1103 Service Manual 04-2016

ETR, ETR-X Service Manual
1103 series
Electric Powered Tow Tractor
11038012040
04.2016
KION
North America Corporation
2450 West 5th North Street
Summerville, S.C. 29484
PHONE (803) 875-8000 FAX (803) 875-8329
Service Manual: ETR, ETR-X 11038012040 US 04/2016

Power Unit
0
1
Transmission
0
2
Chassis
0
3
Steering
0
4
Operating Controls
0
5
Electrical
0
6
Hydraulics
0
7
Mast
0
8
Accessories
0
9
Maintenance / Troubleshooting
1
0
INTRODUCTION
FOREWORD - HOW TO USE THIS MANUAL

PURPOSE OF THIS MANUAL:
This manual will give skilled service personnel the information they need to provide Linde lift truck owners with high-
quality service and repairs. In addition, this manual contains enough detail to be useful to those with less experience.
To perform the work efficiently and avoid costly mistakes, the mechanic should familiarize himself with procedures and
do the work as described in a clean area. Where special tools and equipment are specified, they should be used to
assure safe and efficient operation of the truck. Work should be done in a properly equipped shop.
MANUAL FORMAT:
This manual is divided into sections (01 through 10), each of which deals with a particular aspect of the truck. The
sections are listed at the beginning of this manual, and can be accessed quickly using the black boxes at the edge of
the pages. These sections are further divided into specific components or assemblies of the main group. The specific
components in each section are listed in the Table of Contents, located at the beginning of the section.
The terms “left,” “right,” “front,” and “rear” designate locations of parts while in the operator’s position.
NOTE:
Indicates informational data or points of particular interest for more efficient and convenient operation.
INDICATES OR IDENTIFIES SPECIAL INSTRUCTIONS OR PROCEDURES WHICH, IF NOT STRICTLY

OBSERVED, COULD RESULT IN DAMAGE OR DESTRUCTION OF EQUIPMENT.
IDENTIFIES SPECIAL INSTRUCTIONS OR PROCEDURES WHICH, IF NOT CORRECTLY FOLLOWED, COULD

RESULT IN INJURY OR LOSS OF LIFE.
TO LOCATE AN ITEM:
Determine the section of the manual that the item is most likely to be in, and check the Table of Contents at the
beginning of that section. The Table of Contents will direct you to the specific page(s) where the item is discussed.
PARTS AND SERVICE:

The illustrations in this manual are intended solely to clarify the service and maintenance instructions; not for part
number identification. Do not attempt to determine dimensions from them, unless specific dimensions are shown. In
some instances, a representative illustration is shown, and exact location and appearance of the actual part may not
match the illustration perfectly.
Only Linde dealers can furnish genuine factory parts. These genuine parts should be used whenever replacements are
required.
Factory-trained service personnel are also available at local Linde dealers. Every effort should be made to contact the
dealer in the interest of securing proper maintenance and maintenance contracts.
Additional Operator, Parts, and Service Manuals can also be purchased at your local Linde dealer.
WARRANTY:
Contact your local Linde dealer for the warranty applicable to the truck, it's components and it's parts.
ABBREVIATIONS USED IN THIS MANU

ABBREVIATIONS AL:
MANUAL:
AR As Required C/S Cold Storage LH Left Hand mm Millimeter
No Number Qty Quantity Ref For Reference Only RH Right Hand
Service Manual: ETR, ETR-X 11028012040 US 04/2016 01-1

INTRODUCTION
TORQUE CHARTS
PLATED BOLTS (METRIC)
REGULAR THREAD FINE THREAD
TORQUE TORQUE
ft-lbs (Nm) ft-lbs (Nm)
SIZE SIZE
Grade Grade Grade Grade Grade Grade
4.6 8.8 10.9 4.6 8.8 10.9
M4 1 (1) 2 (2.7) 2.8 (3.8)

