range (greater than 35%)
MIL-ON
Circuit description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed
Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the
limits of normal operation and cannot correctly modify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at
light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to
run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor
causing a false lean condition.

DTC 1151-Closed Loop High LPG

1
Are any other DTCs present?
restricted
proper location
or ignition wires
Distribution
System Diagnostics
Was a repair made?
Diagnose any other DTC codes before Go to Step (9) Go to step (4)
3
EGO 1 connector pin D and engine ground power circuit
Repairs in
Engine
Electrical.
5 Wiring
Key ON
Repairs in
A and engine ground


ground pin A and EGO 1 signal pin B. as necessary.
6
Wiring
Repairs in
Engine
Electrical.
Using a high impedance DVOM check for Go to step (8) Repair the
7 heater ground
and ECM pin 72
8
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1152-Closed Loop Multiplier Low LPG (SPN 520206:FMI 1)

Functional Fault-Closed Loop multiplier out of range (at limit of -35%)
MIL Disabled
Circuit Description
multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of
normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at
-35%.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty
EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to
run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade LPG is used.

DTC 1152 Closed Loop Low LPG

1
restricted
The EGO sensor installed securely and the
2
wire leads not damaged contacting the
Run the fuel system diagnostic checks
Was a repair made?
3
Disconnect EGO sensor wire harness circuit short to
connector voltage as
Disconnect ECM wire harness connector necessary.
4 Refer to
Key ON
wiring
Using a DVOM check for voltage at the EGO 1 harness
connector C005 signal pin C and engine repair.
ground
5
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1155-Closed Loop Multiplier High Gasoline

(SPN 520204 :FMI 0)

Fault Condition-Closed Loop multiplier out of range (greater than 35%)
MIL-ON
Circuit description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed
Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the
limits of normal operation and cannot correctly modify the fuel flow within its limits.
Diagnostic Aid
manifold.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel
mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the
system to run lean

DTC 1155-Closed Loop Multiplier High Gasoline

1
restricted
proper location
or ignition wires
Distribution
System Diagnostics
Was a repair made?
Diagnose any other DTC codes before Go to Step (9) Go to step (4)
3
Repairs in
Engine
Electrical.
5 Wiring
Key ON
Repairs in
A and engine ground


6
Wiring
Repairs in
Engine
Electrical.
Using a high impedance DVOM check for Go to step (8) Repair the
7 heater ground
and ECM pin 72
8
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1156-Adaptive Learn Low (Gasoline) (SPN 520204:FMI 1)

MIL-ON
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds
the limits of normal operation. Always run the fuel system diagnostics before using the following
diagnostic chart.
Diagnostic Aid
Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by
the ECM using a ground side driver. If the fuel pump is turned on all the time the fuel pressure will
increase. Open or leaking injector will cause a rich condition.
Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich.

DTC 1156-Adaptive Learn Low (Gasoline)

restricted
2
Was a repair made?
3
4 Wiring
Key ON
Repairs in
5
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1161-Adaptive Learn High LPG (SPN 520202:FMI 0)

Fault Condition-Adaptive multiplier out of range greater than 30%
MIL-ON
Circuit Description
operation. Always run the fuel system diagnostic checks before using the following diagnostic chat.
Diagnostic Aid
manifold.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the
system to run lean

DTC 1161 Adaptive Learn High LPG

restricted
proper location
or ignition wires
Distribution
System Diagnostics
Was a repair made?
3
Repairs in
Engine
Electrical.
5 Wiring
Key ON
Repairs in
A and engine ground


6
Wiring
Repairs in
Engine
Electrical.
Using a high impedance DVOM check for Go to Step (8) Repair the
7 heater ground
and ECM pin 49
8
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1162-Adaptive Learn Low (LPG) (SPN 520202:FMI 1)

MIL-ON
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds
the limits of normal operation. Always run the fuel system diagnostics before using the following
diagnostic chart.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer,
faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel
system to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade propane is used.

DTC 1162-Adaptive Learn Low LPG

restricted
2
Was a repair made?
3
4 Wiring
Key ON
Repairs in
5
etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1165-LPG Catalyst Monitor (SPN 520213:FMI 10)
Catalyst Function
Check condition- Engine running
Fault condition- EGO 1 signal = EGO 2 signal for 100 updates
MIL- On during active fault and for 1 second after active fault
Adaptive- Disabled during active fault
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffler. When the
signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.
Diagnostic Aids
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks
prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this
trouble code after repairing exhaust leaks, and recheck for code.

DTC 1171-EPR Pressure Higher Than Expected

(SPN 520260:FMI 0)
EPR delivery pressure

Check condition-Engine running or cranking
Fault condition-EPR actual pressure greater than 1.5 inches above commanded pressure
Adaptive disabled
Closed loop disabled
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. This code will set in the event the actual pressure is 1.5 inches water pressure
higher than the actual commanded pressure. Adaptive learn is disabled and the MIL command is ON
during this fault.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic
chart. High secondary fuel pressure due to a worn or damaged primary or secondary seat may cause
this fault to set

DTC 1171-EPR Pressure Higher Than Expected

Check? System
1
Check
Section
Did you run the fuel pressure diagnostic test in Go to Step (4) Go to Step (3)
2 the fuel system diagnostic section with no
problems found?
Run the EPR pressure test in the fuel system Go to Step (4) Follow the
diagnostic section EPR service
Did the EPR pass the fuel pressure test recommendat
3
specifications? ions from the
fuel pressure
test chart.
Inspect the EPR electrical connector pins Repair the Go to Step (5)
C018 for damage, corrosion or contamination. circuit as
4
Refer to wire
harness
repair section.
Replace or repair the EPR Go to Step (6) _
5
fuses, etc. Check
ECM.
Observe the MIL
parameters of DTC1171 check for any stored
codes.
codes?

DTC 1172-EPR Pressure Lower Than Expected

(SPN 520260:FMI 1)
EPR delivery pressure

Fault condition-EPR actual pressure less than 1.5 inches below commanded pressure
Adaptive disabled
Circuit Description
pass to the fuel mixer. This code will set in the event the actual pressure is 1.5 inches water pressure
lower than the actual commanded pressure. Adaptive is disabled and the MIL command is ON during
this fault.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic
chart. Low secondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.

DTC 1172-EPR Pressure Lower Than Expected

Check? System
1
Check
Section
Did you run the fuel pressure diagnostic test in Go to Step (4) Go to Step (3)
2 the fuel system diagnostic section with no
problems found?
Run the EPR pressure test in the fuel system Go to Step (4) Follow the
diagnostic section EPR service
Did the EPR pass the fuel pressure test recommendat
3
specifications? ions from the
fuel pressure
test chart.
Inspect the EPR electrical connector C018 for Repair the Go to Step (5)
damage, corrosion or contamination. circuit as
4
Refer to wire
harness
repair section.
Replace or repair the EPR Go to Step (6) _
5
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1173-EPR Communication Lost (SPN 520260:FMI 31)
EPR CAN communication

Fault condition-No packets received within 500 ms
Adaptive disabled
Circuit Description
pass to the fuel mixer. This code will set in the event communication with the ECM is lost. The MIL
command is on.

DTC 1173-EPR Communication Lost

Check? System
1
Check
Section
Key ON Go to step (3) Intermittent
DST (Diagnostic Scan Tool) connected in the problem. Go
system data mode to Intermittent
Clear DTC1173 Problem
2
section in the
Key OFF
electrical
Key ON, and attempt to start the engine section of this
Does DTC1173 re-set? manual.
Key OFF System Go to step (7) Go to step (4)
Disconnect EPR electrical connector C018 battery
Key ON voltage
Using a DVOM check for system power
3 between EPR connector pin 7 and engine
ground
(Be sure to activate relay control ON using the
DST function or check before ECM relay control
times out)
Do you have power?
Check the 10A (F5) fuse Go to step (5) Go to step (6)
4
Is the fuse open?
Replace the F5 fuse Go to step _
5 (17)
Using a DVOM check for system power at System Repair the Repair the
power relay terminal 3 battery open circuit power relay
(Be sure to activate relay control ON using the voltage between circuit as
DST function or check before ECM relay control power relay required
6
times out) pin 3 and Go to step
Do you have power? EPR pin 7 (17)
Go to step
(17)
Using a DVOM check for continuity between Go to step (8) Repair the
EPR connector pin 6 and engine ground open ground
necessary.
7
Refer to
wiring repairs
in engine
electrical


Key OFF Go to step (9) Repair the
Disconnect the EPR connector C018 open circuit
Disconnect the ECM connector C001 as necessary.
8 Refer to
wiring repairs
EPR pin 5 and ECM pin 15
in engine
electrical
Using a DVOM check for continuity between Go to step Repair the
EPR pin 2 and ECM pin 14 (10) open circuit
Do you have continuity? as necessary.
9 Refer to
wiring repairs
in engine
electrical
EPR pin 4 and ECM pin 81 (11) open circuit
10 Refer to
wiring repairs
in engine
electrical
EPR pin 3 and B+ (12) open circuit
11 Refer to
wiring repairs
in engine
electrical
EPR pin 6 and B+ (13) open circuit
12 Refer to
wiring repairs
in engine
electrical
Disconnect DST from the DLC connector Repair the Go to step
C014 shorted to (14)
Using a DVOM check for continuity between ground CAN
engine ground and EPR pin 4 circuit as
13 Do you have continuity? necessary.
Refer to
wiring repairs
in engine
electrical
Replace the EPR Go to step _
14 (15)


Remove all test equipment and reconnect the Go to step System OK
DST. (16)
fuses, etc.
ECM.
15 Start the engine and operate the vehicle to full
Observe the MIL
codes.
Does DTC1173 still re-set?
Replace the ECM Go to step _
16
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1174-EPR Supply Voltage High

(SPN 520260:FMI 3)
EPR supply voltage

Fault condition-internal EPR supply voltage too high
Adaptive disabled
Circuit Description
pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM
sends back a control signal to the EPR to increase or decrease pressure for precise mixture control.
This code will set if the EPR internal supply voltage is too high.
Diagnostic Aid
This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the
system charging voltage to be sure this DTC and other over voltage DTCs are not present. Repair the
charging system if it is found to be out of specification for high charge voltage. In the event of multiple
code sets, always start the diagnostic repair with the lowest numerical value DTC first.

DTC 1174-EPR Voltage Supply High

Check? System
1 Check
Section
DST connected and in the system data mode Go to Step (3) Repair the
Engine running charging
2 system
Check the system battery voltage.
Is the charging voltage within specifications?
Using a DVOM compare the system battery 1 volt Go to Step (4) Go to Step (5)
voltage to the DST display.
3
Is the voltage reading within 1 volt between the
two of them?
Replace the EPR Go to Step (6) _
4
5
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1175-EPR Supply Voltage Low

(SPN 520260:FMI 4)
EPR supply voltage

Fault condition-EPR internal supply voltage low
Adaptive disabled
Circuit Description
This code will set if the internal EPR supply voltage is low. Adaptive is disabled and the MIL command
is ON.
Diagnostic Aid
This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the
system charging voltage to be sure this DTC and other low voltage DTCs are not present. Repair the
charging system if it is found to be out of specification for low charge voltage. In the event of multiple
code sets, always start the diagnostic repair with the lowest numerical value DTC first.

DTC 1175-EPR Voltage Supply Low

Check? System
1
Check
Section
DST connected and in the system data mode Go to Step (3) Repair the
Engine running charging
2 system
Check the system battery voltage.
Is the charging voltage within specifications?
Disconnect the EPR electrical connector
C018
Using a DVOM check for power between the
EPR connector pin 7 and engine ground.
Key ON
Record the voltage reading.
3 (Be sure to activate relay control ON using the
DST function or check before ECM relay control
times out)
Using a DVOM check the system battery
power at the battery terminals and record the
voltage reading.
Are the recorded voltage readings within 1 volt of
each other?
Inspect the EPR connector and F5 fuse Correct the Go to Step (5)
holder terminals for damage corrosion or problem as
Did you find a problem? See wiring
4 harness
repair in the
electrical
section of this
manual
Check the power relay circuit. Check the Correct the _
power relay connections for damage problem as
corrosion or contamination necessary.
Did you find a problem? See wiring
5 harness
schematic in
the electrical
section of this
manual


Key OFF Less than Go to Step (7) Repair the
Disconnect the ECM connector C001 0.5 ohms poor EPR
Using a DVOM check the resistance reading power ground
between EPR connector pin 6 and ECM circuit. See
connector pin 69 and 81. wiring
6
(Do not forget to subtract any resistance value harness
that may be present in your test cables) repair in the
electrical
Is the resistance reading less than 0.5 ohms?
section of this
manual
7
Remove all test equipment except the DST. Go to Step (9) System OK
fuses, etc.
ECM.
8
Observe the MIL
codes.
Replace the ECM Go to Step _
9
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1176-EPR Internal Actuator Fault

(SPN 520260:FMI 12)
EPR internal actuator test

Fault condition-Failed actuator
Adaptive disabled
Circuit Description
This code will set if the ECM detects an internal actuator fault with the EPR. In the event of multiple
code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most
instances the EPR will need to be replaced in the event of this code set.

DTC 1176-EPR Internal Actuator Fault

Check? System
1
Check
Section
DST connected and in the system data mode. Go to Step (3) Go to Step (6)
2 Check for any other current or active DTCs
Does the DST show any other codes set?
Repair any other DTCs set starting with the Go to Step (4) _
3 lowest DTC number first.
Have the other DTCs set been corrected?
fuses, etc.
ECM.
4
Observe the MIL.
codes.
5
fuses, etc. Check
ECM.
6 operating temperature.
Observe the MIL.
codes.
codes?

DTC 1177-EPR internal Circuitry Fault

(SPN 520260:FMI 12)
EPR internal circuitry test

Fault condition-
Adaptive disabled
Circuit Description
This code will set if the ECM detects an internal circuitry fault in the EPR. In the event of multiple code
sets, always start the diagnostic repair with the lowest numerical value DTC first. In most instances the
EPR will need to be replaced in the event of this code set.

DTC 1177-EPR Internal Circuitry Failure

Check? System
1
Check
Section
3 lowest DTC number first
fuses, etc.
ECM.
4
Observe the MIL
codes.
5
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1178-EPR Internal Communication Error

(SPN 520260:FMI 12)
EPR internal communication test

Fault condition-
Adaptive disabled
Circuit Description
This code will set if the ECM detects an internal communication error in the EPR. In the event of multiple
code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most
instances the EPR will need to be replaced in the event of this code set.

DTC 1178-EPR Internal Comm Fault

Check? System
1
Check
Section
DST connected and in the system data mode. Go to Step (3) Go to Step (6)
3 lowest DTC number first.
fuses, etc.
ECM.
4
Observe the MIL.
codes.
5
fuses, etc. Check
ECM.
6 operating temperature.
Observe the MIL
codes.
codes?

DTC 1511 Auxiliary Analog PU 1 High Voltage

(SPN 520216:FMI 3)
Voltage on Aux Analog PU1 is 5.0v or greater for longer than 1 second
Wiring issue between Vehicle Interface Connector 1 (VIC 1) and pin 46 at ECM
Wiring issue between VIC 1 and OEM supplied speed computer
Power Derate 2 enabled
Circuit Description
The AUX PU1 is pulled-up to 5 VDC inside the ECM therefore; if SPDF input becomes an open-circuit into
the ECU the input will remain at 5 VDC. The OEM supplied controller grounds the SPDF circuit when the
vehicle is stopped. As a result, the fault
is configured in the ECU on an AUX PU1 High Voltage state if voltage reached 5.0v for longer than 1
second. This informs the technician that the circuit is open. The technician should verify the wiring is
good from the OEM supplied speed computer to the GCP module. If the wiring is ok, the problem is likely
in the OEM system.

DTC 1511 Auxiliary Analog PU 1 High Voltage

1 Check Section
Key ON Intermittent problem
DST (Diagnostic Scan Tool) connected Go to Intermittent
4.9v or
Go to Step (3) section
Greater
On the Raw Volts page, check the value for Aux_ana_PU1
2 Check for bad wiring
Does the DST display 4.9v or greater? in the circuit
Key off and battery disconnected
Repari circuit issue
3 Provide a good ground circuit to pin H at VIC 1
4.9v or between OEM supplied
Go to Step (4)
Greater speed computer and Pin
Reconnect battery and turn the key on, does the page still indicate 4.9v or H at the VIC 1
greater?
Key off and battery disconnected
Remove ground circuit installed in step 3, reinstall OEM wiring
4 Refer to OEM for Repair wire circuit issue
4.9v or
Provide a good ground circuit to Pin 46 at the GCP Connector diagnosis of speed between VIC 1 and GCP
Greater
control system pin 46
Reconnect battery and turn the the key on, does the raw volts page still
indicate 4.9v or greater?

DTC 1554: AUX digital 2 low voltage (SPN 520222: FMI 04)
Engine RPM between 60 rpm and 220 rpm

Voltage at Aux Dig 2 at the ECM (Pin 43) is less than 4 volts for greater than 1 second
Aux Digital 2 is used to detect when the operator is cranking the engine by monitoring the key
switch “start” position voltage potential. When the operator attempts to start the engine a 12 volt
signal is sent through the customer interface connector “start in” terminal. The circuit carries the
voltage to the S-Terminal of the starter which will begin engine cranking. The circuit has a splice
which also carries the voltage to terminal 43 of the ECM “Aux Dig 2”. When B+ voltage is
present at terminal 43 Aux Dig 2, the ECM knows the engine is cranking. This fault code is used
to detect a circuit malfunction in which the engine is cranking and there is less than 4 volts at
terminal 43 at the ECM.


Did you perform the On-Board (OBD) _ Go to Step Go to OBD
System Check? (2) System Check
1 Section
Engine Cranking
DST (Diagnostic Scan Tool) ECM
connected on the Raw volts page Defective,
Go to Step
< 4 Volts Replace ECM
(3)
Does AUX_DIG2_Raw Display less
2 than 4 volts?
Engine Cranking Repair Repair open

Connect DVOM as instructed faulty circuit from
w
below terminal at starter
pin 43 of solenoid
the wire splice to
3 > 4 Volts harness terminal 3 at
Backprobe Aux Dig 2 White wire at the ECM
terminal 43 of the ECM header connector header
and ground other DVOM lead connector
Aux dig 1
Do you get greater than 4 volts? White wire
- -

DTC 1612-RTI 1 Loss (SPN 629:FMI 31)

MIL-ON
Adaptive-Disabled for the remainder of the key-ON cycle
Circuit Description
code is cleared using the DST.

DTC 1612-RT 1 Loss

Check? System
1
Check
Section
necessary.
Refer to
3
Wiring
Repairs in
Engine
Electrical.
4
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?


MIL-ON
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is
executed. Several different things can happen within the microprocessor that will cause this
fault. The ECM will attempt to reset itself in the event this fault is set. The MIL command is on
and will remain on until the code is cleared using the DST.

DTC 1613-RTI 2 Loss

Check? System
1
Check
Section
necessary.
Refer to
3
Wiring
Repairs in
Engine
Electrical.
4
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?


MIL-ON
Circuit Description
until the code is cleared using the DST.

DTC 1614-RTI 3 Loss

Check? System
1
Check
Section
necessary.
Refer to
3
Wiring
Repairs in
Engine
Electrical.
4
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1615-A/D Loss (SPN 629:FMI 31)

MIL-ON
Circuit Description

DTC 1615-A/D Loss

Check? System
1 Check
Section
necessary.
Refer to
3
Wiring
Repairs in
Engine
Electrical.
4
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1616-Invalid Interrupt (SPN 629:FMI 31)

MIL-ON
Circuit Description

DTC 1616-Invalid Interrupt

Check? System
1
Check
Section
necessary.
Refer to
3
Wiring
Repairs in
Engine
Electrical.
4
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1625 - J1939 Shutdown Request (SPN 1384:FMI 31)
Fault signal from OEM device

MIL-ON
Circuit description
The OEM can connect to the J1939 circuit (CAN circuit) at the customer interface connector 2. The
terminals are N and P and continue through the engine wire harness into the GCP header connector.
The terminals at the GCP for J1939 are pins 14 and 15. This DTC will set if the OEM device
connected into terminals N and P at the customer interface connector commands the engine to
shutdown.

DTC 1626-CAN Tx Failure
CAN Tx
Fault Condition-CAN Tx error 120 packets lost within 1 second
MIL-ON
Circuit description
The CAN bus (controller area network) is used by the ECM to communicate with other digital
devices used throughout the fuel system. Information is sent over the CAN bus in digital information
“packets” that contain information for various control functions. This fault will set if the ECM detects
120 packets lost within a one second time period. The MIL command is ON.

DTC 1626-CAN Tx Failure

Check? System
1
Check
Section
Does DTC1626 reset with the engine idling? section
Check that the ECM power connection C019 Go to Step (4) Repair the
is clean, tight and in the proper location. circuit as
Check that the ECM ground connection C010 necessary.
is clean, tight and in the proper location. Refer to
3
Are the power and ground circuits OK? Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity between Repair the Go to Step (5)
ECM pins 14 and 15 shorted circuit
Do you have continuity between them? as necessary.
Refer to
4
Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity to engine Repair the Go to Step (6)
ground on pins 69 and 81 shorted to
Do have continuity to engine ground? ground circuit
as necessary.
5 Refer to
Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity to battery Repair the Go to Step (7)
positive on pins 69 and 81 shorted to
Do have continuity them? ground circuit
as necessary.
6 Refer to
Wiring
Repairs in
Engine
Electrical.
7


fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1627-CAN Rx Failure (SPN 639:FMI 12)
CAN Rx
Fault Condition-CAN Rx error 120 packets lost within 1 second
MIL-ON
Circuit description
“packets” that contain information for various control functions. This fault will set if the ECM detects
120 packets lost within a one second time period. The MIL command is ON.

DTC 1627-CAN Rx Failure

Check? System
1
Check
Section
Check that the ECM power connection C019 Go to Step (4) Repair the
is clean, tight and in the proper location. circuit as
Check that the ECM ground connection C010 necessary.
is clean, tight and in the proper location. Refer to
3
Are the power and ground circuits OK? Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity between Repair the Go to Step (5)
ECM pins 14 and 15 shorted circuit
Refer to
4
Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity to engine Repair the Go to Step (6)
ground on pin 14. shorted to
Do have continuity to engine ground? ground circuit
as necessary.
5 Refer to
Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity to battery Repair the Go to Step (7)
positive on pin 14. shorted to
Do have continuity between them? ground circuit
as necessary.
6 Refer to
Wiring
Repairs in
Engine
Electrical.
7


fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1628-CAN Address Conflict (SPN 639:FMI 13)
CAN Rx
Fault Condition-5 or more address conflict errors
MIL-ON
Circuit description
“packets” that contain information for various control functions. Individual devices are assigned
network addresses. This fault will set if the ECM detects an address conflict, such as two devices
with the same address. This is usually not due to an in field failure and may be the results of “add
on” CAN devices

DTC 1628-CAN Address Conflict

Check? System
1
Check
Section
Key OFF Repeat step 3 Contact the
Disconnect one CAN device until all CAN CAN device
Clear DTC 1628 devices have manufacturer
3 been for additional
Key ON (start engine if possible if not
disconnected CAN address
continue cranking for at least 3 seconds)
one at a time information
Wait 5 seconds
Go to Step (4)
Does DTC 1628 re-set?
Has the CAN device been replaced or address Go to Step (5) _
4
conflict resolved?
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 1644-MIL Control Ground Short (SPN 1213:FMI 4)
MIL
Fault Condition-ECM MIL output shorted to ground
MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related
problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It
will display DTCs that have been stored due to a possible system malfunction. The following DTC charts
in this manual will instruct the technician to perform the OBD system check. This simply means to verify
the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is
not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate
with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run
mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current
diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical
schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to
ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to ground.

DTC 1644-MIL Control Ground Short

Check? System
1
Check
Section
Key OFF section
Key ON
Does DTC 1644 reset?
Key OFF Go to Step (4) Intermittent
Disconnect the ECM wire harness connector problem
C001 Go to
3 Intermittent
ECM connector pin 5 and engine ground section
Disconnect vehicle interface connector C012 Repair the Repair the
Using a DVOM check for continuity between shorted to MIL control
ECM connector pin 80 and engine ground ground circuit wire short to
Do you have continuity? between the ground
ECM between the
connector vehicle
4
and engine interface
ground. Then connector and
go to step (6) vehicle
chassis.
Then go to
step (6)
5
fuses, etc.
ECM.
Observe the MIL
stored codes.
codes?


fuses, etc.
ECM.
Observe the MIL
stored codes.
codes?

DTC 1645-MIL Control Ground Short To Power

(SPN 1213:FMI 3)
MIL check
Fault Condition-ECM MIL output shorted to voltage
MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related
problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It
will display DTCs that have been stored due to a possible system malfunction. The following DTC charts
in this manual will instruct the technician to perform the OBD system check. This simply means to verify
the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is
not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate
with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run
mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current
diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical
schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to
ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to voltage.

DTC 1645-MIL Control Short to Power

Check? System
1
Check
Section
Key OFF section
Key ON
Does DTC 1644 reset?
Disconnect the ECM wire harness connector problem
C001 Go to
3 Using a DVOM check for voltage between Intermittent
ECM connector pin 80 and engine ground section
Key ON
Disconnect vehicle interface connector C012 Repair the Repair the MIL
Using a DVOM check for voltage between shorted to control wire
ECM connector pin 80 and engine ground voltage circuit short to
Do you have voltage? between the voltage
ECM between the
connector vehicle
4 and engine interface
ground. Then connector and
go to step (6) vehicle
chassis.
Then go to step
(6)
5
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 2111-Unable To Reach Lower TPS (SPN 51:FMI 7)
Throttle Position Sensor

Fault Condition-Actual throttle position is 20% greater than the throttle command
Engine shutdown
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal
voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read
high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages.
Although the voltages are different, the calculated values for the throttle position percentages should be
very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as
commanded. This fault will set if the actual throttle position is 20% greater than the throttle command.
During this active fault the MIL command is ON and the engine will shutdown.

DTC 2111 Unable To Reach Lower TPS

Section
DBW (Drive By Wire) test mode Go to
2 Intermittent
Depress foot pedal until the throttle command
is between 63%-68% section
Is the TPS 1 voltage greater than 2.0 volts?
Probe TPS 1 signal pin 6 with a test light
3 connected to battery voltage
Key ON
volts?
C001 necessary.
Key ON Refer to
4 Wiring
Repairs in
throttle connector TPS 1signal pin 6 and
Engine
engine ground
Electrical.
5 (13)
Probe sensor ground circuit at ECM Go to Step (9) Go to Step (7)
connector C001 with a test light connected to
6
battery voltage
C001 necessary.
7
throttle connector signal ground pin 2 and Wiring
ECM signal ground circuit pin 20 Repairs in
Engine
Electrical.
8 (13)
Check throttle for foreign object in bore Go to Step Go to Step
9 (10) (11)
Did you find a foreign object in the bore?
Remove foreign object Go to Step -
10 (13)
Is the removal complete?


Inspect the throttle wire harness connector Repair the Go to Step
terminals for damage, corrosion or circuit as (12)
Did you find the problem? Refer to
11
Wiring
Repairs in
Engine
Electrical.
Replace throttle Go to Step -
12 (13)
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 2112-Unable To Reach Higher TPS

(SPN 51:FMI 7)
Throttle Position Sensor

Fault Condition-Actual throttle position is 20% less than the throttle command
Engine shutdown
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine
signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will
read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these
voltages. Although the voltages are different, the calculated values for the throttle position
percentages should be very close to the same. The TPS values are used by the ECM to determine if
the throttle is opening as commanded. This fault will set if the actual throttle position is 20% less than
the throttle command. The MIL command is ON and the engine will shutdown.

DTC 2112-Unable To Reach Higher TPS

Section
DBW (Drive By Wire) test mode Go to
2 Intermittent
Depress foot pedal until the throttle command
is 63%-68% section
Is the TPS voltage less than 2.0 volts?
Probe TPS 1 signal circuit pin 6 with test light
3
Key ON
Is TPS voltage 4.0 volts or greater?
Check throttle bore for foreign object Go to Step (5) Go to Step (6)
4
Did you find a problem?
Remove the foreign object Go to Step
5 (11) -
Has the object been removed?
Check the electronic throttle connector Repair the Go to Step (7)
terminals for damage corrosion or circuit as
6
Wiring
Repairs in
Engine
Electrical.
Replace throttle Go to Step -
7 (11)
C001 necessary.
8
ECM TPS 1 signal pin 5 Repairs in
Electrical.
Using a DVOM check for continuity between Repair the Go to Step
throttle connector TPS 1 signal pin 6 and shorted to (10)
engine ground ground circuit
9 Refer to
Wiring
Repairs in
Engine
Electrical.

10 (11)
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 2121-FPP 1 Lower Than FPP 2

(SPN 91:FMI 18)

Fault Condition-FPP1 sensor higher than FPP 2
MIL-ON
Force idle
Low rev limit
Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal
position. Although the voltage outputs are different, the calculated throttle position values should be
very close to the same. This fault will set if FPP 1 is 20% or greater than the FPP 2. The MIL
command is ON. Forced idle and low rev limit are in effect during this fault limiting full power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the
FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system
provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually,
and in the event of a failure the complete FPP assembly must be replaced.

DTC 2121 FPP 1 Lower than FPP 2

Check? System
1
Check
Section
DST (Diagnostic Scan Tool) connected and in Go to Step (4) Go to Step (3)
the system data mode
Clear DTC 2126
Start and run the engine to full operating
2
temperature
Depress the foot pedal from idle to the wide
open position several times
Slowly depress the foot pedal from idle to the problem
wide open position while observing the FPP1 Go to
3 Intermittent
and FPP 2 calculated percentage positions
Does the DST display a 20% or more difference section
between FPP1 and FPP2 calculated positions?
Disconnect FPP sensor connector Greater than Go to Step (5) Go to Step (7)
Jump the pins that that lead from the FPP 0.200 volts
sensor connector to C012 signal pin K and 5
4
volt supply pin M pin 3
Does the DST show FPP 1 voltage above 0.200
volts?
Inspect the FPP and vehicle interface Repair the Go to Step (6)
connectors for damage corrosion or circuit as
contamination required. See
5
harness
repair section
Replace the FPP sensor Go to Step -
6 (12)
Disconnect ECM connector C001 open 5 volt
Using a DVOM check for continuity between circuit as
7 C017 pin 3 and ECM 5 volt pin 19 required. See
Do you have continuity? wiring
harness
repair section
C012 signal pin K and ECM signal pin 9. open signal
8 required. See
wiring
harness
repair section


Using a DVOM check for continuity between Repair the Go to Step
ECM connector signal pin 9 and engine signal shorted (10)
ground to ground
9
required. See
wiring
harness
repair section
Inspect FPP connector and ECM connector Repair the Go to Step
pins for damage corrosion or contamination circuit as (11)
Did you find a problem? required. See
10
wiring
harness
repair section
11
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 2122-FPP 1 High Voltage (SPN 91:FMI 3)
Foot Pedal Position

Check Condition-Key On
Fault Condition-FPP1 sensor voltage exceeds 4.800 volts
Low rev limit
Forced idle
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal
position. This fault will set if the FPP 1 voltage exceeds 4.800 volts for longer than 0.5 seconds. If the
voltage exceeds 4.800 volts the FPP is considered to be out of specification. The MIL command is
ON. Forced idle will be in effect during this code set limiting full power output.
Diagnostic Aid
FPP connection must be verified in the OEM chassis wiring schematic. The FPP sensor used in this
system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable
individually, and in the event of a failure the complete foot pedal sensor assembly must be replaced.

DTC 2122 FPP 1 Voltage High

Check? System
1
Check
Section
Key ON, Engine OFF Greater than Go to Step (3) Go to Step (3)
DST (Diagnostic Scan Tool) connected in 4.800 volts
2 System Data Mode
Does the DST display FPP voltage of 4.800 volts
or greater with the foot pedal in the idle position?
Slowly increase FPP while observing FPP 1 Go to step (4) Intermittent
voltage problem
3 Does DST FPP voltage ever exceed 4.800 volts? Go to
Intermittent
section
Disconnect the FPP sensor connector 0.200 volts Go to step (5) Go to step (6)
4 Does the DST now show FPP 1 voltage below or less
0.200 volts?
Replace FPP sensor Go to step -
5 (10)
Disconnect ECM connector C001 open ground
Disconnect vehicle interface connector C012 circuit as
6 Using a DVOM check continuity between required
connector C012 pin L and ECM sensor
ground pin 20
Key ON No voltage Repair the Go to step (8)
Using a DVOM check for voltage between the signal shorted
7 to voltage
FPP connector pin K and engine ground
Do you have voltage? circuit
Inspect ECM and FPP connectors for damage Repair the Go to step (9)
corrosion or contamination circuit as
wire harness
repair section
Replace ECM Go to step -
9 (10)


fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 2123-FPP 1 Low Voltage (SPN 91:FMI 4)
Foot Pedal Position

Fault Condition-FPP sensor voltage less than 0.200
MIL-On during active
Low rev limit
Force idle
Circuit Description
position. This fault will set if the FPP 1 voltage is less than 0.200 volts at any operating condition while
the key is on. If the voltage drops below 0.200 volts the FPP is considered to be out of specification.
The MIL command is ON. Forced idle will be in effect during this code set limiting full power output.
Diagnostic Aid
FPP connection must be verified in the OEM chassis wiring schematic. The FPP sensor used in this
individually, and in the event of a failure the complete foot pedal sensor assembly must be replaced.

DTC 2123 FPP 1 Voltage Low

Check? System
1
Check
Section
Key ON, Engine OFF 0.200 volts Go to Step (3) Go to Step (3)
DST (Diagnostic Scan Tool) connected in or less
System Data Mode
2
Does the DST display FPP 1 voltage of 0.200
volts or less with the foot pedal in the idle
position?
Slowly increase FPP while observing the FPP Go to step (4) Intermittent
1 voltage problem
3 Does the DST ever display FPP voltage below Go to
section
Disconnect the FPP sensor connector Greater than Go to step (5) Go to step (7)
Jump the FPP sensor pins at the FPP 1 0.200 volts
connector that lead to C012 5 volt pin M and
4
signal pin K
Does the DST now show FPP 1 voltage above
0.200 volts?
Inspect FPP 1 and C012 connectors for Repair the Go to step (6)
5
wiring
harness
repair section
Replace FPP 1 sensor Go to step -
6 (12)
Disconnect ECM connector C001 open circuit
Using a DVOM check for continuity between as required.
7 See wiring
ECM 5 volt pin 19 and FPP connector pin that
leads to C012 pin M harness
Do you have continuity? repair section
ECM signal pin 9 and FPP connector pin that open circuit
leads to C012 pin K as required.
8
Do you have continuity? See wiring
harness
repair section


Key ON Repair the Go to step
Using a DVOM check for continuity between signal shorted (10)
ECM connector signal pin 9 and engine to ground
ground circuit as
9
Do you have continuity? required. See
wiring
harness
repair section
Inspect FPP1, C012 and ECM connectors for Repair the Go to step
damage corrosion or contamination circuit as (11)
10
wiring
harness
repair section
Replace ECM Go to step 12 -
11
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 2126-FPP 1 Higher Than FPP 2

(SPN 91:FMI 16)

Fault Condition-FPP 1 20% higher than FPP 2
MIL-ON
Force idle
Low rev limit
Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot
pedal position. Although the voltage outputs are different, the calculated throttle position values
should be very close to the same. This fault will set if FPP 1 is 20% or more higher that FPP 2.
The MIL command is ON. Forced idle and low rev limit are in effect during this fault limiting full
power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers
for the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this
individually, and in the event of a failure the complete FPP assembly must be replaced.

DTC 2126 FPP 1 Higher Than FPP 2

Check? System
1
Check
Section
DST (Diagnostic Scan Tool) connected in Go to Step (4) Go to Step (3)
System Data Mode
Clear DTC 2126
Start the engine and run to full operating
2
temperature.
Depress the foot pedal from idle to wide open
throttle several times.
Slowly depress the foot pedal from idle to the problem
wide open position while observing the FPP1 Go to
3 Intermittent
and FPP 2 calculated percentage positions
Does the DST display a 20% or more difference section
between FPP1 and FPP2 calculated positions?
Disconnect FPP sensor connector Below 0.200 Go to Step (5) Go to Step (6)
4 Does the DST now show FPP 1 voltage below volts
0.200 volts?
Replace the FPP sensor Go to Step -
5 (10)
6 required
Using a DVOM check continuity between the
interface connector pin L and ECM sensor
ground pin 20
Key ON No voltage Repair the Go to Step (8)
FPP connector that leads to the vehicle to voltage
7
interface connector signal pin K and engine
ground
Inspect ECM and FPP connectors for Repair the Go to Step (9)
wire harness
repair section
9 (10)


fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 2127-FPP 2 Low Voltage (SPN 29:FMI 4)
Foot Pedal Position

Fault Condition-FPP sensor voltage less than 0.400
MIL-On
Low Rev Limit
Force Idle
Circuit Description
position. This fault will set if the FPP 2 voltage is less than 0.200 volts at any operating condition
while the key is on. If the voltage drops below 0.400 volts the FPP is considered to be out of
specification. The MIL command is ON. Low rev limit and forced idle will be effect during this fault
limiting power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for
the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system

DTC 2127 FPP 2 Voltage Low

Check? System
1
Check
Section
Key ON, Engine OFF Less than Go to Step (3) Go to Step (3)
DST (Diagnostic Scan Tool) connected in 0.400 volts
2 System Data Mode
Does the DST display FPP 2 voltage of less than
0.400 volts with the foot pedal in the idle position?
Slowly increase the FPP while observing the Go to step (4) Intermittent
FPP 2 voltage problem
3 Does the DST ever display FPP voltage below Go to
section
Disconnect the FPP sensor connector Greater than Go to step (5) Go to step (7)
Jump the pins from the FPP sensor connector 0.400 volts
that leads to C012 signal pin J and 5 volt
4
supply pin S
Does the DST now show FPP 1 voltage above
0.400 volts?
Inspect the FPP and C012 connectors for Repair the Go to step (6)
5
wiring
harness
repair section
6 (12)
Disconnect ECM connector C001 open 5 volt
Disconnect the vehicle interface connector circuit as
7 C012 required. See
wiring
harness
C012 pin S and ECM 5 volt pin 49
repair section
C012 signal pin J and ECM signal pin 10 open signal
8 required. See
wiring
harness
repair section


Using a DVOM check for continuity between Repair the Go to step
ECM connector signal pin 10 and engine signal shorted (10)
ground to ground
9
required. See
wiring
harness
repair section
Inspect FPP connector C012 and ECM Repair the Go to step
connector pins for damage corrosion or circuit as (11)
contamination required. See
10
harness
repair section
Replace ECM Go to step 12 -
11
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 2128-FPP 2 High Voltage (SPN 29:FMI 3)
Foot pedal position sensor 2

Fault Condition-FPP2 sensor voltage exceeds 4.800 volts
MIL-On
Forced idle
Low rev limit
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on foot
pedal position. This fault will set if the FPP 2 voltage exceeds 4.800 volts at any operating condition
while the key is on. If the voltage exceeds 4.800 volts the FPP is considered to be out of
specification. The MIL command is ON. Forced idle and low rev limit will be in effect limiting power
output during this fault.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for
the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system

DTC 2128 FPP 2 Voltage High

Check? System
1
Check
Section
Key ON, Engine OFF 4.800 volts Go to Step (3) Go to Step (3)
DST (Diagnostic Scan Tool) connected in or greater
2 System Data Mode
Does the DST display FPP voltage of 4.800 volts
or greater with the foot pedal in the idle position?
Slowly increase FPP while observing FPP 2 Go to step (4) Intermittent
voltage problem
3 Does DST FPP voltage ever exceed 4.800 volts? Go to
Intermittent
section
Disconnect the FPP sensor connector Below 0.200 Go to step (5) Go to step (6)
4 Does the DST now show FPP 2 voltage below volts
0.200 volts?
5 (10)
6 required
Using a DVOM check continuity between
connector C012 pin R and ECM sensor
ground pin 50
Key ON No voltage Repair the Go to step (8)
7 to voltage
FPP connector pin J and engine ground
Do you have voltage? circuit
Inspect ECM and FPP connectors and pins Repair the Go to step (9)
for damage corrosion or contamination circuit as
wire harness
repair section
Replace ECM Go to step -
9 (10)


fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

DTC 2135: TPS1/2 simultaneous voltages out-of-range

(SPN 51:FMI 31)

Fault Condition-TPS 1 20% higher than TPS2
Engine shutdown
Circuit Description
determine signal voltage based on throttle plate position. TPS 1 will read lower voltage
when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2
assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2.
At this point the throttle is considered to be out of specification, or there is a problem with
the TPS signal circuit. The MIL command is ON and the engine will shutdown.

DTC 2135: TPS1/2 simultaneous voltages out-of-range

Section
difference between TPS 1 and TPS 2? section
Key ON
3
test mode
C001 shorted to
Key ON voltage as
necessary.
Refer to
Wiring
ground
Repairs in
Engine
Electrical.
Jump TPS 1 signal pin 6 to the 5 volt Go to Step (6)
reference pin 3 at connector C017 Go to Step (8)
5
Does DST display TPS 1 voltage over 4.900
volts?
Refer to
6
Wiring
Repairs in
Engine
Electrical.
7 (12)
C001 necessary.
8
Electrical.


9
Wiring
Repairs in
Engine
Electrical.
Refer to
10
Wiring
Repairs in
Engine
Electrical
11 (12)
fuses, etc.
ECM.
Observe the MIL
codes.
codes?

DTC 2229-BP High Pressure (SPN 108:FMI 0)
Barometric Pressure
Fault Condition-BP greater than 16 psia
Adaptive-Disabled
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value
is used for fuel and airflow calculations. This fault sets in the event the BP value is out of the normal
range.

DTC 2229-BP High Pressure

Check? System
1
Check
Section
Does DST display MAP pressure of 16 psia or Intermittent
greater? section
Replace TMAP sensor. Go to Step 4 -
3
Is the repair complete?
fuses, etc. Check
ECM.
Observe the MIL
codes.
codes?

Section 18
Definitions
Definitions s 00-18-1
Definitions
Air Valve Vacuum (AVV): The vacuum signal taken from below the air valve assembly and above
the throttle butterfly valve.
ADP: Adaptive Digital Processor.
Air/Fuel Ratio: The amount or balance of air and fuel in the air fuel mixture that enters the engine.
Analog Voltmeter: A meter that uses a mechanical needle to point to a value on a scale of
numbers. It is usually of the low impedance type and used to measure voltage and resistance.
Aromatics: Pertaining to or containing the six-carbon ring characteristic of the benzene series.
Found in many petroleum distillates.
Backfire: Combustion of the air/fuel mixture in the intake or exhaust manifolds. A backfire can
occur if the intake or exhaust valves are open when there is a mis-timed ignition spark.
Benzene: An aromatic (C6H6). Sometimes blended with gasoline to improve anti-knock value.
Benzene is toxic and suspected of causing cancer.
Bi-Fueled: A vehicle equipped to run on two fuels.
Blow-By: Gases formed by the combustion of fuel and air, which ordinarily should exert pressure
only against the piston crown and first compression ring. When rings do not seal, these gases
escape or “blow by” the side of the piston into the crankcase.
BTU: British Thermal Unit. A measurement of the amount of heat required to raise the
temperature of 1lb. of water 1 degree F.
Butane: An odorless, colorless gas, C4H10 found in natural gas and petroleum. One of the five LP
gases.
CAFE: Corporate Average Fuel Economy.
CARB: California Air Resources Board.
Carbon Monoxide (CO): A chemical compound of a highly toxic gas that is both odorless and
colorless.
Carburetor: An apparatus for supplying an internal-combustion engine a mixture of vaporized fuel
and air.
Cathode Ray Tube: A vacuum tube in which cathode rays usually in the form of a slender beam
are projected on a fluorescent screen and produce a luminous spot.
Circuit: A path of conductors through which electricity flows.
Closed Loop Operation: Applies to systems utilizing an oxygen sensor. In this mode of
operation, the system uses oxygen sensor information to determine air/fuel ratio. Adjustments
are made accordingly and checked by comparing the new oxygen sensor to previous signals.
No stored information is used.
CNG: Compressed Natural Gas.
CKP: Crankshaft Position Sensor
CMP: Camshaft Position Sensor
Conductor: A material, normally metallic, that permits easy passage of electricity.
Contaminants: Impurities or foreign material present in fuel.
Control Module: One of several informal names for a solid state microcomputer which monitors
engine conditions and controls certain engine functions; i.e. air/fuel ratio, injection and ignition
time, etc. The formal name and the one used throughout this manual is ECM, or Engine
Control Module.
Converter: A LPG fuel system component containing varying stages of fuel pressure regulation
combined with a vaporizer.
Cryogen: A refrigerant used to obtain very low temperatures.
Current: The volume or flow of electrons through a conductor. Measured in amperes or amps.
DBW: Drive By Wire
Dedicated Fuel System: A motor fuel system designed to operate on only one fuel type.
Diaphragm: A thin, flexible membrane that separates two chambers. When the pressure in one
chamber is lower than in the other chamber, the diaphragm will move toward the side with the
Definitions 00-18-2
low pressure.
Diaphragm Port: The external port located at the fuel inlet assembly and connected to the
vacuum chamber above the air valve diaphragm.
DLC: Data Link Connector.
DTC: Diagnostic Trouble Code
DST: Diagnostic Scan Tool.
DVOM: Digital Volt/ohm Meter. A meter that uses a numerical display in place of a gauge and is
usually of the high impedance type.
ECT: Engine Coolant Temperature.
ECM: Electronic Control Module
ECOM: A DLC cable supporting CAN and serial communication with a PSI/EControls ECM.
EFI: Electronic Fuel Injection. A fuel injection system, which uses a microcomputer (ECM) to
determine and control the amount of fuel, required by, and injected into, a particular engine.
EGO: Exhaust Gas Oxygen, used to describe a sensor. Also known as “HEGO” (Heat Exhaust
Gas Oxygen) sensor, “O2” or “Oxygen sensor.
EGR: Exhaust Gas Recirculation.
EPA: Environmental Protection Agency: A regulating agency of the Federal government which,
among other duties, establishes and enforces automotive emissions standards.
Ethanol: Grain alcohol (C2H5OH), generally produced by fermenting starch or sugar.
Evaporative Emissions Controls: An automotive emission control system designed to reduce
hydrocarbon emissions by trapping evaporated fuel vapors from the fuel system.
Excess Flow Valve: A check valve that is caused to close by the fuel when the flow exceeds a
predetermined rate.
FTV: Fuel Trim Valve.
FFV: Flexible Fuel Vehicle.
Firing Line: The portion of an oscilloscope pattern that represents the total amount of voltage
being expended through the secondary circuit.
FMVSS: Federal Motor Vehicle Safety Standards.
FPP: Foot Pedal Position Sensor
Fuel Injector: a spring loaded, electromagnetic valve which delivers fuel into the intake manifold,
in response to an electrical input from the control module.
Fuel Lock: A solenoid-controlled valve located in the fuel line to stop the flow when the engine
stops or the ignition switch is off.
Gasohol: 10 percent ethanol, 90 percent gasoline. Often referred to as E-10.
Gasoline: A motor vehicle fuel that is a complex blend of hydrocarbons and additives. Typical
octane level is 89.
GCP: Spectrum III (90-pin) ECM.
Greenhouse Effect: A scientific theory suggesting that carbon dioxide from the burning of fossil
fuels is causing the atmosphere to trap heat and cause global warming.
HC: Hydrocarbon. An organic chemical compound.
HD 10: A fuel of not less than 80% liquid volume propane and not more than 10% liquid volume
propylene.
HD 5: A fuel of not less than 90% liquid volume propane and not more than 5% liquid volume
propylene.
HDV: Heavy Duty Vehicle.
Heavy Ends: A term used to describe the build up of wax-like impurities that fall out of LPG when
vaporized.
HEGO: Heated Exhaust Gas Oxygen, used to describe a sensor. Also known as “EGO”
(Exhaust Gas Oxygen sensor), “O2” or “Oxygen sensor.
Hg: Chemical symbol for the element mercury. Used in reference to a measure of vacuum (inches
of Hg).
Definitions 00-18-3
Histogram: The graphical version of a table which shows what proportion of values fall into
specific categories over a specific period of time.
Hydrocarbon: A chemical compound made up of hydrogen and carbon (HC). Gasoline and
almost all other fuels are hydrocarbons.
Hydrostatic Relief Valve: A pressure relief device installed in the liquid LPG hose on a LPG fuel
system.
IAT: Intake Air Temperature
Ideal Mixture: The air/fuel ratio at which the best compromise of engine performance to exhaust
emissions is obtained. Typically 14.7:1.
Ignition Reserve: The difference between available voltage and the required voltage.
ILEV: Inherently Low Emission Vehicle.
Impedance: A form of opposition of AC electrical current flow (resistance) measured in ohms.
Insulation: A nonconductive material used to cover wires in electrical circuits to prevent the
leakage of electricity and to protect the wire from corrosion.
Intercept: An electrical term for a type of splice where the original circuit is interrupted and
redirected through another circuit.
Knock: Sound produced when an engine’s air/fuel mixture is ignited by something other than the
spark plug, such as a hot spot in the combustion chamber. Also caused by a fuel with an octane
rating that is too low and/or incorrect ignition timing. Also called detonation or ping.
Lambda Sensor: A feedback device, usually located in the exhaust manifold, which detects the
amount of oxygen present in exhaust gases in relation to the surrounding atmosphere. (See
HEGO).
LDV: Light Duty Vehicle.
Lean Mixture: An air to fuel ratio above the stoichiometric ratio; too much air.
LEV: Low Emission Vehicle.
Limp-in or Limp Home: A mode where the ECM or a component has failed, but the vehicle
remains operational although the engine may operate minimally. This term may also describe
the drivability characteristics of a failed computer system.
Liquid Petroleum Gas (LPG): A fuel commonly known as propane consisting mostly of propane
(C3H8), derived from the liquid components of natural gas stripped out before the gas enters the
pipeline, and the lightest hydrocarbons produced during petroleum refining. Octane level of LPG
is 107.
LPG: Liquified Petroleum Gas.
M85: A blend of gasoline and methanol consisting of 85% methanol and 15% gasoline.
Measurements of Pressure: 1 PSI=2.06” Hg (mercury) = 27.72” H2O (water column). At sea
level atmospheric pressure is 29.92” Hg.
Methanol: Known as wood alcohol (CH3OH), a light, volatile, flammable alcohol commonly made
from natural gas.
MIL: Malfunction Indicator Lamp.
Misfire: Failure of the air/fuel mixture to ignite during the power stroke.
Mixer: Fuel introduction device that does not include a throttle plate.
MFI: Multiport Fuel Injection. A fuel injection system that uses one injector per cylinder mounted
on the engine to spray fuel near the intake valve area of combustion chamber.
MSV: Manual Shut-Off Valve. Refers to the manually operated valve on the LPG tank.
MTBE: Methyl Tertiary Butyl Ether. Oxygenate add to gasoline to reduce harmful emissions and to
improve the octane rating.
Multi-fuel System: A motor fuel system designed to operate on two different fuels, such as LPG
and gasoline.
Natural Gas: A gas formed naturally from buried organic material, composed of a mixture of
hydrocarbons, with methane (CH4) being the dominant component.
Definitions 00-18-4
NGV: Natural Gas Vehicle.

NOX: See Oxides of Nitrogen.
OBD: On Board Diagnostic
Octane Rating: The measurement of the antiknock value of a motor fuel.
OEM: Original Equipment Manufacturer, the vehicle manufacturer.
Open-Loop: An operational mode during which control module memory information is used to
determine air/fuel ratio, injection timing, etc., as opposed to actual oxygen sensor input.
Orifice: A port or passage with a calibrated opening designed to control or limit the amount of flow
through it.
Oscilloscope: An instrument that converts voltage and frequency readings into traces on a
cathode ray tube (also see Cathode Ray Tube).
Oxides of Nitrogen: Chemical compounds of nitrogen bonded to various amounts of oxygen
(NOX). A chief smog forming-agent.
Oxygen Sensor: An automotive fuel system that produces a signal in accordance with the oxygen
content of the exhaust gas. (See Lambda Sensor).
Oxygenate: Oxygenates (such as MTBE, ethanol and methanol) added to gasoline to increase
the oxygen content and therefore reduce exhaust emissions.
Ozone: A radical oxygen module (O3) that is found in the upper atmosphere and filters out
ultraviolet radiation from the sun. Ground level ozone is formed by NOX, during the formation of
photochemical smog.
Particulates: Microscopic pieces of solid or liquid substances such as lead and carbon that are
discharged into the atmosphere by internal combustion engines.
Positive Crankcase Ventilation (PCV): An automotive emission control system designed to
reduce hydrocarbon emissions by routing crankcase fumes into the intake manifold rather than
to the atmosphere.
Power Derate: A mode of reduced engine power output for the purposes of protecting engine
components during a failure or malfunction.
Pressure Differential: The differential between atmospheric pressure and intake manifold
(referred to as vacuum) pressure.
Pressure Regulator: A device to control the pressure of fuel delivered to the fuel injector(s).
Primary Circuit: The low-voltage or input side of the ignition coil.
Propane: An odorless and colorless gas, C3H8, found in natural gas and petroleum.
Psia: pounds per square inch absolute
PTV: Pressure Trim Valve
Reactivity: Refers to the tendency of an HC in the presence of NOX and sunlight to cause a
smog-forming reaction. The lighter the HC, the lower reactivity tends to be.
Regulator: An assembly used to reduce and control the pressure of a liquid or vapor.
Resistance: The opposition to the flow of current in an electrical circuit. Measured in ohms.
Rest Pressure: Fuel pressure maintained within the system after engine shutdown.
Rich Mixture: An air to fuel ratio below the stoichiometric ratio; too much fuel.
SAE: Society of Automotive Engineers.
Secondary Circuit: The high-voltage output side of the ignition coil.
SEFI or SFI: Sequential Electronic Fuel Injection or Sequential Fuel Injection.
Sensors: Devices that provide the control module with engine information as needed to properly
control engine function.
Definitions 00-18-5
Spark Line: The portion of an oscilloscope pattern that represents the time during which the
air/fuel mixture is being burned in the combustion chamber.
Splice: An electrical term for the joining of two or more conductors at a single point.
Stoichiometric Ratio: An ideal fuel/air ratio for combustion in which all of the fuel and most of the
oxygen will be burned.
Sulfur Oxides: Chemical compounds where sulfur is bonded to oxygen produced by the
combustion of gasoline or any other fuel that contains sulfur. As sulfur oxides combine with
water in the atmosphere to form sulfuric acid.
System Pressure: The fuel pressure maintained in the system during normal engine operation.
Tap: An electrical term for a type of splice where the original circuit is not interrupted.
TBI: Throttle Body Injection. Any of several injection systems that have the fuel injector(s)
mounted in a centrally located throttle body.
Throttle Body: Controls engine RPM by adjusting the engine manifold vacuum to the mixer.
Consists of a housing shaft, throttle liner and butterfly valve.
TLEV: Transitional Low Emission Vehicle.
TMAP: Combined Air Inlet and Manifold Pressure Sensor.
Toluene: A liquid aromatic hydrocarbon C7H8.
TPS: Throttle Position Sensor.
TSB: Technical Service Bulletin.
ULEV: Ultra Low Emission Vehicle.
USB: Universal Serial Bus. A plug or interface supplied on most personal computers.
Vaporization: A process in which liquid changes states into gas.
Venturi Air Valve Vacuum (VAVV): An amplified air valve vacuum signal coming from the venturi
area of the mixer, directly exposed to airflow before the addition of vaporized LPG.
Volt/ohmmeter (VOM): A combination meter used to measure voltage and resistance in an
electrical circuit. Available in both analog and digital types. May also referred to as AVOM and
DVOM.
Voltage: The electrical pressure that causes current to flow in a circuit. Measured in volts.
Voltage Drop: A lowering of the voltage in a circuit when resistance or electrical load is added.
Voltmeter: A meter that uses a needle to point to a value on a scale of numbers usually of the low
impedance type; used to measure voltage and resistance.
VSS: Vehicle Speed Sensor
Xylene: C6H4 (CH3)2. Any of three toxic, flammable, and oily isomeric aromatic hydrocarbons that
are dimethyl homologues of benzene and usually obtained from petroleum or natural gas
distillates.
ZEV: Zero Emission Vehicle.
Definitions 00-18-6
GROUP 01
GROUP 01
ENGINE COOLING SYSTEM
Engine Cooling System

Specifications and Description .......................... Section 1
Engine Cooling System Troubleshooting ......... Section 2
Engine Cooling System Testing

and Maintenance..................................................Section 3
Cooling System and Alternator Belt Service ... Section 4
Radiator Removal and Replacement ............... Section 5
SM 1024 01-0
Group 01, Engine Cooling System
Section 1

Specifications and Description
Specifications Service Intervals

Coolant Level Check: Every 8-10 hours or daily.
Radiator Type:
Crossflow radiator with coolant recovery system. Coolant Change (drain and refill):
Every year or 2000 hours of operation.
System Pressure (Radiator cap): 83-109 kPa (12-16 psi).
Coolant Hoses Inspection/Replacement:
Thermostat: As needed and every 50-250 hours or each PM and every
Gas/LPG/Diesel year or 2000 hours of operation.
• Open (cracking) at 82qCr1.5q(180qFr2.7q). Coolant Protection Check (hydrometer test):

Every six months or 1000 hours of operation.
• Fully open at 95qC(203qF).
Radiator Core Air Cleaning:
Coolant Mixture: Every 50-250 hours or monthly.
50% water and 50% low-silicate, ethylene glycol, perma-
nent-type antifreeze with rust and corrosion inhibitors. Radiator Cap Inspection and Test:
Every year or 2000 hours of operation.
Cooling System Coolant Capacity:
Thermostat Test/Replacement:
• Pneumatic-tire truck with 4-row radiator capacity Every 2000 hours or each PM.
is 8.5 L (9.0 qt)
Fan Belt Tension Wear Inspection: After the first 50 hours
• Diesel truck with 4-row radiator capacity is 14 L
of operation, then every 50-250 hours or each PM.
(14.8 qt).
Fan Inspection for Loose or Damaged Blades:
Fan Type: Pusher type
Every 50-250 hours or each PM.
Fan Drive Belt: V-type belt
Water Pump Type: Centrifugal
Hose Clamp Sizes:
Fastener Torques
• Gas/LPG: 47 mm (1.8 in) @ radiator end; 44 mm
(1.7 in) @ engine (water pump or thermostat) end Shroud Mounting Bolts: 8-10 Nm (5.9-7.4 lbfft)
Oil Cooler to Radiator Brackets:
• Diesel: 51mm (2 in).
20-25 Nm (14.8-18.5 lbfft)
SM 1024 01-1-1
Description The radiators of the different models of the truck are not
the same, but the procedures for general service are the
The engine cooling system is a conventional setup and same. Radiator repair is not covered in this manual. Radi-
consists of the radiator, the fan and drive belt, the thermo- ator service shops should be consulted if the radiator is
stat, the water pump, and associated hoses. The radiator is clogged, cracked, or otherwise unserviceable. The compo-
filled through the overflow bottle, a reservoir for extra nents that can be serviced include the belts (gas and LPG
coolant that allows for fluid expansion as the fluid gets engines have two belts), the thermostat, the water pump,
warmed in the engine. The transmission oil cooler is sepa- and hoses.
rate from the engine cooling system, but is mounted
directly below the radiator.
Clamp
Overflow Hose Torque: 4 Nm(35 lbf·in)
Radiator Radiator Engine in
Cap Screw
Torque: 8-10 Nm
(5.9-7.3 lbf·ft)
Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft)
Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft) Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft)
Shroud
Air Vent Hose Fan Guard
Overflow
Hose
Reservoir Bottle
Radiator Engine
out lower
[SI-52774B]
Cooling System
SM 1024 01-1-2
Section 2
Engine Cooling System Troubleshooting
Temperature gauge in red zone Engine shuts down (automatic engine shut-
• Radiator fins plugged; blow debris from radiator. down sensor)
• Blockage in system; drain, flush, and refill system. • High transmission temperature; check transmission
oil cooler components.
Engine overheating • Low engine oil pressure; check oil level and fill
and check for leaks.
• Loose fan belt; tighten to correct tension (see Sec- • High coolant temperature; check “Engine over-
tion 4 for belt tensioning procedure). heating” for symptoms and remedies.
• Low coolant level; refill and check for leaks.
• Radiator pressure cap is defective. Water pump leaks
• Inadequate air flow to the radiator; check that fan
• Pump has a worn shaft and/or seal.
blades have the coined imprinting facing the
engine and are not installed backwards. • Bad gasket.
• Missing or damaged fan shroud or shields on radia- • Broken pump impeller.
tor. Replace the seals and gaskets or replace the pump.
• Radiator fins plugged; blow debris from radiator.
• Radiator clogged; drain and flush radiator. Water pump making noise
• Scale or deposits in cooling system; drain and flush • Worn pump shaft or bearings loose or worn.
entire cooling system.
• Pump impeller broken.
• Radiator defective; repair or replace the radiator.
• Loose fan belt.
• Thermostat incorrect or defective.
• Bent or broken fan blade.
• Collapsed radiator hose(s) on suction side of cool-
• Fan hitting engine or shroud.
ing system.
• Water pump defective.
Engine runs cold, emits excessive blue/white
• Water passages in engine are clogged.
exhaust smoke or idles roughly
• Air in cooling system; drain and flush.
• Contaminated fuel.
• LP gas leak into cooling system.
• Autochoke malfunctioning - gas model only.
• Ignition timing misadjusted.
• Fouled spark plugs.
• Excessive exhaust system back pressure.
• Coolant temperature below normal due to incorrect
• Engine oil level is low or needs changing.
or defective thermostat; replace the thermostat.
• Engine overloaded.
• Defective temperature sender or indicator light;
• Engine internal parts worn. check and replace if necessary.
• Leaking head gasket.
• Defective temperature gauge. Oil in coolant or coolant in crankcase
• Leaking head gasket.
• Cylinder head bolts not tight.
• Cylinder head cracked.
• Engine cylinder block water jackets cracked.
SM 1024 01-2-1
Section 3

Testing and Maintenance
! WARNING
2376150
The engine coolant fan, on all internal combustion engines, can cause
extensive injury and bodily harm. Keep hands, arms and clothing away
from a spinning fan. Also, don’t stand in line with a spinning fan.
SM 1024 01-3-1
1. Park the truck as described in “Safe Parking.”

! CAUTION
2. Open the engine cover and check the coolant level in
SAFE PARKING. Before working on truck: the reservoir:
• Park truck on a hard, level, and solid sur- • When at operating temperature, the coolant level
face, such as a concrete floor with no gaps must be within the hot range mark.
or breaks. • When cold, the coolant level must be within the
• Put upright in vertical position and fully cold range mark.
lower the forks or attachment.
• Put all controls in neutral. Turn key switch
OFF and remove key. Hot range mark
• Apply the parking brake and block the
Cold range mark
wheels.
Engine Coolant Level Check
! CAUTION
Use extreme care when removing the cap
from the radiator. Never remove the radiator
cap from a hot engine. It is a good safety 3. Remove the radiator cover. See Group 38 for instruc-
practice to use a shop cloth over the cap as tions.
shown if there is any possibility of pressure 4. Use a rag to cover the radiator cap and turn to the
being present. Turn cap to the first stop and first stop to release any steam. Let all pressure and
note if any steam is released. When you are steam run out of the radiator before removing the
sure all pressure has been released, press cap.
down on the cap with the cloth in place, turn
and remove the cap. Stand clear of the radia- 5. Check the coolant level in the radiator; coolant level
tor opening; hot coolant can splash out. should be to the bottom of the filler neck opening.
Steam or hot coolant can cause severe burns. 6. Fill the reservoir and radiator to the correct level of
Failure to follow these instructions could coolant and close tightly.
result in serious personal injury and/or dam-
age to the cooling system or engine. IMPORTANT
Do not overfill the system. If necessary, wait
4 hours or until the engine is completely cool
before adding coolant to the correct levels in
the reservoir and radiator.
The cooling system should be filled at all times with a

50% water and 50% ethylene glycol, permanent-type anti-
freeze solution containing rust and corrosion inhibitors.
Plain water may be used in an emergency, but should be
replaced with specified coolant as soon as possible to
avoid damage to the system or engine. When only water is
used in the system, do not let the engine run hot.
NOTE
Heated coolant expands and is driven from the radiator Do not use alcohol or methanol antifreeze.
into the reservoir. The engine must be cooled for at least 4
hours before the coolant will flow back to the radiator. To Add coolant as required. If frequent refilling or as much
check the coolant levels in the engine: as a quart is required at one time, inspect cooling system
for leaks.
SM 1024 01-3-2
Adding Coolant 4. Check the planned maintenance time interval (oper-

ating hours), or the condition of the coolant to deter-
1. The coolant level should be at the cold mark on the mine if it needs to be changed (drained and replaced).
coolant reservoir when the engine is cold.
5. Inspect the radiator cap. Check condition of the
NOTE upper and lower seals. Check the seal holder and
Fork lift truck applications require also spring for correct movement and operation. The rub-
checking the coolant level directly in the ber seal face should be clean and undamaged. Look
radiator. Lift truck radiators will plug up for nicks or cracks in the seals. Replace the cap if the
and overheat which forces coolant into the seal is defective. Cap should have a pressure rating of
overflow bottle and on out at the vent. This 90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi)
results in a low coolant level which may cause limits. See “Cooling System Tests” in this Section
overheating. for procedures to test the radiator cap.
6. Inspect the radiator cap sealing surfaces located in
2. Coolant level in the radiator should be checked daily
the radiator filler neck. Look for nicks, deep
(or before each shift of operation) to make sure the
scratches, or damage which may cause radiator cap
radiator is full at all times. Radiator is full when
leakage.
coolant level is at the bottom edge of the filler neck
opening. 7. Inspect the overflow pipe and tubing for clogging,
damage, or wear. Clean the overflow pipe. Remove
! CAUTION any contaminants that can cause restriction. Replace
the tubing if it is faulty.
from the radiator. When checking coolant 8. Inspect and clean the overflow bottle (reservoir) as
level in the radiator, use a rag over the cap. needed.
Turn cap to the first stop and allow all pres- 9. Inspect the inlet and outlet hoses for damage, cracks,
sure and steam to be released. wear, or evidence of collapsing. Inspect hose clamps
to determine if they need to be replaced.
3. If the cooling system requires the addition of a large
quantity of coolant and the engine has been overheat- 10. Use a coolant tester to test the low temperature pro-
ing, perform the following cooling system inspec- tection level (the proportion of ethylene glycol to
tion. water) of the coolant solution. Add coolant solution
(antifreeze or water) to provide maximum protection
(50/50 mixture).
Cooling System Inspection

1. Check water pump, thermostat, radiator, and all
plumbing for leaks.
! CAUTION
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released before remov-
ing cap.
NOTE
2. Remove the radiator cap. See CAUTION above. A coolant solution containing 50% ethylene
3. Inspect the condition of the coolant. Look for exces- glycol provides freezing protection to -37° C
sive contamination, rust, oiliness, or gummy deposits (-34° F). Refer to Service Information Bulle-
in the coolant solution. The coolant should have a tin, SI-01-207-78 for more information on the
clean appearance. use of antifreeze.
SM 1024 01-3-3
11. If the engine has been requiring the addition of large 2. The gauge pressure reading should hold within the
amounts of coolant: specified limits of the cap relief pressure. Cap should
• Inspect the radiator for blockage of air flow have a pressure rating of 96 kPa (14 psi) nominal and
through the fins. Air clean the radiator. 83-109 kPa (12-16 psi) limits. If the test relief pres-
• Check the tailpipe. Be sure exhaust flow is not sure either exceeds or is below the specified limits,
blowing into the radiator. Make sure all baffles replace the cap with a new Clark part.
and shrouds are in place.
• Check fan belt and cooling fan.
• Check and make sure the fan is not installed
Testing Radiator and Cooling System
backward. The coined imprinting on the fan
blades should be facing the engine for correct 1. Pressure test the radiator and cooling system to deter-
operation. mine if it will hold the correct pressure without leaks
• Check engine oil to see if it contains coolant. or failure. Wet the rubber sealing surfaces and install
• Check the radiator cap to see that it has the cor- the tester cap tightly on the radiator fill neck. Apply
rect rating. pressure to the cooling system equal to the radiator
• Pressure test the radiator and cooling system. cap specified relief pressure of 90 kPa (13 psi) nomi-
See “Cooling System Tests” in this Section for nal and 83-109 kPa (12-16 psi) limits.
procedures to test the radiator and cooling sys-
tem. Repair any leaks or blockage.
• Test the engine thermostat. See “Cooling System
Tests” in this Section for procedures to test the
thermostat. Replace the thermostat if faulty.
Cooling System Tests

If the need is indicated for further maintenance and testing
of the cooling system, check for both external and internal
leaks in the cooling system with an accurate pressure
pump and gauge tester. 2. Observe the gauge reading for approximately two
minutes. The pressure should not drop during this
Testing the Radiator Cap time. If pressure drops, check for leaks in the radia-
tor, hoses, connections, and the engine components.
1. Pressure test the radiator cap to determine if it is
holding the correct pressure. Wash the cap in clean
water to remove any dirt or scale from the valve seal-
ing surfaces. Wet the rubber sealing surface and Testing the Thermostat
install the cap tightly on the tester. Pressurize the tes- 1. Remove and test the engine thermostat to determine
ter and radiator cap. if it closes correctly and opens at the correct tempera-
ture:
Gas/LPGVDiesel
• Open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)
• Fully open at 95°C (203°F).
SM 1024 01-3-4
2. Fully immerse the thermostat in a pan of water. Heat 3. Place a hose on the drain valve nipple and run to the
the pan slowly while stirring the water to produce an drain pan. Open the coolant drain valve on the engine
even temperature. Use a thermometer to measure the block.
temperature at which the thermostat valve cracks
(starts to open) and when it is fully open. If the test
results are not to specification, replace the thermo- Drain valve
stat.
Flywheel
Hose
Gas/LPG Engine Coolant Drain Valve
3. Replace the thermostat even if a slight opening of the Drain valve

valve at normal temperature is found or if its appear-
ance shows any breakage. If the sensing part is dam-
aged, the thermostat valve will remain closed.
Hose
Engine Coolant Change

NOTE
Diesel Engine Coolant Drain Valve
Drain and replace the engine coolant after
2000 hours of operation or once a year. Sys- IMPORTANT
tem coolant capacities are listed in Section 1.
Dispose of the fluid in accordance with the
manufacturer’s and state and local regula-
Draining Radiator and Cooling System tions.
To drain the radiator and cooling system: 4. Inspect coolant hoses and clamps to determine if they
1. Remove the radiator cap. need to be replaced.
! CAUTION
Allow engine to cool first, then use extreme
care when removing the cap from the radia-
tor. Use a rag over the cap, turn cap to the
first stop, and allow all pressure and steam to
be released.
2. Place a large, 20-liter (5-gallon) drain pan under the

engine.
SM 1024 01-3-5
Cleaning and Flushing Cooling System 4. Fill the coolant recovery bottle (overflow reservoir)
to the cold range mark line with new coolant.
NOTE
If the condition of the used coolant indicates
severe contamination, rust deposits, scale, or
Hot range mark
oil in the system, determine the cause of the
contamination and make sure to clean and
Cold range mark
flush the cooling system with a commercial
cleaner. Choose a product from a reliable
manufacturer and follow all instructions for
its use.
1. Close coolant drain valve in the engine block.

2. Fill cooling system and perform the cleaning and
flushing operation according to the manufacturer’s
instructions. 5. Start and run the engine until the radiator upper hose
3. Drain the system completely again using the steps is warm, indicating the thermostat is open and cool-
from “Draining Radiator and Cooling System.” ant is circulating through the system. Check for leaks
at hose connections and engine drain valve.
4. Remove the drain pan.
6. Turn engine off and check coolant level in radiator
IMPORTANT again. Add coolant as required to fill to bottom of
filler neck.
Dispose of the fluid in accordance with the
manufacturer’s and state and local regula-
tions. ! CAUTION
Filling Cooling System from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
With the cooling system drained, the following procedure Turn cap to the first stop and allow all pres-
should be used to insure complete fill: sure and steam to be released.
1. Close coolant drain valve in engine block.
7. Check coolant level in reservoir again. Add coolant
2. Fill the radiator to the bottom of the filler neck with as required to fill to the Cold Mark on the bottle.
new coolant (50% water and 50% ethylene glycol,
permanent-type antifreeze solution containing rust NOTE
and corrosion inhibitors). To cycle coolant from the recovery bottle into
3. Install radiator cap securely. the radiator, run the engine until it reaches
operating temperature, then stop the engine.
Check coolant level in the coolant recovery
bottle once the engine is again cold.
Again inspect cooling system hoses, connections and

components for any leaks that may have developed when
system was fully pressurized.
SM 1024 01-3-6
Section 4
Engine Cooling System and

Alternator Belt Service
Cap Screw
Torque: 20-25 Nm(14.8-18.4 lbf·ft)
Fan Guard
Fan
Fan Spacer
Cooling System Belts
SM 1024 01-4-1
! Gas/LPG Truck Belt Removal

CAUTION
SAFE PARKING. Before working on truck:
Fan Drive Belt Removal
• Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps 1. Tilt steer column forward, open the operator’s seat
or breaks. deck, and remove the battery cables.
• Put upright in vertical position and fully 2. Loosen the bolt adjusting the fan belt tention.
OFF and remove key. Fan bearing
support assembly
wheels.
Belt Checks
To check the belts:
• Check belt tension by pushing and pulling on the
span; belt should move only about 4 mm (0.16 in). 3. When the bolt is sufficiently loose, remove the belt
• Inspect belt and pulleys for damage. from the fan and engine pulley.
• Belt must not have any cracks or ride in the bottom
of the pulley grooves. Alternator/Water Pump Belt Removal
• Be sure there is no oil on the belt.
1. Remove fan drive belt.
• A belt which has been slipping will be glazed and
cracked, and should be replaced. 2. Loosen the lock nut and back off the adjustment bolt
Belt tensioning procedures follow belt removal and on the alternator mounting bracket to create slack in
replacement steps. the belt.
Lock nut
Adjustment
Bolt
3. Slip the belt off the alternator and engine pulleys.
SM 1024 01-4-2
Gas/LPG Truck Water Pump Belt Alternator/Water Pump Belt Tension

Replacement (Gas/LPG Engines)
1. Remove the fan shroud. With the engine off:
2. Loosen the fan mounting bolt. 1. Adjust the belt deflection to 4 mm (0.16 in). Turn the
adjusting bolt clockwise the increase the belt tension
3. Remove the fan or alternator.
and the adjusting bolt counterclockwise to decrease
the belt tension.
IMPORTANT
Use the fan pulley to turn the blades into
Roller Water Pump
position. Too much force can bend or break
Pully
the fan blades.
4. To replace the fan drive belt, must be loosen adjust-

ment bolt first as shown below.
5. Tighten belt using adjustment bolt. Belt should
deflect only 4 mm (0.16 in) when resetting with the
adjustment bolt. Tighten lock nut when correct belt
deflection is measured.
Lock nut Alternator Pully

Crankshaft Pully
Measuring belt deflection with a ruler.
Adjustment Water Pump

Pully
Bolt
Alternator
Pully
Measuring belt deflection with a gage.
2. Tighten the lock nut.
3. Tighten the pivot bolt at the base of the alternator.
Fan Drive Belt Tension (Gas/LPG Engines)

With the engine off:
1. Loosen set screw and jam nut on fan bearing support.
2. Loosen fan bearing support mounting bolts. Leave
enough torque on the bolts to hold the bearing sup-
port in position.
3. Use the set screw to set the static belt tension by
deflecting span 4 mm (0.16 in).
SM 1024 01-4-3
4. Tighten the bearing support mounting bolts to 40-45 4. Loosen 2 bolts to lessen the belt tension.
N•m (29.5-33.3 ft-lb).
5. Set the jam nut on the set screw to prevent the screw
from moving.
Diesel truck fan drive belt replacement

1. Loosen the bolts to take out the radiator cover.
2. Loosen 4 Bolts to take out the upper shroud.

3. Loosen 4 Bolt for the fan mount.
SM 1024 01-4-4
Section 5
Radiator Removal and Replacemant
SM 1024 01-5-1
Clamp
Overflow Hose Torque: 4 Nm(35 lbf·in)
Radiator Radiator Engine in
Cap Screw
Torque: 8-10 Nm
(5.9-7.3 lbf·ft)
Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft)
Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft) Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft)
Shroud
Air Vent Hose Fan Guard
Overflow
Hose
Reservoir Bottle
Radiator Engine
out lower
[SI-52774B]
LPG (MMC PSI) Engine Cooling System
SM 1024 01-5-2
5. Remove the auxliary sump hose loosen the tighten-

! CAUTION ing bolts (4EA) of shroud.
• Park truck on a hard, level, and solid sur- mGy
face, such as a concrete floor with no gaps
or breaks. sGu oGyG
• Put upright in vertical position and fully
OFF and remove key.
wheels.
Radiator Removal
6. Remove the flange capscrews (2EA) from the frame.
NOTE Pay attention not to miss the rubber.
Servicing radiators is not covered in this
manual and radiator repair shops should be
consulted for service and repair of defective
radiators.
1. Do not attempt to remove the radiator when the

engine is hot. Wait until the system has entirely
cooled down.
! CAUTION
Capscrews

from the radiator. When removing the radia-
tor cap, use a rag over the cap. Turn cap to Rubber
the first stop and allow all pressure and
steam to be released.
2. Park the truck and block the wheels. Tilt the steering
column forward and raise the operator’s seat deck. 7. Take out the radiator upwards.
3. Remove the radiator cover and operator’s seat deck.

See Group 38 for procedures.
4. Drain the radiator/engine coolant as described in
Section 3.
SM 1024 01-5-3
Radiator Mounting IMPORTANT

Fan ring-to-shroud clearance should be 15
1. Install the ruber under the radiator. mm (0.59 in). If belt is wrong size, clearance
2. Slip the radiator mounting upper seated from the rub- will not be correct because fan drive assem-
ber. bly will be too high or low when belt is
adjusted tight.
6. Remount the water pump and thermostat hoses

between the engine and radiator. Tighten the hose
clamps sufficiently to prevent leaks.
IMPORTANT
Use new hoses if cracking or drying is evident
Capscrews around the positions of the clamps or if the
hoses are deteriorated in any way.
7. Fit the hose to the overflow inlet on the radiator.

Rubber Tighten the lock nuts for the clamps to 8-10 Nm (6-
7.5 ft-lb).
Cooling system brace

3. Rubber mounting form radiator both side, after fasten
the bolt with tightening torque of 20-25 Nm)14.8-
18.5 ft-lb).
Drain hose
4. Install the shroud. This time shroud to fan clearance
be 0.59in(15mm).
Shroud
Radiator
reservior bottle
8. Close engine drain cock and refill the radiator with a

mixture of 50% ethylene glycol (antifreeze) and 50%
water as described in Section 3.
9. Remount the radiator cover and operator’s seat deck.
See Group 38 for instructions.
5. Mounting the capscrew to the shroud. Fasten the cap- 10. Once you have completed all the tests recommended
screw with tightening torque of 8-10 Nm (3.7-4.4 for radiator refill (see Section 3), check to make sure
ft-lb). no leaks are evident in the radiator hoses before
returning the truck to service.
SM 1024 01-5-4
GROUP 03
GROUP 03
INTAKE AND EXHAYST SYSTEM
Intake and Exhaust Systems

Specification and Description .................. Section 1

Troubleshooting ........................................ Section 2
Intake System Service ............................. Section 3
Exhaust Systems ....................................... Section 4
SM 1024 03-0
Group 03, Intake and Exhaust System
Section 1

Specifications Description
Air Cleaner Type: Canister style with replaceable paper The reason for providing an air cleaner for the engine is to
element and air-restriction indicator. protect the engine from abrasive dust and dirt entering the
cylinders and causing excessive wear. Industrial truck
operating environments can contain a high concentration
Fastener Torques
of dust, fibers, or other contaminants. Dirty filter elements
Air Cleaner Hose Clamp Torques: or loose, leaking, or broken hoses or clamps can dramati-
1.5-2.5 Nm (1.09-1.8 lbfft) cally shorten engine life. Clogged air filters cause engine
power loss and poor fuel economy.
Gas/LPG Air Horn Intake Hose Clamp Torques:
1.9-2.9 Nm (1.3-2.1 lbfft) The air cleaner used on the truck is a canister style filter
with a large centrifugal air pre-filter and a larger filter ele-
Diesel Air Horn Intake Hose Clamp Torques:
ment to increase service intervals. A dirt ejector port of
1.5-2.5 Nm (1.1-1.8 lbfft)
the bottom of the canister allows particles to be expelled
Air Cleaner Bracket Mounting Nut Torques: from, rather than trapped in, the filter. Some trucks are
20-25 Nm (14.5-18.5 lbfft) equipped with an “air restriction indicator” that warns the
driver of dirty and restricted air intake. The air cleaner
Service Intervals should only be serviced when the air restriction indicator
shows service is required or every 2000 hours. However,
Air Cleaner (Filter) Replacement: the system components should be visually checked regu-
larly for leaks, holes, or other damage that could affect the
• Gas/LPG trucks, replace every 2000 hours
readings of the air restriction indicator. The air restriction
• Diesel trucks, replace every 1000 hours. indicator light is in the driver’s instrument pod.
The air filter assembly includes intake and outflow hoses,
IMPORTANT
the filter cannister, the filter element, the air restriction
Filter replacement intervals also depend on oper- indicator, the dirt ejector, and a mounting clamp. The air
ating conditions. The filter canister and element intake opening is located in a leg of the operator’s cell,
should be check visually at regular intervals to high enough above the ground to prevent excessive dust
check for leaks, holes, or other conditions that and dirt from entering the system. The outflow hose is
will affect the air restriction indicator. Air connected to the gas or LPG carburetor or the diesel
cleaner should be serviced when the air restric- intake manifold. The mounting bracket for the canister is
tion indicator shows service is required. under the seat deck to the driver’s left and is easy to reach
An optional safety element is also available which for service.
fits inside the standard element. If the optional
element becomes dirty, the standard element is
also bad and both inner (optional element) and
outer (standard element) should be changed.
Air Hoses and Clamps Inspection:

Exhaust Pipe and Muffler Inspection:
SM 1024 03-1-1
Section 2
Intake System Troubleshooting
Dirty or restricted air induction components can cause If any of these problems occur with the truck, the air filter
several problems with your truck’s operation. Regular may be clogged or the air intake system is restricted. Ser-
maintenance and service of the filter element and related vice the entire system to make sure that air flow is clean
components can prevent problems with your truck. The and unrestricted. Change the filter element and check all
air restriction indicator also automatically gauges the air hoses, tubing, and the filter canister for tight fittings. Look
induction system performance and can warn you when at all connections for fan-shaped dust deposits that indi-
problems arise. The air restriction indicator switch is a cate possible air leaks. Check all hoses for proper seating
mechanical control mounted on the air filter canister. The and look for cracks or damage. Make sure all hose clamps
switch monitors the vacuum present in the system and are properly torqued.
determines when the air flow is not adequate; either a
clogged air intake or dirty filter element prevents the full,
required amount of air from reaching the engine.
Clogged air filters may cause the following symptoms :
• Engine starts but does not remain running.
• Engine lacks power.
• Excessive black exhaust smoke.
• Fuel or oil leaking from exhaust manifold.
• Excessive fuel consumption.
• Low compression.
SM 1024 03-2-1
Section 3
Intake System Service
Use the illustrations on the following pages to service the NOTE

intake system, including changing the air filter element. Do not try to air clean and blow out the filter.
Illustrations for the gas-, diesel-, and LPG-engine trucks Filter is further clogged by air cleaning.
are included. Always replace with a new filter element.
NOTE
6. Reseat the canister cover, making sure that it fits
The air restriction indicator gauges vacuum
tightly around the canister.
present in the system. For gas/LPG engines,
the filter should be replaced every 2000 7. Close and latch the canister cover clamps.
hours. For diesel engines, the filter should be
8. Close and latch the seat deck.
replaced every 900-1000 hours. Regularly
check the system components, however, to
check for leaks, holes, or other damage that Air Cleaner Removal
could affect the air restriction indicator.
1. Remove the two bolts that mount the canister to the
frame.
! CAUTION 2. Loosen the clamp and remove the hose from the
SAFE PARKING. Before working on truck: engine air horn. On LPG engines, hose is connected
directly to the carburetor.
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no 3. Remove the hose from the leg of the overhead guard
gaps or breaks. cell.
2. Put upright in vertical position and fully 4. Remove the air cleaner canister and hosing from the
lower the forks or attachment. truck.
3. Put all controls in neutral. Turn key
switch OFF and remove key. Air Cleaner Replacement
4. Apply the parking brake and block the Installation is the reverse order of removal.
wheels.
• Torque the hose clamp bolts to
1.9-2.9 N½m (1.3-2.1 lbf½ft).
Air Filter Replacement • Torque Air Cleaner bracket mounting bolts to
1. Tilt the steering column forward and raise the seat 20-25 N½m (14.8-18.5 lbf½ft).
deck. The air filter canister is located to the left of the
driver’s seat.
2. Inspect the components and look for fan-shaped dust
accumulation at all hose connections. Clean compo-
nents of dust, dirt, and other contaminants that might
enter the system on disassembly.
3. Remove the canister cover clamps and remove the
filter element.
4. Clean the inside of the air filter canister.
5. Install the new filter element. Be sure that the filter
element is fully seated in the canister.
SM 1024 03-3-1
LPG - MMC PSI Engine
Steel Gasket Capscrew

Horizontal Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Tail Pipe
DOC Shield
Exhaust
Tail Pipe
Bolt
Torque: 60-65 Nm
(44-48 lbf½ft)
Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Lower Pipe
Bolt
Torque: 60-65 Nm(44-48 lbf½ft)
Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf½ft)
Exhaust Pipe
- Front
Capscrew
NUT
CTWT Cover Torque: 30-35 Nm
(22-26 lbf½ft)
[SI-52775A]
SM 1024 03-3-2
Section 4
Exhaust Systems
! CAUTION
SAFE PARKING. Before working on
truck:
surface, such as a concrete floor with
no gaps or breaks.
2. Put upright in vertical position and
fully lower the forks or attachment.
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
SM 1024 03-4-1
Exhaust System - LPG Engine (MMC PSI) Vertical Type
Vertical Pipe
Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Overhead Guard
& Cab
Vertical Pipe
Capscrew
Torque: 70-80 Nm
(52-59 lbf½ft)
Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Muffler Capscrew
Gasket
Exhaust pipe
Exhaust pipe
Rear Frame
Capscrew
Torque: 20-25 Nm
Engine (14.8-18.4 lbf½ft)
Capscrew
Count weight [SI-52773B]
SM 1024 03-4-2
Exhaust System - LPG Engine (MMC PSI) Horizontal Type
Tail Pipe
Capscrew
Tail Pipe Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Muffler Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Gasket
Exhaust pipe
Exhaust pipe
Rear Frame
Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf½ft)
Engine
Capscrew
Torque: 40-45 Nm
(30-33 lbf½ft)
Count weight
[SI-52917B]
SM 1024 03-4-3
Exhaust Manifold and Water Pump
Removal and Installation
Removal steps
1. Oil level gauge 8. Exhaust manifold

2. Oil level gauge guide 9. Gasket
3. O-ring A 10. Water inlet pipe
4. Heat protector A A 11. O-ring
5. Heat protector B 12. Water hose
6. Oxygen sensor(34SLA, 34SLP only) 13. Water pump
7. Engine hanger 14. Gasket
SM 1024 03-4-4
A O-ring and water pipe installation
Replace the water inlet pipe O-ring with a new one.

Apply water to the outer circumference of the O-ring for
easier insertion into the water pump and thermostat hous-
ing.
Caution:
1. Never apply engine oil any other oil or grease to the
O-ring.
2. Fasten the water pipe after the thermostat housing
has been installed.
SM 1024 03-4-5
GROUP 07
GROUP 07
Transmission
Structure and Functions .......................... Section 1
Disassembly & Assembly ..........................Section 2
Maintenance ...............................................Section 3
Troubleshooting and Repair .................... Section 4
SM 1024 07-0
Group 07, Transmission
Section 1
Structure and Functions
SM 1024 07-1-1
Structure and Functions of Transmission
1. Structure
1. Control Valve 2. Torque Convertor

3. Turbine Wheel 4. Impeller Wheel
5. Stator Wheel 6. Forward Clutch Gear
7. Pump 8. Reverse Clutch Gear
9. Output Gear 10. Temperature Sensor
11. Oil Filter 12. Idle Gear (Middle Gear)
13. Forward Clutch 14. Input Gear
15. Reverse Clutch
SM 1024 07-1-2
2. Specifications
Model KAPEC
Type 3-element, 1-step, 2-phase type
Torque converter Torque ratio upon stalling 2.87
Discharge pressure (bar) of the torque converter 2.2~4.0
Oil TEXTRAN TDH
Type Power shift
Transmission Gear shifting (forward/reverse) 1/1
Operation Solenoid-type selection valve
3. Names of components
1. Torque Convertor
2. Temperature Sensor
3. Control Valve
4. Oil Level Gauge
5. Air Breather
6. Oil Filter
7. Output Gear (U-joint Shaft Assembly)
8. Speed Sensor
SM 1024 07-1-3
4. Function
The torque converter is an automatic hydraulic driving device that transfers engine torque through hydraulic pressure.
Power supplied from the torque converter rotates the charging pump. The oil in the oil reservoir is drawn from the trans-
mission by the charging pump. All of the drawing oil is conveyed to the oil filter for filtering foreign substances.
Oil screened through the filter is sent to the control valve.
The main pressure regulator valve builds up the pressure required for the clutch pack and supplies the oil to the solenoid
valve. The oil is supplied to the line of the forward or backward clutches selected by the operation of the solenoid valve to
operate the clutch.
After being used to maintain clutch pressure, the oil that remains flows into the torque converter to allow the converter’s
pressure regulator valve to keep the hydraulic pressure uniform on the flow path inside the converter.
• Pressure of the oil supplied to the torque converter: 4 to 7 kgf/cm¸
• Pressure of the oil discharged from the torque converter: 2 to 4.5 kgf/cm¸ (28.4-64 psi)
The torque converter is continuously supplied with oil throughout its operation: The impeller wheel of the converter rotates
to supply kinetic energy to the oil, which in turn causes the turbine wheel to rotate.
The oil made to flow through the turbine wheel further flows to the blade of the stator wheel, which changes the direction
of oil flow, and then between the impeller wheels to increase torque.
The oil is supplied to the cooler from the converter, and the cooler allows oil flow to the path cooled by air to eliminate heat.
After cooling, the oil lubricates the clutch through the lubricant path of the clutch shaft.
Positioned between the cooler and the lubrication system, the lubrication relief valve returns excessive oil to the oil reser-
voir of the transmission.
5. Hydraulic circuit
SM 1024 07-1-4
6. Power flow chart

(1) Forward
Input
Torque converter
Clutch shaft
(Direction setting by control valve)
Forward clutch gear
Output gear
Output
(2) Reverse
Input
Torque converter
Clutch shaft
(Direction setting by control valve)
Reverse clutch gear
Idle Gear (Middle Gear)
Output
SM 1024 07-1-5
7. Control valve
(1) Structure
ͨ ͩ ͥ
ͣ ͤ ͦ ͧ
1. Modulation valve 2. Solenoid valve

3. Inching spool 4. Main relief valve
5. Inching valve pressure check port 6. Forward clutch pressure check port
7. Backward pressure check port 8. Main clutch pressure check port
(2) Functions
The control valve consists of the main relief valve, solenoid valve, modulation valve, and inching valve.
The oil supplied from the pump flows into the main relief valve of the control valve, and the pressure of the oil rises to
10.8-14.9 kgf/cm¸.
The flow direction of the oil with pressure built up to a certain level by the main relief valve is decided by the solenoid
valve, i.e., forward or backward.
The flow direction of the oil is decided by the solenoid valve, and the oil can transfer the power generated from the torque
converter through the flow path between the torque converter housing and the transmission case to the drive axle.
The modulation valve allows streamlined connection for gear shifting.
The valve increases the hydraulic pressure in an incremental manner upon gear shifting and decreases the high gear shifting
speed to absorb impact.
When pressure continuously rises, the modulation valve shuts down the modulation function and relieves the pressure in
order to make the modulation function ready to perform again upon gear shifting.
The inching valve partially relieves the pressure on the clutch to increase the engine rotation rate sufficiently for the lifting
operation of the forklift truck and decreases the traveling speed of the truck.
SM 1024 07-1-6
8. Clutch shaft
(1) Structure
Reverse gear
Forward gear
1. Pressure transfer line of the forward clutch

2. Pressure transfer line of the reverse clutch
3. Clutch pack lubrication line
(2) Functions
The forward and reverse directions of the clutch pack are decided by the solenoid valve of the control valve. Oil is made
to flow by the pump into the clutch pack through the flow path of the transmission at pressure of 9-14.2 kgf/cm¸.
The oil applies pressure to the piston of the clutch pack for coupling the clutch pack.
In such case, the clutch shaft continuously rotates due to the turbine wheel of the torque converter.
The clutch gear is connected to the rotating drum, transferring power generated from the rotation to the output gear that
comes in contact with the clutch gear.
SM 1024 07-1-7
Section 2
Disassembly & Assembly
SM 1024 07-2-1
1. Disassembly 3-2) Remove the hexagonal bolts, the washers, and the
flexible plate.
1-1. Disassembly of transmission Hexagonal bolts Flexible
1. Discharge the oil. plate
(Disassembling the drain plug from the T/C housing)
(* T/C = Torque converter)
2. Lay a wooden (or plastic) panel on the work table and
place the transmission on the panel.
Care shall be taken to protect the product from
destruction or damage during assembly.
(or disassembly)
Washer Torque
• Never forget to use a lifting device during dis- converter
assembly or assembly work to prevent the
injury of workers and damage to product com-
ponents. 4. Disassemble the PTO shaft.
PTO shaft
Wooden or
plastic panel
3. Disassemble the torque converter.

3-1) Disassemble the sub-assembly of the torque con- 5. Disassemble the socket gear and remove the snap ring
verter. from the socket gear.
Sub-assembly of Socket gear’s

the torque converter
Snap ring
SM 1024 07-2-2
6. Disassemble the sub-assembly of the oil pump. 6-4) Disassemble the O-ring from the sub-assembly of
6-1) Remove the hexagonal bolt (M81.25P*38L), the pump.
followed by the copper washer.
Hexagonal bolts
Copper
washer
O-ring
6-2) Remove the plug (PT 1/8). 7. Disassemble the sub-assembly of the control valve.
Loosen the hexagonal bolt (M8*1.25P*60L).
Plug
Hexagonal
bolts
Control valve
assembly
6-3) Make use of the withdrawal tap to disassemble the

sub-assembly of the pump and the gasket. 7-2) Hammering the end lightly, slowly disassemble
(using hexagonal bolt of M8*1.25*38L) the control valve assembly.
* Use a plastic mallet only. Never use a steel hammer (may
cause damage to parts or injury of the worker).
Hex bolt
Gasket
SM 1024 07-2-3
7-3) Disassemble the sub-assembly of the control 10. Remove the O-ring after disassembling the nipple.
valve, followed by the gasket.
Sub-assembly of
the control valve
Gasket
O-ring Nipple
O-ring
8. Disassemble the oil filter and the filter adaptor. 11. Disassemble the air breather.
Filter
adaptor
Air breather
Oil filter
12. Loosen the hexagonal bolts, and then disassemble the

T/C cover.
9. Remove the O-ring from the plug after disassembling
the plug, the spring, and the steel ball. Hexagonal
bolt
T/C
cover
Steel ball
Spring
O-ring
Plug
SM 1024 07-2-4
13. Disassemble the oil level gauge. 16. Disassemble the temperature sensor.
Oil level
gauge
14. Disassemble the sock bolt, followed by the clamp. 17. Lay the transmission on the T/C housing, taking care
not to cause damage to the housing. (Lay the engine
mounting such that the surface of the mounting is
placed at the bottom.)
Clamp
Socket
bolt
15. Loosen the socket bolt, and then disassemble the pipe
and remove the O-ring from the pipe.
18. Disassemble the plug, the spring, and the oil filter,
and then remove the O-ring from the plug.
O-ringt Oil filter

Spring Plug
Pipe
Socket gears
O-ring
SM 1024 07-2-5
19. Remove the plug. (PT3/8*4?PT1/8 *4) 21. Carefully turn the transmission upside down in the
transmission case (placing the main pump mounting
such that the surface of the mounting is placed at the
bottom). Then, remove the four socket bolts.
Socket bolt
22. Lightly hammer the end of the transmission case with

a plastic mallet to release the case.
(Never use a steel hammer.)
20. Remove all the bolts except for the four socket bolts.
Socket bolt
23. Disassemble the T/C housing.
SM 1024 07-2-6
24. Put the gear assembly on its proper place. 27. Remove the idle gear (intermediate) assembly.
Clutch gear
assembly
Output gear
assembly
Playing (intermediate)
gear assembly 28. Remove the clutch gear assembly.
25. Remove the O-rings.
* Keep the disassembled gear assembly in a separate

box.
26. Remove the output gear assembly.
29. Remove the oil seal.
Oil seal
SM 1024 07-2-7
1-2. Disassembling the gear assembly 1-3) Disassemble the sub-assembly of the forward clutch.
1. Disassemble the clutch gear assembly.
Forward clutch Spacer

sub-assembly
Reverse clutch
sub-assembly
1-1) Disassemble the seal ring. 1-4) Disassemble the bearing (No. 6011).
Seal ring
(small) x 1
Seal ring
(large) x 4
Bearing (No. 6011)
1-2) Disassemble the bearing (No. 6207) and the spacer. 1-5) Disassemble the sub-assembly of the reverse clutch.
Bearing(No. 6207)
Spacer
SM 1024 07-2-8
1-6) Structure of the sub-assembly of the forward clutch. 1-9) Disassemble the snap ring, followed by the back
plate, the friction disk, and the steel plate.
Back plate Snap ring
Friction
disk
Steel plate
1-7) Disassemble the sub-assembly of the forward

clutch gear, followed by the spacer.
1-10) Disassemble the wire ring, followed by the back

plate and the spring.
! CAUTION
When disassembling the wire ring, the ring
Sub-assembly
may suddenly be released with high power by
of clutch gear the spring; disassemble the wire ring while
tightly fastening the spring.
1-11) Disassemble the clutch piston and the seal, fol-

lowed by the quad ring from the piston.
Wire ring
Back plate
Spring
1-8) Disassemble the snap ring, followed by the bear- Quad ring
ing. Clutch piston
Quad ring
Bearing
(No. 6812) Seal ring
Snap ring
SM 1024 07-2-9
1-12) Sub-assembly of the reverse clutch. 1-15) Disassemble the snap ring, followed by the back
plate, the friction disk, and the steel plate.
Friction
disk
Steel plate
1-13) Disassemble the sub-assembly of the reverse

clutch gear.
1-16) Disassemble the wire ring, followed by the back

plate and the spring.
Clutch gear ! CAUTION

assembly
In disassembling the wire ring, the ring may
suddenly be released with high power by the
spring; disassemble the wire ring while
1-17) Disassemble the clutch piston and the seal ring,

followed by the quad ring from the piston.
Wire ring
1-14) Remove the snap ring, followed by the bearing. Back plate
Spring
Quad ring
Clutch piston
Quad ring
Bearing
(No. 6812)
Snap ring
Seal ring
SM 1024 07-2-10
2. Disassemble the idle gear assembly. 3. Disassemble the output gear assembly.
2-1) Disassemble the bearing, followed by the upper 3-1) Disassemble the seal ring, the oil ring, and the
and lower idle gear. sealing cap.
Seal ring
Bearing Oil seal
(No. 6207)
Upper idle gear
Idle gear shaft

Sealing cap
3-2) Disassemble the bearing.

Lower idle gear
Bearing (No. 6207)
Bearing
(No. 6012)
SM 1024 07-2-11
2. Assembly 1-4) Assemble the return spring, the back plate, and the
wire ring on the sub-assembly of the drum.
2-1. Assembling the gear assembly
Assemble the parts in reverse order of disassembling the
gear assembly.
2-1-1. Assembling the clutch gear assembly

1. Assembling the gear assembly
1-1) Assemble the Teflon seal in the inside groove of
the drum.
* Apply grease on the seal after assembling.
Seal
! CAUTION
When disassembling the wire ring, the ring
may suddenly be released with high power by
the spring; disassemble the wire ring while
1-5) Assemble the steel plate and the friction disk alter-
1-2) Assemble the quad ring in the piston groove. nately. Then, assemble the back plate and fasten
* Apply grease on the quad ring after assembling. the snap ring.
Friction
disk
Steel plate
Quad ring
1-3) Assemble the piston in the drum.
SM 1024 07-2-12
1-6) Assemble the snap ring after assembling the bear- 2. Sub-assembly of the reverse clutch drum.
ing.
2-1) Repeat steps 1-1) to 1-5) (procedures for assem-
bling the sub-assembly of the forward clutch
drum).
2-2) Assemble the snap ring after assembling the bear-
ing.
Bearing
(No. 6812)
Snap ring
Bearing
(No. 6812)
1-7) Align the spline on the friction disk, and then Snap ring
assemble the spacer and the clutch gear sub-
assembly.
2-3) Align the spline on the friction disk, and then

assemble the clutch gear sub-assembly.
Sub-assembly Clutch gear

of clutch gear assembly
1-8) Sub-assembly of the forward clutch drum. 2-4) Sub-assembly of the reverse clutch drum.
SM 1024 07-2-13
3. Clutch gear assembly. 3-4) Assemble the space and the bearing. ೸ Using the
3-1) Assemble the sub-assembly of the reverse clutch shrinkage fitting assembly method for the bearing.
drum on the shaft.
Bearing(No. 6207)
Spacer
3-5) Assemble the seal ring.

3-2) Assemble the bearing. ೸ Using the shrinkage fit- * Apply grease on the seal ring after assembly.
ting assembly method for the bearing
Seal ring
* Do not heat the bearing at the temperature of 120୅ or (small) x 1
higher.
Seal ring
(large) x 4
3-6) Clutch gear assembly.

Bearing (No. 6011)
3-3) Assemble the sub-assembly of the forward clutch

drum on the shaft.
Spacer
SM 1024 07-2-14
2-1-2. Assembling the output gear assembly 2-1-3. Assembling the playing (intermediate) gear
assembly
1. Assemble the bearing. ೸ Using the shrinkage fitting
assembly method for the bearing. 1. Push the upper and lower idle (intermediate) gears to
the idle (intermediate) gear shaft, and then assemble
the bearing.
೸ Using the shrinkage fitting assembly method for the
bearing.
Bearing
Bearing (No. 6207)
(No. 6012)
Upper idle gear
Idle gear shaft

* Do not heat the bearing at the temperature of 120୅ or
higher.
2. Assemble the oil seal, the seal ring, and the seal cap.
* Apply Loctite No. 609 on the outer surface of the oil seal.
Apply grease on the inner lip of the oil seal.
Lower idle gear
* Apply grease on the seal ring.
* Apply Loctite No. 592 on the outer surface of the seal cap.
Seal ring Bearing (No. 6207)
Oil seal
* Do not heat the bearing at the temperature of 120୅ or

higher.
2. Idle (intermediate) gear assembly.
Sealing cap
3. Assemble the oil seal, the seal ring, and the seal ring
cap.
SM 1024 07-2-15
2-2. Assembling the transmission assembly 3. Assemble the output gear assembly.
1. Push in the oil seal to assemble.

* Apply Loctite No. 592 on the outer surface of the oil seal.
Apply grease on the inner lip of the oil seal.
Oil seal
4. Assemble the O-ring.

* Apply grease on the O-ring.
O-ring
2. Assemble the clutch gear assembly.
5. Push in the fixing pin.
* Gradually rotate the shaft when inserting it into the hole

to prevent damage to the seal during assembly of the
shaft.
Assemble the idle (intermediate) gear assembly.
* After assembling, make sure that the input gear and the
output gear freely rotate when turning them with the
hand.
SM 1024 07-2-16
6. Apply Loctite No. 5127 on the assembled surface of 9. Assemble the socket bolt.
the T/C housing. (Transmission case + T/C housing)
Socket bolt
10. Turn the transmission assembly upside down while

protecting the T/C housing from damage (with the
7. Assemble the T/C housing. mounting surface of the engine facing down).
Then, assemble the socket bolt.
೸‫ٻ‬Socket bolt (M10*1.5p*40mm) * 16

: Fastening torque : 5.5 to 6.5 kgf-m (40 to 47 lbf-ft)
* Apply Loctite No. 277 on the socket bolt.
Socket gear
8. While slowly assembling the parts, hammer the end

lightly with a plastic mallet.
* Never use a steel hammer.
11. Assemble the socket bolt.

೸‫ٻ‬Socket bolt (M10*1.5p*40mm) * 16
: Fastening torque : 5.5 to 6.5 kgf-m (40 to 47 lbf-ft)
SM 1024 07-2-17
12. Assemble the socket bolt. 14. Assemble the O-ring on the plug. Insert the oil filter
and the spring into the transmission case, and then
೸‫ٻ‬Socket bolt (M10*1.5p*30mm) * 2 assemble the O-ring and plug assembly.
: Fastening torque: 5.5 to 6.5 kgf-m (40 to 47 lbf-ft) Fastening torque of the plug : 8 to 10 kgf-m (58 to 72
* Apply Loctite No. 277 on the socket bolt. lbf-ft)
Oil filter
Spring Plug
O-ring
13. Assemble the eight plugs (PT1/8):

Fastening torque: 1.0 to 1.5 kgf-m (7.0 to 11 lbf-ft) 15. Assemble the temperature sensor. :
* Apply Loctite No. 577 on the plug. Fastening torque: 3.0 to 4.0 kgf-m (22 to 29 lbf-ft)
* Apply Loctite No. 577 on the temperature sensor.
16. Assemble the O-ring on the pipe.