M5 1.5 (2.1) 4 (5.5) 6 (8.0) M8 x 1 7 (9.5) 18.5 (25) 26 (35)
M6 2.5 (3.6) 7 (9.5) 9.5 (13) M10 x 1 15 (20) 38 (52) 53 (72)
M8 6 (8.5) 17 (23) 23.5 (32) M10 x 1.25 13 (18) 36 (49) 50 (68)
M10 12.5 (17) 34 (46) 47 (64) M12 x 1.25 24 (33) 65 (88) 92 (125)
M12 22 (30) 59 (80) 81 (110) M12 x 1.5 23 (31) 61 (83) 85 (115)
M14 35 (47) 92 (125) 133 (180) M14 x 1.5 38 (52) 103 (140) 144 (195)
M16 54 (73) 144 (195) 203 (275) M16 x 1.5 58 (79) 155 (210) 218 (295)
M18 74 (100) 199 (270) 288 (390) M18 x 1.5 85 (115) 225 (305) 314 (425)
M20 107 (145) 284 (385) 398.5 (540) M20 x 1.5 118 (160) 314 (425) 423 (600)
M22 140 (190) 376 (510) 531 (720) M22 x 1.5 159 (215) 421 (570) 590.5 (800)
M24 184.5 (250) 487 (660) 686 (930) M24 x 2 199 (220) 531 (720) 738 (1000)
M27 273 (370) 723 (980) 1033 (1400) M27 x 2 291.5 (395) 775 (1050) 1107 (1500)
M30 376 (510) 996 (1350) 1365 (1850) M30 x 2 398.5 (540) 1070 (1450) 1513 (2050)
UNPLATED BOLTS (METRIC)
TORQUE ft-lbs (Nm)

SIZE
Grade Grade Grade Grade
4.6 8.8 10.9 12.9
M4 1 (1) 2 (2.9) 3 (4.1) 3.5 (4.9)

M5 1.5 (2.2) 4 (6.0) 6 (8.5) 7 (10)
M6 3 (3.7) 7 (10) 10 (14) 12.5 (17)
M8 6.5 (9.0) 18 (25) 26 (35) 30 (41)
M10 13 (18) 36 (49) 50 (69) 61 (83)
M12 23 (32) 63 (86) 85 (120) 100 (145)
M14 35 (50) 100 (135) 140 (190) 170 (230)
M16 60 (80) 155 (210) 215 (295) 260 (355)
M18 80 (110) 215 (290) 300 (405) 360 (485)
M20 115 (155) 300 (410) 430 (580) 510 (690)
M22 150 (205) 405 (550) 575 (780) 685 (930)
M24 195 (265) 525 (710) 740 (1000) 885 (1200)
M27 290 (395) 775 (1050) 1110 (1500) 1330 (1800)
M30 400 (540) 1070 (1450) 1475 (2000) 1770 (2400)
01-2 Service Manual: ETR, ETR-X 11028012040 US 04/2016

INTRODUCTION
ABBREVIATIONS CONVERSION TABLE (continued)