Assemble the pipe and O-ring assembly in the trans-
mission case, followed by the socket bolt.
೸‫ٻ‬Socket bolt (m8*1.5p*15mm) * 2
: Fastening torque: 3.0 to 3.3 kgf-m (22 to 24 lbf-ft)
O-ringt
Pipe
Socket gears
SM 1024 07-2-18
17. Assemble the clamp on the pipe, followed by the * Apply Loctite No. 277 on the hexagonal bolt.
socket bolt.
Hexagonal
೸‫ٻ‬Socket bolt (M10*1.5p*30mm) bolt
T/C
cover
Clamp 20. Assemble the air breather.

Socket
bolt : Fastening torque: 3 to 4 kgf-m (21.6 to 29 lbf-ft)
* Apply Loctite No. 577 on the air breather.
18. Assemble the oil level gauge on the pipe.
Oil level
gauge
Air breather
21. Assemble the O-ring on the plug.

Insert the steel ball and the spring and assemble the O-
ring and the plug.
‫ٻ‬೸‫ٻ‬2 nipples, 2 O-rings, and 2 O-rings
: Fastening torque: 3 to 4 kgf-m (21.6 to 29 lbf-ft)
19. Assemble the T/C cover and the hexagonal bolt.
* Apply Loctite No. 577 on the plug.
೸‫ٻ‬Hexagonal bolt (M8*1.25p*16mm) * 2 * Apply grease on the O-ring.
: Fastening torque: 2.0 to 3.0 kgf-m (14.5 to 21.7 lbf-ft)
Steel ball
Spring
O-ring
Plug
SM 1024 07-2-19
22. Assemble the adaptor filter, followed by the oil filter. 25. Assemble the O-ring on the charging pump assembly.
‫ٻ‬೸‫ٻ‬Adaptor filter * Apply grease on the O-ring.
* Apply Loctite No. 277 on the adaptor filter.
‫ٻ‬೸‫ٻ‬Oil filter
Filter
adaptor
O-ring
Oil filter 26. Once the gasket is installed on the T/C housing,
assemble the charging pump assembly, followed by
the hexagonal bolts and the copper washers.
23. Install the gasket, and then assemble the sub-assem-
* Apply grease on the gasket.
bly of the control valve.
೸‫ٻ‬Hexagonal bolts (M8*1.25P*38L) * 6
* Apply grease on the gasket. : Fastening torque: 2.8 to 3.8 kgf-m (20.2 to 27.5 lbf-ft)
* Apply Loctite No. 242 on the hexagonal bolts.
Sub-assembly of
the control valve
Gasket
Gasket
Copper washer
24. Assemble the hexagonal bolt.

೸‫ٻ‬Hexagonal bolt (M8*1.25p*60mm) * 10
Hexagonal
Hexagonal
bolt
bolts
Control valve
assembly
SM 1024 07-2-20
27. Assemble the snap ring on the socket gear followed 29. Assemble the T/C sub-assembly on the transmission
by the snap ring on the clutch gear assembly. sub-assembly.
Sub-assembly of
Socket gear’s the torque converter
Snap ring
28. Assemble the PTO shaft.
30. Transmission assembly.

PTO shaft
Install the flexible plate on the torque converter, and

then assemble the hexagonal bolts and the washers.
೸‫ٻ‬Hexagonal bolt (3/8-24UNF-2B) * 6
* Apply Loctite No. 277 on the hexagonal bolts.
Hexagonal bolts Flexible

plate
Washer Torque
converter
SM 1024 07-2-21
ଖ Assembling the plug on the mounting

section of the speed sensor
Apply grease on the O-ring, and then assemble the O-ring
on the plug.
Assemble the assembly on the transmission case. :
Fastening torque: 5.5 to 6 kgf-m (40 to 43 lbf-ft)
Plug
O-ring
SM 1024 07-2-22
Section 3
Maintenance
SM 1024 07-3-1
1. Recommended oil
1-1. Required oil volume: Approx. 6 liters (except the oil inside the torque converter)
1-2. Recommended oil
Manufacturer Product Name
Ford Motors Corporation TEXTRAN TDH
2. Oil change cycle (filter)

Oil change cycle (filter): First 100th hour, every 1,000 hours thereafter
2-1. Oil discharge

Disassemble the drain plug under the transmission to discharge the oil.
2-2. Oil supply

1. Stop the engine, and then retrieve the oil level gauge.
2. Pour the oil through the pipe. 5 - 6 liters (except for the oil inside the torque converter)
3. Drive the engine at idle speed with the forward/reverse levers kept in neutral position.
4. Starting the engine reduces the oil level.
5. Run the engine for approx. 5 minutes, and then slowly pour the oil until the oil level is stable.
(Level between the max. and min. on the oil level gauge)
* Care shall be taken to prevent the introduction of foreign substances or water into the oil during the replenishment of the oil.
Oil level zone
SM 1024 07-3-2
3. Precision inspection period (part replacement)

Recommended cycle of precision inspection of the transmission assembly: Two-year or 4,000-hour operation
3-1. O-ring, oil seal, rubber part, and gasket

Replace any abnormal part (e.g., dent, abrasion, and corrosion).
3-2. Seal ring, snap ring, friction disk, and steel plate:
Replace the part exceeding the abrasion limit.
Item PART NO. standard limit
Friction disk 11DA-10260 2.7 2.3
11DA-10241 1.8 1.65
Steel plate
11DA-10251 4 3.85
H: 1.25 H: 1.20
11DA-00280
t: 2.50 t: 2.40
H: 1.70 H: 1.65
11DA-10350
t: 2.20 t: 2.10
Seal ring
H: 1.80 H: 1.75
11AB-00350
t: 2.52 t: 2.42
H: 2.2 H: 2.15
11AB-00480
t: 2.14 t: 2.04
3-3. Bearing and bushing

Visually check the bearing for smooth rotation and replace any bearing suspected of abrasion or poor lubrication.
3-4. Bear, shaft, and spring

Replace any defective part.
SM 1024 07-3-3
4. Testing
Mount the transmission on the system.
4-1. Inspection of operation

Operators and maintenance engineers can inspect the system with the eyes, ears, and nose to prevent any serious damage.
Place the forward/reverse lever in neutral position, start the engine, and apply the accelerator.
Then, switch the engine rotation rate from low rate to high rate and check the conditions of the transmission.
1. Check the oil level.
2. Check for any leak or clogging (oil line and oil filter).
3. Abnormal noise – Listen to the torque converter for any squeaking and the transmission for any creaking or abnormal
noise.
4. Overheating - Abnormal odor from overheated oil indicates a symptom of serious trouble.
4-2. Measuring the oil pressure

Disassemble the plug, and then install a pressure gauge to measure the pressure on the individual parts.
Run the engine for 3 - 5 minutes until the temperature of the oil in the torque converter rises to approx. 50°C.
Measure the oil pressure and the pressure on the T/C input at 1,800 – 2,400 rpm.
Standard value (kgf/༆)

Item
Engine rotation rate: 1800~2400 rpm
T/C input 4.0 ~ 7.0
Forward
9.2~14.9
Reverse
SM 1024 07-3-4
Section 4
Troubleshooting and Repair
SM 1024 07-4-1
Table of Contents
1. When output is kept low
Location and cause of trouble Troubleshooting

Insufficient oil Replenish with oil.
Torque Unauthorized oil used Replace with authorized oil.
converter
oil Air in oil Tightly fasten the connections and pipes.
Oil filter clogged Clean or replace the oil filter.
If the rotation rate is significantly low during stalling
Torque Stator wheel damaged rotation, replace the pre-wheel inner race, the pre-wheel
converter cam, and the roller.
Major parts Check the temperature rise in no-load state; replace the
of the torque Stator wheel melted pre-wheel inner race, the pre-wheel cam, and the roller if
converter oil temperature rises abnormally.
Check the torque converter oil for foreign substances
Wheel blade damaged or intruded
such as aluminum particulates and replace the wheel
by other parts
blade if necessary.
Charging
Abnormal operation of the pump Replace the pump.
pump
Insufficient oil Replenish the oil.
Torque Using unauthorized oil Replace with authorized oil.
converter Cavitation resulting from a drop
oil Check and adjust the pressure of the torque converter.
of pressure in the torque converter
Water in oil Check the cooler and replace the oil.
Tension reduction or damage of
the spring causing the pressure Replace the spring.
Transmis- Valve drop of the clutch
sion assembly
Valve inoperable Repair or replace the valve.
Orifice clogged Clean the orifice.
Damage of the seal ring of the
Replace the seal ring.
clutch piston
Plate slipped due to the pressure
Measure the pressure of the clutch.
Clutch drop of the clutch
Abrasion or damage of the plate Replace the plate.
Abnormal operation of the clutch
Repair or replace the clutch piston.
piston
SM 1024 07-4-2
2. Power not transferred

Flexible plate damaged Replace the flexible plate.
Torque
Shaft and spline abraded Replace the shaft and the spline.
converter
Gear damaged Replace the gear.
Abnormal operation of the charging pump Replace the charging pump.
Hydraulic
Insufficient oil supply Replenish the oil.
oil
Clutch plate abraded and damaged Replace the clutch plate.
Clutch plate melted Replace the clutch plate.
Clutch Clutch shaft spline abraded Replace the clutch shaft.
Drop of clutch pressure due to the
abnormal operation of the seal Replace the clutch.
Transmis- ring of the clutch piston
sion Output gear Gear damaged Replace the gear.
Solenoid Solenoid line damaged Replace the solenoid valve.
valve Abnormal operation of the spool Repair or replace the solenoid valve.
Tension reduction or damage to
the spring causing the pressure Replace the spring.
Valve drop of the clutch
assembly
Abnormal operation of the valve Repair or replace the valve.
Refer to the electric circuit diagram to repair the dam-
Switch or relay damaged
Electric aged part.
circuit Refer to the electric circuit diagram to repair the dam-
Wire disconnected or damaged
aged part.
3. Oil temperature kept excessively high

Abnormal volume of oil Check the oil level.
converter
oil Air in oil Tightly fasten the connections and pipes.
Torque
converter Water in oil Check the cooler and replace the oil.
Abnormal
resistance at Oil cooler melted Clean and replace the oil cooler.
flow path
Clutch plate melted Replace the clutch plate.
bnormal operation of the clutch
Transmis- Clutch Repair or replace the clutch piston.
piston
sion
Pressure drop of the clutch Check the clutch pressure.
Bearing abraded or melted Replace the bearing.
SM 1024 07-4-3
4. Oil pressure of the clutch or converter kept high

Warm up the torque converter if the oil temperature of
Torque High oil viscosity (low temperature)
the oil converter is lower than the ambient temperature.
converter
Unauthorized oil used Replace with authorized oil.
Abnormal operation of the valve
Valve
Transmission due to damage to the valve or Repair or replace the valve.
assembly
foreign substances in the valve
5. Oil pressure of the clutch or converter kept low

converter Charging pump abraded and damaged Replace the charging pump.
Seal ring or O-ring damaged Replace the seal ring or the O-ring.
Spring tension reduced, or spring
Replace the spring.
Valve damaged
assembly Abnormal operation of the valve Repair or replace the valve.
Transmission
Damage to the seal ring of the
Clutch Replace the clutch piston.
clutch piston
6. Noise

Clutch plate melted and dragged Replace the clutch.
Bearing melted and abraded Replace the bearing.
Transmis-
Gear damaged Replace the gear.
sion
Spline abraded Replace the spline.
Bolt loosened or damaged Tighten and replace the bolt.
SM 1024 07-4-4
GROUP 13
GROUP 13
ELECTRICAL SYSTEM
Cautions for working on the electrical system ..... Section 1
Electrical system Specifications and features ...... Section 2
Electrical Circuit diagram & Electrical parts

Arrangement ........................................................... Section 3
Electrical components Specification

and operation ......................................................... Section 4
SM 1024 13-0
Group 13, Electrical System
Section 1
Cautions for working on the electrical system
As checking the electrical components Removing the jumper cables
When working or checking electrical components make When removing the jumper cables, reverse the
sure to study the features and specifications of the relevant order used for connecting.
components in advance so that the possibility of accident Remove the jumper (-) cable from the engine block
will be avoided. of the discharged machine.
Remove the other end of jumper (-) cable from the
battery (-) terminal of the running engine.
Remove the jumper (+) cable from the battery (+)
terminal of the running engine.
Cautions for welding Remove the other end of jumper (+) cable from the
battery (+) terminal of the discharged machine.
Electrical components on the machine may be damaged
by the high-voltage currents occurred during welding. If
welding shall be performed on the machine, disconnect
the (-) cables from the battery in advance.
Start-up with jumper cables

When the machine cannot be started due to the battery has
being discharged, make use of jumper cables for starting.
Proceed as follows:
Connecting the jumper cables

Connect one end of jumper (+) cable to the battery
(+) terminal of the discharged machine.
Connect the other end of jumper (+) cable to the
battery (+) terminal of the running engine.
Connect one end of jumper (-) cable to the battery
(-) terminal of the running engine.
Connect the other end of jumper (-) cable to the
engine block of the discharged machine.
! CAUTION
Confirm the clips of the jumper cable are
secured on the terminals.
Try to start up only when there is no problem
with the connection of the jumper cables.
Never make the jumper (+) cable and the
jumper (-) cable contact each other.
SM 1024 13-1-1
Section 2
Specifications and features Electrical system
Features of the electrical system Specification

The electrical system of GTS model is consisted of start-
ing circuits, instrument panel and auxiliary circuits. Input Voltage and Grounding
and output of most circuits will be controlled by a micro
processor within the instrumental panel. System voltage : 12Volt
System earthing :
Engine body (Gasoline/LPG) or Transmission (Diesel)
Start-up circuit
The start-up circuit consists of the high power circuits
Battery
such as used for engine starting, battery charging, etc.
• LPG
Type : 12Volt 45AH
Instrumental panel Cold start current : 410Amp (20HR) (T18ଇ)
Capacity : 71 minutes (27ଇ))
The monitor circuit allows the operator to check on the
operational condition of the truck by reviewing the
required indicator. It monitors fuel level, engine tempera-
ture, battery charge level, working hours and failure of Start motor
sensors. Additionally, it monitors for proper operation • LPG
according to the condition of the truck and or a signal Specification : 12Volt 1.2kW
input by the operator. Neutral start, anti-restart park brake
interlock, and auto engine shutdown conditions are all
monitored as critical conditions for proper operation.
Auxiliary circuit
The auxiliary circuit consists of lamps, horn and warning
devices. They are turned “ON” and “OFF” by the opera-
tor as required.
SM 1024 13-2-1
Section 3
Electrical Circuit Diagram & Electrical Parts Arrangement
SM 1024 13-3-1
Wiring Diagram (LPG MMC PSI Engine) - 1/1
[IN-28690A]
SM 1024 13-3-2
Electric installation (LPG MMC PSI Engine) - 1/2
[SI-52768A 1/2]
SM 1024 13-3-3
Electric installation (LPG MMC PSI Engine) - 2/2
[SI-52768A 2/2]
SM 1024 13-3-4
Instrument installation (LPG MMC PSI Engine) - 1/4
[SI-52769A 1/4]
SM 1024 13-3-5
[SI-52769A 2/4]
SM 1024 13-3-6
[SI-52769A 3/4]
SM 1024 13-3-7
[SI-52769A 4/4]
SM 1024 13-3-8
Battery installation (LPG MMC PSI Engine) - 1/1
[SI-52767A 1/1]
SM 1024 13-3-9
Cabin installation - 1/1
[SI-48082V 1/1]
SM 1024 13-3-10
Light - 1/2
[SI-47742G 1/2]
SM 1024 13-3-11
Light - 2/2
[SI-47742G 2/2]
SM 1024 13-3-12
Section 4
Electrical Components Specification and Operation
SM 1024 13-4-1
Battery
Function
As a source for the main electrical power for the truck, the battery supplies 12V to all of electrical components allowing
them to operate, and also stores the electrical energy generated by the alternator.
Diesel
Specification
Voltage 12(V)
Capacity (20 HR) 100(AH)
Reserve Capacity 182(MIN)
Cold Cranking Performance 850(A)
LPG
Specification
Voltage 12(V)
Capacity (20 HR) 45(AH)
Reserve Capacity 71(MIN)
Cold Cranking Performance 410(A)
! CAUTION
- Battery terminal must always be assembled tightly. Any loose parts can cause failure in starting or
sparking, causing severe damage or fire in various electrical components.
- Since cold weather reduces performance, during cold operations, after operating, park your forklift
inside a building or near a warm area to ease starting later.
- When repairing or checking your forklift, be careful that the positive (+) terminal of the battery does not
come in contact with the frame. Sparking could occur causing severe damage to, or fire in, electrical
components.
- Battery electrolyte consists of a corrosive acid solution. Protect yourself from contact with it. If your
battery is not a maintenance free type, when low, top up the cell electrolyte level using only distilled
water.
SM 1024 13-4-2
Engine Accessories
Alternator
Function
The alternator is a device for converting mechanical rotational energy of the IC engine to electrical energy. Under normal
conditions, it generates voltages of about 13-15V and supplies these to the truck for operating the electrical systems and
charging the battery.
Diesel
Circuit
Rating : 12V, 55A
LPG
Circuit
Rating : 15V, 90A
SM 1024 13-4-3
Starting Motor
Function
When electrical power is supplied to start coil of starting motor, the starting motor is rotated and it enables engine to
rotate as results.
Diesel
Rating : 12V, 2.3kW Circuit
LPG
Circuit
Rating : 12V, 1.4kW
SM 1024 13-4-4
Water Temp Sender

Function
The water temperature sender detects the temperature of the coolant inside of the engine. This is displayed to the operator
on the instrument panel gage, and functions due to changes in the resistance values of the sender, dependent on the tem-
perature.
Diesel
Resist. Specification
Temp (qC) Resist (.:)
50 153.9 ± 20
80 51.9 ± 4.4
100 27.4 ± 1.2
120 16.1 ± 1.2
LPG
Specification
Resist. Temp (qC) Resist (.:)
50 153.9 ± 20
80 51.9 ± 4.4
100 27.4 ± 1.2
120 16.1 ± 1.2
Testing
Measure the resistance with multi-meter as shown in the figure above and compare the resistance values per the coolant
temperature shown on the specification table.
SM 1024 13-4-5
Switch-Eng Oil Pressure

Function
This switch senses if oil pressure in normal or not.
Diesel
Resist. Specification
As turn ENG 1(M:) or more
As stop ENG 0:
LPG
Specification
Resist.
As turn ENG 1(M:) or more
As stop ENG 0:
Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or short. Normally it will display
short due to low pressure when the engine is stopped, and open when engine is running.
SM 1024 13-4-6
LPG Pressure Switch

Function
This switch will be ON/OFF depending upon the LPG pressure in LPG tank. This switch is on when the LPG pressure
drops down as fuel is consumed.
Resist
Specification
Item Spec Pressure Resist (:)
Switch operating pressure 40±4 psi (open) more than 40 psi Open (more than 1M:)
less than 40 psi 0
Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or closed. It will be closed when
the pressure is at lower specification and open when the pressure is higher. (Open in case the LPG tank is full and closed
when the tank is empty)
SM 1024 13-4-7
Brake Stop Switch

Function
This switch will be ON/OFF if the brake pedal is depressed or not.
Specification of switch - start (device ass’y condition)

Brake Output
ON 0:
OFF Open
Testing
Measure resistance with multi-meter as shown in the figure above with the brake pedal released. The switch should be off
(open). The switch should be on (closed) when the pedal is depressed.
SM 1024 13-4-8
Seat Switch
Function
This switch senses if the driver is in the seat or not.
Resist.
Testing
Conditions Output
Seated 0:
Not seated Open
SM 1024 13-4-9
General Electrical Parts
Starter Relay
Function
This relay supplies electrical power to engine stop motor(Diesel) and start coil(LPG) when the key switch on.
The forklift can be started only when engine stop relay is operated.
Resist.
Circuit
Specification
Item Spec.
Rated voltage DC 12V
Rated load NO : 70A
Testing
1. Position multi-meter to resistance mode and measure resistance between both terminals as above.
Normal : 91:1.7W
SM 1024 13-4-10
Lamp Relay
Function
This relay supplies electrical power to engine stop motor(Diesel) and start coil(LPG) when the key switch on. The forklift
can be started only when engine stop relay is operated.
Resist.
)
680§ (1/2 W
Circuit
Specification
Item Spec.
Rated load NO : 30A

NC : 15A
Testing
1. Position multi-meter to resistance mode and measure resistance between both terminals as above.
Normal : 680:1/2W
SM 1024 13-4-11
Flash Unit
Function
This supplies ON/OFF outputs in order that the indicator lamp flashes in a regular interval.
Specification
Item Spec.
Rated voltage DC 12.8V
Start voltage DC 11~15V
Use temp. -20qC~60qC
Frequency 85 r20 C/MIN
Rated load MIN : 10(W)

MAX : 50(W)
Operation Descriptions
When applying 12V to B terminal, 85±20 C/MIN are output-
ted to output terminal (L) in the form of ON/OFF.
Load
Wiring Diagram
SM 1024 13-4-12
Horn
Function
As an alarm unit, this part will make a warning sound when the horn button is pressed.
Battery
Specification
Item Spec.
Rated Current 3.5A, Max
Sound Pressure 100 - 115 dB
Frequency 350 r20 Hz
Testing
Apply 12V to the terminals of the horn as shown above.
A sound pressure level of (100-115 dB) should be measured.
SM 1024 13-4-13
Backup Alarm
Function
This functions as a warning device when traveling in reverse.
Battery
Specification
Item Spec.
Sound Pressure 97 r4 dB
Frequency 1000 r100 Hz
Operational voltage DC 9-16V
Rated current 300 mA (MAX)
SM 1024 13-4-14
Lights
Lamp-Work
Function
To improve forward and rearward lighting conditions when operating in poorly lit areas.
Battery
Specification
Item Spec.
Rated voltage DC 14.5V
Bulb spec. 50W, H3, LL
Testing
Check the work lamps for proper operation by applying 12V as shown above.
Confirm the proper voltage for the lamp you are testing before connecting.
SM 1024 13-4-15
Lamp-Indicator
Function
This displays forklift's driving directions to left and right.
Battery
Specification
Item Spec.
Bulb spec. 21W
Testing
Check indicator lamp for good conditions by applying 12V as figure above.
SM 1024 13-4-16
Combination Lamp
Function
This functions to turn on turn signal, backward, brake and tail lamps.
Specification
Item Spec.
Brake/Tail : 21W/5W
Bulb spec. Turn Signal : 21W
Backward : 10W
Testing
Check bulb condition inside of combination lamp and replace if required.
SM 1024 13-4-17
Lamp-Beacon
Function
This part uses a strobe lamp and functions as a visual warning to the area around the truck when operating.
Battery
Specification
Item Spec.
Rated voltage AC/DC 12-24V ·G10%
Rated current 200 mA (MAX)
Frequency 60 times/MAX · 3
Testing
Check the beacon lamp for proper operation by applying 12V as shown in the figure above. (Be sure to identify battery +/
- terminals when applying voltage. Connecting terminals in the wrong polarity will cause severe damages to the part)
SM 1024 13-4-18
Fuse Box
Function
This functions to prohibit electrical parts from damaging due to over-current.
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SM 1024 13-4-19
Fuel Sender
Function
This detects the amount of fuel in fuel tank and enables it to be displayed on the fuel gage of instrument panel. When the
float moves upward and downward, the resistance value varies according to the height of the float.
Resistor Specification
Plot Position E 50% F
Resistor Value() 244 100 28
Tolerance () ±7 - ±2
Testing
After removing the fuel sender, measure the resistance value according to the height shown in the specifications.
SM 1024 13-4-20
Start Switch
Function
This functions to start the forklift and supplies electrical power to some electrical parts.
Specification
Item Spec.
ACC 30A
START 20A, Continuous
75A, Instantaneous
SM 1024 13-4-21
GROUP 21
GROUP 21
DRIVE AXLE
Structure and Operation

Principle of the Drive Axle ....................... Section 1
Disassembling and Assembling

of the Drive Axle .......................................Section 2
Lubrication and Maintenance ..................Section 3
Troubleshooting .........................................Section 4
SM 1024 21-0
Group 21, Drive Axle
Section 1
Structure and Operation Principle of the Drive Axle
SM 1024 21-1-1
1. Schematic diagram
1) Structure
1. Pinion shaft 2. Ring gear
3. Differential 4. Axle shaft
5. Traction brake 6. Planetary reduction gear
7. Hub
2) Specifications
Item Specifications
Type Front wheel drive
Gear Spiral bevel gear
Drive Axle Bevel gear : 2.462
Gear ratio Planetary reduction : 5.769
Total : 14.2
Drive Wet Disc

Brake
Parking Wet Disc / Hand Lever
SM 1024 21-1-2
3) Names of individual parts
1. Carrier assembly 2. Axle Housing
3. Traction Brake 4. Hub
5. Oil level gauge
4) Principle of operation
The drive axle is connected to the output gear of the transmission via the universal joint.
The power transferred by the universal joint is forwarded to the pinion shaft of the drive axle. The pinion shaft transfers
power to the Differential. The power transferred to the differential gear is reduced at the planetary reducer and transferred
to the hub wheel.
SM 1024 21-1-3
2. Carrier assembly
1) Structure
1. Parallel pin 2. Parking Plate

3. Parking disc 4. Cone spring
5. Actuator 6. Push pin
7. Parking spline 8. Carrier case cover
9. Eccentric shaft 10. Parking lever
11. Bracket
SM 1024 21-1-4
The carrier assembly includes the Differential and the parking brake.
The pinion shaft is supported by the taper roller bearing inside the carrier case and the bolts at the end of the pinion shaft.
The power transferred from the universal joint is forwarded to the ring gear assembled on the Differential with bolts.
The power drives the Differential.
The Differential is connected to the axle shaft through the spline, and the power supplied to the Differential is forwarded
to the hub wheel through the axle shaft.
The parking brake is configured with multiple disks as the driving brake system. Pulling the parking lever causes these
disks to come in close contact with each other to play the role of parking brake.
3. Differential
The ring gear is coupled with the right differential case with bolts; the power transferred to the ring gear rotates the Dif-
ferential.
The left and right differential cases are connected to the left and right axle shafts, respectively, with the spline, and power
is supplied to the hub wheel.
If there is a load difference between the left and right hub wheels, and the impact from such difference is relayed to the
drive axle, the differential gear inside the differential drive operates to adjust the ratio of power supplied to the left and
right axle shafts for the safety of the driver.
SM 1024 21-1-5
2) Structure
1. Differential case-RH 2. Differential case-LH

3. Thrust washer 4. Side gear
5. Thrust washer 6. Pinion gear
7. Spider 8. Socket bolt
9. Taper roller bearing
SM 1024 21-1-6
Section 2
Disassembling and Assembling of the Drive Axle
SM 1024 21-2-1
1. Disassembly
Lifting sling
1. Disassembling the drive axle.
Removal bolt
Figure 1.3
! WARNING
Figure 1.1
Care shall be taken to avoid dropping the hub
2. Loosen the bolts from the hub assembly. assembly from the lifting system when mov-
ing the hub assembly.
Never drop the hub assembly (may cause
damage to the hub assembly and harm the
safety of workers).
4. Disassemble the parts in the order of the plate, the

disk, and the cone spring.
Cone spring
Plate
Figure 1.2
! WARNING
Special attention shall be paid to operating
the lifting system during the disassembling Disk (friction disk)
work to prevent serious damage to the work-
Figure 1.4
ers and components.
5. Remove the brake pin.
• Make sure that the lift sling is free from any damage.
• Never apply impact or drop load on the lift sling.
3. Support the hub assembly with the lifting system and

remove the hub assembly by tightening the two
removal bolts with the same gap.
Figure 1.5
SM 1024 21-2-2
6. Disassemble the special bolt first, followed by the 9. Disassemble the hub assembly.
return spring.
Figure 1.9
Figure 1.6
10. Remove the snap ring.
7. Remove the brake piston.
Figure 1.10
Figure 1.7
11. Disassemble the parts in the following order: thrust
8. Remove the retaining ring, followed by the axle shaft. washer (1), planet gear, needle roller, and thrust
washer (2).
Thrust
washer (2)
Planet gear
Needle roller
Thrust
washer (1)
Figure 1.8
Figure 1.11
! WARNING
Leather or rubber mallet shall be used for
assembling and disassembling.
Never strike the metal parts with a steel ham-
mer.
It can destroy the parts or pose serious risk to
the safety of workers. Thrust washer (1) Thrust washer (2)
SM 1024 21-2-3
12. Loosen the locking bolts by making use of a jig. 15. Loosen and remove the bolt fastening the hub and the
wheel shaft.
Figure 1.12
Figure 1.15
13. Disassemble the planet carrier. 16. Remove the locking bolt for the carrier assembly.
Planet carrier
Figure 1.13 Figure 1.16
14. Disassemble the carrier housing together with the 17. Fasten the two removal bolts to disassemble the carrier
bearing. assembly from the axle housing.
Carrier
housing
SM 1024 21-2-4
18. Withdraw the carrier assembly. 21. Remove the spring pin and the carrier cap.
(Mark the mating line before disassembling.)
Spring pin
Carrier cap
Figure 1.18
Figure 1.21
19. Fix the carrier assembly to the jig.
22. Remove the adjusting ring from both sides of the bear-
ing cup.
Adjusting ring
Figure 1.19
Figure 1.22
20. Remove the carrier cap bolt.
23. Remove the differential assembly.
Figure 1.20
Figure 1.23
SM 1024 21-2-5
24. Turn the carrier assembly upside down and fix it, and 27. Remove the carrier case cover assembly.
then remove the hexagonal bolt and the bracket.
Figure 1.27
Figure 1.24
25. Remove the lock nut. 28. Remove the push pin and the actuator.
Push pin
Actuator
26. Disassemble the flange U-joint. 29. Remove the O-ring and the spline.
O-ring
Parking
spline
Figure 1.29
Figure 1.26
SM 1024 21-2-6
30. Remove the parking plate and the disk. 2. Fix the right differential case and the spiral ring gear
with bolts.
Parking (Bolt: Apply Loctite No. 277 on the bolts before
plate
assembling. Fastening torque: 710 to 760 kgfࡽcm)
Disk
Figure 1.30
31. This completes the disassembly of the carrier assem- Figure 2.2
bly and the axle.
3. Once all of the internal components are assembled, fix
the differential case with bolts.
(Bolt: Apply Loctite No. 277 on the bolts before
assembling. Fastening torque: 160 to 170 kgfࡽcm)
Figure 1.31
2. Assembly
Figure 2.3
2-1 Assembling the carrier assembly
4. Assemble the bearing. ೸ Using the shrinkage fitting
2-1-1 Differential assembly assembly method for the bearing
1. Prepare the parts for assembling the Differential. * Never heat the bearing at the temperature of 120୅
Thrust washer or higher.
Thrust washer
Side gear
Differential
case - LH
Differential
case - RH
Spider
Side gear
Figure 2.4
Figure 2.1
SM 1024 21-2-7
2-1-2 Adjusting the shim and assembling the a. Example of number of gear teeth : 13-32
pinion shaft (The gear set of 13-32 has 13-tooth pinion shaft and 32-
tooth ring gear.)
1. Fix the carrier case on the assembling jig.
b. Position of the pinion shaft: End of the shaft
c. Position of the ring gear:
Front side or outer circumference
ྛ MD deviation of the pinion shaft
(The MD deviation of the pinion shaft and the ring gear
is not used for checking the alignment of the gear set.
The number is used for adjusting the depth of the pinion
inside the carrier.)
a. Example of MD deviation of the pinion shaft
൪ +2
൪ +0.01mm
Figure 2.5 ൪ -1
൪ -0.02mm
Read the information below before assembling a new gear
set on the carrier. b. Position of the gear set : Head of the pinion shaft or
Always check the marking on the gear set to ensure that the outer circumference of the ring gear
gear correctly mates with the set.
2. Deciding the thickness of the shim with gauge and
The location of the marking on the gear set is as shown in
instrument
Figure 2.6.
(A: Basic gap between the bearing and the end of the
carrier case: 0.35 mm)
(B: MD deviation of the pinion shaft)
Thickness of the shim
: X = A - B + Depth deviation of the end of the carrier
case bearing
ex 1) A = 0.35, B = -0.1, Bearing end depth = +0.1
X = 0.35 + 0.1 + 0.1 = 0.55mm
ex 2) A = 0.35, B = +0.1, Bearing end depth = -0.1
X = 0.35 - 0.1 - 0.1 =0.15mm
Figure 2.6
ྙ‫ٻ‬Product No.
a. Example of product number of the gear set
Ring gear designation number: 21DA-20041
Pinion shaft designation number: 21DA-20051
b. Position of the pinion shaft: End of the shaft
c. Position of the ring gear: Measuring the depth of the bearing end
Front side or outer circumference
Figure 2.7
ྚ Number of gear teeth
SM 1024 21-2-8
3. Assemble the shim. 6. Insert the pinion shaft into the carrier case.
Types of shim : 0.1 , 0.15 , 0.25 , 0.5 (mm)
Shim
4. Press the bearing cup down. 7. Set the ball.
Ball
5. Heat the bearing cone and press it into the pinion shaft. 8. Assemble the jig for fixing the ball.
Figure 2.10
Figure 2.13
SM 1024 21-2-9
9. Fasten the ball with the jig. Thickness of the shim

: X = B - (0.03~0.06)
ex 1) B = 0.45,
X = 0.45 - (0.03~0.06) = 0.42~0.39mm
Figure 2.14
10. Turn the carrier case by 180°.

Figure 2.17
13. Remove the pinion shaft.
Figure 2.15
11. Insert the spacer.

Figure 2.18
Spacer 14. Press the bearing cup down.
Figure 2.16
12. Decide the thickness of the shim with the thickness

gauge and measuring fixture. Figure 2.19
(B: Value measured by the thickness gauge)
SM 1024 21-2-10
15. Reassemble the pinion shaft and the jig. (Assemble 2-1-3 Assembling the parking assembly
them after applying grease on the bearing cone.)
1. Assemble the parking pin on the carrier case.
Pin
Figure 2.20
Figure 2.23
16. Assemble the shim.
2. Assemble the parking plate, the cone spring, and the
Types of shim : 0.1, 0.15 , 0.12, 0.2 (mm) disk in order. Assemble the parking plate last.
Parking plates: 4 layers
Disks: 3 layers
Disk
Cone spring
Plate
Figure 2.21
17. Assemble the bearing cone. (Assemble after applying Figure 2.24
grease on the bearing cone.)
3. Assemble the actuator as shown in the figure below.
Actuator
Figure 2.22
Figure 2.25
SM 1024 21-2-11
4. Assemble the parking spline by aligning it with the 7. Assemble the lock pin on the carrier case.
spline teeth of the disk.
Pin
Parking spline
Figure 2.29
Figure 2.26
5. Assemble the push pin on the assembled carrier. 2-1-4 Assembling the carrier case cover assembly
1. Assemble the oil seal on the carrier case cover.
(Assemble the oil seal after applying Loctite No. 592
on the outer circumference of the oil seal and grease on
the inner lip.)
Push pin
Figure 2.27
6. Assemble the O-ring in the groove of the pinion shaft.
(Assemble the O-ring after applying grease on the O-
ring.) Figure 2.30
2. Assemble the eccentric shaft.

O-ring (Assemble the longer axle of the eccentric shaft first.)
Eccentric shaft
Figure 2.28
Figure 2.31
SM 1024 21-2-12
3. Assemble the smaller O-ring on the eccentric shaft

first, followed by the large O-ring on the cover. Then,
assemble the collar.
O-ring
Collar
O-ring
Figure 2.34
6. Assemble the snap ring to fix the parking lever.

Figure 2.32
4. Assemble the set screw.

(Apply Loctite No. 277 on the set screw before assem-
bling. Fastening torque: 200 to 250 kgfࡽcm)
Figure 2.35
7. Assemble the cap.

(Apply Loctite No. 609 on the cap before assembling.)
Figure 2.33
5. Assemble the parking lever.

Groove
Once assembly of the axle is
completed, pull the lever.
The stroke shall be kept
between 11 and 21 mm.
XYU`
Figure 2.36
8. Assemble the carrier case cover assembly.

(Apply Loctite No. 277 on the assembly before assem-
bling. Fastening torque: 304 to 405 kgfࡽcm)
Apply Loctite No. 5127 on the assembling surface
SM 1024 21-2-13
between the carrier case cover and the carrier case, and
then assemble the bracket.
Figure 2.38
ྜྷ‫ٻ‬The components shall be assembled immediately after

Figure 2.37 applying liquid gasket for uniform contact between the
parts. Fasten the parts with the specified torque.
Applying liquid gasket
ྞ‫ٻ‬Leave the assembled part for approx. 20 minutes before
injecting oil.
! WARNING
Special attention shall be paid when using liq- 9. Assemble the flange U-joint.
uid gasket to protect the workers from serious
injury.
The instruction of the maker shall be strictly
followed to prevent eye and skin irritation.
ྙ‫ٻ‬Remove used gaskets from both surfaces of the part.

ྚ‫ٻ‬Clean the surfaces where liquid gasket will be applied.
Remove any oil, grease, dust, or moisture from the sur-
faces, taking care not to damage the surfaces.
ྛ‫ٻ‬Dry both surfaces of the part.
! CAUTION Figure 2.39
The diameter of the applied liquid gasket 10. Tighten the lock nut.
shall not exceed 3 mm. (Apply Loctite No. 242 on the lock nut before assem-
Applying excessive volume may clog the bling. Fastening torque: 2600 to 2950 kgfࡽcm)
lubrication path and cause damage to the Preload : 10~19kgfࡽcm
part.
ྜ‫ٻ‬Apply liquid gasket along the surface whose circumfer-

ence does not exceed 3 mm.
Do not apply liquid gasket on the bolt holes to prevent
oil leak between the tap and the hole when assembling
the bolt.
Any oil leak may reduce the fastening force between
the bolt and the tap.
Figure 2.40
SM 1024 21-2-14
11. After assembling the lock nuts, apply caulking on two

points.
Mating assembly
[Wȋ
Caulking
Figure 2.43
Figure 2.41
12. Assemble the differential assembly on the carrier case.

2-1-5 Adjusting the backlash of the gear set
1. Assemble the bearing adjusting ring.
Adjusting ring
Figure 2.42
13. Fix the carrier cap with the steel ball.

(Apply Loctite No. 277 on the bolt surface before Figure 2.44
assembling. Fastening bolt: 1170 to 1310 kgfࡽcm)
2. Fasten or loosen the bearing adjusting ring.
Steel ball
Figure 2.45
SM 1024 21-2-15
3. Measure the backlash. 5. Measure the backlash.

Backlash between the pinion and the ring gear: Backlash between the pinion and the ring gear:
0.15 to 0.20 mm A backlash below the value of 0.15 to 0.20 mm may
cause noise from the gear, excessive abrasion, or dam-
Indicator age or overheat on the gear teeth.
Rotation of
the ring gear Indicator
Rotation of
the ring gear
Figure 2.46
4. Adjust the bearing adjusting ring until backlash is Figure 2.48

measured to be from 0.15 to 0.20.
The more the ring gear moves from the pinion shaft, the
greater the backlash increases and vice versa.
See Figures 2.44 and 2.45.
6. Loosen the bearing adjusting ring on one side by one
turn and tighten the ring on the opposite side by one
turn.
See Figures 2.44 and 2.45.
Tighten the adjusting ring.
Figure 2.47
Increase of backlash
Loosen the adjusting ring.
Figure 2.49
Loosen the adjusting ring.
Reduction of backlash
Tighten the adjusting ring.
Figure 2.50
SM 1024 21-2-16
2-1-6 Adjusting the contact pattern of the teeth 3. Compare the contact patterns shown in Figs. 2.53,
of the gear set 2.54, and 2.55.
An ideal pattern on a new gear set is that the teeth are
Adjust the gear and the pinion shaft to the pattern as shown
toward the toe and the tooth end and the tooth root are
in the figure after assembling.
kept equidistant. Figure 2.53.
If adjusting to the pattern fails, measure the backlash again,
and then assemble. Figure 2.51.
Spiral bevel gear set pattern

Passive surface (rear) Passive surface (front)
[W
L L
]W Heel Heel ]W
L L
[W
^\L
[W
[W¥
Ideal pattern
¥^
\L
Toe Toe Figure 2.53
Toe
Heel
Driving
axle
Top High pattern
Bottom
Figure 2.54
Figure 2.51
1. Apply a minimal amount of minium on six teeth of the

ring gear. Figure 2.52.
Low pattern
Figure 2.55
Figure 2.52
2. An ideal pattern is that the six teeth marked on the

inner and outer tooth surfaces of the ring gear rotate
and get mated with the six teeth on the tooth surface of
the pinion shaft.S
SM 1024 21-2-17
An ideal pattern on the gear set is that the full length of the (2) Low pattern: Low contact pattern indicates that the pin-
teeth is filled. ion is installed too deeply into the carrier.
The top of the pattern shall be kept close to the tooth end. Figure 2.55.
This position shall be identical with the pattern marked on
Increase the shim volume between the pinion shaft inlet
the tooth surface.
and the inner bearing cone to separate the pinion shaft
Figure 2.56.
from the ring gear.
Figure 2.58.
Pattern moving upward
Increase of
Ideal pattern by adjustment shim volume
Figure 2.56
4. In case of a need to adjust the contact pattern depend- Figure 2.58

ing on the tooth width (top and bottom), repeat Steps
(1) and (2). (3) Heel pattern: The gear set backlash is reduced when the
In case of a need to adjust the contact pattern depend- contact pattern moves toward the toe and from the heel.
ing on the tooth width (toe/heel), repeat Steps (3) and Refer to “2-1-5 Adjusting the backlash of the gear set.”
(4). Figure 2.59..
(1) High pattern: High contact pattern indicates that the

Pattern moving toward the toe
pinion is installed too shallowly into the carrier. Figure Loosening the adjusting ring
2.54.
Reduce the shim volume between the pinion shaft inlet
and the inner bearing cone to move the pinion toward
the ring gear. Reduction of backlash
Figure 2.57.
Tightening the adjusting ring
Move the pattern

downward.
Figure 2.59
(4) Toe pattern: The gear set backlash grows when the con-
tact pattern (within the specified range) moves toward
Reduction of the heel and from the toe.
shim volume
Figure 2.57
SM 1024 21-2-18
Refer to “2-1-5 Adjusting the backlash of the gear set.” 2-2 Assembling the carrier assembly
Figure 2.60.
1. Assemble the lock pin on the axle housing.
Pattern moving toward the heel
Tightening the adjusting ring
Increase of backlash
Loosening the adjusting ring
Figure 2.60
Figure 2.62
5. Fix the bearing adjusting ring with the spring pin.
(Mark with paint.) 2. Apply liquid gasket on the assembled surface with the
axle housing. (Loctite No. 5127)
Paint marking (both sides)
Figure 2.63
3. Assemble the carrier assembly on the axle housing.
Figure 2.61
Figure 2.64
SM 1024 21-2-19
4. Tighten the bolt. (Apply Loctite No. 277 on the assem- 3. Insert the axle shaft into the axle housing and fix the
bly before assembling.) shaft with the snap ring.
(Fastening torque: 610 to 650 kgf.cm)
Figure 2.68
Figure 2.65
2-3-2 Assembling the brake piston
1. Assemble the two square rings on the brake piston.
2-3 Assembly of the drive brake system Care shall be taken when assembling the square ring to
protect the ring from dents.
2-3-1 Assembling the axle shaft Apply oil on the surface of the square ring before
1. Insert the snap ring into the axle shaft. assembling the ring.
Square ring (large) Square ring (small)
2. Assemble the ball bearing and fix the bearing with the 2. Insert the shim before assembling the brake piston.
snap ring.
Shim
SM 1024 21-2-20
When assembling the shim, its thickness shall be calcu- 4. Assemble the brake pin on the axle housing.
lated.
Figure 2.73
5. Assemble the lock pin.
Figure 2.71
"L": Depth of the axle housing terminal of the piston
assembly (default: 55.8 mm)
"C": Height of the carrier housing terminal (default: 8 mm)
"F": Total thickness of the friction disk and plate
(default: 20.5 mm)
"P": Piston thickness (default: 26.9 mm)
"S": Brake stroke (default: 0.4 mm)
"T": Shim
Figure 2.74
S=L-(C+F+P)
T=S-0.4(default stroke) 6. Assemble the plate, the disk, and the cone spring in
ex) When S is 0.5 mm; order.
T=S-0.4 (default stroke) =0.5-0.4=0.1mm Assemble the plate last. (Plate: 4 layers, disk: 3 layers)
Assemble the shim of 0.1 mm.
Cone spring
3. Assemble the brake piston, the return spring, and the
special bolt in order. When assembling the shim, its Plate
thickness shall be calculated.
(Special bolt: Apply Loctite No. 277 on the bolt. Fas-
tening torque: 140 to 160 kgf.cm)
Brake piston
Return spring
Disk (friction disk)
Special bolt
Figure 2.75
Figure 2.72
SM 1024 21-2-21
2-4 Hub assembly Figure 2.78
2-4-1 Assembling the hub assembly 4. Assemble the O-ring on the wheel shaft.
(Assemble the O-ring after applying grease on the O-
1. Push the hub bolt down into the hub. ring.)
2. Assemble the oil seal. 5. Assemble the hub and the wheel shaft.
(Apply Loctite No. 592 on the outer circumference Apply Loctite No. 5127 on both surfaces.
and grease on the inner circumference of the seal.) (Apply Loctite No. 277 on the bolt before assembling.
Fastening torque: 600 to 700 kgf.cm)
3. Heat the bearing and push it down into the wheel shaft. 6. Insert the spacer.
(Apply grease or axle oil on the bearing roller.)
Figure 2.81
SM 1024 21-2-22
7. Assemble the oil seal in the carrier housing. 10. Place the carrier housing on the hub and wheel shaft
(Apply Loctite No. 592 on the outer circumference of assembly.
the oil seal.) Fill the carrier housing with grease before placing the
housing. Shell Retinax 0434 – volumetric ratio: 60 to
80%)
Figure 2.82
8. Assemble the bearing cup on the carrier housing. Figure 2.85
11. Measure the preload for fixing the shim.

(Preload : 40~50kgfࡽcm)
Figure 2.83
9. Assemble the opposite bearing cup on the carrier hous-

ing. Figure 2.86
12. Insert the shim.

Types of shim : 0.1 , 0.15 , 0.25 , 0.5 (mm)
Figure 2.84
Figure 2.87
SM 1024 21-2-23
13. Press the bearing cone down. 16. Assemble the parts in the following order: thrust
(Apply axle oil on the bearing cone roller before washer (1), needle rollers (57 pieces), planet gear, and
assembling.) thrust washer (2).
(Apply axle oil or grease on the washers before assem-
bling them.)
Thrust
washer (2)
Planet gear
Needle roller
Thrust
washer (1)
Figure 2.88
14. Assemble the planet carrier. Figure 2.91

Planet carrier
Thrust washer (1) Thrust washer (2)
17. Insert the snap ring.
Figure 2.89
15. Tighten the lock nut. (Fastening torque: 3,500 to 3,800

kgf.cm. Caulking is required.)
(Preload : 40~50kgfࡽcm)
Figure 2.92
Figure 2.90
SM 1024 21-2-24
2-5 Assembling the hub assembly 2-6 Assembling the other parts
1. Apply Loctite No. 5127 on the axle housing. 1. Assemble the O-ring, breather fitting, and brake plug.
(Fastening torque : 380~420kgfࡽcm).
Breather
fitting
Brake plug
Figure 2.93
Figure 2.95
2. Assemble the hub assembly.
(Bolt: Apply Loctite No. 277 on the bolt. Fastening 2. Assemble the breather and the breather cap.
torque: 1,170 to 1,310 kgf.cm) (Screw: Apply Loctite No. 577 on the screw before
(Plug: Apply Loctite No. 577 on the plug.) assembling.)
(Fastening torque : 150~200kgfࡽcm)
Assemble the hub assembly after supporting the
assembly with the lifting device as with disassembly.
Plug
Figure 2.96
Figure 2.94
3. Assemble the air breather.
Air breather
Figure 2.97
SM 1024 21-2-25
4. Assemble the drain plug (magnetic). 6. Insert the dipstick.

(Screw: Apply Loctite No. 577 on the screw before Inject axle oil up to the specified level.
assembling.) (Between the bottom limit and the top limit)
(Fastening torque: 700 to 900 kgfࡽcm) Figure 2.100
Center of
the axle
Figure 2.100
Figure 2.98
Dipstick
5. Assemble the drain plug (magnetic). (Oil level gauge)
(Screw: Apply Loctite No. 577 on the screw before
assembling.)
(Fastening torque : 300~410kgfࡽcm)
Figure 2.101
7. This completes the assembly of the drive axle.
Figure 2.99
Figure 2.102
SM 1024 21-2-26
2-7 Test of capability of hydraulic brake

The procedures below describe how to perform the test of
applying hydraulic power to the brake system.
Operation of a device is recommended for checking oil
leak through the oil seal and the circulation system of the
piston for correct operation.
Stroke between 0.45 and 0.5 mm shall be allowed for cor-
rect assessment:
1. Release air from the brake system while applying
hydraulic power to the pressure injection port. Air
shall be flushed until pump oil flows out of the
breather via the brake. Close the brake valve.
2. Run the piston at least five times at pressure of 60 bar.
Check for any oil leak and inspect the piston for
smooth movement.
3. If oil leaks, disassemble the hub assembly. Determine
the correct cause of oil leak. Check the seal surface for
sharp edge, dent, or burr.
4. Apply pressure of 60 bar to the piston. Pressure shall
not drop below 55 bar after 1 minute.
5. If the pressure drops, disassemble the hub assembly.
Determine the correct cause of oil leak.
Repeat Steps 1) to 5).
! CAUTION
Make sure that the brake is fully released
after operation of the brake.
Never operate the brake in partially released
state. Otherwise, the brake parts may be
damaged.
SM 1024 21-2-27
Section 3
Lubrication and Maintenance
SM 1024 21-3-1
1. General information
Fine metal particulates are generated from the drive axle particularly during trial run. These fine metal particulates accel-
erate the abrasion of other functional parts during oil circulation, reducing the lifecycle of the system.
Therefore, the oil change cycle is very important for the maintenance of the system.
2. Magnetic drain plug

The axle including the planetary device is installed together with the magnetic drain plug. The plug is capable of lifting a
min. of 0.5 kg of low-carbon steel. There is a need to check the magnetic drain plug for fine metal particulates during the
periodic oil change.
If you find large metal foreign substances, you have to overhaul the plug. When you detect common fine metal particulates,
clean and reassemble the plug.
3. Air breather
! CAUTION
The breather shall be protected when cleaning the housing with steam. Otherwise, moisture is introduced
into the housing, contaminating the oil.
The operability of the air breather shall be regularly inspected to minimize the failure of components and
earlier change of oil.
4. Oil level
4-1. Checking and adjusting the oil level

The procedures for the wet disk brake shall be strictly performed.
! WARNINGG
Always wear safety goggles during inspection and service of the truck to protect your eyes from serious
injury.
SM 1024 21-3-2
The level gauge and the drain plug are installed on the axle housing. Figure 4.1, Figure 4.2, Figure 4.3.
Oil level gauge
Air breather
Main drain plug
Brake drain plug Figure 4.3
1. Park the truck on a level ground.

2. Extract the oil level gauge from the axle to check the level of oil.
3. If the oil mark on the oil level gauge is higher than the top limit,
disassemble the drain plug to drain oil (Figure 4.2) to keep the Center of
the axle
level within the allowable level. If the oil level is lower than the
bottom limit, pour oil into the oil gauge inlet to keep the level
within the allowable level (Inadequate oil level may cause leak
and overheat).
4-2. Oil change
! WARNINGG
Park the truck on a level ground and apply the parking brake to keep the truck immobile.
Use a prop and the lifting device together to ensure safety. Otherwise, serious injury may occur.
1. Park the truck on a level ground; make sure that the truck is kept immobile.
2. Lift the truck with the lifting device, place the prop under the truck, and remove the drain plug to drain oil.
3. Once oil is completely drained, clean and reassemble the plug.
4. Pour new oil while checking the oil level with the oil level gauge.
SM 1024 21-3-3
4-3. Volume and types of oil

1. The oil volume is approx. 5.6 liters. The actual volume varies depending on the model and the shape of the axle.
2. Axle oil
Manufacturer Product name

Shell Oil Corporation Donax TD 10W30 (2009 ver.)
Shell Oil Corporation Spirex2 80W90 LS
Mobil Corporation Mobil Fluid 424
Mobil Corporation Mobil Infilex33 85W90
Total ISU Esso TF56
5. Inspection cycle
1. Inspection cycle of the drive axle: Every one year or every 2,000 hours
2. O-ring, oil seal, rubber parts, and gasket: Replace all of such parts during each inspection.
3. Brake seal: Replace the seal every 2,000 hours or when needed.
4. Snap ring, friction disk, and steel plate: Replace such parts if the friction limit is exceeded.
Item Part No. Criteria Limit

21DA-10071 t=3.5 t=3.05
Friction disk
21DA-20270 t=2.5 t=2.2
21DA-10051 t=2.5 t=2.35
Steel plate
21DA-20280 t=2 t=1.85
5. Bearing and spring: Check the parts for smooth operation. If operation is abnormal, disassemble and check the parts.
If abnormal operation is suspected due to abrasion (deformation), replace the part.
6. Gear and shaft: Replace the part, if required.
7. Changing the axle oil
Oil change cycle

Initial oil change 100 hours
Level checking and replenishment of oil Every 250 hours
Oil change Every 1,000 hours
SM 1024 21-3-4
Section 4
Troubleshooting
SM 1024 21-4-1
System Diagnosis
1. Noise and vibration
Cause of failure Troubleshooting

Insufficient lubricant Check the oil level and replenish the oil.
Unauthorized oil used Replace the lubricant.
Poor adjustment of wheel bearing Replace the wheel bearing.
Drive Axle
Poor contact between the ring gear and pinion shaft Disassemble, check, or readjust.
Damage or abrasion of ring gear and pinion shaft Replace the damaged gear.
Loosening or abrasion of pinion shaft bearing Disassemble, check, or replace the bearing.
Ring gear bolt loosened Disassemble, check, or reassemble.
Differential Ring gear burnt Disassemble, check, or replace.

operation Differential bearing loosened or abraded Disassemble, check, repair, or replace.
Bevel gear bearing damaged Disassemble, check, or replace.
Pinion gear of differential spider
Replace the pinion gear or spider.
Differen- excessively tightened
tial
Side gear inside the differential
Replace the side gear.
case excessively tightened
Rotating
Differential pinion or side gear damaged Replace the pinion or side gear.
Thrust washer abraded or damaged Replace the thrust washer.
Excessive backlash of differential
Replace the pinion or side gear.
pinion and side gear
Use materials authorized by the
Noise from brake
manufacturer.
Using unauthorized axle oil or materials Remove oil from the axle and use
Brakes Clicking sound
for each abrasion authorized oil.
Replace or thoroughly clean the
Vibration
friction disks or replace the disks.
SM 1024 21-4-2
2. Oil leak

Excessive oil volume Check the oil level and adjust the oil volume.
Using unauthorized oil Change oil.
Air breather clogged Clean or replace the air breather.
Hub oil seal damaged Disassemble, check, or replace.
Leak from pinion shaft:
Excessive oil volume Check the oil level and adjust the oil
volume.
Outside Using unauthorized oil Change oil.
leak
Air breather clogged Clean or replace the air breather.
Pinion shaft oil seal abraded or poorly adjusted Replace the oil seal.
Adjust the breather with torque of
Breather loosened
150 to 200 kg.m.
Tighten the input fitting with torque of
Input fitting or plug loosened
380 to 420 kg.m.
Replace the input fitting, plug, or O-ring.
Input fitting or plug damaged, or plug seat damaged
Repair the seat or replace if required.
Piston seal abraded or damaged Replace the piston seal.
Oil bypassing
Correct the cause of overheat or
inside the seal, oil Piston seal melted or protruding
Leak replace the seal.
in the axle, or oil
inside
reservoir of the Corrosion, abrasion, damage, scar, or
the brake
breather or brake scratch of the inner circumference of the
Clean, grind, rework, or replace the part.
damaged brake housing around the piston, seal,
and seal lip
SM 1024 21-4-3
3. Inoperability of the axle

Axle shaft damaged
Wheel bearing loosened and damaged Reassemble and replace the wheel
Axle shaft bearing.
Shaft short Replace the axle shaft.
Disk spline damaged Replace the axle shaft.
Wheel shaft damaged
Lock nut damaged Replace the lock nut.
Wheel bearing loosened and damaged Reassemble and replace the wheel
Hub
Assembling bolt between the wheel shaft and flange bearing.
hub loosened and damaged Reassemble and replace the bolt.
Hub bolt and hub nut loosened and damaged Reassemble and replace the hub bolt.
Differential pinion and side gear damaged Replace the damaged part.
Differen- Differential spider damaged Replace the damaged part.

tial Differential case damaged Replace the damaged part.
Ring gear and pinion shaft damaged Replace the damaged part.
4. Inoperability of brake

Brake oil tank kept empty Replenish the oil up to the specified level.
Driving
Hydraulic system damaged Check the hydraulic system.
brake
Brake oil leaked Check and replace the brake seal.
Low or no
brake pressure Adjust the parking brake as described
Parking in 2-1-4.
Parking brake poorly adjusted
brake Assemble the carrier case cover.
(See page 2 in 21-2-7)
SM 1024 21-4-4
5. Brake not released

Hydraulic Truck driving
Hydraulic system damaged Check the hydraulic system.
system not allowed
Piston return spring assembly damaged Check the piston return spring assembly.
Check the piston seal for expansion or
Piston poorly returned
Driving damage. (replace if required)
Brake dragged
brake Check the piston seal for expansion or
Unauthorized cooling and brake oil used damage and replace if required.
Clean the system and use authorized oil.
Adjust the parking brake as described
Parking in 2-1-4.
Brake dragged Parking brake poorly adjusted
brake Assemble the carrier case cover.
(See pages 2 in 21-2-7)
6. Brake capability

Replenish the oil in the brake system
Unauthorized brake oil used
and determine the causes of leak.
Inspect the brake system, check for oil leak
Improper brake pressure applied from the brake system and identify the cause
of leak.
Significant varia-
tion or reduction Check and replace the disk, if required.
Driving of braking force
brake Disk abraded or damaged Check whether the supply of brake oil to the
brake system is sufficient when the disk is
abraded.
Check and replace the seal and disk
Brake seal and disk overheated
if required.
Brake is light or Air not properly flushed from
Flush air from the breather and brake system.
keeps sponging the breather or brake system
SM 1024 21-4-5
GROUP 22
GROUP 22
WHEELS AND TIRES
Wheels and Tires Specifications and

Description ............................................ Section 1
Pneumatic Wheels and Tires ....................Section 2
SM 1024 22-0
Group 22, Wheels and Tires
Section 1
Wheels and Tires

Steer Tire Types : Pneumatic rubber/Cushion rubber, non- The wheels and tires used on the truck come in pneumatic
marking, and urethane. or cushion types in a variety of sizes depending on truck
model and application. Pneumatic tires are mounted on
Drive Tire Types : Pneumatic rubber/Cushion rubber,
multi-piece rims with locking rings.
nonmarking, and urethane.
Pneumatic Drive and Steer Tire Inflation Pressure : ! WARNING
Drive G: 1000 kPa (145psi) For your safety and the safety of others,
Steer : 883 kPa (128psi) before you do tire or rim maintenance or ser-
vice, read the OSHA rules regarding owner
responsibility. Do not work on tires or rims
Fastener Torques unless you have been trained in the correct
Steer Tire Mounting Nut Torque : Check mounting proce- procedures. Read and understand all mainte-
dure in Sections 2 for pneumatic tires and wheels. nance and repair procedures on tires and
rims. Serious injury or death can result if
Mounting Nut Torques : safety messages are ignored.
Torques The Occupational Safety and Health Act (OSHA) speci-

Nut only Nut + Washer fies required procedures for servicing multi-piece rim
Drive wheel 640-720 N.m 300-370 N.m wheels in 29 CFR Section 1910.177. It is the owner’s
(Single, Double) (470-530 ft·lb) (225-275 ft·lb) responsibility to comply with OSHA.
225-250 N.m
Steering wheel
(165-185 ft·lb) In accordance with OSHA, the owner must provide a
training program to train and instruct all employees who
If your truck is equipped with 2 Piece yellow zinc dichro- service multi-piece rim wheels in the hazards involved
mate lug nuts, the criss crossing torque sequence should and the safety procedures to be followed. Do not let any-
be 300-370 N·m(225-275 ft·lb) one mount, demount, or service multi-piece rim wheels
without correct training.
Service Intervals The owner should obtain and maintain in the service area
current copies of the United States Department of Trans-
Wheel Mounting Bolts Check and Tightening : Every 50- portation, National Highway Traffic Safety Administra-
250 hours of operation and each PM. tion publications entitled “Safety Precautions for Mount-
Tire Condition : Daily inspection. ing and Demounting Tube-Type Truck/Bus Tires,” and
Multi-Piece Rim/Wheel Matching Chart” or other similar
Tire Pressure Check : Daily inspection. publications applicable to the types of multi-piece rim
wheels being serviced.
SM 1024 22-1-1
Section 2
Pneumatic Wheels and Tires
SM 1024 22-2-1
5. Always remove all air from a single tire and from

! CAUTION both tires of a dual assembly prior to removing any
SAFE PARKING. Before working on truck : rim components, or any wheel components, such as
nuts and rim clamps. Always remove the valve core
1. Park truck on a hard, level, and solid to remove air from tire. Be sure all air is removed.
surface, such as a concrete floor with no
gaps or breaks. 6. Check rim components periodically for fatigue
cracks. Replace all cracked, badly worn, damaged,
2. Put upright in vertical position and fully and severely rusted components.
7. Do not, under any circumstances, attempt to rework,
3. Put all controls in neutral. Turn key switch weld, heat, or braze any rim components that are
OFF and remove key.
cracked, broken, or damaged. Replace with new parts
4. Apply the parking brake and block the or parts that are not damaged, which are of the same
wheels. size, type, and make.
8. Never attempt to weld on an inflated tire/rim assem-
Pneumatic Tire Maintenance bly.
Precaution 9. Clean rims and repaint to stop detrimental effects of
corrosion. Be very careful to clean all dirt and rust
The following instructions supplement the OSHA require-
from the lock ring gutter. This is important to secure
ments. In the event of any conflict or inconsistency
the lock ring in its proper position.
between these instructions and the OSHA requirements,
A Filter on the air filling equipment to remove the
the OSHA requirements shall be controlling.
moisture from the air line prevents a lot of corrosion.
The filter should be checked periodically to make
! WARNING sure it is working properly.
Before you do tire or rim maintenance, read 10. Make sure correct parts are being assembled. Ask
the OSHA rules regarding owner responsib- your distributor or the manufacturer if you have any
lilty. Read and understand all maintenance doubts.
and repair procedures on tires and rims. Do
not work on tires or rims unless you have 11. Do not be careless or take chances. If you are not
been trained in the correct procedures. Seri- sure about the proper mating of rim and wheel parts,
ous injury or death can result if the safety consult a wheel and rim expert. This may be the tire
messages are ignored. man who is servicing your fleet, the rim and wheel
distributor in your area, or the CLARK dealer.
1. Do not let anyone mount or demount tires without 12. Mixing parts of one manufacturer’s rims with those
proper training. of another is potentially dangerous. Always ask man-
2. Never sit on or stand in front of a tire and rim assem- ufacturer for approval.
bly that is being filled with air. Use a clip-on chuck 13. Do not use undersized rims. Use the right rims for
and make sure the hose is long enough to permit the the job.
person filling the tire with air to stand to the side of
the tire, not in front or in back of the tire assembly. 14. Do not overload rims. Ask your rim manufacturer if
special operating conditions are required.
3. Never operate a vehicle on only one tire of a dual
assembly. The carrying capacity of the single tire and 15. Do not seat rings by hitting with a hammer while the
rim is dangerously exceeded, and operating a vehicle tire is filled with air pressure. Do not hit a filled or
in this manner can result in damage to the rim and partially-filled tire/rim assembly with a hammer.
truck tip-over and driver injury. 16. Double check to make sure all the components are
4. Do not fill a tire with air that has been run flat with- properly seated prior to filling tire with air.
out first inspecting the tire, rim, and wheel assembly. 17. Have the tire in a safety cage when filling with air.
Double check the lock ring for damage. Make sure
that it is secure in the gutter before filling the tire
with air.
SM 1024 22-2-2
18. When removing wheels, regardless or how hard or IMPORTANT

firm the ground appears, put hardwood blocks under Check wheels and tires for damage every
the jack. time you check tire pressure. Make repairs
19. Block the tire and wheel on the other side of the vehi- when needed. Dirt can get into cuts and cause
cle, before you place the jack in position. Place damage to the tire cord and tread. Remove
blocks under the truck frame as near as possible to debris from all cuts.
the jack to prevent the truck from falling if the jack
should fail. 2. Check the condition of the drive and steer wheels and
tires. Remove objects that are imbedded in the tread.
20. Remove the bead seat band slowly to prevent it from
Inspect the tires for excessive wear, cuts and breaks.
dropping off and crushing your toes. Support the
band on your thigh and roll it slowly to the ground.
This will protect your back and feet.
21. Bead breakers and rams apply pressure to bead
flanges. Keep your fingers away from the bead
flanges. Slant bead breaker about 10q to keep it
firmly in place. If it slips off, it can fly with enough
force to kill. Always stand to one side when you
apply hydraulic pressure.
General Tire Maintenance, Inspection, 3. Check all wheel lug nuts or bolts to be sure none are
loose or missing. Have missing bolts replaced and
and Repair loose bolts tightened to the correct torque before
1. Park the truck as described in “Safe Parking” and operating the truck.
check for correct tire inflation air pressure. • Torque pneumatic steer tires to 225-250 Nm
• Drive : 1000 kPa (145 psi), (165-185 ftlb).
• Steer : 883 kPa (128 psi) • Torque 1 piece black lug nuts for pneumatic drive
tires to 640-720 Nm (470-530 ftlb).
! CAUTION • Torqe 2 piece yellow zinc dichromate lug nuts for
pnematic drive tires to 300-370 N·m(225-275
Check tire pressure from a position facing
ft·lb).
the tread of the tire, not the side. Use a long-
handled gauge to keep your body away from • Torque 1 piece black lug nuts for pneumatic dual-
the side. drive tires to 640-720 Nm (470-530 ftlb).
• Torque 2 piece yellow zinc dichromate lug nuts for
dual drive tires pneumatic to 300-370 N·m(225-
275 ft·lb)
Inspection and Minor Repair

Inspect pneumatic tires and wheels carefully for.
1. Low inflation pressure.
2. Damaged tires. Check tires for cuts and breaks.
• If tires are low, do not add air. Have the tire and
wheel inspected by a person trained and autho-
rized to do tire and wheel maintenance. The tire
may require removal and repair.
• Incorrect (low) tire pressure can reduce the sta-
bility of a lift truck and cause it to tip over.
SM 1024 22-2-3
3. Damaged wheels or loosening of the lock ring on

multi-piece rims.
Drive axle hube
Wheel nut
Tire and
Wheel assembly
4. Check for loose nuts or bolts not in position.

5. Check the nuts or bolts for damage.
3. Use a portable jack of adequate capacity placed
6. Check the surface of the wheels for bent flanges. under the frame of truck to raise drive or steer wheels
off floor.
7. Check all parts for rust or corrosion.
4. Once tire is off the ground enough to rotate freely,
8. Mark the damaged areas with chalk so that the parts
remove the lug nuts and lift the wheel from the hub.
can be removed from operation.
Use caution when lifting tire and wheel.
9. Remove all parts that are damaged and install new
parts in the same position. Drive and Steer Wheel Remounting
10. Replace parts with the correct sizes and types. See
your parts manual. IMPORTANT
See “Tire Installation” in this Section to
11. Include your truck serial number when ordering make sure the wheel and tire mounting ori-
replacement parts. entation is correct. Check the information for
correct tire-to-wheel mounting and wheel-to-
Wheel Dismounting and Remounting hub mounting.
Refer to “Lifting, Jacking, and Blocking” in Group SA for 1. Make sure the truck is parked on a flat, hard surface
information on jacking up or raising the truck for wheel and the jacking and blocking devices are secure to
removal. Always start with the truck parked safely. hold the truck in a safe position.
2. Inspect the removed lug nuts for damage to the
Drive and Steer Wheel Dismounting threads. Also inspect all hub studs for thread damage.
Replace any lug nuts or studs that have damaged
1. Remove the valve core from the valve stem to be
threads. Make sure studs are secure in the axle hub.
sure all air is removed from the tire.
2. Loosen the lug nuts on the wheel.
Steer 3. Set the wheel on the hub and start the lug nuts on the
Axle hub hub studs. Tighten the nuts only enough to seat the
SM 1024 22-2-4
nuts into the beveled openings on the wheel and to 2. Loosen the five lug nuts on the wheel.
secure the wheel on the axle hub.
4. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 Nm (40-60
ftlb). Make sure all nuts seat into beveled spacer
holes correctly.
5. Begin the crisscrossing sequence again and tighten

the lug nuts to final torque. 3. Use a portable jack of correct capacity placed under
• Torque drive wheel 1 piece lug nuts to 640-720 the frame of truck to raise drive wheels off floor.
Nm (470-530 ftlb).
4. Remove the five outer-wheel lug nuts and remove
• Torque drive wheel 2 pieces lug nuts to 300-370
N·m(225-275 ft·lb) the outer wheel and tire from the dual-wheel spacer
• Torque steer wheel lug nuts to 225-250 Nm studs.
(165-185 ftlb). 5. Remove the valve core from the valve stem of the
6. Carefully lower the truck and remove the jack. inner wheel to be sure all air is removed from the
tire.
7. Check tire pressure for correct inflation pressure.
• Drive wheel pressure is 1000 kPa (145 psi). 6. Remove the five lug nuts securing the inner wheel to
• Steer wheel pressure is 883kPa(128 psi). the dual-wheel spacer.
7. Remove the dual-wheel spacer and retain the wheel-
! WARNING mounting washers on the dual-wheel shoulder studs
If tires are not fully inflated, see “Adding Air installed on the dirve-axle hub.
Pressure To Mounted Wheel/Tire Assem-
8. Remove the tire and wheel from the drive-axle hub.
blies” and follow the procedures for adding
Use caution when lifting wheel and tire assembly.
air to the mounted tires.
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in Dual-Drive Wheel Remounting
the rim and side ring. The lock ring can sepa-
rate from the rim with enough force to cause IMPORTANT
injury or death. See “Tire Installation” in this Section to
make sure the wheel and tire mounting ori-
entation is correct. Check the information for
Dual-Drive Wheel Dismounting(GTS) correct tire-to-wheel mounting and wheel-to-
1. Remove the valve core from the valve stem of the hub mounting.
outer wheel to be sure all air is removed from the 1. Make sure the truck is parked on a flat, hard surface
tire. and the jacking and blocking devices are secure to
hold the truck in a safe position.
2. Inspect the lug nuts for damage to the threads. Also
inspect all studs for thread damage. Replace any lug
nuts or studs that have damaged threads. Make sure
SM 1024 22-2-5
studs are secure in the drive-axle hub and the dual- NOTICE
wheel spacer. The outside diameter of the left or right
3. Install inner wheel and tire assembly on drive-axle wheel or set of wheels must not differ more
hub shoulder studs. than 6mm (0.25 in) per side.
4. Install five wheel-mounting washers on the shoulder 13. Check tire presssure for correct inflation pressure :
studs. • Drive wheel pressure is 1000kPa (145 psi).
5. Mount the dual-wheel spacer on the shoulder studs.
6. Set the lug nuts on the shoulder studs and tighten the
! WARNING
nuts only enough to seat the nuts into the beveled If tire are not fully inflated, see “Adding Air
openings on the spacer and to secure the wheel on the Pressure To Mounted Wheel/Tire Assem-
spacer and drive-axle hub. blies” and follow the procedures for adding
air to the mounted tires.
7. Use a crisscrossing nut tightening sequence to torque Before you add air pressure to the tire, make
the nuts to a pre-final torque of 54-81 Nm (40-60 sure the lock ring is correctly positioned in
ftlb). Make sure all nuts are seating into beveled the rim and side ring. The lock ring can sepa-
spacer holes correctly. rate from the rim with enough force to cause
injury or death.
Wheel Disassembly and Tire Removal

1. Remove valve core from the valve stem to be sure all
air is removed.
! WARNING
Before starting disassembly, remove the air
from the tire. Failure to remove the air from
the tire can result in serious injury.
2. Remove lock ring.

8. Begin the crisscrossing sequence again and torque
the black lug nuts to 640-720 Nm (470-530 ftlb).
9. If your track is equipped with 2 pieces yellow zinc
dichromate lug nuts, the crisscrossing torque
sequence should be 300-370 N·m (225-275 ft·lb)
10. Mount the outer wheel on the studs of the dual-wheel
spacer and tighten the nuts only enough to seat the
nuts into the beveled openings on the spacer and to
secure the wheel on the spacer and drive-axle hub.
3. Remove wheel wedge.
11. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 Nm (40-60
ftlb). Make sure all nuts are seating into beveled
spacer holes correctly. See illustration above.
12. Begin the crisscrossing sequence again and torque
the lug nuts as described in step 8 and 9.
SM 1024 22-2-6
4. Remove tire from wheel. bolts can break, causing cracks in the wheel
between the stud holes.
• Too little torque on the wheel fasteners. If the
wheel mounting parts are too loose, damage to
parts and tire wear will result.
10. Check wedge ring for wear or damage. Corrosion
buildup will cause wear and damage to the wheel
wedge ring.
11. Clean the wheels. Remove rust and dirt.
12. Clean the tire bead seat area. Remove all rust and
rubber with a wire brush or wheel.
5. Remove the rubber inner tube protector (flap).
6. Repair tire and/or tube, as needed.

7. Check for cracks in the wheel. 13. Clean wedge and lock rings. Make sure the seating
surface and bead seat areas are clean.
Cracks in the wheel are caused by :

• Deep rim tool marks.
• Overload on wheels.
14. Apply paint to the tire rim with a brush. Or, use an
• Too much air pressure in the tires.
aerosol can of metal primer.
• Using the wrong size tires. The parts must be clean and dry before you apply the
8. Check for cracks in the lock ring. paint. Make sure to apply paint to the outside or tire
side of the rim. This is important because air is on the
9. Check for cracks between the stud holes in the wheel. metal surface of the tire side of the rim
Cracks are caused by :
15. Apply lubricant on the tire side of the rim base. Do
• Loose wheel nuts.
not use a lubricant that has water or solvent which
• Wheel not installed correctly. will cause damage to the rubber.
• Wrong size or type of parts used.
NOTE
• Too much torque on the wheel fasteners. If the Clark dealers can supply the correct lubri-
wheel mounting parts are too tight, the studs or cant, which contains a rust inhibitor.
SM 1024 22-2-7
Tire Replacement and Wheel 5. Install the wheel wedge.

Reassembly
1. Put the tube into the tire.
6. Put the side ring over the rim and install the lock ring
as shown.
IMPORTANT
Install washer 22.123 on tube over valve stem
before flap is installed, when specified. See
sketch. Refer to Service Parts List.
2. Put the rubber tube protector(flap) over the tube.

7. Connect air chuck and turn the tire over with the
3. Install the tire onto the wheel rim, against the bead valve stem down. Put 21 kPa (3 psi) of air into the
seat area. tire.
8. Turn wheel to the other side. Check to make sure

lock ring is in correct location.
4. Put the wheel wedge over the rim.
SM 1024 22-2-8
9. Disconnect the air chuck. Use a mallet and hit the Directional-Tread Single Drive Tires
ring to make sure the ring is fully installed. • Tire arrow to point in the dirction of forward rota-
tion. Rotate wheel to bring arrow on tire above the
wheel center. Arrow must point toward front of
truck.
10. Put the tire in an OSHA-approved safety cage.
Directional-Tread Dual Tires(GTS20-30)
1. Inside dual tire arrow to point in the direction of for-

ward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow must point to ward
front of truck.
Tire-to-Wheel Mounting
Directional-Tread Tires
All directional-tread tires are to be mounted in the correct
position with respect to the arrow cast on the side of the 2. Outside dual tire arrow to point in the direction of
tire as explained below. rearward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow should point toward
rear of truck.
SM 1024 22-2-9
Filling Tires with Air 2. Turn the regulator valve counterclockwise (CCW)
until you can feel no resistance from the regulator.
Follow these procedures when putting air into tires. All This will adjust the regulator presssure to a low pres-
wheel and tire assemblies must be filled in a safety cage. sure near zero.
The hose must have an adapter that can be connected to
the valve stem.
1. Attach an air hose to valve stem.
2. Open the control valve which will let compressed air
into the tire.
3. At intervals, close the control valve and check the
pressure in the tire by reading the gauge. Do not put
too much presssure into the tire.
4. Continue to fill the tire to the correct air pressure
reading of Drive tire: 1000 kPa (145 psi) 3. Slowly turn the cylinder valve counterclockwise
Steer tire: 883 kPa (128 psi) (CCW) to open position.
IMPORTANT
Put equal pressure in both tires of a dual
assembly. Do not put air into a tire that is flat
without first inspecting it and the wheel for
damage.
Filling Tires with Nitrogen

If your air supply does not have enough pressure to fill the
tire, you can use a pressurized cylinder of commercial
nitrogen gas to get the correct tire pressure. With the tire 4. The tank gauge will now show tank pressure.
in a safety cage, connect the nitrogen cylinder to the valve
stem with the use of an air chuck.
! WARNING
Use introgen only. Do not use oxygen or any
other gas to fill tires. Make sure all items of
equipment used (nitrogen cylinder, regula-
tor, gauges, hoses) are UL approved and in
good condition. Use the correct regulator and
hose for the pressures that are necessary.
5. Turn the regulator valve clockwise (CW) until the
1. Be sure tank valve is closed to connect hose to valve regulator gauge reads the correct tire pressure. Fill
stem. Tank vlave is closed by turning handle on top the tire with nitrogen.
of tank clockwise to a stop.
SM 1024 22-2-10
6. Turn the tank valve clockwise (CW) and close the Checking and Adjusting Tire Pressure
valve.
! WARNING
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and wheel wedge. The lock ring can
separate from the rim with enough force to
cause injury or death.
7. Disconnect the air chuck from the valve stem.
1. Attach a clip-on air chuck to valve stem. Stand by the

side of the wheel and put the correct air pressure in
the tire.
8. Turn the regulator valve counterclockwise (CCW) to

the off position.
2. If your air supply does not have enough pressure to

fill the tire, you can use a nitrogen cylinder to get the
correct pressure.
9. Use a tire pressure gauge to check the tire pressure. If

necessary, put more air into the tire. Do this as many
times as necessary to reach the correct tire pressure.
3. Put a clip-on type air chuck on the nitrogen cylinder
! CAUTION hose and attach it to the valve stem. Follow the pro-
Use a long-handled gauge so that your hand cedures described previously for adjustment of the
does not go inside the cage, or in front of any nitrogen cylinder valves.
component of a multi-piece wheel.
! WARNING
Use nitrogne only. Do not use oxygen or any
other gas to fill tires.
SM 1024 22-2-11
Split-Rim Wheel Assemblies ! DANGER

Split-wheel assemblies (two-piece rims held together with • Remove the air from th tire before loosenging
bolts) may be encountered either on older truck models or wheel mounting bolts or nuts, or doing any
as an option installed in the field. This brief discussion is work on split-rim wheels or tires. Split-rim
supplied to illustrate a typical split wheel design and to wheels can separate with enough force to
point out precautions in removing the mounting bolts for cause severe injury or death.
reference. • Before removing tires from split wheel assem-
Split-wheel assemblies are a special case requiring extra blies, remove all air pressure from the tires.
care when removing the wheel from the truck, to be sure • Before putting air pressure into tires with
that the mounting bolts and not the wheel clamping bolts split wheel assemblies, make sure the split
are loosened and removed, and that all of the air pressure wheel attaching bolts are installed and tight-
is removed before demounting the wheel or disassembling ened to correct torque value.
to remove the tire. • Always use a safety cage when inflating tires.
1. It is general practice for the wheel clamping bolts
that hold the wheel halves together to be installed
with the nuts and washers on the inboard (hidden)
side.
2. It is also general practice (however designs may
vary) for the wheel clamping bolts that hold the
wheel together to be placed in the outer bolt circle
nearest the tire bead seat and the wheel mounting
bolts to be placed in the inner bolt circle closest to
the hub. Always inspect split wheels to safety iden-
tify the correct wheel mounting bolts before remov-
ing.
Typical Split Wheel Assembly
SM 1024 22-2-12
GROUP 23
GROUP 23
BRAKE SYSTEM
Braking/Inching System
Specifications and Description ..................... Section 1
Service Brake Troubleshooting .....................Section 2
Brake/Inching Pedals and Linkages

Adjustments ....................................................Section 3
Brake Bleeding ...............................................Section 4
Brake Valve Service .......................................Section 5
Parking Brake Service ...................................Section 6
SM 1024 23-0
Group 23, Brake System
Section 1
Braking / Inching System

NOTE
INCHING. This Section only covers inching in re-
gard to the linkage between the brake and inching
pepals. The inching system is more fully covered in
Group 06(S), “Transaxle.(Standard)”
Specifications
Service Brake : Parking Brake :
Type : Wet disc brake. Brake valve supplied by a reserve Type : Cam-structure type that each wheel is connected to
tank. the service brake piston .
Fluid : Fluid provided by reserve tank. (CLARK MS-68) Holding Test: Rated load on 15% grade.
Pedal Freeplay : 4-6mm (0.16-0.24in)
Inching : also see standard transaxle specs in Group 06(S)
Type : Inching pedal mechanically linked to brake pedal
and to inching spool on transaxle.
Pedal Freeplay: 2-3mm(0.08-0.12in)
Overlap Adjustment : 1.5-4.5 mm.(0.06-0.18in)
SM 1024 23-1-1
General Description ing pedal operates the brake master cylinder. The inching
pedal is mechanically linked to the brake pedal so that the
The service brake and inching system (diagrammed inching pedal, near the end of its stroke, also operates the
below) consists of : service brakes.
Service brake assembly — The drums, shoes, and wheel Inching control valve — A hydraulic valve in the trans-
cylinders. axle control valve assembly that hydraulicly varies clutch
Brake, Inching Master Cylinder — This is a step-bore pack pressure so the operator can “inch” the truck.
maste cylinder with reservoir Brake oil is fed to the master Parking brake pedal — Operates the service brake shoes
cylinder from reservoir. via cables. See “Parking Brake Adjustment,” in this
Service brake and inching pedals and linkages — A Group, for details.
mechanical system through which the brake pedal or inch-
Inching
Master
Cylinder
Service Brake and Inching System Arrangement
SM 1024 23-1-2
Inching Operation Service Requirements

The inching pedal allows the operator to vary transmis- Operational checks and inspection of linkages, and brake
sion slippage through the clutch pack so that travel speed lines are specified in the Periodic Service Chart in Group
and lifting speed can be independent. PS.
The inching pedal also applies the service brakes. When Service brake linkage adjustment and lube are not nor-
the inching pedal is depressed to a certain point, a mally required.
mechanical linkage between the inching pedal and the
A leaking brake cylinder should be overhauled or
brake pedal begins to apply the service brake. When the
replaced.
inching pedal is fully depressed, the clutch pack fully dis-
engages and the service brake fully applies. Parking brake should be adjusted if indicated by opera-
tional check.
Inching is more fully described in Section 1 of Group 6,
“Transaxle.”
Braking Operation
When the operator depresses the brake pedal, or depresses
the inching pedal far enough to operate the brake pedal,
the brake link operates a piston in the brake valve.
The brake valve receives flow from the reservoir. In gen-
eral, the brake valve allows pressure to build in the disc in
proportion to the extent the brake pedal is depressed.
When the operator applies the brakes, the brake valve pis-
ton shifts to provide pressure to the disc for braking. The
amount of pressure is modulated by the position of the
piston.
SM 1024 23-1-3
Section 2
Service Brake
Troubleshooting
SM 1024 23-2-1
Service Brake Troubleshooting
Causes/Corrective
Condition Actions
Brake pedal drops to floor ...................................................................... B D F
Brake pedal spongy................................................................................. B C
Brake pedal kicks back when applied ..................................................... C E
Brakes stick, drag excessively, make noise, or overheat ........................ E F H
Insufficient stopping power; excessive effort required........................... F B E G
Excessive effort required to apply brake................................................. F B
Inching pedal does not apply brake at right time .................................... A D
Causes/Corrective Actions
A. Overlap adjustment incorrect ............................................................................................Adjust.

B. External leak in other component of braking system........................................................Inspect/replace/repair.
C. Air in braking system ........................................................................................................Bleed and recheck.
D. Linkage misadjusted or broken. Return spring damaged..................................................Inspect/repair.
E. Brake valve defective ........................................................................................................Inspect/overhaul or replace.
F. Shoe disc worn or brakes misadjusted ..............................................................................Inspect/repair/adjust.
G. Shoe linings glazed, oily, or contaminated with other substance......................................Replace or clean.
H. Parking brake misadjusted ................................................................................................Adjust.
SM 1024 23-2-2
Section 3
Brake/Inching Pedals and

Linkages Adjustments
SM 1024 23-3-1
Introduction Overlap Adjustment

Figures show : See Figure 1. When the inching pedal is depressed, the
strike bolt threaded into the inching pedal pushes against
• The service brake linkage, which links the brake
the strike lever on the brake pedal, applying the brake.
pedal to the brake valve.
• The inching pedal linkage, which links the inching The clearance between the top of the strike bolt and the
pedal to the inching valve. strike lever should be 1.5 to 4.5 mm (0.06~0.18 in),
depending on operator preference.
• The inching pedal overlap, which allows the inch-
ing pedal to operate the brake pedal. 1. Measure clearance.
The illustrations and accompanying text serve as guide to If necessary, adjust as follows:
disassembly/assembly and adjustment.
2. Loosen jam nut.
Pedal Height Adjustment 3. Turn strike bolt to obtain desired clearance.

4. Tighten jam nut.
See Figure 1. The brake pedal must be at the same height
as the inching pedal. To adjust brake pedal height :
1. Loose the pedal stop bolt of brake and adjust pedal Inching Cable Adjustment
height to be 120 ± 2mm from floow plate. See page 4.
2. Rotate the eccentric stop in the hex hole until it stops
the brake pedal at the same height as the inching
pedal.
3. Torque the stop bolt and nut 20-25 N·m(14-18 ft·lb).
Freeplay Adjustment
When the brake pedal linkage is properly adjusted, brak-
ing should begin only after the pedal is depressed a certain
distance, This is “Freeplay” is Adjusted as follows :
1. Loosen the jam nut on the rod brake valve (Figure 1).
2. Depress the brake pedal 4~6mm (0.16~0.24 in)
Adjust the rod until you feel the push rod make clear-
ance with the cylinder piston.
SM 1024 23-3-2
Plain Washer
Inching Pedal
Cotter Pin
Stop Mounting Bolt Brake Valve Rod

Jam Nut (Note 2) Brake Pedal
Cotter Pin
Stop Mounting Bolt
Strike
(Note2)
Return Spring
Brake Valve
Clevis Pin
Inching
Cable Jam Nut Retaining
Strike Bolt (Note 1) Ring
Brake Yoke
Push Rod
Link
Brake Valve
Mounting Bolt
(Note 1)
Inching
Bracket
Stop Mounting
Bolt
Note 1
* Tightening Torque
- Note 1 : 40-45 N¡⁄
m (30-33 lbf¡⁄
ft)
- Note 2 : 20-25 N¡⁄
m (14.8-18.4 lbf¡⁄
ft)
<SI-49608F>
Figure 1. Brake/Inching Pedals and Linkage
SM 1024 23-3-3
Inching Cable Adjustment

With the inching pedal fully up, the inching cable should
have 1 mm freeplay in the inching cable.
With the pedal released, adjust the cable as follows :
1. Use the cable adjusting nuts to loosen the cable
until the inching rod withdraws into the transaxle
control valve as far as it will go.
2. Turn the cable adjusting nuts until the cable tightens
enough to keep 1 mm freeplay. Tighten the cable
adjusting nuts against the mounting bracket.
SM 1024 23-3-4
Section 4
Brake System Bleeding
Bleed brakes when : 4. Depress the brake pedal and watch fluid flow into the
jar. When the fluid appears to be free of bubbles,
• The brake pedal kicks back during braking or the
tighten the bleed screw, then release the pedal.
pedal feels spongy.
• The brake valve — or lines between — have been 5. Operate the brake pedal at various rates. If you feel
leaking and/or have been repaired or replaced. the pedal kick back, bleed the system again.
• Troubleshooting otherwise indicates that air has
been introduced into the system.
Because the brake system is supplied with fluid from the

reservoir, brake bleeding is simplified. Proceed as follows
:
1. Park truck on level floor. Put direction control in
neutral. Lower forks to floor, tilt forward, and apply
parking brake.
2. Attach a clear hose to a bleed screw on one of the
brake cylinders. Place the other end of the hose in a
jar containing brake fluid(Hydraulic oil), Clark part
#2776239. (MS-68)
3. Open the bleed screw.
SM 1024 23-4-1
Section 5
Brake Master Cylinder Service
SM 1024 23-5-1
Brake Valve Removal and Replacement

1. Remove the spring clip and pin from the yoke on the
brake valve rod. (See box below).
2. Remove and plug the feed line.
3. Loosen the three mounting bolts.
4. Replacement is reverse of removal. Bleed system and
test brakes as described in Section 4.
Brake valve
Jam nut
Brake yoke
Stop mounting
bolt
Brake valve
mounting bolt
SM 1024 23-5-2
Brake Master Cylinder Overhaul

• Use the CLARK overhaul kit to overhaul the brake
valve.
• Clean all parts with a safety-approved commercial
solvent before inspection.
• Inspect all parts. Inspection includes :
- Checking bores and pistons for scratches,
nicks, burrs, and wear.
- Making sure springs are not bent or cracked.
- Making sure all orifices are free of blockage.
- Making sure boot is not torn or loose.
- Making sure push rod is not bent.
• Replace all seals. Do not reassemble with old seal.
• Coat all components with brake fluid(Hydraulic
oil), CLARK part #2776239, before reassembly.
Lubricate and wrap parts if reassembly will not be
done immediately.
IMPORTANT
CLEANLINESS. Perform overhaul proce-
dure in a clean environment. Make sure all
parts are cleaned before, and kept clean dur-
ing, reassembly.
SM 1024 23-5-3
Section 6
Parking Brake Service
SM 1024 23-6-1
Operation Removal and Replacement

Operate the brake by pulling the hand brake mounted on As shown in illustration below, with these notes:
the battery hood. The pulled hand lever tensions cables
• Adjust position of interlock and indicator switches
connected to a brake shoe at each brake assembly, thereby
with pedal upstop against tab on bracket. Switch
applying the brakes.
contacts should snap from their operated contact
Press the button on the front side of hand brake, then the position to their normal position when pedal is
parking brake will be released. This handle releases the depressed one ratchet click.
ratchet, and a return spring returns the pedal and cable to • Torque switch mounting nuts 0.8-1.0 Nm (7-9
the off position. The ratchet also operates the parking lbfin). Torque bracket mounting nuts 20-23 Nm
brake interlock switch and the parking brake indicator (177-210 lbfin).
light switch.
• Apply a thin coat of CLARK lubricant, part
#1802155, to ratchet teeth and ball end of wire
Adjustment rope prior to assembly.
1. With the lever fully lower, upstop against tab on

bracket, adjust slack out of brake cables and tighten
adjusting/locking nuts.
2. Actuate and release pedal six to eight times.
3. Readjust and tighten nuts.
Parking Brake
Cable
Split Pin
Clevis Pin
Cotter Pin
Clevis Pin
<SI-47714F>
SM 1024 23-6-2
Parking Brake Cable

Removal and Installation
1. Disconnect each parking brake cable from the ratchet
assembly as shown in the illustration below.
2. Remove the parking cable from the service brake

assembly by first removing the brake shoes as
described in the “Brake Overhaul and Adjustment”
Section of this Group.
3. Pull out the C-clip that holds the parking brake cable
to the backing plate.
4. Unhook the parking brake cable end from the lever
on the shoe and pull the cable from the assembly.
5. Installation is the reverse of removal.
SM 1024 23-6-3
GROUP 25
GROUP 25
STEERING COLUMN AND GEAR
Steering System Specifications

and Description .................................... Section 1
Steering System Troubleshooting ........... Section 2
Steering Column and Component

Removal and Replacement .................. Section 3
Steering System Relief Pressure Check

and Adjustment .................................... Section 4
Steering Gear Overhaul ........................... Section 5
SM 1024 25-0
Group 25, Steering Column and Gear
Section 1
Steering System Specifications and

Description
Steering System Type : Hydrostatic power steering with All truck models have a hydrostatic power steering sys-
load sensing, dynamic signal neutral circuit. tem, which is supplied with oil pressure from the main
hydraulic system pump. The steering hand wheel operates
Steering System Relief Pressure Setting : 13000 kPa
the steering gear (steering control unit), which directs oil
(1885 psi)
flow to the steering cylinder on the steer axle. A steering
system pressure relief valve is built in the hydraulic pump
Service Intervals to prevent over-pressurization of the steering system. The
pressure relief setting can be tested using the gauge port of
Check the steering system relief pressure annually or after the hydraulic pump. A steering priority valve, also in the
every 2000 hours of operation. Make a visual inspection pump, diverts flow from the main hydraulic system to the
of steering control unit hydraulic fittings periodically to steering system when it senses the pressure increase
ensure that the fittings are tight with no leakage. caused by turning the steering hand wheel.
The power steering gear is a remote positioning control
Fastener Torques valve that senses the input signal from the steering hand
Steering Handwheel Nut : 35-45 Nm (25.5-33.5 ftlb) wheel, multiplies this signal to assist in reducing the steer-
ing effort, and causes the steering axle to turn the wheels
to the desired position by supplying hydraulic flow to the
steering cylinder.
The steering gear is connected to the bottom of the steer-
ing column. When the steering hand wheel is turned, it is
linked mechanically to the steering gear spool and causes
this spool valve to shift from its closed neutral position to
a “turn” position that allows oil under pressure to flow to
the steering cylinder.
When the steering hand wheel stops turning, centering
springs in the valve automatically center the spool, stop-
ping the flow of oil to the cylinder.
The low pressure oil from the opposite side of the steering
cylinder is returned through the opposite port in the gear.
It is controlled by the same spool as the high pressure
port.
In the event of a pump failure, the steering gear can gener-
ate sufficient hydraulic power by movement of the steer-
ing handwheel to serve as a limited steering method. An
internal check valve automatically closes to divert this
generated oil flow to the proper port of the steering cylin-
der.
SM 1024 25-1-1
The handwheel turning effort is considerably higher, how- are protected by the steering column cover. The cover can
ever, than with power steering. be removed for service to steering column components.
The entire column can be removed for service or replace-
The column tilt lock mechanism allows the operator to
ment. The steering gear, attached to the base of the col-
adjust the steering column. The column tilt lever knob
umn, can be removed without disassembling the other
releases the adjustment setting and the column returns to
parts of the steering column.
the up position by the use of springs. The tilt lock mecha-
nism, the directional control lever, and the ignition switch
Lock switch Steering handle
Directional control Light switch

lever lever
Steering handle
screw
Column upper cover
Tilt lock lever
Gas spring
Column tilt lock assembly
Column
lower cover
Harness
Column external Column internal
SM 1024 25-1-2
Section 2
Steering System Troubleshooting
No steering Truck turns in wrong direction

• Hydraulic fluid level very low. • Hydraulic lines not installed correctly.
• Air in hydraulic oil.
Handwheel kickback
• Steering column sections not connected properly.
• Hose broken. • Check valve faulty (or not in system).
• Hydraulic pump contaminated or defective.
Slow steering response
Hard steering • Oil viscosity too high.
• Hydraulic fluid level low. • Contaminated or defective steering gear.
Chatter conditions
• Steering gear contaminated or defective.
• Loose mountings or linkage. Make certain all
• Relief valve setting too low ; adjust or replace.
mounting fasteners and other linkage is tight.
• System leaking.
• Pressure relief valve set too low and is out of
• Incorrect tire pressure. adjustment ; adjust or replace the relief valve.
• Axle load too heavy. • Insufficient pump flow. Check pump for leaks and
• Lack of lubrication. see Group 29, Section 2.
Unsatisfactory steering in either direction
• Defective steering gear.
• Malfunctioning, damaged, or worn priority • Air in system due to excessive wear in steering cyl-
demand valve (flow control valve). inder. Check for air in system. Excessive noise or
foamy condition of hydraulic fluid indicates aera-
High number of handwheel turns tion. Check that air is not entering the system
through poor threads, cracked, split, or worn hoses,
• Steering cylinder seal leakage. bad pump seals, bad O-rings, bad gaskets, or loose
• Worn steering gear. connections.
Worn cylinders result in leakage past the piston.
Steering handwheel spins freely Overhaul (see Group 26, Section 7) or replace the
steer cylinder.
• Air in system (cavitation).
• Incorrect system pressure due to worn pump.
• Low oil supply.
Replace the relief valve or repair or replace the
• Steering column detached from steering gear. pump (see Group 29).
• Defective steering gear.
Noise during turns
Jerky steering
• Worn bearing (s) in steering arm; replace bearings.
• Steering gear malfunction because of worn parts or • Worn pin in steering knuckle ; replace pin.
contamination. Steering gear may require over-
• Worn bearings in steering knuckle ; replace bear-
haul.
ings.
• Steering knuckle is loose ; tighten castle nut.
SM 1024 25-2-1
Constant noise from steering axle Low pressure at the pump

• Loose or worn hub bearing cones. Adjust or • Refer to the pump troubleshooting and overhaul
replace hub bearing cones. Replace bearing cones procedures in Group 29.
and bearing cups as a set.
Low pressure at the steering gear
Noise when axle pivots
• Refer to Section 5, “Steering Gear Overhaul.”
• Lack of lubricant in steering axle mounting.
• Steering axle mountings worn; replace mountings. Low pressure at the steer cylinder
• Steering axle mounting cap(s) loose ; tighten • Seals worn out at piston rod end of steer cylinder;
mounting cap(s). replace seals.
Fluctuating pressure Steer cylinder rod binding or sticking

• Faulty operation of relief valve. Fluctuating pres- • Binding of linkage. With hydraulic flow shut off
sure or loss of pressure in the system is usually from the cylinder and the rod end uncoupled, the
caused by scales, chips, sludge, or filings that have rod should slide freely in or out by hand. If the pis-
lodged between the relief valve and seat. A dam- ton is binding, overhaul or replace the cylinder.
aged spring or worn valve may also be the cause of
the trouble. Flush and refill the system and replace
the hydraulic return line filter element. If condition
still exists, replace the relief valve.
SM 1024 25-2-2
Section 3
Steering Column and Component Removal and Replacement
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
Locker Switch Steer Handle
Direction Control Light Switch Lever

Assembly
Steer Handle
Screw
Column Upper Cover
Tilt Lock Lever
Gas Spring
Tilt Lock Assembly

Column Lower Cover
Wire Harness
Column Outside Column Inside
SM 1024 25-3-1
locker switch and pull rear cover smoothly after

! CAUTION removing tilt lock leveler.
SAFE PARKING. Before working on truck :

gaps or breaks.
2. Put upright in vertical position and fully
3. Put all controls in neutral. Turn key Tilt Lock Lever
wheels. Cover Screw
Steering Column and Component

Removal
NOTE
Determine which component requires service and check
Use care when removing the back side cover
the procedure for removing that component. Read the pro-
as the locker switch wiring is attached.
cedure completely before beginning disassembly.
4. Disconnect wire connector assembled to direciton
Hand Wheel, Light Switch Lever and control lever and light switch lever and remove
Directional Control Assembly Removal direction control lever and light switch lever from
steering column by releasing two (+) screw
1. Disconnect the negative lead at the battery.
2. Remove a hand cover and release nut and washer Column Tilt Lock Assembly Removal
securing handle to steering column.
NOTE
Steer Handle Cover
The tilt lock assembly is not serviceable; only
the gas springs are serviceable. The tilt lock
assembly should be removed only for
replacement as a complete assembly.
1. Disconnect the negative lead at the battery.

Steer Handle Screw
2. Refer to "Handle, light switch lever and direction
control assembly removal" to remove upper cover.
Steer Handle Washer
Steer Handle
3. Remove 8 screws secruing both column cover using

(+) driver. Disconnect connector assembled on
SM 1024 25-3-2
3. Use (+) drive to remove 4 screws secruing lower col-

umn lever and then lower cover.
Column Upper
Cover
Gas Spring
Steering Gear
Column Lower
Cover
4. Remove 4 bolts secruing tilt assembly to frame

2. Remove the four bolts and the lower column shaft
and steering gear to the bracket on the frame.
Tilt Lock Assembly
Mounting Screw
Steering Gear
3. Remove the lower shaft and steering gear assembly

from the truck.
Steering Gear Removal

1. Put a pan under the truck to catch hydraulic fluid
which will drip when fittings are loosened. Label the
four hose fittings of the steering gear to make sure
they are reassembled correctly. Loosen and remove
the hydraulic fittings at the steering gear. Cap the
ends to prevent fluid leaks. Cap the steering gear
ports to prevent dust and debris from getting into the
steering gear. Keep hydraulic ports and hoses clean.
SM 1024 25-3-3
Steer Column and Component

Replacement
IMPORTANT
Make sure all parts are clean and dry before
reassembling.
It may be necessary to assemble the steering
column in place and hand tighten fittings so
that the correct alignment of the entire col-
umn and parts can be checked. Once you
have the correct alignment, torque all fittings
to their correct specifications.
1. Component replacement and reassembly is in reverse

order of removal.
SM 1024 25-3-4
Section 4
Stering System Relief Pressure Check and Adjustment
! CAUTION ! WARNING
SAFE PARKING. Before working on truck: Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
1. Park truck on a hard, level,- and solid search for leaks. Escaping fluid under pres-
surface, such as a concrete floor with no sure can penetrate the skin causing serious
gaps or breaks. injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
3. Put all controls in neutral. Turn key which eject fluids under high pressure.
switch OFF and remove key. If any fluid is injecte into the skin, it must be
surgically removed within a few hours by a
doctor familiar with this type of injury or
wheels.
gangrene may result.
Description and Operation Steering System Relief Pressure Setting

Steering system relief pressure settings above the speci- Check and Adjustment
fied values can cause failure of the steer lines, damage to
seals in the steering gear, and steering linkage breakage This procedure requires installation of a pressure gauge at
on the steer axle. install Quadrigage at pressure inlet of steering gear. The
pressure is measured while the steering handwheel is
The steering system’s pressure relief valve is part of the turned fully in one direction to put the steering system in
steering control (orbitrol) assembly. Steering system relief bypass.
pressure is adjustable and should be checked if indicated
by troubleshooting. Use the gauge port on the pump to Steering system relief pressure setting may be checked
check steering relief pressure. using a Mica Quadrigage (CLARK Part No. 1800106) or
with a conventional pressure gauge, 0-20,700 kPa (0-3000
Steering system relief pressure setting should be 8618 kPa psi).
(1250 psi).
1. Tilt the steering column fully forward andraise the
NOTE seat deck.
If relief pressure is not correct, the problem
may be caused by dirt in the valve or relief
valve or worn parts in the steering control
valve or steer pump.
SM 1024 25-4-1
2. Remove floor plate to access steering gear. To decrease : turn counter-clockwise

L-Wrench Size : 6mm
3. Install Quadrigage at pressure inlet of steering gear.
To increase
To decrease
8. Repeat check and adjustment procedure until correct

relief pressure is set.
• If the correct relief pressure cannot be maintained,
4. Put the key in the key switch and turn it on. consider overhauling or replacing the pressure
relief valve as shown in the steer pump removal
5. Remove the battery to access the steer pump. and overhaul Section of this Group.
NOTE 9. Disconnect the tee and pressure gauge, reconnect
After the battery is removed, power is still lines, and reinstall the adjustment port plug.
needed to actuate the system for continuing
adjustment. Do this by either setting the bat- 10. Turn key switch on and repeat steps to read and
tery alongside the truck and connecting with adjust the relief pressure setting until correct relief
an approved connection cable or by moving pressure is set.
another electric truck operating on the same • Once you adjust to the correct relief pressure set-
voltage and using it for a power source.
ting, reset the plug in the valve bore.
6. Turn the steering handwheel in one direction until 11. Disconnect the pressure gauge and reinstall the floor
steering cylinder reaches its stop (relief bypass). plate.
Hold steering handwheel in relief position until pres-
sure reading is taken, and then release. Turn off key
switch. Pressure should read 8618 kPa (1250 psi).
7. To adjust the steering pressure relief to 8618 kPa
(1250 psi):
a. Remove plug.
L-Wrench Size : 8 mm
b. Adjust the pressure.