cc ............................................ cubic centimeter gal (imp) x 4.546 ....................................... liters
cm ..................................................... centimeter gal (imp) x 1.201 ............................. gallon (US)
cu in ............................................... cubic inches gal (US) x 3.7853 ...................................... liters
fl oz ................................................. fluid ounces gal (US) x 0.8326 .......................... gallon (imp)
ft ........................................................... foot, feet grams x 0.03527 ............................................ oz
ft-lbs ............................................... foot-pounds in x 0.2540 .................................................. mm
gal ............................................... gallon, gallons in x 2.54 ........................................................ cm
in ..................................................... inch, inches in-lbs x 0.0833 ............................................. ft-lb
in-lbs .............................................. inch-pounds in-lbs x 0.1153 ........................................... kg-m
kg ........................................ kilogram, kilograms kg x 2.2046 ..................................................... lb
2
kg/cm ............ kilograms per square centimeter kg x 35.274 .................................................... oz
kg-m ...........................................kilogram-meter kg-m x 7.233 ............................................... ft-lb
km ..................................kilometer (100 meters) kg-m x 86.796 .......................................... in-lbs
kph ........................................ kilometer per hour kg/cm 2 x 14.22 ............................................ psi
lb, lbs ......................................... pound, pounds km x 0.6214 .............................................. miles
lbs/sq in ....................... pounds per square inch kPa x 6.8948 ................................................ psi
l .................................................................... liter lb x 0.4536 ...................................................... kg
m ................................................. meter, meters lb x 4.445 ......................................................... N
mi ...................................................... mile, miles lb/sq in x 0.1450 ...........................................kPa
mm ...................... millimeter (1/1000 of a meter) liter x 35.19 ........................................ fl oz (imp)
mph ............................................. miles per hour liter x 33.81 ......................................... fl oz (US)
N-m ............................................ newton meters liter x 2.113 .......................................... pint (US)
oz ............................................... ounce, ounces liter x 0.8799 .................................... quart (imp)
psi ................................ pounds per square inch Iiter x 1.0567 ..................................... quart (US)
qt ................................................... quart, quarts meter x 3.281 .............................................. feet
meter x 1.094 ............................................yards
CONVERSION TABLE mile x 1.6093 ................................................. km
bar x 14.5 ...................................................... psi mm x 0.03937 ........................................ inches
cc x 0.0610 ................................................. cu in N x 0.225 ........................................................ lb
cc x 0.03519 ...................................... fl oz (imp) N-m x 0.738 ................................................. ft-lb
cc x 0.03381 ....................................... fl oz (US) oz x 28.35 .................................................. gram
cu in x 16.39 ................................................... cc psi x 0.1450 ..................................................kPa
fl oz (imp) x 28.41 .......................................... cc qt (imp) x 1.1365 ....................................... liters
fl oz (US) x 29.57 ........................................... cc qt (imp) x 1.201 ................................ quart (US)
ft-lbs x 12 .................................................. in-lbs qt (US) x 0.9463 ........................................ liters
ft-lbs x 1.383...............................................kg-m qt (US) x 0.8326 .............................. quart (imp)
ft-lbs x 1.355................................................ N-m fI oz (US) x 1.04 ................................ fl oz (imp)

INTRODUCTION
UNIT EQUIVALENTS
LENGTH WEIGHT/FORCE
mm .................................................... 0.03937 in gram ............................................. 15.432 grains

cm ...................................................... 0.3937 in gram ................................................... 0.0353 oz
meter ...................................................... 3.28 ft kilogram ........................................... 2.2046 lbs
kilometer .......................................... 0.621 mile kilogram ................................. 0.0011 ton (sht)
inch ....................................................... 2.54 cm metric ton ............................... 1.1025 ton (sht)
foot .............................................. 0.3048 meter grain ............................................. 0.0648 gram
yard .............................................. 0.9144 meter lb .......................................................... 0.454 kg
mile ....................................................... 1.61 km N ........................................................... 0.225 lb
oz ................................................... 28.35 gram
ton (sht) ............................................. 907.18 kg
CAPACITY ton (sht) ................................. 0.907 metric ton
liter ................................................. 0.0353 cu ft ton (sht) ................................................ 2000 lb
liter ................................... 0.2642 gallons (US)
liter ............................................... 61.023 cu in AREA
liter ...................... 2.202 lb of fresh water at 62° sq cm ........................................... 0.1 550 sq in

liter ....................................................... 1000 cc sq m ................................................. 10.76 sq ft
liter ......................................... 35.19 fl oz (Imp) sq in ................................................ 6.45 sq cm
liter .......................................... 33-82 fl oz (US) sq ft .............................................. 0.0929 sq m
gal (US) ........................................... 3.785 liters
gal (Imp) .......................................... 4.546 liters VOLUME
cu ft.................................................. 28.32 liters cu cm ............................................. 0.061 cu in
cu in ................................................. 0.0164 liter cu m ............................................... 35.315 cu ft
fl oz (US) ............................................. 29.57 cc cu in .............................................. 16.38 cu cm
fl oz (Imp) ............................................ 28.41 cc cu ft ................................................. 0.028 cu m
PRESSURE
1 bar............................................................................................................................................. 14.5 psi
kilo pascal ........................................................................................................... 0.1450377 lbs per sq in
lb per sq in .............................................................................................................. 6.894757 kilo pascal
kg per sq cm ............................................................................................ 0.96784 standard atmosphere
standard atmosphere ........................................................................................ 1.033228 kg per sq cm
standard atmosphere ............................................................................................. 4.6959 lbs per sq in
TEMPERATURE
°C x 1.8 + 32 ..................................................................................................................................... °F
°F - 32 x 0.555 ................................................................................................................................... °C