Specification : 8340-8825kPa(1210~1280psi)
To increase : turn clockwise
SM 1024 25-4-2
Section 5
Steering Gear Overhaul
IMP ORTANT
NOTE
The following material does not show the load sensing port
on the steering gear (steering control unit). The port is
located in the center of the other four ports. The load sensing
port requires no special overhaul procedures.
SM 1024 25-5-1
Disassembly 5. Remove meter (gerotor). Be careful not to drop star

(rotor).
Cleanliness is extremely important when repairing a steer-
ing gear. Work in a clean area. Before disconnecting lines,
clean port area of unit thoroughly. Use a wire brush to
remove foreign material and debris from around exterior
joints of the unit.
NOTE
Although not all illustrations show the unit in
a vise, it is recommended to keep the unit in
the vise during disassembly. Follow the
clamping procedures explained throughout
the text.
6. Remove seal from meter.

Meter (Gerotor) End
7. Remove drive spacer(s).
1. Clamp unit in vise, meter end up. Clamp lightly on
edges of mounting area, as shown. Use protective 8. Remove drive.
material on vise jaws. Do not overtighten jaws.
9. Remove spacer plate.

2. Remove capscrews. 10. 10.Remove seal from housing.
Control End
11. Remove housing from vise and place on a clean soft
cloth to protect surface finish. Use a thin-bladed
screwdriver to pry retaining ring from housing.
3. Remove end cap.

4. Remove seal from end cap.
SM 1024 25-5-2
12. Place assembly so shaft is horizontal. Rotate spool IMPORTANT

and sleeve until pin is horizontal. Push spool and Do not bind spool and sleeve in housing.
sleeve assembly forward with your thumbs just far Rotate spool and sleeve assembly slowly
enough to free seal gland bushing from housing. when removing from housing.
Remove bushing.
17. Push pin from spool and sleeve assembly.
18. Push spool partially from control end of sleeve, then
remove six centering springs from spool carefully by
hand. Note their position in the unit before they are
removed.
13. Remove quad ring seal from seal gland bushing.
14. Use a thin-bladed screwdriver to pry dust seal from

seal gland bushing. Do not damage bushing.
15. Remove two bearing races and the needle thrust
bearing from spool and sleeve assembly. 19. Push spool back through and out of sleeve. Rotate
spool slowly when removing from sleeve.
20. Remove seal from housing.
16. Remove spool and sleeve assembly from cap (14-

hole) end of housing.
21. Remove set screw from housing.

22. Screw a 1/8-inch-24 NC machine screw into end of
check ball seat. Then pull on screw with pliers to lift
seat out of housing.
23. Remove two seals from check valve seat.
24. Tip housing to remove check ball and check ball
retainer.
SM 1024 25-5-3
Parts Inspection 4. Lubricate check ball seat and seals thoroughly before
installing seat in housing. When installing seat do not
Inspect all parts for damage, cracks, broken parts, dam- twist or damage seals. Install check ball seat in hous-
aged threads, corrosion or erosion of surfaces, worn spots, ing; insert open end of seat first. Push check ball seat
nicks or scratches. to bottom of hole.
Check all mating surfaces. Replace any parts that have 5. Install set screw. Use a 5/16-inch Allen wrench to
scratches or burrs that could cause leakage. Discard all old torque set screw to 11 Nm (100 in-lb; 8.3 ftlb). To
seals and replace with new ones. prevent interference of parts, make sure top of set
Clean all metal parts in clean solvent. Blow dry with air. screw is slightly below housing mounting surface.
Do not wipe dry with cloth or paper towel because lint or 6. Assemble spool and sleeve carefully so that the
other matter can get into the hydraulic system and cause spring slots line up at the same end. Rotate spool
damage. Do not use a coarse grit or try to file or grind while sliding parts together. Some spool and sleeve
these parts. sets have identification marks ; align these marks.
If parts are left exposed, cover them with a clean cover to Test for free rotation. Spool should rotate smoothly
prevent airborne dust from collecting on them. in sleeve with finger tip force applied at splined end.
Reassembly
Refer to Service Parts Book when ordering replacement
parts. A good service policy is to replace all old seals with
new seals at overhaul.
NOTE
Lubricate all seals (with exception of new
quad ring seal) with clean petroleum jelly
such as Vaseline. 7. Bring spring slots of both parts in line and stand parts
Do not use excessive lubricant on seals for on end of bench. Insert spring installation tool (avail-
meter (gerotor) section. able as Part No. 6000057) through spring slots of
Make sure all parts are clean and free of both parts. Position three pairs of centering springs
dust. Before assembly, lightly coat all inter- (or two sets of 3 each) on bench so that extended
nal metal parts with oil. edge is down and arched center section is together. In
this position, insert one end of entire spring set into
spring installation tool, as shown.
Control End
1. Use a needle-nosed pliers to lower check ball retainer
into check valve hole of housing. Make sure retainer
is straight (not tilted on edge) in housing.
On those units which use the low torque centering

springs, there are two pairs of centering springs (or
two sets of each) and one pair (two) spring spacers.
The spring spacers are installed together between the
two sets of centering springs. The installation proce-
dure is the same as that used on the standard (three
2. Install check ball in housing.
pairs of centering springs) units.
3. Lubricate 5/8-inch diameter seal and 7/16-inch diam-
eter seal. Install seals on check ball seat, as above.
SM 1024 25-5-4
8. Compress extended end of centering spring set and 13. Install two bearing races and the needle thrust bear-
push into spool sleeve assembly withdrawing instal- ing in the order shown.
lation tool at the same time.
9. Center the spring set in the parts so that they push
down evenly and flush with the upper surface of the
spool and sleeve.
10. Install pin through spool and sleeve assembly until
pin becomes flush at both sides of sleeve.
14. Install 1-1/4-inch diameter dust seal in seal gland

bushing; flat or smooth side of dust seal must face
11. Position the spool and sleeve assembly so that the down towards bushing.
splined end of the spool enters the 14-hole end of 15. Install dry quad ring seal in seal gland bushing.
housing first. Smooth seal in place with your finger. Do not use
any seal that falls freely into pocket of bushing. Seal
should not “fall” into place but should require light
force to seat.
IMPORTANT
Be extremely careful that the parts do not tilt
out of position while being installed. Push
parts gently into place with slight rotating
action; keep pin nearly horizontal. Push the
spool assembly entirely within the housing
bore until the parts are flush at the meter end
or 14-hole end of housing. Do not push the
spool assembly beyond this point to prevent
the cross pin from dropping into the dis-
charge groove of the housing. With the spool
assembly in this flush position, check for free
rotation within the housing by turning with
light finger tip force at the splined end.
12. Place housing on clean, lint free cloth. Install 2-1/8-

inch diameter seal in housing.
SM 1024 25-5-5
16. Install seal gland bushing over the spool end with a Meter (Gerotor) End
twisting motion. Tap the bushing in place with a rub-
ber hammer. Make sure the bushing is flush against 18. Clamp housing in vise, as shown. Clamp lightly on
the bearing race. edges of mounting area. Do not overtighten jaws.
On those units which use the Teflon seal, install the
Teflon back-up ring into the recess cut into the seal
gland bushing. Install the Teflon seal over the spool
end, then carefully install the seal gland bushing over
the spool end using a rotary motion.
NOTE
The seal gland bushing which is used with the
Teflon seal is not the same as the seal gland
bushing used with the standard quad-ring
seal. The seal gland bushing with the Teflon
seal has an identification groove cut into the
outer diameter of the bushing. The grooved
bushings can only be used with the Teflon NOTICE
seals and the non-grooved bushings used only Check to ensure that the spool and sleeve are
with the quad-ring seals. flush or slightly below the surface of the
housing.
Screwdriver
Dust Seal IMPORTANT
Retainer Clean the upper surface of the housing by
Ring wiping with the palm of clean hand. Clean
Seal Gland each of the flat surfaces of the meter section
Bushing
parts in a similar way when ready for reas-
Quad Ring
Seal sembly. Do not use cloth or paper to clean
Seal surfaces.
19. Install 3-inch diameter seal in housing.
17. Install retaining ring in housing. After installing ring,

tap on ring or pry with screwdriver around entire cir-
cumference of ring to properly seat ring in groove.
20. Install spacer plate. Align bolt holes in spacer plate

with tapped holes in housing.
SM 1024 25-5-6
21. Rotate spool and sleeve assembly until pin is parallel 24. Install drive spacer(s) when used, in meter.
with port face. Install drive, making sure you engage
drive with pin.

IMPORTANT
Failure to properly install drive and pin may
cause unit to self steer.
NOTE
To assure proper alignment, mark spline end
of drive shaft with a line parallel to slot on
other end, before installing.
22. Install 3-inch diameter seal in meter (gerotor).

25. Install 3-inch diameter seal in end cap.
26. Install end cap on gerotor, and align holes.
27. Install 7 dry cap screws in end cap. Pretighten screws
to initial torque of 17 Nm (150 inlb), then torque
screws to final torque of 31 Nm (275 inlb) in the
sequence shown.
23. With seal side of meter toward spacer plate, align star
valleys on drive. Note the parallel relationship of ref- 28. Inspect the assembly to be sure all parts have been
erence lines A, B, C, and D in figure. Align bolt installed and fasteners correctly installed and tight-
holes without disengaging meter from drive. Be sure ened. (Reprint courtesy of EATON Corporation)
star has engaged drive spline in position shown.
SM 1024 25-5-7
GROUP 26
GROUP 26
STEER AXLE
Steering Axle Specifications

and Description .................................... Section 1
Steer Axle Removal and Replacement .... Section 2
Steer Axle Overhaul ................................. Section 3
Steer Cylinder Removal and

Replacement ......................................... Section 4
Steer Cylinder Overhaul .......................... Section 5
SM 1024 26-0
Group 26, Steer Axle
Section 1
Steer Axle Specifications and Description
Steering System Relief Pressure Setting : 8620-9300 kPa The steer axle has the steer cylinder, steer knuckles, and
(1250-1350 psi) steering links mounted on it. All these components can be
removed, serviced, and replaced.
Steer Cylinder Type : Double-acting, piston-type
The steering gear (steering control unit) at the base of the
Turning Arc : 75q maximum inside turning angle, 54q
steering column directs hydraulic fluid to one end or the
maximum outside turning angle.
other of the steer cylinder to pivot the steer wheels.
Bearing Grease : Grade No. 2 EP multi-purpose grease,
The steer axle is bolted to the truck frame. The steer cylin-
CLARK Part MS-107C.
der is connected to the steering knuckles by steer links.
Mounting trunnions allow the axle to tilt independently of
Fastener Torques the truck and “silent” mounts cushion the axle on the trun-
nions.
Steer Axle Mounting Bolts : 240-270 Nm (177-199 ftlb).
All bearings used in the steer axle linkage have lubrication
Cylinder to Axle Mounting Bolts : 100-110 Nm (74-81 fittings and are serviceable. Axle removal, replacement,
ftlb). and service for all components, including overhaul of the
Steer Knuckle King Pin Castle Nuts : See installation pro- steer cylinder, is explained in the Sections for this Group.
cedures in Section 4, “Steer Axle Overhaul.”
Service Intervals
Steering Linkage Inspection and Lubrication : Every 50-
250 hours and each PM.
Steer Wheel Bearing Inspection and Lubrication : Every
500 hours of operation.
Steer Cylinder Seals Leakage Check : Every 50-250 hours
and each PM.
Steer Axle Mounting Inspection : Every 50-250 hours and
each PM.
Power Steering Relief Pressure Check : Every year or
SM 1024 26-1-1
Steer Axle
Steer knuckle
Steer Cylinder
Steer link
Axle Mounting
Trunnion
Steer Axle and Mounting-Pneumatic Tire Axle
SM 1024 26-1-2
Section 2
Steer Axle Removal and Replacement
SM 1024 26-2-1
4. Loosen and remove hydraulic steering lines from

! CAUTION steering cylinder. Plug fittings and cap open ends of
SAFE PARKING. Before working on truck: lines. Keep all hydraulic fittings and openings clean.

gaps or breaks.
wheels.
Steer Axle Removal

These procedures describe steer axle removal for both Disconnect cylinder
cushion-tire and pneumatic-tire steer axles. The removal lines here
procedures are basically the same for both axles even
though the axles are different. Minor differences will be
explained in the text.
1. Remove the counterweight before removing the steer
axle. Refer to Group 38, Section 2, “Counterweight
Removal and Replacement.”
! WARNING
Do not remove the counterweight unless you
have training and are familiar with the cor- ! CAUTION
rect procedures. Counterweights can fall if Axle must be supported before any attaching
not handled correctly and cause severe fasteners are removed.
injury or death.
5. If another lift truck is used to temporarily support
2. Loosen lug nuts of steer wheels. axle while removing, put forks in center of carriage
about 305 mm (12 in) apart. Move forks under axle
! WARNING and raise it just to remove its weight from mounting
bolts. Or use a portable floor jack to carefully sup-
Do not raise truck by hoisting on overhead
port the axle at its center section.
guard or by jacking or lifting on counter-
weight. 6. Loosen and remove nuts from axle mounting bolts,
front and rear.
3. Block the drive wheels of the truck and raise and
7. Remove the mounting bolts.
block the rear end. Remove steer wheels. See “Lift-
ing, Jacking, and Blocking” in Group “SA” for safe 8. Lower the axle allowing its weight to pull the axle
procedures to jack the truck. mounting rubber out of frame recesses. Watch the
axle mounting rubber to be sure they release freely
! CAUTION from frame. You may have to loosen blocks with a
pry bar if they bind.
Make sure truck is correctly raised and
safely blocked using hardwood blocks under 9. Carefully withdraw the axle from beneath the truck
the frame. Be sure the blocking will permit and move to safe storage.
installation of the axle without disturbing the
blocking.
SM 1024 26-2-2
NOTE the frame. Be sure the blocking will permit

On pneumatic-tire trucks, removal of the installation of the axle without disturbing the
silent blocks after a long period of usage may blocking.
be difficult. Routine removal of the silent
blocks from the steer axle trunnions (pivot 1. If axle mounting rubbers have been removed from
pins) is not recommended unless they have axle, install new axle mounting rubbers. Use a rubber
obvious wear, damage, or failure. If removal or plastic mallet to seat the axle mounting rubbers
by conventional pulling methods is not suc- onto the axle.
cessful, they then must be removed by 2. Make sure that the axle mounting rubbers are posi-
destruction of the silent block assembly using tioned correctly front and rear on the steer axle trun-
a cutting torch and/or hammer and chisel to nions at the start of installation. Align the axle
separate them from the axle trunnions. Be mounting rubber square with the axle.
sure that the axle trunnions are not damaged.
3. Use a fork lift truck or mobile floor jack to temporar-
ily support and raise the axle into place under the
Steer Axle Replacement truck. If another lift truck is used to handle axle, cen-
Replacement is the reverse of removal. Refer to Figures ter the forks with about 305 mm (12 in) spread
for replacement. between them. Place steer axle assembly in secure
position on fork tips.
If hydraulic jack is used, be sure axle is securely sup-
! CAUTION ported on jack pad.
Make sure truck is correctly raised and
safely blocked using hardwood blocks under
Axle mounting
Trunning
Steer Axle Mounting
SM 1024 26-2-3
9. As applicable, install pneumatic wheel and tire

! WARNING assemblies. See Group 22, “Wheels and Tires” for
Heavy components can fall and cause severe mounting procedures.
injury. Keep your body clear at all times. 10. Carefully raise the truck off the blocking as
described in “Lifting, Jacking, and Blocking.”
4. Install axle assembly into frame by slowly raising it Remove the blocking and lower the truck to the
up while guiding axle mounting rubber bushings into floor.
frame sockets.
11. Install counterweight; refer to Group 38, Section 2,
5. Install axle mounting bolts through frame socket “Counterweight Removal and Replacement.”
holes and axle mounting bracket, front and rear.
12. Check the axle and steering system for proper opera-
6. Install nuts on axle mounting bracket fasteners and tion. Start the engine and operate the steering gear to
tighten to 240-270 Nm (177-199 ftlb). move the steer wheels to maximum travel in both
7. Remove temporary axle support from under truck. directions. Note any unusual motion or noise.
If the system appears to be operating correctly, drive
8. Connect the hydraulic lines to steering cylinder. the truck slowly. Fully steer the vehicle in each direc-
Tighten fittings to 12-14 Nm (106-123 inlb; 8.8- tion and check response.
10.3 ftlb).
13. Check steering cylinder hose line connections and
IMPORTANT cylinder rod seals for any evidence of oil leakage
Make sure all fittings and openings on the before returning the truck to service.
hydraulic lines are clean.
Disconnect cylinder
lines here
SM 1024 26-2-4
Section 3
Steer Axle Overhaul
IMP ORTANT
! CAUTION
1. Park truck on a hard, level, and solid surface, such as a

concrete floor with no gaps or breaks.
2. Put upright in vertical position and fully lower the forks
or attachment.
remove key.
SM 1024 26-3-1
Preparation For Steer Axle 2. Remove the bearing cover from steer axle top and
bottom.
Disassembly and Overhaul
Bearing cover
NOTE
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
• Before starting disassembly, thoroughly clean the

axle assembly of all accumulations of dirt, oil, cor-
rosion, and other substances to prevent contamina-
tion of the parts during disassembly and overhaul.
• Work in a clean area.
• Keep all parts in order as disassembly progresses.
Take care to properly identify each part and its
order of removal. If necessary, keep notes and put
markings on parts using a non-destructive marker
such as a grease pencil or felt-tipped pen.
• If necessary, see Section 2, “Steer Axle Removal 3. Drive the kingpin down and out of the assembly.
and Replacement,” for the procedures to remove Remove the steering knuckle. Note right and left
the steer axle from the truck. knuckle parts.
• See Section 4, “Steer Cylinder Removal and IMPORTANT
Replacement,” for the procedures to remove the
Do not let the knuckle or pin fall when the
steering cylinder and steering links from the steer
pin is removed.
axle.
• See Section 5, “Steering Cylinder Overhaul,” to 4. Remove the kingpin retainer pin from the base of the
disassemble the steer cylinder. kingpin.
5. Remove the knuckle bearing washers, dust covers,
Steer Axle Disassembly upper and lower grease seals, bearings, and bearing
cups from the assembly.
To disassemble the steering knuckle, kingpin, and bearing
from the steer axle, it is not necessary to remove the axle
Spacer
from the truck.
Grease Seals
1. Remove the cotter pin from the bottom of the steer-
ing link pin and remove the pin. Steering link is free Bearing
to be removed from the cylinder rod and knuckle.
Steer link pin
Cylinder rod
Bearing cups may be removed by hand, by using a

bearing puller, or by tapping out using a brass drift pin.
Steer link
Cotter pin
SM 1024 26-3-2
Parts Inspection 3. Set the slide the king pin into the steer axle/knuckle
bore.
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid. IMPORTANT
Make sure that retainer pin enters the hole in
2. Inspect all parts for scratches, chips and wear. Check the underside of the axle.
the steering arms of the knuckles to be sure they are
not bent or twisted. Check all threaded parts for dam- Bearing cover
age.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light coating of engine oil.
Steer Axle Reassembly

Recommended greasing procedure :
a. Use Grade No. 2 EP multi-purpose grease, Clark
MS-107 or equivalent.
b. Pack all tapered roller bearings with grease 4. Reassembly the bearing cover form steer axle top
before assembly. and bottom.
c. Pack knuckle pin (bearing) seals with grease
before assembly. 5. Shimming adjustment for steer axle bearing pre-load
d. Fill steer link sockets with grease through grease a. When installing the bearing carrier, rotate the
fittings after axle is assembled. steer knuckle through its full range of movement
3-4 times before tightening the retainer bolts.
1. Install the upper and lower knuckle bearing cups into This will allow the knuckle trunnion to properly
the knuckle housing bore. Tap into place with a brass seat in the bearing.
drift pin or equivalent. b. Measure dimension "A" and "B" with a gage.
Spacer Assemble a set of shims. Thickness of the shim
pack to be: Dimension A minus Dimension "B"
Grease seal plus 0.127-0.299mm. [A-B+(0.127-0.229)]
c. Disassemble the bearing carrier and bearing.
Bearing
Install the shim pack. Reassemble the bearing and
bearing carrier, then install and torque the bolt.
Bearing
Shim pack
“B”
“A”
IMPORTANT
Make sure that bearing cup is fully seated
Bottom cover
against the shoulder in bore. There must be
no gap left between cup and the shoulder in Bolt
the bore at assembly.
2. Apply grease to upper and lower knuckle bearings

and install bearings, grease seals, and washers to
bores of knuckle.
SM 1024 26-3-3
6. Replace steering link pin and cotter pin to join the

cylinder rod to the steering link and knuckle.
Steer link pin

Cylinder rod
Steer link
Cotter pin
7. Reinstall grease fitting in knuckle housing and lubri-

cate with recommended grease.
Knuckle housing
Grease fitting
SM 1024 26-3-4
Section 4
Steer Cylinder Removal and Replacement
! CAUTION
Steer link pin
Cylinder rod
gaps or breaks.
lower the forks or attachment. Steer link
Cotter pin
switch OFF and remove key. NOTE
4. Apply the parking brake and block the Mark left-side and right-side parts for cor-
wheels. rect reassembly.
3. Tap steer link pin upward until it clears the steering

Steer Cylinder Removal link bearing and remove the pin.
The steer cylinder can be removed from the steer axle for 4. Remove steer link bearing from steering link-to-cyl-
overhaul or replacement without removing the steer axle inder rod end bore.
from the truck. The cylinder should be overhauled or
replaced if steering problems or troubleshooting informa- 5. Rotate the steering link away from the cylinder rod
tion indicate the cylinder is malfunctioning. See Group end.
25, Section 2, “Steering System Troubleshooting,” for 6. Repeat steps 1 through 5 for the opposite side of the
steering problem diagnoses. See Section 6 in this Group steer cylinder.
for steer cylinder overhaul procedures.
7. Remove the four steer cylinder mounting bolts and
1. Place a drain pan under the steer cylinder and remove washers from the steer axle.
the hydraulic lines from the cylinder fittings. Cap fit-
tings and lines to prevent fluid from leaking and to Cylinder is now ready to be removed from the steer axle
protect the components and hydraulic system from body. Cylinder must be lifted off dowel pins positioning
dust and dirt. Label hoses and fittings for correct cylinder to axle body.
reassembly.
Mounting bolts
Remove fitting
! CAUTION
Cylinder is somewhat heavy and bulky.
When removing cylinder from mounting be
2. Remove the cotter pin from the bottom of the steer-
prepared to lift and move the full weight of
ing link pin. Steering link pin attaches steer cylinder
the cylinder.
rod end to steering link.
SM 1024 26-4-1
Parts Inspection 2. Position the steering link with the cylinder rod end.
Reuse steer link bearing if still serviceable. Install
Completely inspect all parts : new bearings if scoring or wear marks are evident or
1. Clean all bearings, cups, seals, pins, and other parts if the bearings do not operate smoothly.
in an approved cleaning fluid.
Steer link pin
2. Inspect all parts for scratches, chips, scoring, and
uneven or heavy wear. Check steering links to be Cylinder rod
sure they are not bent or twisted. Check all threaded
parts for damage.
3. Replace all parts showing excessive wear or signs of
damage.
4. If parts are to be left exposed, coat all mating sur- Steer link
faces of parts with a light layer of engine oil. Keep
Cotter pin
all parts clean and covered.
5. Remove and clean all grease fittings before reassem- 3. Rotate steering link into cylinder rod end and align
bling cylinder components. bearing hole with rod end.
Refer to Section 6, “Steer Cylinder Overhaul”, if pressure IMPORTANT
check or troubleshooting tips indicate a problem with
Make sure bearing is properly aligned with
steer cylinder performance.
pin in the hole.
Steer Cylinder Replacement 4. Install the cotter pin to the steering link pin.
1. Remount the steer cylinder onto the steer axle dowel 5. Repeat steps 1 to 4 for rod end-to-steering link con-
pins; set bolts and washers in place and torque nection for opposite side.
mounting bolts to 100-110 Nm (74-81 ftlb). 6. Clean and replace hydraulic hoses on correct, clean,
cylinder fittings. See Group 40, Hydraulic Fitting
Tightening Procedure” for replacement procedures.
Mounting bolts
! CAUTION
Install fitting
Cylinder is somewhat heavy and bulky.
When remounting cylinder to steer axle
body, be prepared to lift and maneuver the
full weight of the cylinder as you set it into
position.
7. Check to be sure all lube fittings are installed. Fill all
lubrication points with correct lubricant. See recom-
mended greasing procedure above.
8. Test function of steer cylinder before returning the
truck to service.
SM 1024 26-4-2
Section 5
Steer Cylinder Overhaul
IMP ORTANT
Cylinder Rod
Cylinder Tube
Gland
Steering Cylinder
Pneumatic-tire truck cylinder with “P” stamped on rod end.
SM 1024 26-5-1
Preparation for Steer Cylinder Disas- 4. Remove gland from opposite end of steer cylinder.
sembly and Overhaul 5. Remove the seal and O-ring set from the piston. Dis-
card seals. Replace with new seal set at assembly.
Refer to Section 4 for removal of steer cylinder from the
steer axle body. Piston seal
O-ring
IMPORTANT
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
1. Overhaul steer cylinder only in a clean, dust-free

location, using clean tools and equipment. Dirt or grit
will damage the highly-machined surfaces and will
result in leakage or premature failure of components.
Cleanliness of the hydraulic circuit is extremely
important to the proper operation and maintenance of
the system. Be sure the work area is clean.
6. Remove (inner) gland packing (O-ring) seal.
2. Before disassembly, the exterior of the steer cylinder Replace with new seals at assembly.
should be carefully cleaned to remove all dirt and
grease accumulation.
3. Be sure all hydraulic fluid has been removed from
the cylinder. Stroking the piston rod will help force
the fluid out. Rod wiper
4. Before starting disassembly, the steer cylinder should
be carefully examined to determine if there is any
external damage.
Steer Cylinder Disassembly Rod(U-cup) seal
1. Clamp the steer cylinder assembly in a vise. Wrap

the cylinder in a course cloth to prevent slipping and 7. Remove the rod (U-cup) seal and rod wiper from
scratching. Use extreme caution when tightening vise gland and discard. Note direction of seal and wiper
and do not overtighten ; cylinder can be bent, dis- seating for correct reassembly. Replace with new
torted, and potentially destroyed. seals and wipers at assembly.
2. Remove one gland by pulling it from cylinder barrel
and pulling it off the piston rod. Parts Inspection
Gland
Gland Cylinder Barrel Gland
1. Carefully clean all parts in an approved solvent and
place on a clean surface.
Cylinder 2. Check the piston for chips, cracks, and looseness on
Barrel
the rod. If loose, replace rod and piston assembly.
Piston Rod 3. Be sure the piston-seal groove in the piston is
Piston Rod
smooth, true, and undamaged.
4. Check the piston rod for damage. Look for scratches,
grooves, gouges, pitting, corrosion or other evidence
Cylinder Cut-away of unusual wear. Minor surface damage may be
repaired by use of fine abrasion cloth or stoning.
3. Remove the piston and rod assembly from the cylin- Deeper damage will require replacement of piston
der. rod assembly.
SM 1024 26-5-2
5. Carefully inspect the cylinder internal bore for wear, 2. Install new piston seal over the O-ring seal.
scratches, corrosion or other damage. Check the out-
Piston seal
side for damage. Inspect all welds for cracks.
O-ring
6. Inspect the cylinder ports and threads to be sure they
are free of contamination and that the threads are
clean and not damaged.
7. Check the gland for cracks or damage that could
cause failure.
8. Deep gouges or pitted surfaces require replacement
of parts.
9. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
such as overnight, they should be covered with a 3. Install new gland packing (O-ring) seal on inner end
clean cloth. of gland.
Inner Gland
Steer Cylinder Reassembly Packing (O-ring) Seal
Check to make sure the overhaul kit you have is correct

and that all parts are included.
IMPORTANT
Be sure inside of cylinder and all parts are
clean before starting reassembly.
Assemble cylinder carefully to prevent dam-
age to seal lips and O-rings. Seals should be
lubricated with hydraulic oil to assist assem-
bly into cylinder barrel and gland.
Heating seal rings in boiling water before 4. Install new rod wiper and rod (U-cup) seal in outer
starting assembly will aid in assembly. end of gland.
1. Install new O-ring seal on the piston.
Rod wiper
O-ring
Rod(U-cup) seal
IMPORTANT
Be sure the rod wiper and rod (U-cup) seal
are installed in the correct directions.
5. Lightly lubricate the cylinder and gland mating sur-

faces with hydraulic oil before assembly.
6. Install the gland onto the cylinder bore rim, making
sure gland is fully seated on cylinder.
SM 1024 26-5-3
7. Install piston and rod assembly into the cylinder. Operational Pressure Test
NOTE Once cylinder is remounted on axle (See Section 4), con-
A special part is included in the parts kit to nect pressure source in turn at each port. Extend piston
allow you to slip the gland over the rod end rod at each side and test with internal pressure of 13790
without damaging the gland seals. kPa (2000 psi). At this pressure no leakage must occur.
Typical operating pressure is 10342 kPa (1500 psi).
8. Repeat above procedure for installation of opposite
gland.
SM 1024 26-5-4
GROUP 29
GROUP 29
HYDRAULIC SUMP, FILTERS, AND PUMP
Hydraulic Sump, Filters, and Pump

Specifications and Description ................ Section 1
Hydraulic Pump Troubleshooting .......... Section 2
Hydraulic Filters and Fluid

Maintenance .............................................. Section 3
Hydraulic Pump Removal

and Replacement ...................................... Section 4
Hypraulic Pump Overhaul

(Jinsung Pump) .............................................. Section 5
IMP ORTANT
This Group (29) covers the hydraulic pump for the load handling
system, steering system, and standard brake system. It also covers
the charging pump for the standard transaxle, which is contained
in the same housing as the load handling system pump.
NOTE
Other hydraulic-related components and circuits are described and
illustrated in Group 25, “Steering Column and Gear,” Group 26
“Steer Axle,” Group 30, “Hydraulic Control Valve/Lift Circuit,”
Group 32, “Tilt Cylinders,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not coverend in this
group.
SM 1024 29-0
Group 29, Hydraulic Sump, Filters, and Pump
Section 1
Hydraulic Sump, Filters, and Pump

Hydraulic Pump Type : Transmission-driven, gear-type NOTE
Sump Type and Capacity : Tank is built into truck frame See Group 30 for a description of the com-
with capacity of GTS20-25 : 50L, GTS30-33 : 55L. plete hydraulic circuit.
Hydraulic Fluid Type : CLARK Hydraulic Fluid MS-68 . The hydraulic sump is installed in the right-hand side
Filter Type : Disposable, glass micro-fiber element. compartment of the truck frame. The sump is equipped
with a return line filter, oil level dipstick, and suction
Suction Screen : 100 mesh stainless steel screen mounted screen.
in sump.
On the standard transaxle truck, the main hydraulic pump
is mounted to the transmission and is gear-driven by the
Service Intervals
transmission.
Hydraulic Fluid Level Check/Condition Sample : Every On the standard transaxle truck, the main hydraulic pump
50-250 hours or each PM. is tandem-mounted with the transmission charging pump.
Hydraulic Fluid Change (Drain and Refill) : Every year or Oil from the load handling, steering, and braking circuits
returns to the sump tank through the full-flow return-line
Hydraulic Fluid Filter Replacement : After the first 50 filter.
hours of operation, then every 6 months or 1000 hours of
operation.
Hydraulic Sump Suction Screen Cleaning : Every year or
2000 hours of operation/ with every fluid change.
Lift Speed Test : Every 50-250 hours or each PM.
Fastener Torques
Pump to Transmission Fasteners : 40-45N.m(30-33 ft.lb)
SM 1024 29-1-1
Serviceable items are the pump, the return line filter, and tings, clamps, and the return-line filter restriction switch
the suction screen. Other components, such as hoses, fit- are non-serviceable and should be replaced if faulty.
Brake Hose
Supply Line
Hydraulic Control Valve
Check Valve
Poppet
Steer Gear
Sump
Steer Gear Supply Line
Suction Line
[SI-48671K]
Capscrew Air Breather
Capscrew
Torque:20-25 Nm
Torque:15-20 Nm(11.0-14.8 lbf½ft)
(14.8-18.4 lbf½ft)
Air Breather Hose

Dip Stick
Return filter
Tank Cover Assy
[SI-52824B]
Strainer
SM 1024 29-1-2
Hydraulic Sump, Filters, and Pump Schematic
Steering
Circuit
Valve ass’y
Lift/Tilt/Auxiliary
Circuit
Air Breather Filter Pump

Return Filter &
By-Pass Valve
Sump
SM 1024 29-1-3
Section 2
Main Hydraulic Pump Troubleshooting
The following is a list of problems and solutions relating Pump not developing sufficient pressure
to the main hydraulic pump and associated components.
For other hydraulic system troubleshooting, refer to • Leak in hydraulic control system ; check system
Groups 30 and 34. for and correct leaks.
• Inlet line restriction ; check for foreign material or
Noisy pump line kinks, check and clean suction screen.
• Suction screen dirty ; clean screen.
• Hydraulic fluid level low ; measure, and correct, • Defective hydraulic pump ; check other trouble-
fluid level. shooting items, then consider rebuilding or replac-
• Fluid viscosity too high ; change to specified fluid. ing pump.
• Sump suction screen dirty ; check and clean.
• Air leak at pump inlet line ; check plumbing tight- Pump output low
ness.
• Inlet line restriction ; check for foreign material or • Cavitating pump ; see “Noisy pump” above.
line kinks, clean sump suction screen. • Air in fluid or wrong fluid ; drain and refill with
• Air leak at pump shaft packing ; replace packing. correct fluid.
• Defective hydraulic pump ; check other trouble- • System relief valve set too low or too high, stuck
shooting items, then consider rebuilding or replac- or leaking; correct relief valve, pump may be OK.
ing pump. • Overheated fluid ; see remedies under “Overheated
pump and/or fluid” below.
Pump not delivering hydraulic fluid • Contaminated fluid ; correct contamination source
and replace fluid.
• Hydraulic fluid level low ; check, and correct, fluid • Gear face, body or cover nicked ; replace.
level.
• Excessive side loading, wear plate tight in body
• Sump suction screen dirty ; check and clean. bore, pinched thrust plate ; inspect and rebuild.
• Inlet line restriction; check for foreign material or
line kinks, check and clean suction screen. Foaming fluid
• Air leak in suction line ; check plumbing tightness.
• Fluid viscosity too high ; check fluid viscosity and • Cavitating pump; see “Noisy pump” above.
change to specified fluid. • Wrong fluid ; drain and refill with correct fluid.
• Defective hydraulic pump ; check other trouble-
shooting items, then consider rebuilding or replac-
ing pump.
Failure to build pressure

• Hydraulic fluid level low ; measure, and correct,
fluid level.
• Defective relief valve or pump ; perform pressure
check to test valve and pump.
SM 1024 29-2-1
Overheated pump and/or fluid Shaft seal leakage

• Low viscosity fluid ; drain and refill with correct • Damaged or worn seal ; replace.
fluid. • Shaft scratched or worn or seal nicked ; repair (pol-
• Contaminated fluid ; drain fluid, clean suction ish) or replace and add new seal.
screen, replace filter, and refill sump. • Front cover bearing out of position ; replace front
• Cavitating pump; see “Noisy pump” above. cover assembly.
• Pump drive shaft misaligned ; check mounting and • Shaft seal housing bore scratched ; replace front
alignment. cover assembly.
• Axial loading on drive shaft ; check shaft end • Improper fit of shaft ; replace front cover assem-
clearance and shaft alignment; check for worn key/ bly.
spline. • Contamination; inspect and rebuild.
• Relief valve usually in bypass ; check relief set- • Pump run with wrong rotation ; replace shaft and
ting. pressure loading seals.
• Seal installed backwards ; inspect and rebuild.
External leakage
• Excessive system pressure ; replace pressure con-
trol valve on main hydraulic valve.
• Faulty or distorted pump seal gasket ; replace seal
gasket.
• Damaged surfaces on pump body or cover ;
replace.
SM 1024 29-2-2
Section 3
Hydraulic Filters and Fluid Maintenance and Change
SM 1024 29-3-1
IMPORTANT
Before removing any component for service, make sure the correct repair parts, seals, and gasket sets are
available. Keep all parts clean during maintenenace and fluid and filter changes.
Do not allow any contamination into the hydraulic fluid sump or other components.
Brake Hose
Supply Line
Hydraulic Control Valve
Check Valve
Poppet
Steer Gear
Sump
Steer Gear Supply Line
Suction Line
[SI-48671K]
Capscrew Air Breather
Capscrew
Torque:20-25 Nm
Torque:15-20 Nm(11.0-14.8 lbf½ft)
(14.8-18.4 lbf½ft)
Air Breather Hose

Dip Stick
Return filter
Tank Cover Assy
[SI-52824B]
Strainer
SM 1024 29-3-2
Hydraulic Sump Fluid Level Check NOTE

In the event of failure of a major component
Check the hydraulic sump tank fluid level with : (e.g., main pump) in the hydraulic system or
• Truck on a level surface. with the possibility of other severe contami-
• Engine stopped. nation of the fluid, samples of hydraulic fluid
should be submitted to an independent com-
• Upright tilted fully back. mercial laboratory for analysis of the con-
• Fork and carriage fully down. taminant level.
• Fluid at room temperature.
1. Tilt steering column forward and open the engine Hydraulic Filters Change
cover. Hydraulic fluid return filter and dipstick
Replace the in-tank, return-line filter and sump breather
assembly is on right side of frame.
element every 1000 hours, at each fluid change, or when
signalled by the filter indicator light.
1. Open the engine compartment for access to sump fil-
Air Breather and ter.
Oil Level Gauge
2. Remove the return filter cap and remove and discard
filter element. Fit new filter onto cap holder.
Air Breather Capscrew

Torque:15-20 Nm
(11.0-14.8 lbf½ft)
Dip Stick
Hydraulic Fluid Return Filter and Dipstick Assembly.
2. Pull the dipstick out, wipe it clean, and push it back
into the dipstick tube. Remove the dipstick again and
check the fluid level indication.
Return filter Tank Cover Assy
3. The hydraulic system fluid level should be between
the fluid level markings on the dipstick. These marks
represent an operating range for fluid levels.
NOTE
Approximately GTS20-25 : 50L(13.2 gal),
GTS30-33 : 55 L (14.5 gal) of hydraulic fluid
are required to fill the hydraulic sump to the
F (Full) mark on a cushion-tire truck. Do not
overfill.
[SI-52824B]
Strainer
4. Add recommended fluid only. Remove the return fil-
ter cap, set a funnel in the opening, and slowly add 3. Replace the cap but do not overtighten.
hydraulic fluid.
NOTE
Remove or pull dipstick part way out to vent
air from sump while filling.
5. Check the time (hours) of usage and condition of the

hydraulic fluid (age, color or clarity, contamination,
etc.). Replace fluid every 2000 hours of operation or
as necessary.
SM 1024 29-3-3
Hydraulic Fluid Change 5. Check condition of O-ring. Replace O-ring if it is

cracked, nicked, scuffed, hardened, or does not seat
properly.
Fluid Draining
Flush the sump with 2L (2 quarts) of new hydraulic fluid
1. Place a suitably-sized drain pan under the sump and to clean away any dirt or other contaminants.
open the drain. Drain pan should be at least 55L
capacity.
Suction Screen Cleaning
Clean the suction screen in solvent and let dry completely.
If contaminants remain on the screen, blow screen clean
with air from inside to outside. Replace the suction screen
if damaged.
! CAUTION
OSHA-approved eye protection rated for 200
kPa (30 psi) is required for air-cleaning oper-
ation.
Sump Drain Fluid Replacement

2. When the sump is completely drained, loosen the 1. Replace sump drain plug.
suction hose clamp at the sump suction screen.
2. Check condition of O-ring. Replace O-ring if it is
Capscrew cracked, nicked, scuffed, hardened, or does not seat
Air Breather properly.
Torque:15-20 Nm
(11.0-14.8 lbf½ft)
3. Insert the clean suction screen into the sump opening.
Dip Stick
4. Refill the sump tank with GTS20-25 : 50L (13.2 gal-
lons), GTS30-33 : 55L (14.5 gallons), new, clean
hydraulic fluid.
NOTE
Return filter Tank Cover Assy
Remove the dipstick to vent air from sump
while refilling.
5. Clean up any oil spills.
[SI-52824B]
Strainer
3. Disconnect and cap the pump suction hose.

4. Remove the suction screen by loosening the hex head
cap from the sump threads. Pull the suction screen
from the sump tank.
SM 1024 29-3-4
Check Operation of Hydraulic System
! CAUTION
Be sure there is adequate overhead clearance
before raising the upright.
1. Start the engine and cycle the hydraulic system sev-

eral times :
• Raise the lift carriage to the highest position and
lower fully down.
• Tilt upright fully forward and fully back in both
raised and lowered position.
2. Check for leaks in the hydraulic system. Clean up
any fluid spills.
! WARNING
Do not use your hands to check for hydraulic
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
which eject fluids under high pressure.
3. Turn engine off and check hydraulic sump fluid

level. Add fluid, as necessary, to bring the fluid level
to the correct FULL level as shown on dipstick. Do
not overfill.
4. Close the engine compartment. Remove blocks from
the wheels, if used.
SM 1024 29-3-5
Section 4
Hydraulic Pump Removal and Replacement
! Hydraulic Pump Removal

CAUTION
SAFE PARKING. Before working on truck: The hydraulic pump and the transmission charging pump
are a combined unit. The hydraulic pump and transmis-
1. Park truck on a hard, level, and solid sion charging pump must be removed, overhauled, and
surface, such as a concrete floor with no replaced as a unit.
gaps or breaks. 1. Tilt the steering column fully forward and raise the
2. Put upright in vertical position and fully engine cover.
lower the forks or attachment. 2. Remove the floorboard.
3. Put all controls in neutral. Turn key 3. Remove and label lines from pump and cap the ends.
switch OFF and remove key. Place the open ends of lines in an out of the way
4. Apply the parking brake and block the position that will prevent oil spillage.
wheels.
To Hydraulic
Control Valve
From Hydraulic Sump Line
SM 1024 29-4-1
IMPORTANT 3. Install the hydraulic lines on pump :

Keep all lines, fittings, and ports covered and • Lubricate all O-rings with a light coating of system
clean. hydraulic fluid or a compatible oil.
• Use two wrenches to tighten hose fittings to pre-
4. Remove the fasteners attaching pump to transmis- vent twisting lines. See Group 40 for hydraulic fit-
sion. ting tightening procedures.
5. Remove pump and O-rings. NOTE
6. See Section 5 & 6, “Hydraulic Pump Overhaul,” for Always replace hydraulic sump return fluid
service to the pump. filter when installing new or rebuilt pump.
See Section 3, “Hydraulic Filters and Fluid
Maintenance and Change.”
Hydraulic Pump Replacement
1. Be sure new or rebuilt pump is well oiled prior to 4. Replace the floorboard.
installation. 5. Close engine cover.
IMPORTANT
Keep all components clean while replacing. Pump Operation Check
2. Install pump on transmission using new O-rings. 1. Start the engine and note if pump is running properly
Install and tighten pump mounting fasteners to and not making any unusual noise.
torque : 40-45 Nm (30-33 lbfft), 2. Check pump output. Cycle (raise and then lower) the
upright several times. Tilt the upright fully forward
and back, and again listen for any unusual pump
noise.
O-Ring ! CAUTION
Hydraulic Pump
Make sure there is sufficient headroom to
fully extend the upright.
SM 1024 29-4-2
Section 5
Hydraulic Pump Overhaul(Jinsung Pump)
IMPORTANT Specification
On the STANDARD TRANSAXLE truck,
the hydraulic pump and the transmission Pump Model JSP11
charging pump are a combined unit. The Displacement 25.4 cc/rev (1.55 cu.in/rev)
hydraulic pump and the transmission charg-
ing pump must be removed, overhauled, and MAX. pressure 245 kg/່ (3485 psi)
replaced as a unit. MAX. speed 3000 rpm
The following pump overhaul procedures
depict the pump assembly for the standard
transaxle truck.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
1. Shaft cover
2. Bushing
3. Gear housing
4. Port cover
5. Bushing
6. Gear set
7. Thrust plate
8. Channel seal
9. Square seal
10. Lip seal
11. Dowel pin
12. Bolt
13. Washer
14. Snap ring
SM 1024 29-5-1
Disassembly and Assembly Assembly

• Inspect all parts for damage and wear, replace as
Disassembly required.
! Lubricate all parts prior to installation.

• Clean the pump thoroughly prior to disassembly. • Install a new lip seal in the shaft cover.
• Secure the pump in a vise with the drive shaft fac-
ing downward.
! Use a proper driver to install the seal, make
sure the lip faces to the inside of the pump.
! Use soft material jaw liners, i.e copper or lead. • Install square seals to the gear housing.
• Scribe marks on shaft cover, gear housing and port • Install the channel seals to the thrust plates.
cover prior to dismantling. • Install a thrust plate with the seal against the shaft
• Remove bolts and port cover. Use a soft faced cover.
hammer to loosen the cover.
• Remove the square seal and channel seal. ! Do not use force to install it, hold the thrust
plate level and slide it into position in the gear
• Remove the thurst plate and gear set. housing.
! Prior to removal mark the driving gear and ! Install the thrust plates with the alignment
driven gear so as to mesh the same teeth when marks (grooves) on the outlet side of the gear
reassembling. housing.
• Remove the gear housing from the shaft cover.
! Also note that the seal is shaped like a “3”,
• Remove the lip seal from the shaft cover. ensure the open side of “3” faces the inlet port.
! Do not score the shaft cover seal bore. • Install the gear set.
! Be sure to align/mesh the marked teeth.

• Install a thrust plate with the seal facing the port
cover.
• Install the port cover and bolts. Torque the bolts to
specification.
SM 1024 29-5-2
Inspection and Assessment run on the drive shaft, this shows up as a polished ring or
rings. If a noticeable groove can be felt or there is scoring
each component should be thoroughly cleaned, carefully the shaft should be replaced.
examined and assessed for suitability of re-use. Below is a
guide for inspecting the various components.
Gear housing
Inspect the body bore cut-in where both gears wipe into
the body.
The body can only be re-used if the ‘cut-in’ is bright and
polished in appearance and the depth does not exceed.
0.18 mm (0.007 in).
If the length of the contact traces is a half of the internal
length of the gear hole, it is normal. Thrust plate
The body should be inspected to ensure that there is no
The surface of the thrust plate is coated with a gray col-
superficial damage which may adversly affect perfor-
ored Teflon. In normal operation, a soft trace is left at the
mance or sealing. Pay particular attention to the port
point of gear contact as shown in the figure.
threads and body O-ring seal recesses.
A regular trace is not a problem, but any irregular scratch
or roughness felt by rubbing with a finger nail, or if the
thickness is less than 4.894 mm (0.1927 in) the plate
should be replaced.
Gear
The gear teeth should be carefully examined to ensure that
there are no signs of bruising, pitting or that a wear step If a hollow dowel pin is damaged it must be replaced.
can be felt.
If a new pin is loose in the bore of the gear housing, port
The journal bearing surfaces should be completely free cover or shaft cover, that part must be replaced.
from scoring or bruising.
The surface should appear highly polished and smooth to
touch. Gear set should be changed if the ɐd size is below
ɐ23.887mm (0.94in).
Examine the area where the shaft seal lips
SM 1024 29-5-3
Seals
All seals should be replaced in reassembly.
Bushing
New bushings must be installed when the gear set is
replaced.
Always replace the bushings as a set.
SM 1024 29-5-4
Trouble shooting
Trouble Probable cause Remedy
Pump not delivering fluid. Fluid intake pipe in reservoir restricted. Check all strainers and filters for dirt and sludge. Clean if
necessary.
Fluid viscosity too heavy to pick up prime. Completely drain the system.
Add new filltered fluid of the proper viscosity.
Air leaks at the intake, pump not priming. Check the inlet connections to determine where air is being
drawn in.
Tighten any loose connections.
See that the fluid in the reservoir is above the intake pipe
opening.
Check the minimum drive speed which may be too slow to
prime the pump.
Relief valve stuck open. Inspect and clean the relief valve.
Relief valve spring broken. Replace relief valve assembly.
Damaged internal pump parts. Disassemble and inspect gears, thurst plates, seals and pump
body.
Repair or replace pump.
Insufficient pressure System relief valve set too low. Use a pressure gauge to correctly adjust the relief valve.
build-up. Loss of flow from pump. Worn pump parts.
Damaged inlet or pressure line.
Pump making noise. Pump intake partially blocked. Service the intake strainers. Check the fluid condition and, if
necessary, drain and flush the system. Refill with clean
fluid.
Air leaks at the intake or shaft seal Check the inlet connections and seal to determine
causing cavitation. (oil in reservoir where air is being drawn in. Tighten any loose
would probably be foamy). connections and replace the seal if necessary.
See that the fluid in the reservoir is above the intake
pipe opening.
Pump drive speed too slow or fast. Operate the pump at the recommended speed.
Auxiliary driveshaft misalignment. Check if the shaft seal bearing or other parts have
been damaged. Replace any damaged parts. Realign
the coupled shafts.
External leakage. Shaft seal leakage. Damaged or worn seal.
Damaged or work bushings.
Damaged shaft seal housing bore or sealing area of
output shaft grooved.
Replace parts as required.
Leakage between pump sections. Damaged O-rings or damaged surfaces in O-ring
groove.
Replace parts as required.
SM 1024 29-5-5
Start-up
Whenever it is possible to do so, fill the pump ports with
system hydraulic fluid. This will make it easier for the
pump to prime when it is first started.
Self Priming : With a minimum drive speed of 600 RPM,
a pump should prime immediately.
Failure to prime within a short length of time may result in
damage due to lack of lubrication.
Inlet-lines must be tight and free from air leaks. However,
it may be necessary to loosen a fitting on the outlet side of
the pump to purge entrained air.
No Load Starting : These pumps are designed to startup
with no load on the pressure ports.
They should never be started against a load or a closed
center valve.
SM 1024 29-5-6
GROUP 30
GROUP 30
HYDRAULIC CONTROL VALVE/

LIFT CIRCUIT
Hydraulic Control Valve/Lift Circuit

Specifications and Description ................ Section 1
Hydraulic System Schematic ................... Section 2
Hydraulic System Troubleshooting ....... Section 3
Hydraulic System Pressure Checks and

Adjustment ................................................ Section 4
Hydraulic Control Valve Removal

and Replacement ...................................... Section 5
Hydraulic Control Valve Overhaul ........ Section 6
IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 30, “Hydraulic
Control Valve/Lift Circuit,” Group 32, “Tilt Cylinders,” and
Group 34, “Uprights.” Refer to these other groups for
hydraulic components not covered in this group.
SM 1024 30-0
Group 30, Hydraulic Control Valve/Lift Circuit
Section 1
Hydraulic Control Valve/Lift Circuit

Specifications Tilt Flow Settings :
Hydraulic Fluid Type : Clark specification MS-68 (Clark

Upright Usage Flow
part #1802155 and #1800236)
Lpm (gpm)
Main Relief Valve Setting : 22100 to 22800 kPa (3200 to MFH 6370~7315 TSU
3300 psi) at rated flow.
MFH 4165~5170 STD, 9.8 (2.6)
Auxiliary Relief Valve Setting : 13800 to 14300 kPa 3860~6100 TSU
14.4 (3.8)
(2000 to 2070 psi) at rated flow. MFH 2100~3860 STD
Rated Flow : 17.4 (4.6)
Lift spool (spool #1) : 76 L/min (20 gpm).
Tilt spool (spool #2) : 38 L/min (10 gpm). Flow Control Adjustments : Adjustable from 4 to 38 L/
Auxiliary spool (spool #3) : 38 L/min (10 gpm). min (1 to 10 gpm)
Integral Pressure Compensated Flow Control Settings : Before adjusting, turn fully Counter-Clockwise to stop.
Each Clockwise turn increases flow by.
Tilt spool (spool #2) : 14.4 L/min (3.8 gpm).
Auxiliary spool (spool #3) : 7.6 L/min (2.0 gpm).
Service Intervals
Maximum Pressure Drop at Rated Flow :
Hydraulic System Relief Pressure Check : Every year or
Inlet to outlet : 689 kPa (100 psi). every 2000 hours of operation.
Lift spool (spool #1) :
- Inlet to cylinder port : 689 kPa (100 psi) Fastener Torques
- Cylinder port to outlet : 550 kPa (80 psi).
Lever to Spool Rod Turnbuckle Adjustment Jam Nuts :
Tilt spool (spool #2) : 40-45 Nm (30-33 ftlb).
- Inlet to cylinder port : 689 kPa (100 psi) Lever Pivot-Bracket Mounting Nuts Bolts : 40-45 Nm
- Cylinder port to outlet : 550 kPa (80 psi). (30-33 ftlb).
Auxiliary spools (spools #3 and #4) :
- Inlet to cylinder port : 345 kPa (50 psi)
- Cylinder port to outlet : 207 kPa (30 psi).
SM 1024 30-1-1
Description moved. Excess oil flow is returned to the sump. A check

valve prevents reverse flow.
The following description focuses primarily on hydraulic
circutry controlled by the main hydraulic control valve, When all the control valve spools are in neutral, fluid
that is, the lift/tilt/aux circuit. Various other hydraulic sys- flows through the open-centers of the valve spools to the
tems come into play, however, and are mentioned. The sump return line. When a spool is partially shifted and the
entire hydraulic system is depicted in the schematics in associated cylinder or other actuator has not reached its
Section 2 (next page). end-of-travel, some of the fluid flows to the cylinder
(actuator) and the rest flows to the sump line. In both
Descriptions of the braking and steering circuits are given cases, the pressure in the system should be less than the
in Groups 23 and 25. amount required to open the relief valves.
The main hydraulic pump (described in Group 29) is The main relief valve vents flow to the sump when one of
mechanically driven by the transmission (transaxle or the following conditions is present :
hydrostatic pump) and draws fluid from the sump through
a particle-blocking suction screen. A priority valve, con- • The operator continues to hold the lift control in
tained in the pump assembly, senses the demand for flow the lift position after the lift mechanism reaches its
to the steering/braking circuit and divides pump flow end-of-travel.
between the lift/tilt/aux circuit and the steering/braking • Too heavy a load is being lifted.
circuit accordingly, with priority given to steering and • The operator continues to hold the tilt control in
braking. the tilt position after the tilt mechanism has
Fluid from the priority valve goes to the main hydraulic reached its end-of-travel (This is called “tilt
control valve. The lift truck operator moves the main bypass.”)
hydraulic control valve spool by hand, directing fluid to • Auxiliary relief fails to operate.
the lift and tilt cylinders and auxiliary actuators as needed The auxiliary relief valve vents flow to the sump when the
for manipulating the load-handling mechanism. operator continues to hold the attachment control in the
The main hydraulic control valve features an open-center, operated position after the attachment reaches its end-of-
parallel-circuit type modular design. It has the main (lift/ travel.
tilt) pressure relief valve (steering pressure relief valve is Main and auxiliary relief pressure settings can be checked
on main hydraulic pump), a secondary pressure relief through a gauge port on the pump.
valve for optional auxiliary components, a lift spool, a tilt
spool with an integral counterbalance valve, optional aux- Flow from the sump return line is filtered before entering
iliary spools, and adjustable pressure-compensated flow the sump. If the filter is clogged, a by-pass valve routes
controls. All spools are low-leakage design. the flow around the filter. On hydrostatic trucks, fluid in
the return line serves as a source for the hydrostatic pump.
The main hydraulic valve has from two to four valve sec- Fluid from the hydrostatic pump is filtered within the
tions. Each section performs a separate function; standard pump assembly and returned through a separate port in the
two spool assemblies have a inlet/lift section (with fluid sump.
inlet port), a tilt section, and an outlet section. A third and
fourth section may be added to control auxiliary compo- A tilt-lock valve built into the main control valve assem-
nents. bly locks the upright into its current tilt position when the
truck is turned off. A load lowering flow valve mounted
When lift attachments are used, an auxiliary section may on the upright limits the speed at which the operator can
be added to the outer (RH) side of the standard (lift/tilt lower a load, decreasing the speed for heavier loads. A
only) main valve. The optional auxiliary sections also velocity fuse built into one of the lift cylinder ports pre-
have an adjustable relief valve and can be assembled with vents the upright from falling rapidly should a hydraulic
optional flow control levels. line rupture or be disconnected.
The valve spools are arranged in standard sequence (from
NOTE
the operator’s position) to first provide lift control, then
tilt, and finally auxiliary control. The control levers are Hydraulic plumbing arrangement is illus-
spring-loaded (by the valve spool centering springs) to trated in Group 29.
return them to neutral when released. Oil flow is con-
trolled by the amount or distance the control handles are
SM 1024 30-1-2
Section 2
Hydraulic System Schematics
To Brake
To Rod
Sensing
Line
Tilt
Aux.2 Aux.1
Lift
To Steer Unit
4 Spool Hydraulic Circuit
To Brake
To Rod
Sensing
Line
Aux Tilt
Lift
To Steer Unit
SM 1024 30-2-1
To Brake
To Rod
Sensing
Line
Tilt
Lift
To Steer Unit
SM 1024 30-2-2
Section 3
Hydraulic System Troubleshooting
The following is a list of problems and solutions relating Overheated hydraulic fluid
to the main hydraulic control valve and associated compo-
nents. For other hydraulic system troubleshooting, refer to • Thin fluid ; drain and fill with correct fluid.
Groups 29 and 34. • Fluid contaminated ; drain sump, clean suction
screen, replace filter, and refill.
No lift, tilt, or auxiliary function • Cavitating pump ; check hydraulic plumbing for
airtight hoses and connections.
• Hydraulic fluid very low; check and fill to correct • Pump driveshaft misaligned ; check mounting and
level. alignment.
• Hose or fittings broken; replace component. • Axial loading on drive shaft ; check shaft end
• Defective main lift valve ; check other Trouble- clearance and shaft alignment ; check for worn
shooting items for possible cause, then consider key/spline.
rebuilding or replacing main lift valve. • Relief valve in bypass ; check relief setting.
• Hydraulic pump defective ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing pump. Load cannot be lifted to maximum height
• Hydraulic fluid low ; check and fill to correct level.
No motion, slow or jerky action of hydraulic • Hydraulic pump defective ; check other Trouble-
system shooting items for possible cause, then consider
rebuilding or replacing pump.
• Spool not moved to full stroke ; check travel and
linkage adjustment.
Oil leaks at top of lift (secondary) cylinder(s)
• Relief valve not properly set, stuck in place, and/or
worn ; check and clean valve, replace if necessary. • Plugged vent line ; check and clear line.
• Dirt or foreign particles lodged between relief • Worn or damaged piston seal ; rebuild cylinder.
valve control poppet and seat ; check valve and • Scored cylinder wall ; replace cylinder.
clean. See Group 34, “Cylinder Removal, Overhaul, and
• Valve body cracked inside ; check and replace Replacement.”
entire valve.
Oil leak at tilt or auxiliary function cylinder
Foaming hydraulic fluid
• Worn or damaged seal; rebuild cylinder.
• Low oil level ; check and fill to correct level. • Scored piston rod; repair or replace rod.
• Wrong fluid ; drain and refill with correct oil. See Group 34, “Cylinder Removal, Overhaul, and
• Oil too heavy ; change to correct viscosity. Replacement.”
• Pump inlet line restriction or line kinked ; clean
line and suction screen or repair kinked hose. Load will not hold
• Hydraulic pump (or hydrostatic pump) cavitating
• Oil bypassing between lift spool and valve body ;
(pumping air with fluid) ; check hydraulic plumb-
overhaul valve and spool.
ing for airtight hoses and connections.
• Spool not centered ; see spool remedies for correct-
ing problems when spools do not return to neutral.
SM 1024 30-3-1
• Oil bypassing piston in cylinder ; repair or replace No relief valve action (high pressure)
cylinder.
• Small particles of dirt in relief valve subassembly ;
check, clean, and/or replace relief valve, clean
Oil leaks at either end of main hydraulic valve hole.
spool • Relief valve subassembly installed backwards ;
reinstall correctly.
• Defective O-ring seals ; rebuild valve.
Spring-centered spools do not return to neu- Load drops when spool is moved from neu-
tral tral to a power position
• Broken springs ; rebuild valve. • Dirt or foreign particles lodged between check
valve ball and seat ; check and clean.
• Entrapped foreign particles ; check and clean sys-
tem and valve. • Sticking or scored check valve ; clean if sticking,
replace if scored, replace poppet.
• Bent spool ; replace with new valve section.
• Misalignment or binding of linkage ; check and
align/adjust linkage.
SM 1024 30-3-2
Section 4
Hydraulic System Pressure Checks and Adjustments
1. Tilt the steering column fully forward and raise the

! CAUTION engine cover.
SAFE PARKING. Before working on truck: 2. Remove the cap from the gauge port and connect
pressure gauge to the fitting.
surface, such as a concrete floor with no Pressure
gaps or breaks. Gauge
wheels.
Relief Pressure Check Checking Relief Pressure. Gauge port location varies.
Following is the general procedure for checking main NOTE

hydraulic valve lift and auxiliary relief pressure, (if the Use quick-disconnect adapter fitting, Clark
truck is equipped with an auxiliary component). Part #913125.
Hydraulic system relief pressure setting may be checked 3. Start the engine and let it warm up until it runs
using a Mico Quadrigage (Clark Part No. 1800106) or smoothly. Continue with step 4.
with a conventional pressure gauge with suitable pressure
range calibration. To cover all models of the truck, a 4. Accelerate the engine to no-load governed speed
gauge with capacity range of 0 to 27,580 kPa minimum (0 (full throttle), and hold at this speed. Gauge should
to 4000 psi) is recommended. read between 897.5 to 1132 kPa (130-164 psi).
5. Check main relief pressure : Move the tilt control
! WARNING lever to full back (or forward) tilt relief position.
HYDRAULIC FLUID SAFETY. Keep all Hold tilt control in relief position until pressure read-
hydraulic ports and components clean. Wipe ing is obtained, and then release. Gauge should read
the area on the pump around the diagnostic 21,400 to 22,100 kPa (3100 to 3200 psi).
check port completely clean to prevent any IMPORTANT
contamination from entering the hydraulic Do not operate system in relief any longer
system. than required to read the pressure gauge.
When checking the hydraulic system, do not
use your hands to check for leakage. Use a 6. Check auxiliary relief pressure : (Truck must have
piece of cardboard or paper to search for auxiliary component and auxiliary section added to
leaks. Escaping fluid under pressure can pen- main hydraulic valve.) Move the auxiliary control
etrate the skin causing serious injury. Relieve lever to full back or forward relief position. Hold
pressure before disconnecting hydraulic or auxiliary control in relief position until pressure
other lines. Tighten all connections before reading is obtained, and then release. Gauge should
applying pressure. Keep hands and body read 13,000 to 14,300 kPa (1925 to 2075 psi).
away from pinholes and nozzles which eject
fluids under high pressure.
SM 1024 30-4-1
Main and Auxiliary Pressure Relief Flow Control Adjustment

Adjustment
IMPORTANT
! CAUTION
The main relief valve has been set on the The flow control valve has been set on the
plant. Never try to adjust. If the relief pres- plant. Never try to adjust. If adjusted, it will
sure exceeds the set value, contact to Service cause fetal danger, Contact to Service man-
managers or Clark experts. agers or CLARK experts.
The main and auxiliary relief setting only
applies to a hydraulic valve that has auxiliary 1. Remove the nut from the main hydraulic valve tie
sections added. bolt stud.
To adjust the hydraulic system main and auxiliary pres-

sure relief valve :
1. Loosen the jam nut on the relief valve adjustment
screw.
Jam Nut &

Adjust Screw
Auxiliary
Pressure
Relief Valve Flow Adjustment
Remove Nut & Tie Bolt
Main Pressure
Relief Valve
Jam Nut & 2. Remove the stud from the valve.

Adjust Screw
3. Turn the flow control adjuster fully CW to the stop.
2. Turn the adjustment screw to set relief setting to the Turn CCW per specifications (in Section 1) to adjust.
normal range. 4. Reinstall the tie bolt stud in the valve. Torque the
3. Reset the jam nut on the relief valve adjustment stud to 38-43 Nm (28-32 ftlb). Reinstall the nut on
screw. the tie bolt and torque to 38-43 Nm (28-32 ftlb)
SM 1024 30-4-2
Section 5
Hydraulic Control Valve Removal and Replacement
! CAUTION
1. Park truck on a hard, level, and solid surface, such as a
concrete floor with no gaps or breaks.
2. Put upright in vertical position and fully lower the forks
or attachment.
remove key.
SM 1024 30-5-1
Hydraulic Control Valve Removal Control Valve Linkage Disassembly

IMPORTANT Remove the cotter rings and clevis pins connecting the lift
Keep all hydraulic ports, components, and and tilt (and auxiliary, as applicable) lever rods from the
fittings completely clean during valve hydraulic valve spools.
removal and replacement to prevent any con-
tamination from entering the hydraulic sys-
tem.
Preparation for Valve Removal

1. Park truck in a safe position and fully lower the
upright.
Cotter Pin
2. Return all controls to neutral, apply the parking Clevis
Pin
brake, stop the engine and turn key switch OFF.
3. Move all hydraulic control levers to all working posi-
tions and return them to neutral. Be sure there is no Valve
Spool
hydraulic pressure applied to the system by attach-
ments.
4. Open the engine compartment and remove floor-
Valve Removal
board.
5. Air clean the hydraulic valve and fittings. 1. Remove the three hex capscrews mounting the
hydraulic valve to the hydraulic assembly bracket.
6. Place a drain pan under the truck and loosen and
remove all hydraulic lines from the valve. Plug the
valve ports. Mark or tag each line as removed to
assure correct position of line at assembly.
Steering
Supply Line
2. Remove valve assembly from truck. See Section 6

Tilt for valve overhaul instructions.
Line
NOTE
Be sure to clean up any oil spills and dry the
Main
Supply Steering floor to prevent accidents.
Line Sensing Line
Brake
Line Lift Sump Return
Line
Line
7. Cap ends of lines to keep them clean. Tie ends of

lines to truck to prevent loose ends dropping and
leaking oil onto floor.
SM 1024 30-5-2
Hydraulic Control Valve Replacement Control Valve Linkage Reassembly

1. Insert the clevis pins through the rod-end clevises
Valve Replacement and valve spools of the lift and tilt spools (and auxil-
iary-lever rods and spools where applicable) and
1. Position the main valve on the hydraulic assembly secure with the cotter rings.
bracket.
Cotter Pin
Clevis
Pin
Valve
Spool
2. Install the hydraulic lines on the proper ports. Make
sure all lines are clean, are routed correctly in the
truck, and are not kinked. Torque fittings according NOTE
to “Hydraulic Fitting Tightening Procedure” in The illustration above and system specifica-
Group 40. tion torques also apply for auxiliary hydrau-
lic functions, such as a side-shifter or rotator.
Steering
Supply Line
Tilt
Line
Main
Supply Steering
Line Sensing Line
Brake
Line Lift Sump Return
Line
Line
3. Adjust the valve to align with the lever connecting

rods.
SM 1024 30-5-3
Operational Checks 2. Check the operation of the valve and hydraulic sys-
tem by moving the valve control levers to the various
1. Start and operate the truck and hydraulic system. positions. The levers must operate smoothly with no
Check the system for leaks. binding. When released from any working position,
the levers must return sharply to their neutral posi-
! WARNING tions.
If valve spools do not moved or return to correct
Do not use your hands to check for hydraulic
position for full function of lift, tilt, or auxiliary cyl-
inders :
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious 3. Refer to Section 4, “Hydraulic System Pressure
injury. Relieve pressure before disconnecting Check” if valve was disassembled or overhauled.
4. Replace the cowl cover under the operator’s com-
partment dash. See removal and replacement proce-
dures in Group 38.
which eject fluids under high pressure.
If any fluid is injected into the skin, it must
be surgically removed within a few hours by
a doctor familiar with this type injury or
gangrene may result.
SM 1024 30-5-4
Section 6
Hydraulic Control Valve Overhaul
IMP ORTANT
The following overhaul instructions describe a two spool • Clean outside of valve with a good grade of solvent
assembly with the inlet/lift section, a tilt (or auxiliary) and dry thoroughly.
section, and outlet section (outlet section contains no • Before starting disassembly, the valve should be
spool). carefully examined to determine if there is any evi-
dence of external damage.
Preparation for Disassembly
Overhaul valve only in a clean, dust-free location, using
clean tools and equipment. Dirt or grit will damage the
highly-machined surfaces and will result in leakage or
premature failure of components. Cleanliness of the
hydraulic circuit is extremely important to the proper
operation and maintenance of the system. Be sure the
work area is clean.
SM 1024 30-6-1
Disassembly 2. Remove and label all parts between the sections for
correct reassembly. These include :
During disassembly, pay particular attention to identifica- a. Retainers and seals which are included in the
tion of parts for reassembly. Spools are selectively fitted replacement seal kit.
to valve bodies and you must return each spool to the b. O-rings, springs, and ball which are replaced sep-
same body from which it was removed. You must also be arately.
sure to reassemble the valve sections in the original order.
NOTE
NOTE Keep parts in order as removed and avoid
Valve sections may or may not require sepa- mixing the sections and parts.
ration for overhaul.
3. Disassemble each valve spool, one at a time, from
If only valve spools are being overhauled, you do not have bottom of valve as shown in the illustration.
to separate the sections. For a complete overhaul, includ-
ing replacement of the seals, retainers, O-rings, springs, 4. Remove the valve spools by tapping lightly on the
and balls used between the sections, follow steps 1 and 2. top end with a soft-faced hammer to drive them out
To overhaul only the valve spools, begin with step 3. of the valve body.
1. Remove the nuts and studs connecting the valve sec- 5. Arrange the parts in the sequence of removal.
tions.
Relief Valve
Nipple
Plug Plug
Spring Seal Kit
Relief Valve
Figure 1. Valve Body
SM 1024 30-6-2
NOTE 3. Inspect valve spools and bores for burrs and scoring.
Remove the outlet port section only if there is If scoring is not deep enough to cause leakage, the
need for further inspection and cleaning of surfaces can be stoned or polished with crocus cloth.
contaminants in the valve. To remove, loosen If scoring is excessive, valve body and spool must be
and remove the nuts and studs and separate replaced. Check each valve spool for free movement
the outlet port section from the valve body. in its bore.
Label and keep all parts for correct reassem- 4. Inspect the main pressure relief valve for damage.
bly. Relief valve must be free from contamination, burrs,
and scoring. Plug, spring, and O-ring should be
Cleaning, Inspection, and Repair cleaned and inspected for damage.
1. Discard all old seals. Wash all parts in a clean min- NOTE
eral oil solvent and place them on a clean surface for Entire relief valve assembly must be replaced
inspection. if damaged. Relief valve pressure is con-
trolled by a hydrostat in the valve relief valve
2. Carefully remove any burrs by light stoning or lap- assembly and is set at the factory. No adjust-
ping. Be sure there is no paint or burrs on mating sur- ments are recommended; if pressure relief
faces of valve bodies. setting is not in recommended range, hydro-
stat must be replaced.
Plate
Shim
Block
Return Spring
Spring Sheet O-ring
Return Cap
㏘䖴
Spring Poppet
Adjust Sheet
Spring
Plug
C-ring
Figure 2. Valve Spool and Tilt Body
SM 1024 30-6-3
5. Inspect the lift and tilt relief valves for damage. Reassembly
Check the relief valve for smooth free movement in
its bore. The valve poppet should move easily from Use the exploded view illustration of the valve section,
only the force of its own weight. spools, and relief valves for reassembly.
6. Inspect the valve body to make sure it has not been 1. Assemble valve in reverse order of disassembly.
physically damaged. Examine all threads to be sure 2. Coat all parts with clean hydraulic oil to facilitate
they are clean and not damaged or burred. Inspect all assembly and provide initial lubrication. Petroleum
bores and poppet seats. Poppet seat must be even all jelly can be used to hold seal rings in place during
around its circumference with no nicks, burrs, or assembly.
indentations in any of the seat face.
3. Use new O-rings and seals for all parts.
7. All springs should be free of corrosion and not bro-
ken or bent. 4. Install seal rings and the seal ring retainer in the
grooves in body of each inlet and center section. Use
8. If parts must be left unassembled for a period of time petroleum jelly to hold the seals in place. Carefully
or overnight, cover with a lint-free clean material. place the sections together in the same order in which
they were removed.
5. Torque dust-cover screws to 10.8-13.5 Nm (8-10
ftlb).
6. Reinsert studs between valve sections and torque
nuts to 27-34 Nm (20-25 ftlb).
Relief Valve Settings

After overhaul and reisintallation of the main hydraulic
valve, the hydraulic system relief pressure and auxiliary
valve relief pressure settings (if truck and valve are
equipped with an auxiliary component and section) must
be checked. See the hydraulic system checks and adjust-
ments Section of this Group (30) for procedures.
If the truck is not equipped with any auxiliary equipment,
no adjustments are necessary. If an auxiliary scetion has
been added to the hydraulic valve and auxiliary compo-
nents have been installed on the truck, check the relief
pressure. See the hydraulic system checks and adjust-
ments Section of this Group (30) for procedures.
SM 1024 30-6-4
GROUP 32
GROUP 32
TILT CYLINDERS
Tilt Cylinder Specifications and

Tilt Checks and Adjustments .................. Section 2
Tilt Cylinder Removal and

Tilt Cylinder Overhaul ............................ Section 4
IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 29, “Hydraulic
Sump, Filters, and Pump,” Group 30, Hydraulic Control
Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not covered in
this group.
SM 1024 32-0
Group 32, Tilt Cylinders
Section 1
Tilt Cylinder Specifications and Description
Specifications Service Intervals

See Group 30 for hydraulic system specification. Tilt Cylinder Drift Test : Every 50-250 hours or each PM.
Tilt Cylinder Type : double-acting Tilt Cylinder Check and Adjustment : Every 50-250 hours
or each PM.
Maximum Operating Pressure : 22,070 kPa (3,200 psi)
Tilt Cylinder Rod Seal Condition Check : Every 50-250
Tilt Ranges* : hours or each PM.
STD (through 2015mm MFH) 5qB~6qF Tilt Cylinder Mounting Check and Tightening : Every 50-
250 hours or each PM.
STD (2575-2875mm MFH) 5qB~6qF
Tilt Cylinder Rod-End Check and Tightening : Every 50-
250 hours or each PM.
Tilt Cylinder Rod-End Lubrication : Every 50-250 hours
STD (above 5170mm MFH) 5qB~3qF or each PM.
TSU (through 4800mm MFH) 5qB~6qF
TSU (5210-6160mm MFH) 5qB~3qF
TSU (above 6370mm MFH) 3qB~3qF Description
The tilt cylinders provide backward and forward tilt of the
* Abbreviations : STD = Standard, high-visibility upright ; upright. The forward and back tilt angles are governed by
TSU = Triple-stage upright ; MFH = maximum fork the cylinder stroke and by use of spacers. The tilt cylin-
height ; B = back tilt ; F = forward tilt. See truck data plate ders are pin-mounted to the truck frame and upright using
for upright MFH. yokes, clevises, and pins. Pins are held in place by a lock
plate and fastener to prevent the pins from working their
way out.
The tilt cylinders are serviced by removing them from the
Fastener Torque truck and disassembling them for complete overhaul,
including installation of new seals and or other cylinder
Rod-End Yoke Bolts : 170-190 Nm (125-140 lbfft) components.
Rod-End Pin Lock Plate Fasteners : The tilt lock valve is integrated into the tilt section of the
40-45 Nm (30-33 lbfft) main hydraulic control valve. The tilt lock valve prevents
the upright from tilting forward when the truck is not run-
Base Mount Pin Lock Plate Fasteners :
ning. The tilt lock valve is not serviceable and must be
40-45 Nm (30-33 lbfft)
replaced as a valve section if defective.
SM 1024 32-1-1
Section 2
Tilt Cylinder Checks and Adjustments
3. Raise the capacity load 2500mm (98.5 in) off the

! CAUTION ground and tilt the upright vertical, shut off the truck.

gaps or breaks.
wheels. 4. Measure and write down the distance between the
cylinder-spacer face and the rod-end yoke.
Tilt Cylinder Drift Check

To check tilt cylinder drift, a rated capacity load is placed Measure rod
on the forks, lifted up and held to determine if the tilt cyl- distance here
inder rods moves (drifts) in a specified length of time.

It is recommended that a test load, made up of a full-
capacity load equally distributed on a 1220?1220 mm (48
?48 in) pallet, be used. The material used to make up the
test load must be stacked to provide load stability and
must not extend beyond the pallet. It must be secured on
the pallet. Refer to the truck data plate for capacity rating.
1. Adjust fork width as wide as possible to distribute NOTE
the load. Refer to truck nameplate for capacity rating. An alternate procedure is to measure the
change in the inclined angle of the upright,
! CAUTION using a protractor and level, or inclinometer.
Test load must be stacked stably, not extend 5. Wait five minutes and remeasure and write down the
beyond the pallet, and be secured on the pal- distance between the same two points.
let. Clamp the load on the load backrest or
fork bar to avoid sliping out from fork. 6. The decrease in the measure must not exceed the fol-
lowing measures :
2. Drive the forks into the load pallet until the test load
and pallet rest against the load backrest. Apply the Temperature Drift
parking brake and chock the wheels. 50qC (122qF) 0.5q3.1mm@1min
5q31.1mm@10min
SM 1024 32-2-1
Drift Causes and Remedies Forward Adjustment

Tilt cylinder drift indicates the following possible prob- 1. Slowly tilt upright fully forward to the end of the tilt
lems : cylinder stroke.
• Tilt cylinder hydraulic circuit hoses or fittings are 2. As the cylinders approach the end of the stroke,
leaking. Check the circuit components and repair watch both piston rods for equal movement and
as necessary. upright for twisting. Note if upright “racks” (is
• Cylinder piston seals are worn, damaged, or defec- twisted at the end of its movement by unequal stroke
tive allowing fluid past the piston and causing the of tilt cylinders).
rod to drift. Consider rebuilding the cylinders if the NOTE
other remedies in this list are not successful. See
Correct the twisting effect by shortening the
Section 3 for cylinder removal and replacement
cylinder that is the longest length. Forward
and Section 4 for cylinder repair, if necessary.
twisting must be adjusted before backward
• The main hydraulic tilt valve is misadjusted, worn, twisting. If forward adjustment is not
or defective. Fluid is leaking past the valve and needed, continue with backward adjustment.
causing the tilt cylinders to drift. See Group 30 for
hydraulic valve troubleshooting. 3. To adjust, loosen rod-end yoke capscrew on the tilt
cylinder that extends the farthest, and turn piston rod
Tilt Cylinder Racking Check into rod-end yoke to shorten.
Upright racking occurs when tilt cylinder strokes are

unequal. Cylinders should be checked regularly during
operation to determine if cylinder strokes are the same. To
check for racking :
Loosen capscrew
• Make sure truck is parked on level surface with
parking brake applied and wheels chocked.
Turn to adjust.
• Check condition of the tilt cylinder, rod-end yoke,
mounting pins, piston rod, rod wiper, cylinder
gland, etc., for excessive wear or damage. Make
repairs before making twisting adjustment.
• Use a capacity load (see truck nameplate) centered
on the forks.
! CAUTION Forward Adjustment : Pneumatic-tire truck rod-end yoke

Be sure to secure the load to the fork carriage orientation shown.
to keep it from falling off when tilted forward. NOTE
Raise the upright only to the height that will
Use wrench flat on rod under spacer (if
allow the fork tips to clear the floor when
installed). Move spacer for access.
tilted fully forward.
SM 1024 32-2-2
4. Continue to turn rod into rod end until tilt cylinder 4. Use rod shims to fill in the space between the rod-
strokes are equal. end yoke and spacer. Screw rod back into yoke the
same number of turns needed to remove.
IMPORTANT
The rod must be threaded onto the rod-end
yoke a distance at least as great as the diame-
ter of the rod plus 6.5 mm (0.25 in).
Rod shim
Rod end yoke
Cylinder rod
diameter
of rod Spacer
Wrench Flat
Thread rod into rodend
yoke the rod diameter
plus 6.5mm(0.25in)
5. Tighten capscrew of the rod-end yoke to 170-190

Nm (120-140 ftlb), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking 5. Tighten capscrew of the rod-end yoke to 170-190
remains evident. Nm (120-140 ftlb), and repeat the racking test.
7. When no racking occurs, retighten capscrew of the 6. Repeat steps 1-5 for fine corrections if any racking
rod-end yoke to 170-190 Nm (120-140 ftlb). remains evident.
8. Check all tilt functions before returning the truck to 7. When no racking occurs, retighten yoke capscrew to
service. 170-190 Nm (120-140 ftlb).
8. Check all tilt functions before returning the truck to
Backward Adjustment service.
Perform forward check and adjustment first. Then :

Tilt Flow Control Adjustments
1. Slowly tilt upright fully backwards while watching
piston rods. They should both bottom out at the same See checks and adjustments Section of Group 30,
time. If they don’t, adjust backward tilt using the fol- “Hydraulic Control Valve/Lift Circuit,” for adjustment
lowing steps. procedure.
2. Stop the upright when the first tilt cylinder bottoms
out against its rod spacer.
3. Go to the opposite cylinder and remove the capscrew
on the rod-end yoke and screw rod out of yoke.
Count the number of turns required to remove the rod
from the yoke.
SM 1024 32-2-3
Section 3
Tilt Cylinder Removal and Replacement
SM 1024 32-3-1
! CAUTION ! WARNING
SAFE PARKING. Before working on truck : The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
1. Park truck on a hard, level, and solid assembly. Keep hands and feet away from
surface, such as a concrete floor with no the assembly. Use prybars to move the
gaps or breaks. assembly into position for tilt cylinder
replacement.
3. Remove the floorboard.
NOTE
Put a drain pan under the truck at each tilt
4. Apply the parking brake and block the cylinder position before removing the
wheels. hydraulic lines.
Tilt Cylinder Removal 4. Disconnect and cap hydraulic lines from the tilt cyl-
inders (see illustration on facing page). Remove the
1. Move tilt lever back and forth several times to relieve hose connections on both sides of the tee fittings of
any pressure. the right-side cylinder. Keep all fittings and ports
clean.
2. Use an adequate chain and hoist to support the
upright so that it cannot fall when tilt cylinder pins
are removed.
Rod-End
Nipple Pin
Bearing
Tilt Cylinder Mounting Components
SM 1024 32-3-2
5. Support cylinder with a sling to prevent the cylinder the clamp bolts to a torque of 170-190 Nm
from dropping when pins are removed. (125-140 lbfft). Nuts must be on inside of
upright rails.
6. Remove lock-plate from tilt cylinder rod-end yoke.
Orientation of the rod-end yoke is different
Use a soft drift and hammer to tap rod-end pin out of
for the cushion-tire and pneumatic-tire
yoke.
trucks. As the illustration shows, the bolt
7. Pop the cover from tilt cylinder base access port on hole of the rod-end yoke is down on the pneu-
the step to the operator’s compartment. matic-tire truck but is up on the cushion-tire
truck.
8. Remove the lock-plate from cylinder base yoke. Use
a soft drift and hammer to tap pin out of yoke.
5. Install rod-end lock-plate in slot and fasten to yoke
9. Remove cylinder assembly. with fastener and washer. Tighten fastener to a
torque of 40-45 Nm (30-33 lbfft).
Parts Inspection 6. Install tilt cylinder hydraulic lines. Check Group 40
for hydraulic fitting tightening procedures. O-rings
1. Clean all bearings, pins, and other components in an of fittings should be lightly coated with clean
approved cleaning fluid. hydraulic fluid or compatible oil.
2. Inspect all parts for scratches, nicks, dents, and wear. 7. Remove hoist chain from upright.
Check the cylinder rods to be sure they are smooth
with no scratches. Check all threaded parts for dam- 8. See Section 2 for tilt cylinder adjustment procedures.
age. When adjustments are made, check all upright com-
ponents under load before returning the truck to ser-
3. Replace all parts which show damage. vice.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light layer of engine oil.
Tilt Cylinder Replacement

1. Position tilt cylinder base yoke on frame mounting
bracket.
2. Insert base pin in cylinder base yoke and through
frame mounting bracket, making sure slot in pin is in
line with the lock-plate. Grease fitting must point
toward center of truck.
IMPORTANT
Make sure the spherical bearing is aligned so
that pin fits smoothly in yoke.
3. Install base pin lock-plate in slot and fasten to yoke

with fastener and washer. Tighten fastener to a
torque of 40-45 Nm (30-33 lbfft).
4. Position rod-end yoke on upright mounting bracket
and insert rod-end pin, making sure lock-plate slot is
in correct position. Grease fitting must be toward
center of truck. Make sure the spherical bearing is
aligned so that pin fits smoothly in yoke.
NOTE
If the rod-end yoke has been removed from
the rod or loosened for adjustment, reinstall
SM 1024 32-3-3
Section 4
Tilt Cylinder Overhaul
IMP ORTANT
O-Ring, Backup Ring Tube Assembly

Piston Seal Piston
O-Ring
Rod Wear
Dry Bearing Rod Set screw, Steel Ball
Ring
Gland O-Ring
Dust Wiper
Spacer
<8082253>
Typical Tilt Cylinder Cross section
SM 1024 32-4-1
Preparation For Disassembly 2. Carefully pull the rod, piston assembly, and gland
from the cylinder barrel. Remove gland from rod.
IMPORTANT
Overhaul tilt cylinders only in a clean, dust- ! WARNING
free location, using clean tools and equip-
ment. Dirt or grit will damage the highly- The use of compressed air to blow the piston
machined surfaces and will result in leakage out of the barrel is not recommended. High-
or premature failure of components. Cleanli- pressure air can result in piston and rod
ness of the hydraulic circuit is extremely being ejected at high velocity (explosively),
important to the proper operation and main- causing severe injury to personnel and prop-
tenance of the system. Be sure the work area erty damage.
is clean.
3. Remove and discard the piston packing and wear
1. Before disassembly, the exterior of the tilt cylinder rings from the piston.
should be carefully cleaned to remove all dirt and
grease accumulation.
2. Be sure all hydraulic oil has been removed from the Piston Seal Wear ring
cylinder. Stroking the piston rod will help force the
oil out.
3. Before starting disassembly, the tilt cylinder should
be carefully examined to determine if there is any
evidence of external damage.
4. Remove and discard the rod U-cup seal, O-ring, and

Disassembly piston rod wiper from the gland.
The tilt cylinder can be held by clamping the base end or
the barrel in a vise while disassembling. DU Bush
O-ring,
IMPORTANT O-ring Backup Ring
Do not use excessive force when clamping on
the barrel. Dust Wiper Rod Seal
1. Remove the gland with a hook wrench. Carefully

pull the gland assembly from the cylinder tube and
slide it off the cylinder rod.
O-ring
SM 1024 32-4-2
Inspection 2. Replace the piston packing and wearing.
1. Carefully clean all parts in an approved solvent and

place on a clean surface.
Piston Seal Wear ring
2. Check the piston and rod for damage. Look for
gouges, scratches, corrosion, or evidence of unusual
wear. Minor surface damage may be repaired by use
of fine abrasion cloth or stoning. Deeper damage will
require replacement of piston rod assembly.
3. Be sure the threads on rod are undamaged.
4. Inspect the tilt cylinder barrel internal bore for wear, 3. Install gland on piston rod. Use gentle pressure and
scratches or other damage. Check the outside for careful movements to avoid damage to the U-cup
damage. Inspect all welds for cracks. seal and rod wiper when these parts are moved over
Deep gouges or pitted surfaces require replacement the piston rod end.
of parts.
Check the gland, base end, and ports for cracks or NOTE
damage that could cause failure. Inspect the ports to Reassemble cylinder carefully to prevent
be sure they are free of contamination and that the damage to seal lips and O-rings.
threads are clean and not damaged.
4. Install piston into cylinder barrel. Be careful not to
5. Put a light coating of hydraulic fluid on all parts. If damage the piston seals when installing the piston
parts are to be left disassembled for a period of time, into end of cylinder.
e.g., overnight, they should be covered with a clean
cloth. 5. Install gland into cylinder them screw the gland into
the cylinder barrel with a hook wrench. When tight-
ing, dont damage the seal Tighten torque : 60±6
Reassembly kgfm
Be sure inside of cylinder and all parts are clean before
starting reassembly. Seals may be lubricated with hydrau-
lic oil to assist assembly into cylinder barrel. O-ring
1. Install piston rod wiper, rod U-cup, and O-ring on the
gland. Make sure U-Cup and wiper are installed in
proper orientation as shown in the illustration.
DU Bush
O-ring,
O-ring Backup Ring 6. Check the assembly by making sure the piston slides
freely in and out of the cylinder.
Dust Wiper Rod Seal
See Section 3 for replacement procedures ; see Section 2
for checks and adjustments before returning the truck to
service.
SM 1024 32-4-3
GROUP 34
GROUP 34
UPRIGHTS
Upright Specifications and Description ........................ Section 1
Troubleshooting ............................................................... Section 2
Upringht Inspection ......................................................... Section 3
Carriage and Upright Roller Clearance

Checks and Shim Adjustments ...................................... Section 4
Cylinder Removal, Shimming,

Overhaul, and Replacement ........................................... Section 5
Upright Chain Inspection, Adjustment,

and Replacement .............................................................. Section 6
Fork and Carriage Removal and

Replacement ..................................................................... Section 7
Upright Removal and Replacement ............................... Section 8
IMPORTANT
Related service information is covered in Group 29, “Hydrau-
lic Sump, Filters, and Pump,” Group 30, “Hydraulic Control
Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”
SM 1024 34-0
Group 34, Uprights
Section 1
Upright Specifications and Description
General Specifications
Upright
Upright Weight: (Approximately 368 kg (810 lb) to Upright Type Cylinder Type
Number
approximately 970 kg (2140 lb) without carriage. STD pneu S2016 Piston-type Lift Cylinder
Carriage Weight: TSU pneu T2016 Piston-type Secondary Cylinder
Approximately 148 kg (326 lb) with a 45 inch carriage. Hi-Lo pneu F2016 Ram-type Secondary Cylinder
Fork Weight: Approximately 70 kg each (154 lbs)

Drift:
LBR: 36kg
With the upright substantially vertical the descent of the
IMPORTANT rated load caused by an internal leakage in the hydraulic
Before hoisting, the weights of upright, car- system shall not exceed 100mm (4in) during the first
riage, forks and attachments being lifted 10min with the oil in the hydraulic system at normal oper-
must be combined to determine what lifting ating temperature. If drift over 100 mm (4 in) in ten min-
capacity is required of the hoisting equip- utes is evident, cylinder should be checked for internal
ment. leakage. See Section 3 for drift test procedures.
Capacities and Lift Heights: Upright, carriage, and fork Fastener and Fitting Torque Specifications
capacity and upright lift heights are listed on the truck’s
data plate. Trunnion Mounting Bolts: 75~80 Nm (55~59 ft-lb)
Load Back Rest: 215-264 Nm (159-195 ft-lb)
Lubricants:
Chain Anchor Bolt Jam Nut: 100-200 Nm (74-148 ft-lb)
• All Purpose Grease (MS-9)
• Innerslide Lubricant (CLARK P/N 886396) Carriage Side-Thrust Roller Bolts(External): 40-50 Nm
(29.5-37 ft-lb)
• Chain and Cable Lube (CLARK P/N 886399)
Carriage Side-Thrust Roller Bolts(Internal): 70-80 Nm
(52-59 ft-lb)
Cylinder Types
Hose Fittings: See Group 40, “Hydraulic Fitting Tighten-
Standard uprights use two lift cylinders. Triple stage and ing Procedure.”
Hi-Lo uprights use three cylinders, a primary (center- Rod End Bolts: 170-190 Nm (125-140 ft-lb)
mounted) cylinder, and two secondary cylinders. All pri-
mary cylinders used on triple-stage uprights (TSUs & Hi- Tilt Cylinder Rod-End Pin Lock Plate: 8-10 Nm (71-89
in-lb).
Lo) are piston cylinders. The lift and secondary cylinders
used on standard, Hi-Lo uprights and TSUs can be piston
cylinders. Service Intervals
The types of cylinders used on the truck are listed below. • All upright components should be visually checked
every day during the Operator’s Daily Inspection.
Check the first five characters of the upright number
stamped on the upright of the truck to determine the type • A thorough visual inspection should be performed
of cylinder, piston used on the upright. by a trained service professional every 50-250
hours.
IMPORTANT • Lift chains should be inspected and lubricated
Before removing any component for over- every 50-250 hours or monthly.
haul, make sure the correct repair parts, • Lift chain tension should be checked every 50-250
seals, and gasket sets are available. hours or monthly.
SM 1024 34-1-1
Group 34, Uprights
• Upright and carriage roller checks should be per- Piston-type cylinders contain a by-pass check valve in the
formed every 50-250 hours or monthly. piston that allows air and fluid that have accumulated in
• Roller patterns should be checked every 6 months the rod end of the cylinder to return to the system. The
or after 1000 hours of service. check valve can be removed and cleaned if indicated by
• Racking and drift tests should be performed every troubleshooting. A non-serviceable check-ball-type cush-
50~250 hours or monthly. ioning function is built into ram and piston cylinders for
smooth staging during the lowering cycle. The primary
• The complete extended inspection should be per-
cylinder on TSUs incorporates cushioning on the lift
formed at least every year or 2000 hours of opera-
cycle. A velocity fuse in the hydraulic port of the lift cyl-
tion.
inders (secondary cylinders on TSUs) prevents the mast
Description from falling rapidly in case of sudden fluid pressure loss
due to line breaks or other malfunction of the hydraulic
The upright assembly includes the lift chains, lift cylin- circuit.
ders, carriage, forks, and mast or rail sets. Each of the
As explained in more detail in Group 30, the main pump
components can be serviced using the tests, checks,
sends fluid to the main hydraulic control valve, which
adjustments, and removal and replacement procedures in
contains spools that route fluid to the lift cylinders and tilt
the following Sections.
cylinders. The valve assembly also contains a counter-
The upright uses the hydraulic cylinders and chain sets to balance valve that prevents upright tilt when the truck is
lift the carriage and rail sets. On standard, two-stage not operating.
uprights, the lift cylinders lift the carriage with chains and
Fluid flow rates for lift functions are factory set and not
directly lift the inner rail set. On triple-stage uprights, the
adjustable. Flow rates for tilt and auxiliary functions are
primary (free-lift) cylinder lifts the carriage by chains.
controlled by adjustments on the main hydraulic valve. A
When the primary cylinder reaches its maximum exten-
non-adjustable “load-lowering” flow valve mounted on
sion, fluid is diverted to the secondary lift cylinders,
the upright limits upright lowering speed.
which lift the inner rails using a second set of chains and
lift the intermediate rails by direct lift. Groups 29 and 30 contain general hydraulic information
including upright hydraulic functions. Other hydraulic
On Hi-Lo uprights, the primary(free-lift) cylinder lifts the
checks for the upright appear in “Troubleshooting,” Sec-
carriage by chanis. The secondary cylinders directly lift
tion 2.
the inner rail set by rod. Hi-Lo uprights not used second
set of chain for secondary cyliner.
Friction and play between the nesting rails is controlled by
roller sets mounted on the rails and carriage. When rails or
rollers become worn, the gap between the rollers and rails
becomes larger, creating more play in lifting and lowering
operations. The rail web to roller side clearances can be
reduced by shimming the rollers to close the gap between
the roller and rails. The gap between the rail flange and
roller bearing surface can be reduced by the use of over-
size rollers on a one-time basis.
Forks use a hanger design for mounting on the carriage.
Auxiliary attachments may be added to the upright for
specialized handling operations. The hydraulic circuit is
modified with a hose adapter kit and an auxiliary section
is added to the main hydraulic valve to operate the attach-
ment.
The lift and secondary cylinders on standard uprights and
triple-stage uprights (TSUs) are piston type cylinders. The
primary cylinder on TSUs and HILO are piston-type cyl-
inder. See the chart under “Specifications” to determine
the type of cylinder used on the upright you are servicing.
SM 1024 34-1-2
Group 34, Uprights
Upper Roller
Chain Sheave
Lift cylinder
Outer Rail Set
Chain Anchor
Chain
Inner Rail Set
Lower Roller
Typical Standard(Two-Stage)Upright Assembly
SM 1024 34-1-3
Group 34, Uprights
Upper Roller
Outer Rail Set

Hose Chain Sheave
Secondary
Cylinder
Inner Rail Set
Lower Roller Primary Chain

Cylinder
Typical Hi-Lo Upright Assembly
SM 1024 34-1-4
Group 34, Uprights
Upper Roller
Outer Rail Set Chain Sheave
Upper Roller
Hose Sheave
Chain Sheave
Secondary
Cylinder
Chain
Lower Roller
Lower Roller
Primary
Inner Rail Set Cylinder Chain
Typical Triple-Stage Upright Assembly
SM 1024 34-1-5
Group 34, Uprights
Typical Triple Stage Upright-Overhead View
Adjustment shims Carriage

Roller
Side thrust roller
External thrust roller

(not in 2.0/2.5 ton STD and Hi-Lo CL )
Carriages and Roller Sets
SM 1024 34-1-6
Group 34, Uprights
Two-hose adaptation for

the standard upright
SM 1024 34-1-7
Group 34, Uprights

the triple-stage upright
SM 1024 34-1-8
Group 34, Uprights

the Hi-Lo upright
SM 1024 34-1-9
Group 34, Uprights
Section 2
Troubleshooting
The visual inspection and the operational checks pre- • Dry hose sheave or rollers; check condition of all
sented in Section 3 should be used to determine problems sheaves and rollers and lubricate as necessary.
with the upright. Possible problems, causes, and remedies • Damaged chain sheaves; check condition of chain
are listed below. sheaves and repair or replace.
Other troubleshooting information about the hydraulic cir- • Excessive fork hanger or carriage fork bar wear;
cuit and components appears in the troubleshooting Sec- inspect and replace as necessary.
tions of Groups 29 and 30. Use these other • Seals dry; lubricate rod.
troubleshooting Sections for more detailed problem isola-
• Seals dry - all primary cylinders; remove gland and
tion with Upright hydraulic functions.
add 100 ml (3.4 oz) of hydraulic oil to rod side of
piston, see “Cylinder Removal, Shimming, Over-
! WARNING haul, and Replacement.”
The procedures for troubleshooting uprights,
carriages, and forks involve movement of the No lift, tilt, or auxiliary function
components. Failure to follow these warnings
can result in serious injury. • Hydraulic fluid level low; check level and fill.
Make sure overhead clearances are adequate • Broken hoses or fittings; check and repair.
before raising the upright to full lift height.
• Damaged or blocked sump strainer; check and
Do not walk or stand under raised forks.
clean.
Block carriage and upright whenever mak-
ing checks with the upright elevated. • Hydraulic pump defective; see Group 29 for pump
Keep clear of load and carriage when making troubleshooting.
any check or adjustment. • Defective main hydraulic control valve; see Group
Keep your arms and fingers away from mov- 30 for valve troubleshooting.
ing parts of the upright. • Defective upright load-lowering flow valve; disas-
Do not reach through open areas of the semble valve, check and clean or replace.
upright.
No lift function but tilt operates

Upright noise
• Broken hoses or fittings; check and repair.
• Bent or broken components; inspect upright thor-
• Cylinder is damaged; inspect and repair.
oughly and repair or replace components as
required. • Main hydraulic control valve, lift section defec-
tive; see Group 30 for valve troubleshooting and
• Damaged upright roller; check condition of rollers
service information.
and replace defective rollers.
• Upright load-lowering flow valve damaged; disas-
• Roller scuffing rails; clean and lubricate rails.
semble valve, check and clean or replace.
• Roller (carriage or upright) shimming needs
adjustment; check and adjust as required.
• Fit between roller edge and rail flange excessively
loose in rails; replace with oversized, “Select-Fit”
rollers. See “Upright Roller Clearance Check and
Shim Adjustment.”
• Dry lift chain; lubricate chain.
SM 1024 34-2-1
Group 34, Uprights
Load cannot be lifted to maximum height • Defective priority valve; see Group 30 for valve
troubleshooting information.
• Hydraulic fluid level low, check level and fill. • Defective upright load-lowering flow valve;
• Debris in upright; check and clean. remove valve clean, inspect, and replace if neces-
• Hydraulic hose fittings loose or damaged; check sary.
and torque correctly (see Group 40 for specifica-
tions) or replace. Lowering speed sluggish
• Check cylinder for external leakage; replace cylin- • Damaged or binding upright roller; check condi-
der if cracked. tion of roller and replace if necessary.
• Cylinder shimming is incorrect; check and adjust • Damaged or kinked hydraulic hose or tube; check
shimming. condition of hose and tube, repair or replace as
• Internal leakage on lift or secondary piston cylin- necessary.
ders; remove rod and piston and clean check • Defective upright load-lowering flow valve; check,
valves; also clean and inspect/replace piston seals. clean and replace valve if necessary.
See Section 5.
• Defective velocity fuse; remove fuse from cylinder
• Cylinder check valve on lift or secondary piston hydraulic port, clean and recheck for proper opera-
cylinders not functioning properly; remove rod and tion.
piston and clean check valves; also clean and
inspect/replace piston seals. See Section 5. Load bounces excessively when lowering
• Hydraulic pump defective; see Group 29 for pump
troubleshooting information. • Air in hydraulic system, TSU and Hi-Lo ram-type
cylinders; set capacity load on upright and lift form
• Upright rails binding:
fully collapsed to full lift height for 10-15 cycles.
a. Perform a visual inspection and check for worn,
or distorted parts, broken or cracked rails or tie- • Defective upright load-lowering flow valve; check,
bars, correct chain and hosing placement and clean and replace valve if necessary.
operation • Defective main lift valve; see Group 30 for valve
b. Check rollers for contamination and proper oper- troubleshooting and service information.
ation, perform roller clearance check and adjust- • Defective velocity fuse; remove fuse from cylinder
ment hydraulic port, clean and recheck for proper opera-
tion.
Lift speed sluggish
Upright mis-staging (TSU lifting)
• Hydraulic fluid level low; check level and fill.
• Debris in upright roller area of carriage; check and
• Broken hoses or fittings; check and repair.
clean.
• Pump inlet line restricted; remove from pump and
• Interference between carriage and inner rail or cyl-
clean.
inder; check staging alignment and adjust or repair
• Damaged or binding upright roller; check condi- as necessary.
tion of roller and replace if necessary.
• Bent or broken carriage or inner rail; replace part -
• Internal leakage on piston-type lift and secondary do not try to repair by welding.
cylinders (with load); perform cylinder checks
• Damaged or binding carriage roller; check condi-
listed under “Load cannot be lifted to maximum
tion of roller and replace if necessary.
height.”
• Carriage roller shimming or thrust roller out of
• Hydraulic pump defective; see Group 29 for pump
adjustment; perform roller checks on carriage and
troubleshooting information.
make adjustments as necessary.
• Defective main lift valve; see Group 30 for valve
• Damaged or kinked primary cylinder hose; check
troubleshooting and service information.
condition of hose, repair or replace as necessary.
• Primary cylinder chain or chain sheave binding or
hydraulic port, clean and recheck for proper opera-
damaged; inspect and repair.
tion.
SM 1024 34-2-2
Group 34, Uprights
• Internal leakage in primary lift cylinder; perform • Bent or broken carriage or inner rail; replace part -
cylinder checks listed under “Load cannot be lifted do not try to repair by welding.
to maximum height.” • Carriage and upright roller shimming or thrust
• Damaged primary lift cylinder causing binding in roller out of adjustment; perform roller checks on
the cylinder; inspect and repair or replace cylinder. upright and/or carriage and make adjustments as
• Defective velocity fuse; remove fuse from cylinder necessary.
hydraulic port, clean and recheck for proper opera- • Defective velocity fuse; remove fuse from cylinder
tion. hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lowering)
External leakage on primary cylinder
• Debris in upright roller area or tie bar area; check
and clean. • Gland loose; check and tighten primary cylinder
• Bent or broken carriage or inner rail; replace part - gland to 135 Nm (100 ft-lb) and glands on lift
do not try to repair by welding. (secondary) cylinders to 100 Nm (73 ft-lb).
• Damaged or binding roller on upright; check con- • Cracked cylinder tube; replace tube.
dition of roller and replace if necessary. • Rod seal damage; replace seals and check for:
• Carriage and upright roller shimming or thrust Damaged rod seal groove in gland; check for
roller out of adjustment; perform roller checks on damage to groove and replace seal or gland if
upright and/or carriage and make adjustments as necessary
necessary. Scored cylinder wall; repair or replace cylinder
tube if necessary
• Damaged or kinked lift cylinder hose; check condi-
Leaking check valve; clean and replace if nec-
tion of hose, repair or replace as necessary.
essary
• Lift cylinder chain or chain sheave binding or dam- Leaking O-ring seal on check valve; replace
aged; inspect and repair. check valve.
• Bent cylinder rod; inspect and replace rod and/or • Gland static seals (O-rings and back-up ring) dam-
cylinder as necessary. aged; replace back-up ring.
• Internal leakage in piston-type cylinders; perform • Gland static seals sealing surface damaged; check
cylinder checks listed under “Load cannot be lifted groove and bore and repair or replace as necessary.
to maximum height.”
• Damaged lift cylinder causing binding in the cylin-
External leakage on lift (Standard) and sec-
der; inspect and repair or replace cylinder.
ondary cylinder (TSUs and Hi-Lo)
hydraulic port, clean and recheck for proper opera- • Gland loose; check and tighten gland on cylinders
tion. to 100 Nm (73 ft-lb).
• Cracked cylinder tube; inspect and replace tube.
Upright mis-staging (Standard and Hi-Lo • Seal damage in piston-type cylinders; replace pis-
upright lowering) ton seals and rod seals.
• Damaged seal groove, piston-type cylinders; check
• Damaged or binding roller on upright; check con-
for scratches, nicks, or burrs and repair or replace
dition of roller and replace if necessary.
rod and piston.
• Top carriage roller retaining cap screw loose;
• Scored cylinder wall, TSU piston-type cylinders;
check and replace cap screw.
replace tube and all seals.
• Lift cylinder chain or chain sheave binding or dam-
• Scored or damaged rod; replace rod and all seals.
aged; inspect and repair.
• Damaged gland back-up seal; inspect and replace
• Debris in upright roller area or tie bar area; check
seal.
and clean.
SM 1024 34-2-3
Group 34, Uprights
• Gland static seals sealing surface damaged; check • Cylinder hydraulic fittings loose or worn; check
grooves and bore. fitting O-rings, tighten fittings according to Group
40, “Hydraulic Fitting Tightening Procedure.”
Oil leak at top of lift cylinder • Check valve worn or damaged; remove rod and
• Scored cylinder wall; see Section 5. piston, clean check valve and replace if necessary.
• Worn or damaged gland rod-seal; see procedures • Control valve spool linkage malfunctioning, dam-
for piston-type cylinders under “Cylinder leaking aged, or worn; see Group 30, Section 5 for linkage
internally.” adjustment and/or replacement.
• Counterbalance function in main hydraulic control
Unsatisfactory lift or tilt cylinder drift test results valve malfunctioning, damaged, or worn; inspect
• Cylinder leaking internally; remove cylinder gland and clean or replace if necessary.
and check:
a. Primary cylinder should have only 3.4 ounces
(100 ml) on rod side of the piston
b. Piston-type lift and secondary cylinders should be
dry on rod side of piston.
If fluid is leaking past piston:
On piston-type cylinders, remove rod and piston,
clean check valves and clean and inspect/replace pis-
ton seals
See Section 5.
SM 1024 34-2-4
Group 34, Uprights
Section 3
Upright Inspection
! CAUTION
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps or
breaks.
3. Put all controls in neutral. turn key switch
OFF and remove key.
wheels.
Upright
Load backrest
Carriage
Fork
SM 1024 34-3-1
Group 34, Uprights
Basic Visual Inspection Lift Chains