INTRODUCTION

POWER UNIT 0
1
Table of Contents
Drive Motor ...................................................................................................... 01-3

Drive Motor Removal and Installation - Manual Steer ....................................... 01-3
Drive Motor Removal and Installation - Electric Steer....................................... 01-7
Drive Motor Disassembly ............................................................................. 01-11
Cleaning Parts .............................................................................................. 01-12
Inspection and Replacement of Parts ............................................................ 01-12
Drive Motor Reassembly .............................................................................. 01-13
Drive Motor Test Specifications..................................................................... 01-13
Drive Motor Cable Connections .................................................................... 01-13
Brake Assembly and Linkage - Manual Steer .................................................. 01-15
Brake Disassembly and Lining Replacement .............................................. 01-15
Brake Linkage Adjustment .......................................................................... 01-17
Parking Brake Cable Adjustment ................................................................ 01-17
Brake Slave Cylinder Replacement ............................................................. 01-17
Slave Cylinder Overhaul .............................................................................. 01-18
Brake System Bleeding .............................................................................. 01-19
Brake - Electric Steer .................................................................................... 01-20
Brake Air Gap Adjustment ........................................................................... 01-21
Brake Disc Replacement ............................................................................ 01-23
Brake Actuator Replacement ...................................................................... 01-25
Bleeding the Brake System ......................................................................... 01-25
Brake Coil Replacement ............................................................................. 01-27
Brake Master Cylinder Replacement .............................................................. 01-29
Brake Handle Adjustment ............................................................................... 01-29
Master Cylinder Overhaul ............................................................................... 01-30
Drive Wheel ................................................................................................... 01-31
Drive Wheel Removal and Installation ........................................................... 01-31

0 POWER UNIT
1
32
33
Drive Motor Arrangement - Manual Steer

POWER UNIT 0
Drive Motor 1
The drive motor is a three-phase induction motor • Remove the large clips (15) from the ear on the motor
designed for use with alternating current produced and casing and chassis. The motor cable/wiring bundle
modulated by a variable frequency controller. Three must be free so slack in the brake cable and hydraulic
separate field winding circuits are present. Each motor line can be transferred up toward the control handle.
cable corresponds to one of these circuits. No current
is directly applied to the rotor. Rotor current is induced • Align the back leg of the triangular steering shaft yoke
as a result of magnetic fields established by the field (3) with the access notch in the column mounting plate
currents. Therefore no motor brushes are required to above it. Remove the bolt (1), nut (17) washers (2,
deliver current to the rotor. Drive motor rotation is 16), and spacer (10).
clockwise (looking down onto the brake ) for the forward
direction and counter-clockwise for reverse. • Remove the C-clip ring (12) at the swivel block on the
brake linkage. Pull the swivel block out of the actuating
The drive motor is equipped with a speed sensor and a lever to disconnect the brake linkage. Do not alter the
temperature sensor that provide feedback to the main threaded position of the swivel block on the push rod.
controller. These sensors are covered in section 6.
• Tilt the steering column back and remove the remaining
Drive Motor Removal and Installation - two bolts (1) and hardware from the triangular steering
Manual Steer yoke (and brake slave cylinder bracket). Pass the slave
cylinder bracket/assembly (9) behind the motor to
Three 3/8-16 x 6 -inch long threaded rods are required
create slack in the hydraulic line and parking brake
as pilot rods during re-installation of the drive motor.
cable. It is unnecessary to disconnect the cable or
hydraulic line.
• Turn the keyswitch off and disconnect the battery.
• Attach lifting equipment to the control handle/steering
• Jack up the truck and remove the drive wheel.
column assembly.
• Remove the two screws from the tilt mechanism