Use the following steps to conduct an initial visual inspec- Inspect the chains for:
tion of the upright. This is the same type of inspection
• Proper lubrication. The links should have a coat of
operators should be conducting on a daily basis.
oil on all surfaces. Lubrication oil should penetrate
If you note problems with any component during the basic completely into chain joints.
visual inspection, continue with “Extended Inspection” • Good condition of the chain links and pins. No
for checks and service. rust, corrosion, stiffness, or cracking should be evi-
dent. Pins should not be turned or protruding.
! WARNING • Excessive side wear or edge wear on the chain
The procedures for checking, maintaining, plates.
and adjusting uprights, carriages, and forks • Correct, equal tension on chain sets.
involve movement of the components. Failure • Secure anchor bolt, adjustment nut, and jam nut
to follow these warnings can result in serious mounting.
injury. Always use extreme caution.
Do not walk or stand under raised forks. • Correct alignment of the chain anchors to the chain
Keep clear of load and carriage when making and chain sheaves. Adjust turned chain anchors.
any check or adjustment. • Loose, broken, or damaged anchor bolt pins and
Keep your arms and fingers away from mov- cotter pins. Replace defective pins and cotter pins.
ing parts of the upright.
Do not reach through open areas of the Rollers
upright.
Inspect the upright and carriage rollers for:
General • Broken or loose rollers.
• Check to make sure all fasteners are secure. • Loose, broken, or misadjusted thrust roller on the
carriage.
• Check to make sure the upright lifts and lowers
smoothly with and without a capacity load. • Obvious signs of failed bearing seals.
• Check for visible damage to components. NOTE
Some grease will purge from the bearings in
Forks the first 100-200 hours of operation.
• Check function and security of the fork latch. • Excessive looseness in carriage or upright roller
• Inspect the forks for cracks, especially the hanger shimming.
and heel areas.
• Check for wear in the fork heel. If heel wear is evi- Upright and Carriage Weldments
dent, perform the extended inspection.
Inspect the upright and carriage for:
• Inspect the fork hanger and carriage fork bar for
excessive wear. • Debris or foreign objects on the components.
• Inspect for bent forks. • Bent, cracked, or broken components.
• Undesirable wear on or contact between compo-
Load Backrest nents.
• Irregular roller patterns and signs of excessive
• Inspect load backrest for damage such as cracks or wear or scraping on the rails.
bending.
• Check for tight mounting fasteners.
SM 1024 34-3-2
Group 34, Uprights
Hydraulic System Fork Bending

Overloading, glancing blows against solid objects, or
Inspect the upright hydraulic system components for: picking up loads unevenly can bend or twist a fork. Use
• Damage or wear on all hoses and hydraulic tubes. the following procedure to check for fork bending.
• Leaks on hoses, fittings, or valves. 1. Place a 50 x 100 x 610 mm (2 x 4 x 24 in) wood
• Leakage on the cylinders. block flat on the fork. Make sure the block is not
• Excessive drift in lift or tilt operations. resting on the heel radius.
Extended Inspection
The extended inspection should be performed whenever
the basic visual inspection indicates upright problems, as
specified for PMs, or at least every 2000 hours.
Forks
Forks have a limited service life because of wear and
fatigue. Forks should be tested every 50-250 hours using a
visual inspection, a fork thickness check, a fork bending Fork Bending Check
check, and a fork gap check. If replacement is necessary,
always replace the pair to ensure fork integrity. 2. Set a carpenter’s square on the block against the fork
shank
Fork Alignment
3. Check the fork 508 mm (20 in) above the blade to
1. Park the truck on a flat, even surface, tilt upright to make sure it is not bent more than 14.5 mm (0.6 in) at
vertical position, and set forks 25-50 mm (1-2 in) the maximum.
above the ground.
4. If blades are bent over the 14.5 mm (0.6 in) allow-
2. Compare fork arms to be sure they are straight, on ance they should be replaced as a set.
the same plane (level), and the same length. See Section 7, “Fork and Carriage Removal and Replace-
3. Measure the distance from the fork tips to the ment,” for procedures to remove and replace the forks.
ground. The height difference between the forks tips Fork Fatigue
should be no more than 1.5% of the blade length. Fatigue cracks normally start in the heel area or on the
underside of the top hanger. If cracks are found, the fork
should be replaced. Dye penetrants or magnaflux can be
used for a more accurate inspection.
Fork Wear and Heel Wear
Industrial Truck Association (ITA) standards require that
a fork be removed from service when the blade or heel
thickness is reduced by 10% over its original thickness. If
XU\LGGU the heel is 10% smaller than the arm, the load capacity
G
could be reduced by 20%. A 5,000-pound (2272 kg)
Fork Arm Height capacity fork with 10% wear can only safely handle 4,000
4. If the fork tips are not aligned within the specified pounds (1818 kg).
1.5% difference, the cause of the problem must be Use of fork wear calipers are recommended (CLARK part
determined and corrected before returning the truck number 1803641) to gauge fork wear as follows:
to service. If replacement is necessary, always
replace the forks in a set. 1. Use the outside jaws of the caliper to measure fork
thickness in the shank area of the fork.
SM 1024 34-3-3
Group 34, Uprights
NOTE
A small amount of lubricant can be applied
NOTE to the fork latch. Do not over lubricate and
Hold the caliper square and use light pres- allow lubricant to run down on carriage fork
sure to squeeze the outer jaw tips against the bar.
fork shank. Take care not to accidentally
alter the reading of the calipers. 2. Check fork stops for widening of notches or round-
ing of top edge. Replace the carriage if fork stops are
2. Check the fork blade area to the inside jaws of the excessively worn.
caliper.
3. If the inside jaws fit over the fork in the blade area, Lift Chains
wear exceeds allowable 10% wear and a new set of
The following checks should be performed every 50-250
forks should be installed.
hours to ensure correct chain performance See Section 6
Fork Hanger Wear and Carriage Fork Bar Wear for more complete chain inspection and maintenance pro-
Inspect the fork hangers and carriage fork bar. Excessive cedures.
wear can cause the fork to disengage the fork bars or Chain Wear (Stretch) - All Lift Chains
reduce fork hanger life. Lift chain stretch due to wear in the joints can be mea-
sured using a measuring tape or chain check ruler.
When any section of the chain has worn and increased its
• If fork hangers are excessively worn, replace the
original length by 3% or more, the chain must be replaced.
forks as a set.
When checking chain wear, always measure a segment of
• If carriage fork bar is excessively worn, replace the the chain that rolls over a sheave.
carriage.
IMPORTANT
Welding is not recommended for repairing
forks or carriage. Replace the worn parts
with new parts.
Fork Latch and Carriage Fork Stops
1. Check fork latches for proper operation. Latches

should operate smoothly. The spring should be in
good condition and securely lock the fork into posi-
tion. Replace the fork latch if it does not operate
properly.
SM 1024 34-3-4
Group 34, Uprights
IMPORTANT
Never replace a single chain in a set. Always
! WARNING
replace the two chains in a set for consistent Do not reach through the upright to push
lift operation. Always replace anchor pins chains for tension check.
when replacing chains.
3. If one chains moves more than the other;
1. For example, measure a 305 mm (12 in) segment of a. Lower the forks to ease tension on the chains.
the chain that does not roll over a sheave and count b. Adjust chain adjustment nuts for equal tension on
the number of links in the segment. both chains. See Section 6 for chain adjustment
procedures
2. Find an area of the chain that normally runs over the
sheave. This can usually be identified by wear on the 4. Repeat the tension test and make adjustments until
plate edges that roll over the sheave. the tension is equal on both chains when the carriage
and upright are raised.
3. If the same number of links measures over 315 mm
(12.36 in) the chain must be replaced.
If using a chain check ruler, see instructions on the ruler. Carriage and Upright Weldments
Chain replacement procedures appear in Section 6. The carriage and upright should be checked for fatigue
Chain Length cracks and bent components every 2000 hours or every
year. Fatigue cracks start in areas of stress after a high
IMPORTANT number of load cycles. Stress concentrations typically
Perform a chain length check and adjust- exist in welded joints, in the area around a welded joint, or
ment every 50-250 hours. Checks and adjust- in the corners of parts. Dye penetrant, magnaflux, or other
ments should also be performed to adjust for crack detection methods can be used to find or trace
chain stretch and tire wear. cracks. If cracks are found in any structural weldment, the
component should be replaced before returning the truck
Chain length must be adjusted if: to service.
• The fork-to-ground clearance is less than 5 mm • Bent components indicate excessive loading or
(.20 in) or more than 25 mm (1.0 in) when the high impacts to the weldments. Bent components
upright is vertical. are usually structurally damaged and should be
• The center of the bottom carriage roller comes replaced.
within 20 mm (0.80 in) of the bottom edge of the • Inspect roller contact patterns on the rail sections.
inner rail. Roller contact patterns should be smooth and regu-
• The carriage safety stop hits the inner rail stop at lar.
full lift height. In some applications, it may take up to 500
hours of operation to develop a roller contact
• On TSUs and Hi-Lo, the difference between the
pattern on the flange of the rail.
bottom of the inner rail and the outer rail is greater
In applications where heavy loads are common,
than 10 mm (0.40 in).
a rail lubricant may be required to allow proper
See Section 6 for chain length adjustment procedures.
wear-in on the roller.
Chain Tension • Check rails and carriage for wear due to undesir-
IMPORTANT able contact between components. Such contact
can be an indication of broken rollers, loose com-
Center any auxiliary attachments before
ponents, foreign objects or debris on the upright, or
beginning tension check
a broken weldment.
If contact or rubbing exists, the condition must
1. Raise the upright enough to put tension on the chains
be corrected immediately.
to be checked.
Rail and carriage weldments with damage
2. Push the chains forward and pull them backward; the should be replaced.
amount of tension should be equal on both sides.
SM 1024 34-3-5
Group 34, Uprights
• Tie bar areas should be free of foreign objects and NOTE

debris. The roller area of the rail should be cleaned Some grease will purge from the bearings in
every 500-1000 hours in a normal application. the first 100-200 hours of operation. This is
In applications where excessive amounts of not necessarily a sign of a failed roller bear-
contaminants settle in the rail channels, cleaning seal.
ing may be required on 50-250 hour intervals.
If excessive contamination exists, the rollers The external thrust rollers are not adjustable. The internal
should be exposed and the bearing seal areas thrust roller adjusts using a locking cam on the mounting
cleaned thoroughly. cap screw. See Section 4 for roller replacement and inter-
See Section 4 for carriage roller and upright nal thrust roller adjustment procedures.
roller removal and installation.
Carriage and Upright Main Load Rollers
Inspect the carriage and upright main load rollers for bro-
Carriage and Upright Rollers ken, loose, or rough bearings. Defective rollers should be
replaced.
Carriage Thrust Rollers
Shoulder
The carriage uses two types of thrust rollers.
Roller shaft
• The internal thrust roller is found on both standard shims
and TSUs. The carriage internal thrust rollers are Bearing outer race
located on the lift bracket and run on the inside
web of the inner rail. The internal thrust roller is
intended to carry a portion of the carriage lateral
load.
• The second type of carriage thrust roller is an Indications of broken or damaged rollers include:
external thrust roller. The external thrust roller
runs along the outside flange of the inner rail to • Part of all of roller bearing missing
control lateral load on the carriage. External thrust • Bearing outer race loose
rollers are found on STD, Hi-Lo CL III and TSUs. • Scraping noise from the upright
Internal thrust roller • Scraping of carriage fork bar on inner rail (carriage
rollers)
• Upright rail sections scraping together (upright
rollers)
• Upright misstaging
• Excessive looseness of the rail section or carriage
External thrust roller demonstrated by the following load test.
(not in 2.0/2.5 ton STD
and Hi-Lo CL ) NOTE
Both types of thrust rollers should be checked for smooth Some grease will purge from the bearings in
rotation, seal integrity, radial bearing tightness, and a tight the first 100-200 hours of operation. This is
cap screw. A roller should turn smoothly without sticking not necessarily a sign of a failed roller bear-
and be grit free. Replace the roller if any defect is found. ing seal.
External thrust roller cap screws have a locking patch to
Load Test
prevent the cap screw from backing out. Repeated
A load test helps you to determine the amount of clear-
removal will deteriorate the ability of the patch to hold the
ance between the moving upright parts. The upright
cap screw. If the cap screw is backing out without hold-
requires some lateral movement between the interlocking
ing, a new cap screw is recommended. The cap screw can
rails and the carriage. But, too much or too little clearance
also be cleaned and set using thread locking compound
can be the cause of binding and uneven operation.
Loctite 271 (CLARK Part 1802302). The internal thrust
rollers use a jam nut to ensure that the bearing remains
secure.
SM 1024 34-3-6
Group 34, Uprights
manufacturing tolerances and wear in the upright rail sec-

! WARNING tions.
An upright or carriage can move unexpect-
edly during service procedures causing
severe injury:
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
Failure to follow these warnings can result in
serious injury. Signs of loose shimming include:
1. Excessive lateral (side-to-side) movement in the
1. Place a capacity load on the forks and secure it to the upright rail sections
carriage.
2. Excessive lateral shift in the upright at, or near, full
! maximum fork height (MFH)
CAUTION
Test load must be stacked stably, not extend 3. Irregular roller patterns on the rail.
beyond the pallet, and be secured on the pal- Signs of over shimming include:
let. Operate the truck only from within the
operator’s compartment. 1. Mis-staging or hanging up of the upright
2. Excessive wear in the rail web
2. Tilt the upright back slightly and raise the upright to
its maximum extension several times. Note the 3. Premature bearing failure.
smoothness of operation, the carriage play, and play Perform the following roll pattern check and the load test
between the rails. if the need for roller shimming is suspected. See Section 4
for detailed clearance measurement procedures.
3. Move the load 102 mm (4 in) off center on the forks
and resecure it to the carriage. Roll Patterns
Impressions made by rollers on upright rails are called roll
4. Raise the upright to its maximum extension and patterns. Roll patterns can provide indication of the need
lower the load to the floor several times. for upright or carriage adjustment.
5. Repeat the step, moving the load 102 mm (4 in) off
center to the other side. ! WARNING
6. Raise the upright to its maximum extension and Keep clear of load and carriage when making
lower the load to the floor several times. any checks or adjustments.
Carefully observe the smoothness of operation, particu-
larly in carriage play, and play between the rails. If any 1. Elevate the carriage about 4 feet (1.3 m).
unusual movement, staging, or noise occurs during the 2. Apply a light, thin layer of grease to the roller con-
test, correct the problem before returning the truck to ser- tact area.
vice. Continue with the following roller shimming checks
if too much play is evident in the carriage and rails in the 3. Lower the forks and pick up a capacity load. Raise
load test. The troubleshooting guide may also help to and lower the upright several times.
identify specific problems with upright operation. 4. Back out from the load and raise the carriage.
Roller Side-Clearance Compare the impressions of the rollers on each side of the
The carriage and upright rollers are shimmed between the upright rails. The impressions should look the same on
inner race and the roller shaft shoulder to maintain mini- both sides. Look for signs of metal scoring or gouging
mal clearance between the side of the roller and the web which can indicate excessive pressure caused by damaged
of the adjacent rail. Shim adjustments help accommodate or misadjusted rollers.
SM 1024 34-3-7
Group 34, Uprights
Carriage rollers, including side-thrust rollers, and all NOTE

upright rollers can be checked by examining roll patterns. The seals are installed with lubricant and a
If irregular impressions result from the checks, perform trace amount will be in the gland/tube inter-
the “Lift Cylinder Shimming Check” and the “Load Test” face area.
to further diagnose problems.
See Section 4 for procedures to measure clearances and 4. After cleaning the top of the gland and the barrel,
adjust carriage or upright rollers. cycle the upright 5-10 times. If a ring of oil forms to
run 3 mm (0.125 in) down the rod, the cylinder must
be overhauled or replaced.
Cylinders
Internal Leakage on Primary Cylinder
Use the Drift Test, presented under “Hydraulic Checks” To check for internal leakage on the primary cylinder:
below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair. 1. Lift the upright to maximum height then lower forks
completely.
External Leakage (All Cylinders)
To check for external leakage on the primary cylinder: 2. Cycle the upright 5-10 times through the first 2/3
length of the primary stroke and lower forks com-
1. Clean the top of the gland and rod to remove any pletely.
buildup of debris.
3. Slowly lift the carriage 305-610 mm (1-2 ft) into the
2. Check rod surface for defects or unusual wear. secondary lift stage then lift to full extension.
• Nicks, burrs, or other sharp defects can cause dam-
4. If the carriage does not lift to full height, the problem
age to the seal and will lead to leaks. The rod
is likely an internal leak and the cylinder should be
should be repaired or replaced.
overhauled.
• For piston-type cylinders, small blunt defects in
the top and midsection of the rod can be tolerated 5. If the carriage does lift to full height, but you still
in this cylinder design. The high pressure sealing is suspect an internal leak, repeat the procedure with a
over the last several inches of stroke. This type of 40-70% capacity load.
defect is acceptable if leakage is not evident. NOTE
3. Check for external leakage from the cylinder barrel, The primary cylinder normally has approxi-
gland O-rings and backup ring, and the rod seal. mately 100 ml (3.4 oz) of hydraulic fluid on
Σ
the rod side of the piston as a pre-charge.
Use the Drift Test, presented under “Hydraulic Checks”

below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
Internal Leakage on Piston-Type Lift and Secondary
Cylinders
To check for internal leakage in Standard lift and TSU
secondary cylinders:
1. Lift the upright to MFH then lower forks completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the lift cylinder stroke and lower forks
completely.
• The gland O-rings and backup ring are near-zero
3. Lift the upright to full MFH.
leakage seals. If, after cleaning the gland and tube,
oil accumulates to form a run, the O-rings and Watch for the lift cylinder to increase lift speed. If you see
backup ring should be replaced (see Section 5). an increase in lift speed, one or both of the lift cylinders
have an internal leak and requires overhaul.
• External leakage from the barrel requires replace-
ment of the barrel.
SM 1024 34-3-8
Group 34, Uprights
If the upright does not increase lifting speed, but you still a. Hoses or tubes with scrapes or kinks should be
suspect an internal leak, repeat the procedure with a replaced.
capacity load. If the upright does not extend to full MFH, b. Hoses with outer cover wear exposing the rein-
the problem is likely an internal leak and the cylinder forcement braiding should be replaced.
should be overhauled.
Lift Cylinder Shimming Upright Drift
The lift cylinders on both standard uprights, Hi-Lo and
TSUs bottom out at the end of the stroke to limit upright Drift tests check cylinder, main valve, and hydraulic cir-
extension. The upright has dual lift cylinders and the cyl- cuit integrity under load pressures. A load is held elevated
inders’ extension length must be equal. If not, “racking,” for an extended period to determine how much the upright
or side-to-side shifting, results. Rod extension length is “drifts” (moves) over a specified time period. A tilt cylin-
made equal by using shims under the rod end of the cylinder drift test appears in Group 32, Section 2, “Tilt Cylin-
der. To determine if shimming of the cylinders is required der Checks and Adjustments.”
to prevent racking, perform the following operational
check: ! WARNING
! CAUTION edly during service procedures causing
Make sure truck is parked on level surface severe injury:
with parking brake applied and wheels Do not walk or stand under raised forks.
chocked; make sure overhead clearance is Keep clear of load and carriage when making
adequate to extend upright to its full height. any check or adjustment.
Keep your arms and fingers away from mov-
1. Center the forks or attachments on the upright. ing parts of the upright.
Do not reach through open areas of the
2. Check for equal chain tension. upright.
3. Raise the upright from the retracted position to full Failure to follow these warnings can result in
lift height. Note the point when the lift cylinders serious injury.
reach the end of their stroke.
1. Raise upright with the rated capacity and carriage to
• If the upright shifts right or left noticeably, shim-
its full extension and lower to a point halfway down
ming is required.
from full extension with the upright substantially
• Repeat the check three times before adding shims. vertical.
NOTE 2. Shut off the truck. Apply the parking brake and
Offset or unbalanced loads and off-center chock the wheels.
attachments can cause the upright to shift
3. With a pencil or chalk, make a mark across the rails
even with proper lift cylinder shimming.
on one side of the upright.
See Section 5 for lift cylinder shimming procedure. Rack-
ing adjustments for tilt cylinders appear in Group 32, Sec-
tion 2, “Tilt Cylinder Checks and Adjustments.”
Hydraulic Plumbing
Use the Lift Cylinder Shimming Check, the Load Test,
and the following Drift Test to check the performance of
the hydraulic system.
1. Check all fittings for leakage. Disassemble fittings
and inspect the seals. Replace seals as required. See
Group 40 for hydraulic fitting tightening procedures. Mark upright
rails here
2. Check all hoses and tubes for wear and damage.
SM 1024 34-3-9
Group 34, Uprights
Consider rebuilding the cylinders if the first two remedies

! WARNING in this list are not successful. See Section 5 for removal,
Keep clear of load and carriage when making overhaul, and replacement procedures for primary and
any checks or adjustments. Do not use the secondary cylinders.
upright to climb; use an approved platform.
Trunnion Bearings
4. Wait ten minutes and recheck the mark. Measure
and write down the distance the marks on the inner To check the trunnion mounting:
and intermediate rails have drifted from the mark on
1. Check for missing, broken, bent, or loose trunnion
the outer rail.
cap fasteners. Replace any damaged parts.
5. If the rated load drift 50 mm (2 in) or more in the ten
2. Lift the upright 305-610 mm (1-2 ft) and tilt the
minutes, read and follow the procedures presented in
upright fully forward.
“Drift Causes and Remedies.”
3. Check for trunnion bearing or cap wear by inserting a
! CAUTION feeler gauge between the trunnion cap and the axle-
mounting bearing surface.
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal-
let.
Drift Causes and Remedies

If drift of 50 mm (2 in) or more is evident under the rated
load, consider the following causes and remedies:
• The main hydraulic valve is misadjusted, worn, or
defective. Fluid is leaking past the valve and caus-
ing the upright cylinders to drift. See Group 30 for
hydraulic valve troubleshooting and service.
• Upright hydraulic circuit hoses or fittings are leak-
ing. Check the circuit components and repair as
necessary.
Trunnion bearing
• Cylinder piston seals are worn, damaged, or defec-
tive allowing fluid past the piston causing drift.
• Primary cylinder or piston-type lift or secondary
cylinders have a check valve that allows oil to flow
Trunnion cap
back to the rod side of the cylinder. This check
valve may be clogged or defective. Inspect the
check valve for proper sealing and operation. • The gap should not exceed 0.75 mm (0.03 in).
• If the gap exceeds 0.75 mm (0.03 in) the bearing or
cap may need replacement.
See Section 8, “Upright Removal and Replacement,” for
procedures to remove and replace the trunnion bearing.
SM 1024 34-3-10
Group 34, Uprights
Section 4
Carriage and Upright Roller Clearance Checks and Shim

Adjustments
IMPORTANT
! WARNING
haul, make sure the correct repair parts and/ Use an approved safety platform to reach the
or kits are available. upper areas of the upright. Never use the
upright as a ladder.
! WARNING
Introduction
edly: Standard and Hi-Lo upright assemblies have two lift roller
• Do not walk or stand under raised forks sets mounted on the rails, three lift roller sets mounted on
• Kee clear of load and carriage when mak- the carriage, and two internal and external (except 2.0/2.5
ing any check or adjustment ton STD) thrust roller set mounted on the carriage.
• Keep your arms and fingers away from
External thrust roller set used more than 3.0ton trucks.
moving parts of the upright.
• Block the carriage or upright when work- The triple-stage upright assemblies have four lift roller
ing with the components in a raised posi- sets mounted on the rails, three lift roller sets mounted on
tion. the carriage, and two thrust roller sets (“internal” and
• Do not reach through open areas of the “external”) mounted on the carriage. (see the “Roller Side
upright. Clearance Chart” on next page.)
• Never attempt to move or align the rails
Each carriage and upright lift roller is nested within its
by hand. Use a prybar.
adjacent rail set. The front “face” of the lift roller handles
front-to-back friction and play between the nesting seg-
serious injury.
ments of the upright assembly, the side “face” of the roller
radius handles side-to-side friction and play. The rollers
SM 1024 34-4-1
Group 34, Uprights
are canted (tilted) to allow the side face to bear properly tainty that the clearance is excessive, you perform the
on the web. checks given below.
Rail flange wear can cause excess play between the lift To correct excessive lift roller side clearance, you add
rollers and the rail flange. The only way to correct this is shims as described later in this Section. To correct internal
to install oversize rollers-only one size of which is avail- thrust roller clearance, you adjust thrust roller position as
able. If oversize rollers were fitted previously, the only described later in this Section.
remedy for excessive front-to-back play is to replace the
rail set. (carriage middle rollers are always standard-size
rollers; see “Oversize Rollers” later in this Section for
details on roller replacement.)
The gap between the roller “side” and the web of adjacent
rail set affects the side-to-side motion of the upright-
which should be as small as possible without causing the
sliding segments to bind. The same is true of the internal
thrust rollers.
You check the performance effect of the lift roller side
clearance and internal thrust roller clearance by means of
the load test described in Section 3. To evaluate with cer-
Roller Side Clearance Chart
Web Area Gap at Mimimumm Span of Rail Set Gap at Maximum Span of Rail Set
Roller Set# Forming Gap Targeta Allowedb Targeta Allowedb
(mm) (in) (mm) (in) (mm) (in) (mm) (in)
#1 Front, Inner railc 0.5-1.5 0.02-0.06 0.5-1.25 0.02-0.05 d d 2.25 0-0.09
#2 Front, Inner rail 0-0.75 0-0.03 0-1.5e 0-0.06 d d 2.25 0-0.09
#3 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#4 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#5 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#6 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#7 Back, Outer rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
a. Target is the desired gap after reshimming the roller set. d. Ideal is same as final measured gap at minimum width point of rail set.
b. Allowed is the acceptable gap when checking roller set. e. Measured at top of inner rail.
c. Internal side thrust rollers should extend 0.25-0.50mm(0.01-0.02 in)
beyond #1 rollers.
SM 1024 34-4-2
Group 34, Uprights
Roller Side Clearance Checks 2. Position the carriage or rails so that the roller set you
want to check is at the mark for the narrowest span
The same basic procedure is used for checking all the lift on the adjacent nesting rail set.
rollers. That general procedure is given in the subsection
directly below. Special instructions for specific rollers fol-
low that subsection. Follow those directions (in the sub-
section called “Directions for Checking Specific Rollers”) Narrowest
and you will be directed to general and specific informa- span
tion you need.
General Roller Side Clearance Checking Pro- Widest

span
cedure
For each roller set, you need to measure the gap between
the outside face of a roller and its adjacent nesting rail. In
general, the lift roller side clearance check procedure is as Example of Aligning Roller Set with Widest and
follows: Narrowest Spans Marked on Adjacent Rail Set.
Rail sets are shown separated for clarity.
1. With the spanner tool, find and mark the narrowest
and widest spans in each rail set at the roller-contact 3. Clamp the rails together opposite the roller you
areas in the rail webs: intend to check. Use wooden shim blocks to protect
• Inner Rail Set-Mark narrowest and widest spans the rails. Place clamp as close to roller as possible.
for both the front and back web areas. Torque clamp to 25 Nm (20 ft-lb).
• Outer and Intermediate Rail Sets-Mark narrowest
and widest spans for the back web area only. Narrowest
span
Widest
span
4. Measure the gap with a feeler gauge. Make sure

roller is tight against its shoulder. Write down the
result.
Web Areas on Typical Rail Set
5. Repeats steps 2 through 4 for the widest span marked

on the rail set.
Spanner Tool. Clark Part #180109
SM 1024 34-4-3
Group 34, Uprights
6. If the clearance at the widest rail set span is more Top Carriage Rollers and Internal Thrust Rollers
than 2.25 mm (0.09 in), the roller set needs shim- The internal thrust rollers are nearly perpendicular to the
ming. top carriage lift rollers and contact the same flange area as
If the clearance at the narrowest rail set span is more the carriage rollers. The top carriage lift rollers and the
than 1.0 mm (0.04 in), the roller set should be internal thrust rollers should be checked together.
shimmed; however, it is OK for the middle carriage
roller gap to be up to 1.5 mm (0.06 in).
7. Repeat entire procedure for each roller set, following
the instructions in “Directions for Checking Specific
Rollers” below.
Directions for Checking Specific Rollers

Use these directions to supplement the general procedures
given above. 1. Move the top carriage lift roller to the narrowest span
Carriage Rollers on the inner rails set.
Bottom Carriage Rollers 2. Clamp rail to one side as in general procedures.
Follow the general procedure above. Check clearance of lift roller on clamped side. Locate
Middle Carriage Rollers the clamp between the thrust roller and the bottom
The middle rollers are difficult to access and require the roller of the carriage.
following special procedures.
1. Raise the carriage until the middle rollers are at the
top of the inner rails.
2. Measure roller side clearance at the top of the inner
rails. Note measurement here:
_____________________.
If gap is less than 1.5 mm (0.06 in), shimming is not
required.
If gap is more than 1.5 mm (0.06 in), check clearance
at narrowest span by comparison with the top of the
rail set as follows:
a. With spanner tool, measure span of inner rail set
at top of the front web area. Note measurement
The internal thrust roller should contact the web and
here: _____________________.
cause the lift roller to stand off from the web by .01
b. With spanner tool, measure span of inner rail set
to 1 mm (0.001-0.03 in). If the gap is outside this
at narrowest span of front web area. Note mea-
range, the internal thrust roller must be adjusted as
surement here: _____________________.
explained later in this Section under “Internal Thrust
c. Subtract measurement in step b from measure-
Roller Adjustment.”
ment in step a, Write result here:
b-a= _____________________. 3. Check clearance on lift roller opposite clamped side
If the calculated gap is less than or equal to the as in the general procedures. If clearance is greater
gap measured in step 2, the roller set does not than 1.25 mm (0.05 in), the roller set should be
require shimming. Otherwise, the roller set shimmed.
should be shimmed.
4. Move clamp to opposite side and check clearance on
clamped side as in step 2 directly above. Gap should
be 0.01-1.0 mm (0.001-0.03 in).
5. Move the top carriage lift roller to the widest span on
the inner rail set and check clearance as in general
procedures.
SM 1024 34-4-4
Group 34, Uprights
Upright Rollers Internal Thrust Roller Adjustment(C20-35)

1. Remove the carriage as described in Section 7 of this The internal thrust rollers should be adjusted to extend 0-
Group. 0.75 mm (0.03 in) into the top carriage roller side clear-
2. Fully extend the upright making sure carriage hoses ance. Carriage roller side clearance should be within toler-
and chains are secured out of the way to prevent ances before you adjust the thrust rollers.
damage. NOTE
! WARNING Carriage must be replaced on upright before
adjusting internal thrust rollers. See Section
An upright or carriage can move unexpect- 8 for carriage replacement procedures.
edly:
• Do not walk or stand under raised forks 1. Lift the carriage to the top of the inner rail.
• Keep clear of load and carriage when
making any check or adjustment 2. Loosen the jam nut on the back of the thrust roller
• Keep your arms and fingers away from cap screw and then loosen the cap screw. Rotate the
moving parts of the upright. bearing to pivot toward the carriage and away from
• Do not reach through open areas of the the rail.
upright.
• Use an approved safety platform to reach
the upper areas of the upright. Never use
the upright as a ladder.
serious injury.
3. Follow the “General Roller Side Clearance Checking
Procedure” given earlier in this Section. 3. Lower the carriage to a convenient height to do the
The clamping procedure is as illustrated below. adjustment.
4. Clamp the carriage between the top and middle car-
riage roller.
• Use a shim block under the clamp on the outside of
the channel rail.
• Torque on the clamp should not exceed 25 Nm (20
ft-lb).
5. Insert a 0.5 mm (0.02 in) temporary shim between
the top carriage roller and the rail web on the side
opposite the clamp. If a 0.5 mm (0.02 in) shim will
not fit, insert a 0.25 mm (0.01 in) shim.
SM 1024 34-4-5
Group 34, Uprights
6. Move the clamp to the shimmed side and clamp the Oversize Rollers
rollers against the shim and the rail web by position-
ing the clamp between the top and middle carriage At the time of roller shimming, you may
rollers. want to replace the lift rollers with oversize
rollers to counter rail flange wear as
detected by inspection and the load test.
Because there is only one size of oversize
rollers, you can install them only if they
were not installed previously.
Identify oversize rollers as follows: If a
roller is oversize, it has an indented radius
in the outer edge of its mounting side, as
shown below.
7. Cam the thrust roller on the shimmed side against the
rail clockwise and tighten the cap screws firmly. Lift Roller Shimming
NOTE You need to shim lift rollers if the roller side clearance
Make sure the roller does not rotate with the checks indicated that clearance was excessive at either the
cap screw when tightening. narrowest or widest span of the roller set’s adjacent rail
set.
8. Insert a 0.5 mm (0.02 in) shim in the opposite roller. Your objective in shimming is to add only enough shims
If a 0.5 mm (0.02 in) shim will not fit, insert a 0.25 to bring the clearances at both the widest and narrowest
mm (0.01 in) shim. spans into tolerances. In practice, you achieve this by
9. Loosen the clamp and remove the shim. shimming to obtain the smallest possible clearance at the
narrowest span of the rail set.
10. Reposition the clamp on the opposite side and draw
the roller against the shim and rail web.
Carriage Roller Shimming
11. Cam the thrust roller on this shimmed side toward
the rail clockwise and tighten the cap screws firmly. Using the measurement you recorded in previously in the
“Roller Side Clearance Checks,” determine the number of
NOTE
shims required to reduce the carriage roller clearance at
Make sure the roller does not rotate with the the narrowest span on the inner rail to 0-0.75 mm (0-0.03
cap screw when tightening. in):
12. Loosen the clamp and remove the shim. 1. Remove the carriage as described in Section 8, “Fork
and Carriage Removal and Replacement.”
13. Use a crow’s foot to torque the cap screws 70-80
Nm (51.5-59.2 ft-lb). 2. Remove the rollers (note the number of shims
already on the roller shafts, if any).
NOTE
If a crow’s foot is not available, the carriage
can be raised to the top of the inner rail and a
socket used to tighten to the correct torque.
14. Position the carriage to access the jam nut on the

back side of the cap screw and torque to 70-80 Nm
(51.5-59.2 ft-lb).
• Clean and inspect roller bearings, shims, and
shafts.
• Replace any defective parts.
SM 1024 34-4-6
Group 34, Uprights
3. Add shims to the top and bottom rollers as deter- Upright Roller Removal
mined in the previous steps. 1. After the carriage has been removed, lower the
• Install shims with the same number on each side. upright rails until both of the secondary (final) lift
• When an odd number of shims is required, always cylinders are completely collapsed.
place the odd shim on the same side on all roller 2. Jack the truck and block under the frame so that the
sets. bottom of the upright is approximately 254 mm (10
4. Use a straight bar to determine the number of shims in) off the floor. See “Lifting, Jacking, and Blocking”
to add to the middle roller shaft as shown in the fol- in Group SA for safe procedures.
lowing illustration. This shimming may be asymmet- 3. Set the parking brake and block the steer wheels.
ric, meaning the numbers of shims do not have to 4. Tilt the upright to as near vertical as possible.
match those of the top and bottom rollers.
5. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
and Hi-LO uprights or intermediate rails on triple-
stage uprights. Lift hoist to remove slack from the
strap.
5. Reinstall all bearings; torque top roller fasteners to

40-45 Nm (30-33 in-lb).
Carriage internal thrust rollers must be adjusted after the
6. Disconnect the flow control valve manifold from the
carriage is shimmed. Adjust as described previously.
upright bracket.
Upright Roller Shimming

Use the following procedures to remove, shim, and
replace rollers. Use the preceding checks to determine the
number of shims required to reduce the roller clearances
to 0.75 mm (0.03 in) or less.
! WARNING
Use an approved safety platform. Never use
the upright as a ladder.
! CAUTION
The carriage should be removed for shim-
ming or when any service is performed on
the upright. See Section 8, for removal and
replacement procedures.
SM 1024 34-4-7
Group 34, Uprights
7. Disconnect the cylinder guide bolts. Roller Removal, Shimming, and Replacement
In Hi-Lo upright, disconnect the secondary cylinder To add shims to, or replace the rollers:
hose.
1. Use a puller to remove the rollers from the posts. Or,
gently pry the rollers off the posts. Pry at different
points around the bearing to work it off. Do not dam-
age the bearing seals on the backside of the roller.
2. Inspect all roller components when removed:
8. Secure the cylinder to prevent its falling and discon-

nect the cylinder rod retaining bolts.
a. Clean and inspect the rollers, shims, and roller

shafts.
b. Bearings should be in good condition and allow
the roller to spin smoothly with a true rotation.
c. Clean rail sections and add lubricant if necessary.
d. Replace any worn or damaged component.
3. If the clearance check indicated an even number of
shims needed, split the number evenly between the
rollers on either side of the upright.
4. If the clearance check indicated an odd number of
NOTE shims needed, keep the odd number to the same side
on all rails of the upright. If three shims are needed,
For 4-hose adapters, you must disconnect the
for example, add one to the rollers on the left side.
hose sheave and bracket. This is not neces-
Add the other two on the rollers on the right side.
sary for 2-hose adapters.
5. Reposition the rollers onto the roller shaft and use a
9. Move the sheave with the hoses and any other con- plastic or hard-rubber mallet to gently tap the roller.
nected components out of the way. Seat the roller evenly by continuing to tap gently
until it is fully seated and snug against the added
10. Disconnect the rail cylinders by raising the rails to
shims.
free the cylinder rod ends from the tie bar. Tilt the
cylinders inward and secure out of the way of the tie
bars.
11. Lower the assembly completely to expose the rollers.
The lower roller set of the inner rail and upper roller set of
the outer rail on standard and triple-stage uprights are now
exposed for shim adjustment.
SM 1024 34-4-8
Group 34, Uprights
Upright Reassembly 3. Reconnect the cylinder guide bolts. Do not tighten

The following steps detail the procedures for reassem- until inner and/or intermediate rails are in the fully
bling the upright. lowered position. Torque guide bolts nuts to 20-25
Nm (14.8-18.5 ft-lb).
! WARNING
The upright can move unexpectedly:
• Do not reach through open areas of the
upright.
4. Reconnect the cylinder rod retaining bolts. Torque
Failure to follow these warnings can result in rod retaining bolts to 20-25 Nm (14.8-18.5 ft-lb).
serious injury. In Hi-Lo upright, Reconnect the Secondary cylinder
hose.
1. Connect the lifting strap to the inner rail on standard
and Hi-Lo uprights or intermediate rails on triple-
stage uprights and raise the rails just high enough to
clear the lift cylinders. Use a prybar to guide the rails
and allow the rollers to reenter the rail channel.
STD & TSU Hi-Lo
5. Replace the 4-hose sheave and bracket assembly

onto the upright. Torque nuts to 20-25 Nm (14.8-
18.5 ft-lb).
6. Reconnect the load lowering flow valve to the
upright bracket. Torque nuts to 20-25 Nm (14.8-18.5
ft-lb).
2. Reposition the rail cylinders and slowly and carefully

lower the rails to seat the rod end into the mounting.
SM 1024 34-4-9
Group 34, Uprights
7. Jack up the truck only enough to remove the block- Overshimming

ing and slowly lower the truck so that its full weight
is on the floor. Use these steps to check for overshimming:
8. Replace the carriage and forks. 1. With the forks removed, lift the upright to maximum
fork height.
9. Test the upright lift and tilt functions; make sure all
upright components work correctly and smoothly. 2. Slowly lower the upright.
Check for overshimming as described in the next • The carriage should not bind or hang up at any
subsection. Repeat the load test to make sure the point along the rails.
upright works correctly under load. When you are • If the carriage binds or hangs up, and the rails are
sure all components are operating correctly, perform not clogged with grease or debris, the carriage
the chain adjustment checks in Section 3 before requires reshimming. See “Troubleshooting” for
returning the truck to service. other mis-staging problems.
SM 1024 34-4-10
Group 34, Uprights
Section 5
Cylinder Removal, Shimming, Overhaul, and Replacement
Cylinder Types 2. Attach a hoisting strap to the tie bar of the inner rail
or intermediate rail tie bar of TSUs.
Standard uprights use two lift cylinders. Hi-Lo and Triple
stage uprights use three cylinders, a primary (center-
mounted) cylinder, and two secondary cylinders. All pri-
mary cylinders used on Hi-Lo and triple-stage uprights
(TSUs) are piston cylinders. The lift and secondary cylin-
ders used on standard, Hi-Lo uprights and TSUs are either
piston or ram cylinders.
IMPORTANT
haul, make sure the correct repair parts,
seals, and gasket sets are available.
Upright
Upright Type
Number
Cylinder Type ! CAUTION
STD pneu S2016 Piston-type Lift Cylinder Make sure hoisting equipment is of adequate
TSU pneu T2016 Piston-type Secondary Cylinder capacity and in good working order.
Hi-Lo pneu F2016 Ram-type Secondary Cylinder
3. Remove the cylinder rod retaining bolt.
In Hi-Lo Upright, Remove the Cylinder Hose.
! CAUTION
To remove, or partially remove, the cylinders
from the upright for shimming or overhaul,
start with the truck in a safe position:
• Ignition off
• Parking brake applied
• Directional lever in neutral
STD & TSU Hi-Lo
• Forks lowered completely
4. Slowly lift the inner (or intermediate) rails off the top
• Wheels blocked. of the cylinder to expose the cylinder rod top.
Lift Cylinder Shimming Procedure ! CAUTION

To shim the lift cylinders to correct unequal cylinder Block rail in up position.
stroke:
5. Insert shim(s) over rod end of cylinder with the
1. Fully lower upright until both lift cylinders are col- shorter stroke to compensate for unequal stroke
lapsed. length.
SM 1024 34-5-1
Group 34, Uprights
6. Slowly lower the inner or intermediate rail back onto 4. Remove the pins, draw the chain through the sheave,
the rod ends. and drape the chain over the carriage.
! WARNING
Do not try to maneuver the cylinder or rails
with your hands. Use a prybar.
7. Replace cylinder rod retaining bolt to secure rod end

into inner or intermediate rail mounting hole. Torque
the cylinder rod retaining bolts to 20-25 Nm (14.8-
18.5 ft-lb).
8. Repeat the racking test and adjustment until no rack-
ing is evident during upright lift extension.
9. Check all upright functions before returning the truck
to service. 5. Remove the snap ring holding the chain sheave (and
hose bracket, if equipped) on the rod end and move
assembly off top of rod.
Primary Cylinder Removal and
Replacement (Hi-Lo & TSU)
Snap ring
Remove the primary cylinder for replacement only. Cylin-
der can be overhauled without removing it from the
upright. See “Cylinder Overhaul” for procedures.
1. Make sure the cylinder is completely collapsed and
pressure is released.
2. Disconnect and cap the hydraulic line at the base of
the cylinder.
To load lowering
flow valve
6. Disconnect cylinder mounting bolts and cylinder

base mounting bolts.
3. Remove and discard cotter pins from chain anchor

bolt pins on the cylinder.
SM 1024 34-5-2
Group 34, Uprights
Use these steps in reverse to replace the cylinder. Check & Hi-Lo uprights and inner and intermediate rails on
Group 40 for hydraulic fitting tightening procedures. If triple-stage uprights.
complete cylinder was torque hydraulic line bracket to 40-
45 Nm (30-33 ft-lb).
Lift and Secondary Cylinder Removal

and Replacement
Only piston-type lift and secondary cylinders must be
removed from the upright for overhaul. The cylinder
gland and rod can be removed for overhaul while leaving
the cylinder tube mounted on the truck.
1. Make sure the cylinders are completely collapsed
and pressure is released.
2. Tilt the upright to as near vertical as possible.
3. Using a hoist and lifting strap of adequate capacities, 7. Disconnect the cylinder guide bolts.
lift the carriage to access the hydraulic lines at the
base of the cylinders.
! CAUTION
Make sure hoisting equipment is of adequate
capacity and in good working order.
4. Disconnect and cap the hydraulic line from the base

of each cylinder. Remove the mounting bolts from
the manifold block.
8. Disconnect the cylinder rod retaining bolts.