Ensure all blocking is of adequate anchor block and the two screws (33) from each
capacity. column pivot block (one on each side).
• Remove the cover from the back of the steering column
weldment. WARNING
DO NOT ALLOW THE BRAKE LINE TO BECOME
• Disconnect the main harness connections inside the PINCHED OR CUT WHEN MOVING THE STEERING
steering column (connectors X6, X7, and 9X4, parking COLUMN ASIDE. BRAKING LOSS COULD RESULT.
brake switch connector, and key switch terminals).
• Gently feed the brake hydraulic line and cable upward
• Remove the six screws from the plastic dash panel. to allow movement of the steering column. Lift the
handle/steering column assembly slightly and move
• Disconnect the wiring plug from the indicator unit and it forwards out of the truck. Set it on the dash bracket
lift the dash panel and indicator unit off of the dash and secure it by its triangular plate with a clamp so
bracket. that it remains upright. It is unnecessary to disconnect
the parking brake cable or hydraulic line at the control
• Remove the diagnostic plug (6X2) from its clip. head.
• Remove the upper harness clip screws (32) and clip CAUTION
from the chassis. Move the disconnected harness out
of the steering column and secure it out of the way.
THE MASTER CYLINDER WILL LEAK IF THE
CONTROL HANDLE DOES NOT REMAIN UPRIGHT.
• Disconnect the drive motor cables at the motor (18).
Mark the cables if the factory markings are no longer
SECURE THE CONTROL HANDLE ASSEMBLY IN AN
visible.
UPRIGHT POSITION WHILE REMOVING THE DRIVE
MOTOR.
• Disconnect the motor tachometer/temperature sensor
at connector 1X3.

0 POWER UNIT
1 • Remove the three socket head drive motor mounting
screws (24) from beneath the truck. The screw heads
are recessed into bores in the transmission housing.
Do not confuse these screws with other transmission
screws.
• Attach lifting equipment to the drive motor.
WARNING
THE MOTOR MUST RISE STRAIGHT UP UNTIL THE

PINION IS FREE OF THE TRANSMISSION GEARING.
FAILURE TO LIFT THE DRIVE MOTOR STRAIGHT

WILL DAMAGE THE MOTOR PINION.
• Note the orientation of the motor with respect to the

transmission for reassembly. Lift the motor straight
up enough to disengage the transmission, then move
it forwards out of the truck.

POWER UNIT 0
Installation 1
• Hoist the motor (with brake and brake drum already replaced for any reason, the wheel
installed) into position just over the transmission. fasteners must be checked for
Install a 3/8-16 threaded rod up through the mounting tightness every 10 hours thereafter
screw holes in the transmission and into each until no further loosening is detected.
mounting screw hole in the motor casing. Ensure that
motor orientation is correct. (With the transmission
pointing straight ahead, the mounting ear on the motor
that is above the motor connection terminals will be
pointing straight back.)
• Slowly lower the drive motor straight down. It may be

necessary to rotate the motor shaft from the top to
allow the pinion (23) to engage the transmission
gearing.
• Once the motor is seated onto the transmission,

remove the three pilot rods from underneath the truck.
Install the three drive motor mounting screws in their
place and torque them to 40 ft-lbs (54Nm).
• Move the steering column back into position and install

the pivot block screws (33).
• Position the slave cylinder bracket onto the drive

motor. With the transmission pointing straight-ahead,
the slave cylinder bracket bolt tubes should align with
the front-most two mounting ears of the drive motor.
• Position the swivel block on the brake linkage into its

hole in the actuating lever and install the C-clip.
• Install the three steering shaft yoke bolts (1), washers

(2), single stand-off (10), nuts (17) and any associated
wiring clamps. Torque the bolt/nut assembly to 40 ft-
lbs (54Nm).
• Reassemble the remaining components in the reverse

order of removal.Refer to Drive Motor Cable
Connections if necessary when reconnecting the drive
motor cables.
• Tighten the drive wheel nuts in a cross-wise sequence

to 103 ft-lb (140 Nm).
Wheel mounting hardware sometimes

requires several cycles of tightening
before it fully seats. For this reason,
wheel fasteners will often work loose
in the period immediately following
initial tightening.
Whenever a wheel is removed and

0 POWER UNIT
1
1
3
2
5
10
6 8
11
7
12
9 27
28
13
14
16
17
15
18
19
20
21
22
23
24
26
25
26
Drive Motor Arrangement - Electric Steer

POWER UNIT 0
Drive Motor Removal and Installation - Electric Steer
This procedure allows removal of the drive motor without DISTURBING THE COIL ASSEMBLY INTERNAL
1
disconnecting any of the brake hydraulic system or the SCREWS WILL RESULT IN MIS-ADJUSTMENT OR
steering chain. Two M8x50 mm screws are required for DAMAGE TO THE BRAKE AND WILL CAUSE BRAKE
use as brake spring override screws in this procedure. FAILURE.
Three 3/8-16 x 6 -inch long threaded rods are required
as pilot rods during re-installation of the drive motor. • Disconnect the electric brake at its connector (X8).
This connector is located in a bracket (12) behind
• Turn the keyswitch off and disconnect the battery. the brake.
• Jack up the truck and remove the drive wheel. • Tie or otherwise attach the brake coil to the column
so that the brake coil will not hang by its hose line
when the steering column is lifted.
Ensure all blocking is of adequate
capacity. WARNING
ENSURE THAT THE BRAKE COIL DOES NOT PULL
AGAINST OR HANG BY THE BRAKE HOSE LINE
DURING REMOVAL OF THE STEERING COLUMN.
weldment.
IF THIS OCCURS, THE HOSE WILL BE DAMAGED
• Disconnect the main harness connections inside the
AND RESULT IN HOSE FAILURE AND LOSS OF
steering column (connectors X6, X7, and 9X4, parking
BRAKING.
brake switch connector (1X4) head light connector
(5X1) (if equipped), and key switch terminals).
• Attach lifting equipment to the steering column.
• Remove the two diagnostic plugs from their clip.
anchor block and the two screws (28) from each
• Remove the upper harness clip (two screws 27) from
column pivot block (one on each side).
the chassis. Move the disconnected harness out of
the steering column and secure it out of the way.
• With the weight of the brake coil adequately supported
so that it does not pull or hang by the brake line, lift
• Disconnect the drive motor cables at the motor (15).
both the steering column and brake together straight
Mark the cables if the factory markings are no longer
up and off the truck. Manually guide the brake coil
visible. Remove the lower harness/cable clip (18) from
off of the brake disc (4). The brake disc should remain
the ear on the motor casing.
with the hub (6) on the motor.
• Manually pivot the drive motor as necessary so that
NOTE
the brake override screw holes and mounting screws
are accessible.
Do not remove the brake override screws from the brake
coil until after the brake is reinstalled on the motor and
• Install the two M8x50 mm screws into the override
its mounting screws are tightened.
screw holes. Tighten them snugly. These screws will
take the coil spring load as the mounting screws are
removed. Brake mounting
screws
• Note the orientation of the brake for reassembly, then
remove the three brake mounting screws.
Brake override
WARNING screw holes
DO NOT CONFUSE THE BRAKE MOUNTING
SCREWS WITH OTHER SCREWS IN THE TOP OF
THE BRAKE COIL. THE MOUNTING SCREWS PASS
THROUGH THE BRAKE AND ITS ADJUSTMENT
STAND-OFFS AND INTO THE BRAKE MOUNTING
FLANGE (9). THE OTHER SCREWS ARE INTERNAL
SCREWS FOR THE COIL ASSEMBLY AND SHOULD
NEVER BE DISTURBED.
0 POWER UNIT
1 • Lift the brake disc off of the hub and set it aside.
• Disconnect the motor tachometer/temperature

sensor at connector 1X3.
• Remove the three socket head drive motor mounting

screws (26) from beneath the truck. The screw heads
are recessed into bores in the transmission housing.
Do not confuse these screws with other transmission
screws.
• Attach lifting equipment to the drive motor. Remove

the snap ring (5), the hub, and the brake mounting
flange (9) if necessary to access four holes in the
motor that can be used to attach lifting hardware.
WARNING
THE MOTOR MUST RISE STRAIGHT UP UNTIL THE

PINION IS FREE OF THE TRANSMISSION
GEARING.
FAILURE TO LIFT THE DRIVE MOTOR STRAIGHT

WILL DAMAGE THE MOTOR PINION.
• Note the orientation of the motor for reassembly,

then lift the drive motor straight up enough to
disengage the transmission, then move it forwards
out of the truck.