In Hi-Lo upright, Remove the cylinder hoses.
5. Lower the carriage

6. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
9. Remove the cylinders by raising the inner rail (and

intermediate rail on the triple stage upright) to free
the cylinder rod ends from the tie bar.
10. Remove any shims and note number and location.
11. Lift the cylinders off the base mount.
SM 1024 34-5-3
Group 34, Uprights
Use these steps in reverse to replace the cylinders. Torque 6. Remove all rings and seals from the piston and the
the cylinder rod retaining bolts to 20-25 Nm (14.8-18.5 gland.
ft-lb). Torque the cylinder guide bolt nuts to 30-35 Nm
(22.2-25.6 ft-lb). Check Group 40 for hydraulic fitting
tightening procedures.
Cylinder Overhaul
Use these steps to overhaul the primary and lift and sec-
ondary (TSU) cylinders.
NOTE
During overhaul, set rod or cylinder on a
work bench with adequate support for safe
and convenient disassembly. Two sets of 4x4
in (100x100 mm) “V”-notched blocks are
helpful; one set for the cylinder barrel and
one set for the piston rod. The blocks prevent
7. For piston-type cylinders:
nicks and scratches from harming the piston
a. Remove the check valve from the piston for
or rod.
inspection and cleaning by removing the snap
ring from the piston bore.
Cylinder Disassembly
• To overhaul the primary cylinder, it is not neces-
sary to remove the cylinder from the upright.
Instead, free the rod end of the cylinder as
explained in “Cylinder Removal.”
• To overhaul piston-type cylinders, you should
remove the cylinders from the upright as explained
in “Cylinder Removal.” The cylinders have seals Check Valve. Arrow shows direction of flow
on the piston, and the rods must be removed for
b. Use a blunt hook to pop the check valve out.
seal replacement.
IMPORTANT
1. Clean the rod-end and gland thoroughly to prevent
contamination from falling into the cylinder during Use extreme care that you do not make nicks
disassembly. and burrs on the interior surface area of the
cap or cylinder or the piston.
2. With a blunt punch or chisel, bend the lock ring out
of the locking grooves of the gland.
Parts Inspection and Service
3. Use a spanner wrench to remove the gland. Reuse the
lock ring if undamaged. 1. Clean all parts completely in a suitable solvent. Dry
all parts with a soft clean cloth.
4. Carefully lift the rod out of the cylinder and place in
a clean area. 2. Inspect cylinder barrel and bore for cracks, pining,
scoring, or other irregularities that may require
5. Inspect the tube and tube end for damage and cover replacement of the barrel.
the cylinder tube end to prevent contamination.
3. Inspect the piston and rod for nicks, scratches, scor-
ing, or other defects that may demand new parts.
4. Check all gland and piston seal grooves for nicks,
burrs, and scratches that can damage seals during
reinstallation.
5. Inspect and clean the check valves.
SM 1024 34-5-4
Group 34, Uprights
6. Inspect all seals, including the check valve O-ring. piston seal. This prevents damage to the seal dur-
ing reassembly.
NOTE
Minute imperfections inside the cylinder bar-
rel or on the piston or rod may be improved
for acceptable use by careful honing. How-
ever, removal of material that produces a
notch, groove, or out-of-roundness may
cause excessive leakage during operation and
a shortened life.
7. Use new parts as necessary. Always use the Packing

Kit listed in the parts manual. New kits include all b. Piston-type lift and secondary cylinder require a
the seals, wiper rings, wear rings and O-rings neces- cylinder seal, a back-up ring, and a wear ring on
sary for the particular cylinder. the piston. Install the cylinder seal from the top of
the rod.
Cylinder Reassembly
Take care when installing these parts to make sure that no
parts are damaged.
1. Coat all packing, seals and rings in clean, hydraulic
oil (Clark part number 1800236 qt., 1802155 gal.)
prior to reassembly. Coat the inside of the gland nut
bore with hydraulic oil.
2. Replace the U-cup seal (groove toward bottom of
4. For protection against corrosion, lubricate spacers
cylinder), rod wiper, and O-ring and back-up seals on
(where used) with petroleum-based hydraulic fluid.
the gland.
Slide the spacer onto the rod.
5. Insert the piston and rod into the cylinder. Be careful
not to scratch or damage the cylinder gland nut
threads.
6. For primary cylinders, add 3.4 oz (100 ml) of
hydraulic oil into the cylinder on the rod side of the
piston.
7. Install the lock ring onto the gland. Lubricate cylin-
der threads and screw gland onto cylinder. Be careful
NOTE not to damage gland seal. Make sure the gland is
O-rings should be carefully installed to elimi- fully seated on the cylinder barrel. Deform the lock
nate cuts or twisting. ring into slots in the tube and the gland.
8. Check the assembly by making sure the piston slides
3. Replace the piston seals:
freely in and out of the cylinder.
a. Primary cylinder pistons require a piston seal and
wear ring. Install the piston seal from the top of 9. Tighten the gland nut:
the rod. Use a ring compressor to compress the • On primary cylinders, tighten the gland nut to 135
Nm (100 ft-lb).
• On lift and secondary cylinders, tighten the gland
nut to 100 Nm (75 ft-lb).
SM 1024 34-5-5
Group 34, Uprights
This competes the cylinder repair procedure. Replace the for correct carriage and rail position. When all adjust-
cylinders as described in “Cylinder Removal and Replace- ments are completed, return the truck to service.
ment.” Complete the chain length adjustment in Section 3
Typical Piston-Type Standard Upright Lift and TSU Triple-Stage Upright Primary Cylinder
Secondary Cylinder
SM 1024 34-5-6
Group 34, Uprights
Section 6
Upright Chain Inspection, Adjustment, and Replacement
Chain Configuration-Standard Upright
SM 1024 34-6-1
Group 34, Uprights
Chain Configuration-Hi-Lo Upright
SM 1024 34-6-2
Group 34, Uprights
Chain Configuration-Triple Stage Upright
SM 1024 34-6-3
Group 34, Uprights
Periodic Inspections resulting in pin rotation. When chain is allowed to operate

in this condition, a pin, or series of pins, can begin to twist
Each 50-250 hours of operation (more frequently in out of a chain resulting in failure. The pin head rivets
severe or extreme environments), chains should be should be examined to determine if the "VEE" flats are
inspected and lubricated. Inspection should focus on the still in correct alignment. Chain with rotated/displaced
following: heads or abnormal pin protrusion should be replaced
immediately. Do not attempt to repair the chain by weld-
Elongation ing or driving the pin(s) back into the chain. Once the
press fit integrity between outside plates and pins has been
When a length of 12.00 inches (305 mm) of new chain has altered, it cannot be restored. Any wear pattern on the pin
elongated to a length of 12.360 inches (315 mm), it should heads or the sides of the link plates indicates misalign-
be discarded and replaced. It is important to measure the ment in the system. This condition damages the chain and
chain in the section that moves over the sheaves because it increases frictional loading, and should be corrected.
receives the most frequent articulation. Measuring the
chain near its clevis terminals could give an erroneous
reading as it would not have flexed as frequently, if
indeed at all, as nearer the middle of the assembly.
Turned pins and abnormal pin protrusion.
Chains should be replaced when wear exceeds 3% or Cracked Plates

when 12 inches (305 mm) of chain is stretched 3/8 inch
(10 mm). The chains should periodically be inspected very care-
fully, front and back as well as side to side, for any evi-
dence of cracked plates. If any one crack is discovered,
Edge Wear the chain(s) should be replaced. It is important, however,
to determine the causes of the crack before installing new
Check the chain for wear on the link plate edges caused by
chain so the condition does not repeat itself.
running back and forth over the sheave. The maximum
reduction of material should not exceed 5%. This can be • Fatigue Cracking - Fatigue cracks are a result of
compared to a normal link plate height by measuring a repeated cyclic loading beyond the chain's endur-
portion of chain that does not run over the sheave. Dis- ance limit. The magnitude of the load and fre-
torted or battered plates on leaf chain can cause tight quency of its occurrence are factors which
joints and prevent flexing. determine when fatigue failure will occur. The
loading can be continuous or intermittent (impulse
load).
Worn contours and worn surfaces on the outside links or

pin heads should not exceed 5% of new link height. Fatigue cracks generally run from the pin hole toward the
edge of the link plate approximately 90o from the line of
Turning or Protruding Pins pull.
Highly loaded chain operating with inadequate lubrication Fatigue cracks almost always start at the link plate
can generate abnormal frictional forces between pin and pin hole (point of highest stress) and are perpendic-
link plates. In extreme instances, the torque could surpass ular to the chain pitch line. They are often micro-
the press fit force between the pins and the outside plates, scopic in their early stage. Unlike a pure tensile
SM 1024 34-6-4
Group 34, Uprights
failure, there is no noticeable yielding (stretch) of Ultimate Strength Failure

the material.
This type of failure is caused by overloads far in excess of
• Stress - Corrosion Cracking - The outside link the design load.
plates, which are heavily press fitted to the pins,
are particularly susceptible to stress corrosion
cracking. Like fatigue cracks, these initiate at the
point of highest stress (pin hole) but tend to extend
in an arc-like path between the holes in the pin
plate.
Broken plate caused by overload.
Tight Joints
All joints in leaf chain should flex freely. Tight joints
Arc-like cracks in plates are a sign of stress corrosion. resist flexure and increase internal friction, thus increas-
More than one crack can often appear on a link ing chain tension required to lift a given load. Increased
plate. In addition to rusting, this condition can be tension accelerates wear and fatigue problems.
caused by exposure to an acidic or caustic medium
or atmosphere.
Stress corrosion is an environmentally assisted
failure. Two conditions must be present: a corro-
sive agent and static stress. In the chain, static
stress is present at the pin hole due to the press fit If lubrication does not loosen a tight joint, the chain may
pin. No cyclic motion is required, and the plates have corrosion and rust problems or bent pins and must
can crack during idle periods. The reactions of be replaced.
many chemical agents (such as battery acid fumes)
See Section 3 for detailed chain stretch, length, and ten-
with hardened steel can liberate hydrogen which
sions checks.
attacks and weakens the steel grain structure.
For this same reason, never attempt to electroplate
a leaf chain or its components. The plating process
Chain Length Adjustments
liberates hydrogen, and hydrogen embrittlement
cracks will appear. These are similar in appearance ! WARNING
to stress corrosion cracks. An upright or carriage can move unexpect-
If a plated chain is required, consult CLARK. edly:
Plated chains are assembled from modified, indi- • Do not walk or stand under raised forks
vidually plated components which may reduce the • Keep clear of load and carriage when mak-
chain rating. ing any check or adjustment
• Corrosion Fatigue - Corrosion fatigue cracks are • Keep your arms and fingers away from
very similar (in many cases identical) to normal moving parts of the upright.
fatigue cracks in appearance. They generally begin • Block the carriage or upright when work-
at the pin hole and move perpendicular (90q) to the ing with the components in a raised posi-
chain pitch line. tion.
Corrosion fatigue is not the same as stress corro-
sion. Corrosion fatigue is the combined action of
upright.
an aggressive environment and a cyclic stress (not
a static stress alone, as in stress corrosion). • Never attempt to move or align the rails by
hand. Use a prybar.
serious injury.
SM 1024 34-6-5
Group 34, Uprights
Standard Upright Chain Length Adjustment a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
To adjust chain length on the standard upright use the fol- b. If the carriage stop hits the upright stop, adjust
lowing illustration and procedures: the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
Adjust chain
length here
If all three chain length requirements listed above cannot
To carriage be met, the tire diameter may be out of the design range
allowance. Also, excessive tire wear will decrease car-
1. Fork-to-ground clearance: riage stop clearance.
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors. Oversized tires will reduce the bottom carriage roller
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
Triple-Stage and Hi-Lo Upright Chain Length

Adjustments
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40- Triple-stage uprights use two chain sets; one set for car-
0.80 in). riage lift and one set for rail lift. Adjustment anchors for
the lift cylinder stage are located at the back of the outer
IMPORTANT rail. Adjustment anchors for the primary lift stage are
For all chain anchor adjustments: behind the primary cylinder. Carriage chain anchors are
• Threaded chain anchors must be left free not intended for adjustment.
to pivot in mounting hole.
Hi-Lo Uprights use one chain set for carriage lift.
• Anchor cotter pin heads must be to the
inside of the upright. For TSU inner rail lift chains, chain length must be
• Torque jam nuts to 100-200 Nm (74-148 ft- adjusted if the difference between the bottom of the inner
lb). rail and the outer rail is greater than 10 mm (0.40 in).
• Make sure chain anchors are secured so For the TSUand Hi-Lo primary cylinders lift chain, the
that no twist is evident in the chains. chain length must be adjusted if:
2. Carriage roller position: • The fork-to-ground clearance is less than 5 mm
a. Raise carriage about 1 m (3.2 ft) and smear a (0.20 in) or more than 25 mm (1.0 in) when the
bead of grease on the bottom 75 mm (3 in) inner upright is vertical.
rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower. • The center of the bottom carriage roller comes
c. Raise carriage about 1 m (3.2 ft) and measure the within 20 mm (.80 in) of the bottom edge of the
distance from where the center of the bottom car- inner rail.
riage roller stopped to the bottom edge of the • The carriage safety stop hits the inner rail stop at
inner rail. Distance should not be less than 20 mm full lift height.
(0.80 in) or chain length adjustment is required.
3. Carriage stop-to-upright:
SM 1024 34-6-6
Group 34, Uprights
To adjust the cylinder lift chains on a TSU use the follow- IMPORTANT
ing illustration and procedures: For all chain anchor adjustments:
• Threaded chain anchors must be left free
to pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to 100-200 Nm (74-148 ft-
lb).
• Make sure chain anchors are secured so
Adjust chain
that no twist is evident in the chains.
length here
2. Carriage roller position:
To inner rail a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) of the
1. Set the upright in the vertical position. inner rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
2. Break the jam nuts loose on the chain anchors. c. Raise carriage again about 1 m (3.2 ft) and mea-
3. Adjust the chain anchor adjustment nuts until the sure the distance from where the center of the
bottom of the inner rail is within 2.5 mm (0.10 in) of bottom carriage roller stopped to the bottom edge
the bottom of the outer rail. of the inner rail. Distance should not be less than
To adjust the primary cylinder lift chain on TSU and Hi- 20 mm (0.80 in) or chain length adjustment is
Lo use the following illustration and procedures: required.
3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
1. Fork-to-ground clearance: If all three chain length requirements listed above cannot
a. Set the upright to vertical position. be met, the tire diameter may be out of the design range
b. Break the jam nuts loose on the chain anchors. allowance. Also, excessive tire wear will decrease car-
c. Turn the chain adjustment nuts until clearance riage stop clearance.
between forks and ground is 10-20 mm (0.40-
Oversized tires will reduce the bottom carriage roller
0.80 in).
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
SM 1024 34-6-7
Group 34, Uprights
Chain Lubrication Failure to follow these warnings can result in

serious injury. See “Lifting, Jacking, and
Like all bearing surfaces, the precision-manufactured, Blocking” for safe blocking procedures.
hardened-steel, joint-wearing surfaces of leaf chain
require a film of oil between all mating parts to prevent
accelerated wear. General Guidelines
Maintaining a lubricant film on all chain surfaces will: • Chain Movement - Make sure that the chain oper-
ating path is clear and that the chain articulates
• Minimize joint wear. freely through its full range of operation.
• Improve corrosion resistance. • Lubrication - Assure that the chain is well lubri-
• Reduce the possibility of pin turning. cated with the heaviest oil that will penetrate the
• Minimize tight joints. void between the link plate apertures and the pins.
• Promote smooth, quiet chain action. • Paint - Make sure the chain does not get painted
over at any time.
• Lower chain tension by reducing internal friction
in the chain system. • Protection - Where necessary, as a protection from
atmosphere or sliding wear, the chain may be cov-
Laboratory wear tests show #40 oil to have greater ability ered with a layer of grease. It should be noted,
to prevent wear than #10 oil. Generally, the heaviest however, that the grease will have to be removed at
(highest viscosity) oil that will penetrate the joint is best. a later date for chain inspection and relubrication.
Whatever method is used, the oil must penetrate the chain • Chain Mountings - Double check to be sure all
joint to prevent wear. Applying oil to external surfaces chain fastening devices are secured and all adjust-
will prevent rust, but oil must flow into the live bearing ments have been made to assure uniform loading
surfaces for maximum wear life. of multiple chain applications. Check chain
To prepare the chain for oiling, the leaf chain plates anchors and pins for wear, breakage, and misalign-
should be brushed with a stiff brush or wire brush to clear ment. Damaged anchors and pins should be
the space between the plates so that oil may penetrate the replaced.
live bearing area. • Sheaves - Sheaves with badly worn flanges and
outside diameter should be replaced. This wear
Oil may be applied with a narrow paint brush or directly may be due to chain misalignment or frozen bear-
poured on. Chain should be well flooded to be sure the oil ings.
penetrates the joint.
In locations difficult to reach, it may be necessary to use a Lift Chains (Standard and TSUs)
good quality oil under pressure such as an aerosol can or
pump pressure spray. To remove and replace the lift cylinder and/or carriage
chain set on standard and triple-stage uprights (TSU):
Chain Removal and Replacement 1. Attach a hoist strap on the carriage of the standard
upright or inner rail of the TSU.
! WARNING 2. Lift the carriage or inner rail slightly to create slack
The procedures for removing and replacing in the chains. Block the carriage or inner rail up for
chain sets involve hoisting and blocking com- safety.
ponents. 3. Remove the chain anchor pins on the outer rail and
• Do not walk or stand under raised forks. pull the chains off of the sheaves on the inner or
intermediate rails.
upright.
SM 1024 34-6-8
Group 34, Uprights
4. Remove the chain anchor pins from the carriage on 2. Remove the chain anchor pins from the back of the
the standard upright or the inner rail on the TSU. On primary cylinder. Pull the chains through the chain
the TSU, the inner rails must be lowered to the floor sheave and lay over the carriage load backrest.
to access the chain anchor pins.
Lift Chain Removal from Carriage (standard upright)

3. Remove the chain anchor pins from the back of the
carriage.
Triple-Stage Upright Lift Chain Removal from Inner Rail 4. Use these steps in reverse to replace the primary cyl-
NOTE inder/carriage chain.
If a hose adapter assembly is used, the chain Perform the chain length adjustment and chain tension
sheaves must be loosened and removed to check before returning the truck to service.
prevent the hoses from stretching when the
inner rails of the TSU are lowered to access
the chain anchor pins. Other Chain Service Notes
• Use lengths of factory assembled chain. Do not
5. Use the steps in reverse order to replace the lift chain build lengths from individual components.
set.
• Do not attempt to rework damaged chains by
replacing only the components obviously faulty.
Primary Cylinder/Carriage Chains (TSU and The entire chain may be compromised and should
Hi-Lo) be discarded.
• Never electroplate assembled leaf chain or its com-
1. Tilt the upright forward, lower it, and completely ponents. Plating will result in failure from hydro-
collapse the primary cylinder to create slack in the gen embrittlement. Plated chains are assembled
chains. The carriage may also be lifted and blocked from modified, individually plated components.
in position and the primary cylinder completely col-
• Welding should not be performed on any chain or
lapsed to create slack in the chains.
component. Welding spatter should never be
allowed to come in contact with chain or compo-
nents.
• Leaf chains are manufactured exclusively from
heat treated steels and therefore must not be
annealed. If heating a chain with a cutting torch is
absolutely necessary for removal, the chain should
not be reused.
SM 1024 34-6-9
Group 34, Uprights
Section 7
Fork and Carriage Removal and Replacement
3. Lift tip of each fork and put a 100 x 100 mm (4 x 4

! CAUTION in) block under the fork arm near the heel.
1. Park truck on a hard, level, and solid sur- ! CAUTION
face, such as a concrete floor with no gaps Forks weight 50-71 kg (110-156 lbs) each.
or breaks. Take care when lifting.
wheels.
Fork Removal
NOTE
Blocking the Fork
Forks do not need to be removed to remove
the carriage. 4. Push down on tips of the forks to disengage the fork
hooks from the carriage fork bar.
1. Release the fork latches.
5. Lift fork heel and remove block.
! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.
Latch Operation 6. Back the truck away from the forks.

2. Move each fork to the notch on the bottom of the
lower carriage cross bar. Fork Replacement
1. Carefully drive truck up close to forks.
! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.
2. Drag forks into position close to carriage and to line

up with the notche on the lower carriage cross bar.
3. Lift fork heel and place block under arm near the
heel.
SM 1024 34-7-1
Group 34, Uprights
4. Lift tips of forks to engage the fork hooks on the

upper carriage fork bar. ! WARNING
5. Remove blocks from under fork. You may need to pull on the hoses/cables and
chains while lowering the primary cylinder
6. Check fork latches when repositioning forks to upper to get it all the way down. This is done to cre-
carriage fork notches. ate slack in hoses/cables and chains and to
displace as much oil as possible, which will
reduce oil loss when disconnecting hydraulic
Carriage Removal lines for auxiliary components.
The carriage should be removed for shimming or when
any service procedure is performed on the upright. You may need a helper to hold the control
handle in the lowering position while you pull
on the carriage chains to fully collapse the
! WARNING primary cylinder (on Hi-Lo & TSUs). When
The procedures for checking, maintaining, pulling on the chains to lower the primary
and adjusting uprights, carriages, and forks cylinder (on Hi-Lo & TSUs), the ignition
involve movement of the components. must be off.
• Do not walk or stand under raised forks. 4. Once the carriage is fully lowered, clamp the front of
• Keep clear of load and carriage when mak- one fork to the pallet to prevent the carriage from
ing any check or adjustment. falling over backwards when removed.
upright.
• Always use a prybar to move the upright or
carriage.
serious injury.
1. Set upright tilt to 0 degrees (vertical). Raise the car-
riage about 12 in (305 mm).
2. Place a heavy pallet under the forks. Turn the key
off.
3. Lower the carriage onto the pallet and keep lowering
(until the primary cylinder is all the way down on
TSUs and Hi-Lo). Before proceeding with the next
step read the following warning.
SM 1024 34-7-2
Group 34, Uprights
5. Disconnect the carriage chains at the base of the car- 9. Remove steer wheel blocks. Release the parking
riage. Pull chains back off primary cylinder sheave. brake and slowly back the truck away from the car-
riage.
10. Lower the upright rails until both of the secondary
cylinders are completely collapsed.
Carriage Replacement
To replace the carriage:
1. First check to be sure the carriage is securely
clamped to the pallet.
6. For carriage auxiliary components, disconnect hoses 2. Move the truck up to the carriage assembly with the
(2- or 4-hose assemblies) from carriage. Remove the inner rail centered on the carriage.
bolts and strap fixture also.
3. Raise the upright until the inner rail is high enough to
clear the upper carriage rollers.
4. Tilt the upright until it is at the same angle as the car-
riage assembly.
5. Now slowly move the truck forward until the inner
rail is centered over the carriage rollers.
• Cap all lines to prevent leaks.

• Label all lines and fittings for correct reassembly.
7. Elevate the primary cylinder to its maximum height.
Be sure all hoses and loose parts are secured out of
the way to prevent damage.
8. Continue elevating the upright until the inner rail
clears the carriage.
SM 1024 34-7-3
Group 34, Uprights
10. Reconnect the hoses and mounting strap to the car-

! WARNING riage auxiliary component if the carriage is so
Never attempt to move or align the carriage equipped.
or bearings by hand. Use a pry bar.
6. Lower the upright until the inner rail clears all of the
carriage rollers.
NOTE
If the rail or bearings bind, raise the upright,
back away from the carriage and check to be
sure the carriage rollers are installed prop-
erly.
7. When the inner rail has cleared the carriage rollers,

continue to lower the upright until the lift cylinders
are lowered completely.
8. Reset the truck in a safe position: • Lubricate all O-rings with a light coating of system
• Ignition off hydraulic fluid or a compatible oil.
• Parking brake applied • Use two wrenches to tighten hose fittings to pre-
• Directional lever in neutral vent hoses from twisting.
• Forks completely lowered • See Group 40 for hydraulic fitting tightening pro-
cedures.
• Block steer wheels.
11. Adjust carriage height according to Section 6 and
9. Reinstall the carriage lift chains to the base of the
chain tension according to Section 3.
carriage.
12. Remove the “C” clamp from the pallet and check the
operation of the carriage and the upright. Carefully
check for oil leaks. Make sure the carriage and
upright work smoothly and correctly before returning
the truck to service.
• Set anchor bolts so that no twist develops in the

chains.
• Anchor pin heads must be pointing to the inside of
the upright.
• Use new cotter pins.
IMPORTANT
Always use new anchor pins when replacing
chain sets.
SM 1024 34-7-4
Group 34, Uprights
Section 8
Upright Removal and Replacement
This Section describes how to remove the entire upright

assembly from the truck. The carriage and forks must be ! CAUTION
removed from the upright assembly before the upright is SAFE PARKING. Before working on truck:
removed. (For uprights with an auxiliary component, a
side-shifter for example, the two hydraulic hoses power- 1. Park truck on a hard, level, and solid sur-
ing the auxiliary component must be removed before the face, such as a concrete floor with no gaps
carriage is removed.) See Section 7, “Fork and Carriage or breaks.
Removal and Replacement,” for procedures to remove the 2. Put upright in vertical position and fully
carriage and fork assembly from the upright. lower the forks or attachment.
wheels.
Outer Rail
Z-Hose Adaption
Mounting Bracket
Trunnion Mount
Transaxle
Trunnion Cap
Tilt Cylinder Mount
Bearing
Spring Washer
Typical Upright Installation
SM 1024 34-8-1
Group 34, Uprights
Upright Removal 2. Disconnect and cap hydraulic line at the load-lower-

ing flow valve. Secure the hose out of the way of the
The following procedures are for uprights with carriage upright.
and forks, or auxiliary components removed. See Section
7, “Fork and Carriage Removal and Replacement,” for
instructions on removing the forks and carriage.
! WARNING
The upright assembly is heavy. Use only
Discon-
hoists with enough capacity to lift the entire nect and
assembly. Keep clear of the assembly as it is cap line
being hoisted and set down. Keep hands and from main
hydraulic
feet away from the assembly. Use prybars to control
move the assembly into position for reattach- valve.
ment.
1. Attach a hoist and strap of adequate capacity to the NOTE

upright as shown below. Tension the hoist so that the
For two-hose adapter assemblies, the
upright cannot fall when upright mounting pins and
hydraulic lines to the upright must also be
tilt cylinder pins are removed.
disconnected and capped.
SM 1024 34-8-2
Group 34, Uprights
3. Remove tilt cylinder rod-end lock plates and rod-end Upright Replacement
pins from upright.
1. Use an overhead chain hoist of adequate capacity and
an approved lift chain to lift upright into position.
4. Remove trunnion ring bolts and lift upright off

frame. See illustration on page 1. ! WARNING
5. Slowly set upright down on the floor, 100 x 100 mm Use prybars to move the assembly into posi-
(4 x 4 in) blocking, or sturdy pallets set end-to-end. tion for reattachment.
2. Secure mounting bearing to inner, load-bearing half

of the trunnion mounting using double-sided tape.
Install trunnion ring mounting bolts and use Loctite
271 (CLARK part number 1802302). Torque to 75
Nm(55ftlb).
SM 1024 34-8-3
Group 34, Uprights
3. Install rod end pins, lock plates, and fasteners. NOTE

Tighten lock plate fasteners to a torque of 121-136 Reconnect two-hose adapter assembly
in-lb (19.3-21.5 Nm). hydraulic lines to the upright-mounted
bracket.
4. Attach hydraulic lines to the upright flow control

valve:
5. Remove the lift chain between the upright and hoist.
6. Completely check all upright and hydraulic compo-
nents under load before returning the truck to service.
7. See Section 8, “Fork and Carriage Removal and
Replacement,” for steps to replace the carriage and
fork assembly.
Reconnect
hydraulic
line here.
• Lubricate all O-rings with a light coating of system

hydraulic fluid or a compatible oil.
• Use two wrenches to tighten hose fittings to pre-
vent twisting lines.
• See Group 40 for hydraulic fitting tightening pro-
cedures.
SM 1024 34-8-4
GROUP 38
GROUP 38
COUNTERWEIGHT AND CHASSIS
Counterweight Specifications and

Counterweight Removal and

Overhead Guard/Operator’s Cell Removal

and Replacement .................................. Section 3
Floorboard, Cowls, and Seat Deck

Removal and Replacement .................. Section 4
SM 1024 38-0
Group 38, Counterweight and Chassis
Section 1
Counterweight Specifications and Description
The counterweight is a solid, cast-iron piece mounted to
Counterweight weights :
the back of the lift truck to counter-balance the loads
placed on the upright at the front of the truck. The weight
Short wheel base Long wheel base must be great enough to counteract forward tipping when
28.2 BC 33.9 BC lifting or stopping with a capacity load. The weight of the
counterweight is determined by the lifting capacity of the
1065 kg (2348 lbs) GTS 20 -
truck.
1420 kg (3130 lbs) GTS 25 -
The counterweight is cast with mounting niches molded
1660 kg (3660 lbs) - GTS 30 in. The niches fit the truck frame mounting and allow the
counterweight to “hang” on the truck frame bracket.
1800 kg (3968 lbs) - GTS 33 Large, hard steel bolts hold the counterweight to the frame
and prevent the counterweight from being dismounted
accidentally.
Fastener Torques
Counterweight Mounting Bolt : ! WARNING
440-490 Nm (325-361 ftlb) The counterweight is extremely heavy. Do
not remove the counterweight unless you
General Maintenance have training and are familiar with the cor-
rect procedures. Counterweights can fall if
The counterweight must be maintained in good condition not handled correctly and can cause severe
and securely attached to the lift truck. Because of its injury or death. Keep your hands, feet, and
heavy weight and bulky mass, the counterweight must be body clear of the counterweight at all times.
carefully supported and handled. When removed from the Hoisting equipment must be capable of han-
truck, store at floor level in a stable position to be sure it dling the weight of the counterweight when
will not fall or tip, causing damage or injury. removing or replacing. Make sure your hoist
is of adequate capacity to handle the weight.
SM 1024 38-1-1
Section 2
Counterweight Removal and Replacement
appropriately-sized eye bolts installed

! CAUTION through both top lifting holes.
SAFE PARKING. Before working on truck : Use only overhead lifting equipment having a
safe lifting capacity in excess of that of the
1. Park truck on a hard, level, and solid counterweight.
gaps or breaks.
Counterweight Removal
1. Install eye bolts into the counterweight. Eyebolts
must be able to lift 1800kg (3968 lbs) depending on
3. Put all controls in neutral. Turn key truck model.
2. Using an overhead hoist with sufficient lifting capac-
4. Apply the parking brake and block the ity, chain the eyebolts to the hoist ; slowly hoist
wheels. chains until slack is removed.
3. Remove the tow bar and the counterweight anchor
! WARNING bolt(s).
Observe proper, safe lifting practices when 4. Slowly lift the counterweight from the truck frame.
lifting counterweight onto or off truck.
Counterweight should only be lifted by
Counterweight
SM 1024 38-2-1
of your body between the counterweight and

! WARNING truck.
Stand clear of the counterweight as it is being
hoisted, moved, or mounted. 3. Make sure that the bolt holes in the counterweight
align properly with the mating holes in the frame.
5. Slowly lower the counterweight onto a sturdy pallet. 4. Inspect the counterweight mounting bolts to make
Set the counterweight on its flat side if possible. If sure they are in good condition before re-installing.
set on its curved side, use chocks to prevent the Use only Clark replacement parts. Torque the mount-
counterweight from shifting or rolling. ing bolts to 440-490 Nm (325-361 ftlb).
5. Remove the hoist and eyebolts.
Counterweight Replacement
IMPORTANT
1. Bring counterweight vertically near the rear of the Never allow a truck to be put into service
truck and positioned so that it is within 25-50 mm (1- without the counterweight mounting bolt(s)
2 in) of the frame. in place. Check the bolt(s) and torque regu-
2. Move the counterweight forward and lower it, mak- larly.
ing sure that the support hooks on the frame engage
with the counterweight.
! WARNING
During mounting, always use prybars for
location adjustments. Do not place any part
Towbar and pin
Anchor bolts
SM 1024 38-2-2
Section 3
Overhead Guard/Operator’s Cell

Removal and Replacement
! Operator’s Cell Removal and

CAUTION
Replacement
1. Park truck on a hard, level, and solid Removal

gaps or breaks. 1. Tilt the steering column fully forward.
2. Put upright in vertical position and fully 2. Raise the seat deck.
lower the forks or attachment. 3. Lift out the operator’s compartment floor plate.
3. Put all controls in neutral. Turn key 4. Remove the operator’s seat deck; see Section 4.
5. Disconnect and label all wiring for cell-mounted
4. Apply the parking brake and block the lights or other electrical devices.
wheels.
6. Disconnect air induction tube from cell leg.
Overhead Guard Removal and

Replacement
7. Loosen and remove the four mounting nuts securing

the bolts and cell to the truck chassis as shown in the
illustration on page 2.
8. Use an overhead hoist to lift the cell from the truck
chassis.
SM 1024 38-3-1
Replacement 3. Reconnect the air induction tubing to the cell leg.
1. Set cell into place on the truck chassis using an over- 4. Reconnect all wiring for cell-mounted lights or other
head hoist. electrical devices according to the labels made dur-
ing removal.
2. Replace the four mounting bolts and nuts. Torque the
nuts to 88-95 Nm (65-70 ftlb). 5. Replace the operators seat deck ; see Section 4.
NOTE 6. Replace the operator’s compartment floor plate and

readjust, if necessary, using the procedures in Sec-
If the cell is a new replacement or has been
tion 4.
repaired, install new cushion mounts
SM 1024 38-3-2
Section 4
Floorboard, Cowls, Seat Deck

Removal and Replacement
IMPORTANT
! CAUTION
Confirm that the accelerator pedal is at full
SAFE PARKING. Before working on truck : stroke and not restrained.

surface, such as a concrete floor with no Removal and Replacement of the
gaps or breaks. Seat Deck and Hood
lower the forks or attachment. Removal
1. Remove the seat slide stud fix nut from the seat
deck.
wheels.
Torque:
Removal and Installation of the
Floor Plate
1. Tilt the steering column fully forward.
2. Fold the floor plate at the hinge, and lift it up into
the driver cabin. The rubber mat will come up
with the floor plate. The floor plate is not fixed to
the truck.
Torque:
2. Then, the driver’s seat that is mounted on the

seat deck with a seat mounting fastener can be
removed.
3. To replace the floor plate, position the front side

of the plate and spread it.
SM 1024 38-4-1
Seat Deck
Seat Deck
Mounting Bolt
Gas Spring
Frame
3. Remove the hood joint bolt and remove the hood.
Reinstallation
1. Reinstall in the reverse order of removal.
! WARNING
If the reinstallation work is not performed
according to the due procedure, the driver
may be injured.
SM 1024 38-4-2
GROUP 40
GROUP 40
SPECIFICATIONS
Nameplates and Decals ............................ Section 1
General Specifications .............................. Section 2
Hydraulic Fitting Tightening

Procedures ............................................ Section 3
SM 1024 40-0
Group 40, Specifications
Section 1
Nameplates and Decals
Nameplates and Decals the weight of the load must be considered when oper-
ating on elevators, elevated floors, etc. to be sure
This Section shows the nameplate (data and capacity they are safe.
plate) and decals required to be on all operating CLARK
industrial trucks. The nameplate lists the data on the truck 5. Capacity rating, load center, and lifting height data
- type and serial number - and the capacities of the truck. — Shows the maximum load capacity of this truck
Decals depict or explain the hazards the operator must with relation to load centers and fork heights (see
avoid when operating the truck. The nameplate and decals diagram on plate). Personal injury and damage to the
are placed in specific locations on the truck and are truck can occur if these capacities are exceeded. Do
intended to warn others working around the truck of its not exceed the maximum capacity specified.
hazards as well. These nameplates and decals MUST BE
IN PLACE on all trucks. ! CAUTION
If any decals or the nameplate are missing from the truck, When attachments are added or if the truck
check with your local CLARK dealer for replacements. is modified, the capacity of the truck may be
affected. Contact your authorized CLARK
IMPORTANT dealer for a new nameplate showing the
Do not allow a lift truck with damaged or revised capacity.
missing decals or data plates to be placed in
service. Replace them immediately. They
contain important information as described 1 2
3
on the following pages. The location of all
decals is also shown on the following pages. 5
The truck data and capacity plate provides essential infor-

mation about the truck. This information is important for
both operators and service personnel. Operators can see
what the truck’s capacities and load ratings are. Service 4
personnel must identify the truck model, type, and serial
number when ordering parts. Refer to example data plate
illustration for callout numbers.
Truck Data and Capacity Plate
1. Truck model number or registered name.
2. Truck serial number — An identification number
1
assigned to this particular truck and should be used 2
when requesting information or ordering service 3
parts for this truck from your authorized CLARK
dealer. The serial number is also stamped on the 5
frame.
3. Attachment description (if any installed) — The user
must see that the truck is marked to identify the
4
attachment(s), including the weight of the truck/
attachment combination and truck capacity with the
attachment.
4. Truck weight — The approximate weight of the
truck without a load on the forks. This weight plus
SM 1024 40-1-1
Operator Safety Warning Plate General Safety Decal

The Operator Safety Warning Plate describes basic, safe The General Safety Decal
operating procedures that should be used when operating depicts important points
WARNING
the truck. about truck operation and
Read the
warns operators about truck manual
safety hazards. The General

WARNING Safety Decal is meant as a
reminder for operators and is Buckle up!
BEFORE OPERATING lift truck, operator must: placed where operators can
• Be trained and authorized. review the points daily as
• Read and understand operator's
manual. they conduct a visual inspec- Apply brake
tion and prepare the truck for when leaving
• Not operate a faulty lift truck. truck
• Not repair lift truck unless trained and authorized. work.
• Have the overhead guard and load backrest
extension in place. Watch Out
For Other
People
DURING OPERATION, lift truck operator must:
• Wear a seat belt.
• Keep entire body inside truck cab.
• Never carry passengers or lift people.
• Keep truck away from people and obstructions. Most lift truck
• Travel with lift mechanism as low as possible. INJURIES
and tilted back. are to other
people near
the lift truck.
TO PARK lift truck, operator must:
• Completely lower forks or attachments.
• Shift into neutral.
• Turn off key.
• Set parking brake.
P Prevent
Overturns!
Clark Material Handling Co. Sit Down Rider 2798233
AVOID :
• slippery,
IMPORTANT sloping,
or uneven
Safety and warning decals are placed in con- surfaces
spicuous locations on the truck to remind • loads over
capacity on
operators of essential procedures or to pre- nameplate
vent them from making an error that could • unstable or

high loads
damage the truck or possibly cause personal • low tire
pressure
injury. Safety and warning decals should be
• poorly
replaced immediately if missing or defaced maintained
lift truck
(damaged or illegible). • fast or
sharp turns
In Case of
Tip-Over:
Don't
jump
Hold on
tight
Brace feet
Lean
away
2798235
SM 1024 40-1-2
Seat Belt/Tip-Over Warning Decal Keep Away from Forks Decal

This decal is located on the seat deck, to the left of the This safety decal is placed on the upright to warn of the
operator. It’s purpose is to remind the operator that stay- danger of injury from forks when they are in the raised
ing in the seat provides the best chance of avoiding injury position. Operators and others should never ride on or
in the event of a truck-tipping mishap. stand under forks or attachments. The forks can fall and
cause injury or death.
2372604
Lift trucks can be tipped over if operated improperly.

Experience with lift truck accidents has shown that the
Fan Warning Decal
driver cannot react quickly enough to jump clear of the
truck and overhead guard as the truck tips. To protect The fan warning decal reminds operators and service per-
operators from severe injury or death in the event of a tip- sonnel not to touch or work around a spinning radiator
over, make sure this decal is in place to remind them to cooling fan. The decal is placed on the radiator fan
always use their seatbelts. shroud.
Hand Safety Warning Decal

This safety decal is placed on the upright to warn of the
danger of injury from movement between rails, chains,
sheaves, fork carriage, and other parts of the upright
assembly. Operators and others should never climb on or
reach into the upright. Personal injury will result if any
part of someone’s body is put between moving parts of the
upright. IMPORTANT
The Engine Coolant Fan, on all internal com-
bustion engines, can cause extensive injury
and bodily harm. Keep hands, arms and
clothing away from a spinning fan. Also,
don’t stand in line with a spinning fan.
SM 1024 40-1-3
Section 2
Capacities
For standard trucks.
Models At 500mm Load Center
GTS 20 2000kg
GTS 25 2500kg
GTS 30 3000kg
GTS 33 3300kg
Note : Rated capacity applies when using standard upright GTS20-30 : 3195mm [125.7 inches], GTS33 : 3165mm [124.6
inches]
Truck Weights and Axle Weights

Weights for standard trucks with standard MFH upright.
Loaded Vehile Empty Vehile Loaded Drive Empty Drive Empty Steer
Weight Weight Axle Weight Axle Weight Axle Weight
(kg) (kg) (kg) (kg) (kg)
Pneumatic tire type LPG - MMC PSI
GTS20 5506 3506 4195 1629 1877
GTS25 6361 3861 4873 1513 2348
GTS30 7220 4220 5740 1650 2570
GTS33 7728 4428 6309 1698 2730
Note : Refer to the truck data plate for exact service and axle weights.
SM 1024 40-2-1
Maximum Gradeability Critical Fastener Torque Specifications

At stall in forward with standard upright on surface of 0.6
Tightening Torque.
friction coefficient.
Dry
Without load With load Nm lbfft
(%) (%)
Engine Mounting Bolts 60-65 44-48
Pneumatic tire type LPG
Transmission to Engine Bolts 40-45 30-33
GTS20 24.2 43.5 Torque Converter to 20-25 14.8-18.5
GTS25 21.0 37.0 Drive Plate Bolts
GTS30 19.9 29.0
GTS33 17.6 24.0 Drive Axle to 450-500 332-369
Frame Mounting Bolts
Drive Wheel Nuts
-Nuts Only 640-720 470-530
Parking Brake Test
-Washer & Nuts 300-370 225-275
For standard trucks.
The brake must be capable of holding the truck with a full Steer Axle Mounting Bolts 170-190 125-140
rated-capacity load on a 15% grade. Steer Wheel Nuts 225-250 165-185
Steering Handwheel 35-40 25.5-29.5
Retaining Nut
Lift Speeds, Upright Tilt Cylinder Yoke Clamp Bolts 170-190 125-140
For the standard two-stage upright, with standard hydrau- Tilt Cylinder Pin Retainer Bolts
lic transmission. - Front 8-10 5.9-7.4
Note : Hydraulic fluid should be at operating temperature
when testing these specifications. - Rear 8-10 5.9-7.4
Counterweight Mounting Bolts 441-490 325-361
Lift Speed Lowering Speed
LPG - MMC PSI Overhead Guard Mounting Bolts 100-110 74-81
Loaded 0.54m/s 0.54m/s Upright Trunnion Mounting Bolts 75-80 55-59
GTS20 [
Empty 0.56m/s 0.50m/s
Loaded 0.53m/s 0.54m/s
GTS25 [
Drawbar Pull
Loaded 0.52m/s 0.54m/s
GTS30 [ With standard upright and standard transmission.
Loaded 0.51m/s 0.50m/s with load(kg) without load(kg)
GTS33 [
Empty 0.56m/s 0.43m/s Pneumatic tire type
LPG - MMC PSI
GTS20 2138 806
GTS25 2153 762
GTS30 1958 801
GTS33 1799 799
SM 1024 40-2-2
Travel Speeds
Maximum speeds with standard upright and standard
transmission.
with load without load
(km/h) (km/h)
Pneumatic tire type
LPG - MMC PSI
GTS20 17.2 18.3
GTS25 16.9 18.3
GTS30 18.3 19.5
GTS33 19.6 20.6
Turning Radius (outside)

For standard transmission truck.
mm in
Pneumatic tire
GTS20 2290 90.2
GTS25 2380 93.7
GTS30 2480 97.6
GTS33 2510 98.8
SM 1024 40-2-3
Group Specifications ◎ LPG Fuel System
Group 00(L), MMC PSI 4G64 LPG Engine Specifications

Specifications LPG Tank
Capacity : 15 or 20 kg(33.5 or 43.5 lb).
Working Pressure : 138-1654 kPa (20-240 psi).
Engine Type : Mitsubishi in-line, overhead valve, single
overhead camshaft. Safety Relief Valve : Opens when pressure exceeds 2756
kPa (400 psi).
Number of Cylinders : 4
Shut-off Valve : Manual with maximum withdrawal valve.
Combustion Chamber : pent roof type
Maximum Withdrawal Valve :
Total Displacement : 2351 cu⋅cm (143.5 cu⋅in) Closes when flow rate exceeds 5.7 Lpm (1.5 gpm).
Cylinder Bore : 86.5 mm (3.41 in) Fuel Gauge Type : Float level.
Piston Stroke : 100.0 mm (3.94 in) Low Fuel Light :
Compression Ratio : 9.5 Instrument pod light comes on at 275 kPa (40 psi).
Cylinder Compression : 1880 kPa (163.5 psi) at 300 rpm Fuel

Valve timing : HD-5 Propane.
Camshaft Identification (D)
Intake valve Open 18° BTDC
Close 53° ABDC Group 01, Cooling System Specifications
Exhaust valve Open 50° BBDC
Radiator Type :
Close 18° ATDC
Crossflow radiator with coolant recovery system.
Lubrication System : Pressure feed, full-flow filtration System Pressure (Radiator cap) : 83-109 kPa (12-16 psi).
Oil Pump Type : Involute gear type Thermostat :
Engine Oil : 10W30, API, SD, SE/SG, SF engine oil - LPG : open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)
fully open 95°C (203°F)
Sump Capacity : 4 L (4.23 qt)
- Diesel : open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)
Cooling System : Water-cooled circulation fully open 95°C (203°F).
Water Pump Type : Centrifugal impeller type Coolant Mixture :
50% water and 50% low-silicate, ethylene glycol, perma-
Tune-Up Specifications nent-type antifreeze with rust and corrosion inhibitors.
Spark Plug Type : Cooling System Coolant Capacity :
Pneumatic-tire truck with 4-row radiator capacity is 8.5L
LPG Engine : NGK BP5ES, Champion NY12
(9 qt)
Spark Plug Gap : 0.7-0.8 mm (0.028-0.031 in) Diesel truck with 4-row radiator capacity is 14L (14.8 qt).
Spark Plug Tightening Torque : 2.5 N⋅m (22.1 ft⋅lb) Fan Type : Pusher type
Ignitor Air Gap : 0.8 mm (0.31 in) Fan Drive Belt : V-type belt
Water Pump Type : Centrifugal
Ignition Timing : BTDC 9° @ 740 rpm
Hose Clamp Sizes :
LPG : 48 mm (1.8 in) @ radiator end ; 44 mm (1.7 in)
@ engine (water pump or thermostat) end
Diesel : 51mm (2 in).
SM 1024 40-2-4
Group 07, Transmission, Drive Axle Group 13, Electrical System Specifications
Specifications Indicator lights : LEDs integral with circuit board.
General Specifications Buzzer : Integral with circuit board.
Model : MS Transmission, Drive Axle. Fuel gauge : LED.
No. Ratios : 1-speed, forward and reverse. Engine Coolant Temperature Gauge : LED.
Diesel LPG Hour Meter : Digital, with running indicator. Integral to

circuit board.
T/M Ratio
1.00 1.225 Pinout Locations : See Group 13, “Electrical System,” for
Forward
schematic.
T/M Ratio
1.00 1.225
Reverse
Axle Ratio 5.769 Voltage and Ground
System Voltage : 12 volt.
Ring & Pinion Gear Type : Spiral Bevel.
System Ground : Negative.
Ring & Pinion Backlash : 0.15-0.20 mm.
Differential Type : 4-pinion. Alternator
Differential bearing preload : 2800~3200kg.cm Type :
(Torque of each carrier ear).
LPG Engine : 12volt - 70A
Torque Converter Size : 280 mm(11 in).
Torque Converter Stall Ratio : 2.87 Battery
Hydraulic Pump Drive ratio : 1.0 Ý engine rpm. LPG Engine :
Dry Weight : TM : 115 kg, D/Axle : 150 kg. <MMC PSI>
Oil Capacity : TM : 10 L, D/Axle : 5.6 L. Type : 12 volt 45AH(20HR)
Transmission Fluid : CLARK # 2776236. Cold Crank Current : 410 amps at 0 °F (-18 °C)
Reserve Capacity : 71 minutes at 80 °F (27 °C)
Pressure Specifications*
Starter
Charge Pump Flow : 32 L/min @ 2400 rpm.
Clutch Pressure (Forward/Reverse) : LPG Engine :
Idling 700~1200 rpm @ 920~1320 kPa (133~190 psi) Type : Positive engagement, planetary gear reduction,
1800~2400 rpm @ 1020~1500 kPa (148~218 psi) offset.
T/C OUT Pressure : Voltage : 12 volts
1800~2400 rpm @ 200-650 kpa (29-94 psi) Output : 1.2 kW.
T/C IN Pressure:
1800~2400 rpm @ 200-650 kpa (29-94 psi)
System Protection
NOTE Fuse : 10A Direction Control.
1. All rpm’s noted are engine speed. Fuse : 15A Ignition.
2. All clutch pressures are engine idle speed
Fuse : 10A STOP Switch.
with clutch engaged.
3. Oil at operating temperature (82-93°C) Fuse : 10A Horn.
180-200 °F.
SM 1024 40-2-5
Group 22, Wheels and Tires Specifications Group 23(G) brake/Inching System
Steer Tire Types : Pneumatic Rubber/Cushion Rubber, Specifications (Standard Transaxle)
non-marking, and urethane.
Service Brake
Drive Tire Type : Pneumatic Rubber/Cushion Rubber,
non-marking, and urethane. Type : Drum and shoe. Step-bore master cylinder.
Self-adjusting.
Pneumatic Truck Wheel and Tires Oil : Hydraulic Oil (Rando HD-32)
Tire Sizes and Ratings Brake System Residual Pressure : 49-127 kPa (7.1-8.4psi)
Drive Tires : Pedal Freeplay : 4~6mm (0.16~0.24 in).
GTS20/25 Single : 7.00Ý12-14 ply rating
Dual : 7.00Ý12-14 ply rating Parking Brake
GTS30/33 Single : 28Ý15-14 ply rating
Type : Ratchet linked to service brake shoe at each wheel.
Dual : 7.00Ý12-14 14 ply rating
Holding Test : Rated load on 15% grade.
Steer Tires :
GTS20/25 6.00Ý9-10 ply rating Inching (also see transaxle specs)
GTS30/33 6.50Ý10-12 ply rating
Type : Inching pedal mechanically linked to brake pedal
Tire Pressures and to inching spool on transaxle.
Drive Tires : Pedal Freeplay : None.
GTS20/25 Single : 1000 kPa (145 psi) Overlap Adjustment : 1.5-4.5 mm (0.06-0.18 in).
Dual : 1000 kPa (145 psi)
GTS30/33 Single : 1000 kPa (145 psi)
Dual : 1000 kPa (145 psi)
Steer Tires :
GTS20-33 880 kPa (128 psi)
Specifications
Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal circuit.
Steering System Relief Pressure Setting :
10000 kPa (1450 psi)
Nominal Flow Rating : 23 L/min (6 gal/min)
Inlet Pressure Rating : 12400 kPa (1800 psi)
Return Pressure Rating : 690 kPa (100 psi) maximum
SM 1024 40-2-6
Group 26, Steer Axle Specifications Maximum Pressure Drop at Rated Flow :
Inlet to outlet : 689 kPa (100 psi)
Pneumatic-Tire Truck Lift spool (spool #1) :
Steering System Relief Pressure Setting : - Inlet to cylinder port : 689 kPa (100 psi)
10000 kPa (1450 psi). - Cylinder port to outlet : 550 kPa (80 psi)
Steer Cylinder Type : Double-acting, piston-type. Tilt spool (spool #2) :

- Inlet to cylinder port : 689 kPa (100 psi)
Turning Arc : 78q max. inside turning angle - Cylinder port to outlet : 550 kPa (80 psi)
56.8q max. outsideturning angle
Auxiliary spools (spools #3 and #4) :
The number of handwheel turns required for lock-to-lock - Inlet to cylinder port : 345 kPa (50 psi)
turning differs between the cushion and pneumatic-style - Cylinder port to outlet : 207 kPa (30 psi).
axles.
Auxiliary Component Flow Control Adjustments :

Flow Setting Clockwise Turns
Group 29, Hydraulic Sump, Filters, and Pump L/min (gpm) of Adjustment Screw
Specifications <Tilt>
9 2.3 0.8
Hydraulic Pump Type :
13 3.4 2.2
Transmission-driven, gear-type with integral load sensing
priority flow valve and pressure relief valve ; pump is 15 4 2.6
connected to, and works in conjunction with the transmis- 7.6 2.0 0.50
sion charging pump. 9.5 2.5 0.75
Sump Type and Capacity : Tank is built into truck frame 15.1 4.0 1.00
with capacity of 50L (13.2 gallones) for GTS20/25, 55L 20.8 5.5 1.50
(14.5 gallones) for GTS30/33. 26.5 7.0 1.75
Hydraulic Fluid Type : 38 10.0 2.50
CLARK Hydraulic Fluid specification MS-68. 45.4 12.0 3.00
56.8 15.0 4.25
Tank top Return Filter Type :
Disposable, glass micro-fiber element. <Auxiliary>
8 2.1 0.4
Suction Screen : 100 mesh stainless steel screen.
9.5 2.5 0.45
Dirty Filter Element Indicator Pressure Switch Setting : 15.1 4.0 0.7
200±40 kPa (29±6 psi). 20.8 5.5 1.5
26.5 7.0 2.5
38 10 3.25
Group 30, Hydraulic Valve/Lift Circuit

Specifications
Rated Flow :
Lift spool (spool #1) : 76 LPM (20 GPM)
Tilt spool (spool #2) : 38 LPM (10 GPM)
Auxiliary spool (spool #3) : 38 LPM (10 GPM).
Integral Pressure Compensated Flow Control Settings :
Tilt spool (spool #2) : 15.5 LPM (4.1 GPM)
Auxiliary spool (spool #3) : 11 LPM (2.9 GPM).
SM 1024 40-2-7
Group 32, Tilt Cylinders Specifications Group 34, Upright Specifications

Tilt cylinder type : double-acting with shims. Upright Weight : Approximately 368kg to approximately
970 kg without carriage.
Maximum operating pressure :
24000 kPa (3480 psi ; 240 bar) Carriage Weight : Approximately 148kg
Tilt Flow Control Adjustments : (Based on Standard upright) Fork Weight : approximatelly 70kg, 42s GTS25
factory setting is 17.4 LPM (4.6 GPM) LBR : 36kg
Clockwise Turns
Tilt Speed of Adjustment IMPORTANT
Upright Useage LPM(GPM) Screw Before hoisting, the weights of upright, car-
riage, and forks must be combined to deter-
MFH 6370-7315 TSU 9.8(2.6) 0.50 mine what lifting capacity is required of the
MFH 4165-5170 STD 14.4(3.8) 0.75 hoisting equipment.
& 3860-6100 TSU
MFH 2120-3860 STD 17.4(4.6) 1 Capacities and Lift Heights :
Upright, carriage, and fork capacity and upright lift
Tilt Ranges heights are listed on the truck’s data plate.
(Abbreviation — Std = Standard, high-visibility upright ; Lubricants :

TSU = Triplestage upright ; MFH = Maximum fork height All Purpose Grease (CLARK specification MS-9)
; B = back tilt ; F = Forward tilt) Innerslide Lubricant (CLARK part #886396)
Chain and Cable Lube (CLARK part #886399)
Tilt Ranges* :
Pneumatic -Tire Truck Uprights
STD (through 2875mm MFH) 5qB~6qF
Specifications
STD (above 5170mm MFH) 5qB~3qF Counterweight weights :
TSU (through 4800mm MFH) 5qB~6qF GTS20 : 1065kg
TSU (5210-6100mm MFH) 5qB~3qF GTS25 : 1420kg
TSU (above 6370mm MFH) 3qB~3qF GTS30 : 1660kg
GTS33 : 1800kg
Drift, Lift and Tilt Cylinders
For standard truck.
Upright Fork Downdrift :
Should not exceed 100 mm (4 in) in a 10-minute period.
Tilt Cylinder Drift :
Should not exceed 5q in a 10-minute period.
Determined by marking and measuring carriage descent
and upright forward tilt from raised, non-tilted position
with hydraulic fluid at operating temperature ; and a
capacity load held evenly distributed on lift forks. (If a
pallet is used, load should not extend beyond pallet ; load
should be stacked to provide maximum stability.) Fork
completely engaging load and adjusted as wide as possi-
ble to provide even distribution of weight.
SM 1024 40-2-8
Section 3
Hydraulic Fitting Tightening Procedure
1. Tighten fitting finger tight until it stops turning, 2. Using finger tips only, lightly snug fitting with a
while moving the fitting lightly side to side to pre- wrench until it bottoms out on the seat or port. Do
vent cocking or thread damage. not overtighten.
SM 1024 40-3-1
What is a#Ydoxh#mark ?
It means the best in the forklift category,
which is selected by the top logistics magazine
(Modern Materials Handling) in the US.
#1 The best value #1 The most reasonable price
#1 The best service #1 The lowest maintenance cost
(Head office) 215, Ojung-ro, Ojung-Gu,

Bucheon-City, Gyeonggi-do, Korea

Manual de Serviço - Clark Gts 20 25 30 33 L Psi 4g64

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Manual de Serviço - Clark Gts 20 25 30 33 L Psi 4g64

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SERVICE MANUAL

Rated Capacity : 2000 - 3300 Kg

Part No. 8129703

(Head office) 215, Ojung-ro, Ojung-Gu,

Group SA. Safe Maintenance Group 23. Brake System

Group 03. Intake and

Safety ................................................................... Section 1

Lifting, Jacking, and Blocking the Truck ....... Section 2

Towing ................................................................. Section 3

Safety Signs and Messages Safe Maintenance Practices

Lifting, Jacking, and Blocking the Truck

Safe Parking Raising Drive Wheels Off Floor

Lifting, Blocking, and Jacking Points

5. Tilt upright fully forward. This raises the drive

7. Check for stable condition of the truck. Be sure that ! WARNING

Blocking the Upright In Raised

access from the front of truck to components on or near

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

3. Put wooden support blocks conveniently near upright

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

6. Hold the shorter block against the outer rail and

2. Put a floor jack under the steer axle mounting frame

6. When maintenance work is completed, lower the rear

Raising Entire Truck

The reverse is also true. If the counterweight

8. When maintenance work is completed, lower the

b. Without an Upright and Carriage Installed

Direction of towing for distances of

Disabled truck with Tow truck moving at 8 kilome-

LIFT TRUCK PARKING

Maintenance Schedules ............................ Section 1

The Planned Maintenance Program ....... Section 2

“Periodic Service” and “Planned Determining Maintenance Intervals

Since the operating environments of lift

Service Chart/Lubrication Points

Every 8-10 hours or daily

Upright Rollers Drive Axle Fluid

Check Monitor indicator on A/cleaner

CLARK Material Handling Asia

Recommended Periodic Service Schedule

Every 450- Every 900- Every 2000

Every 450- Every 900- Every 2000

Every 450- Every 900- Every 2000

The Planned Maintenance Program

Introduction to Planned Maintenance The Basic PM Procedures

The Recommended PM Task Chart

Listed by Service Manual Group

Group PS - The Basic PM Procedures Hourmeter - check

Visual Inspection Carriage, Load Backrest, and Upright

Engine Shut Down Mode

Parking Brake Lever

Operator’s Controls. Standard arrangment shown.

Lift Mechanisms and Controls Auxiliary Controls

Truck Chassis Inspection and Lubrication Under-the-Hood Inspection

Cranking Voltage Test

DATE HOUR METER

c. Service Brake Operation Return Spring

General Information ......................................... Section 1

SM 1024 LPG ENGINE 00-1

General Information 00-1-1

Engine model Displacement mL Specification

General Information 00-1-2

Item Standard value Limit