POWER UNIT 0
Installation 1
• Hoist the motor into position just over the • Reconnect the main harness connections in the
transmission. Install a 3/8-16 threaded rod up through steering column.
the mounting screw holes in the transmission and
into each mounting screw hole in the motor casing. • Reconnect the brake and motor sensor connectors
and the motor cables and re-install the harness/cable
• Slowly lower the drive motor straight down. It may be clips.
necessary to rotate the motor shaft from the top to
allow the pinion (23) to engage the transmission • Replace any tie wraps removed earlier with new ones
gearing. and install the covers on the column and control head.
• Once the motor is seated onto the transmission, • Install the drive wheel. Tighten the drive wheel nuts in
remove the three pilot rods from underneath the truck. a cross-wise sequence to 103 ft-lb (140 Nm).
Install the three drive motor mounting screws in their
place and torque them to 40 ft-lbs (54Nm).
• Install the brake mounting flange and the hub and its Wheel mounting hardware sometimes
snap rings onto the drive motor if they were removed requires several cycles of tightening
previously. If removed, the mounting flange screws before it fully seats. For this reason,
must be coated with retaining compound (Loctite 242 wheel fasteners will often work loose
or equivalent) prior to assembly. in the period immediately following
initial tightening.
NOTE
The flange is triangular in shape. The flange must replaced for any reason, the wheel
be oriented so that one of its corners points fasteners must be checked for
straight ahead when the transmission is in the tightness every 10 hours thereafter
straight-ahead position. until no further loosening is detected.
The internal splines of the hub must be coated with • Operate the parking brake switch and observe the
retaining compound (Loctite 680 or equivalent) prior brake to confirm operation. If the brake adjustment
to assembly. standoffs were not disturbed while the brake was
removed, air gap should not require adjustment.
• Install the brake disc onto the hub.
• Carefully place the steering column (with brake) onto

the chassis and guide the brake into position onto
the brake disc. Reinstall the pivot blocks.
• Reinstall the tilt mechanism anchor block.
• Orient the brake as noted during disassembly and

align the mounting holes. With the transmissio
pointing straight-ahead, the point at which the brake
wires protude should point slightly left of rear. Install
the brake mounting screws and tighten to 16 ft-lbs
(22Nm).
• Remove the two brake override screws.

0 POWER UNIT
1

POWER UNIT 0
Drive Motor Disassemby
Clean the exterior of the drive motor thoroughly to remove on the motor bearings.
1
dust, dirt, grease, and other foreign matter. Disassemble
• Pull the brake drum off of the motor shaft.
only to the extent necessary to accomplish repair as
described in the following procedures. • Remove the four screws (21) holding the brake
assembly (23) to the motor and remove the brake
• Place the motor on its side. Remove the speed
assembly.
sensor (8).
Brake Removal - Electric Steer
• Remove the pinion nut (25) using a special socket
(P/N W160009). Place a screwdriver through the • See Brake Coil Replacement procedure to remove
brake drum (19) and engage the brake assembly the brake coil if it is still on the motor.
backing plate to prevent the motor from turning if
necessary. If threaded holes are available in the • Remove the snap rings securing the brake hub to
top of the brake drum (later trucks and trucks with the motor shaft and remove the hub.
solid brake drums), screws can be inserted to • Remove the backing plate from the motor end shield
brace against to prevent motor rotation. if necessary.
• Remove the drive pinion using a gear puller. Motor Disassembly - Both Steer Variants
• Scribe matching marks from each end shield (14
and 17) onto the motor casing (16) to identify the
Do not use pry bars to remove the exact relationship of these parts for reassembly.
pinion. Damage to the motor end
• Remove the four motor screws (13).
shield will result. Do not contact the
edges of the gear teeth with the gear • Set the drive motor on blocks with the brake end
puller. This will damage the teeth and of the shaft pointing down.
result in noisy drive unit operation.
• Attach a puller to the lower end shield (17). Position
Brake Removal - Manual Steer the puller screw on the armature (rotor) shaft and
remove the end shield. Bearing (2), snap ring (3),
• Remove the snap ring (18) from the motor shaft
and oil seal (1) will remain with the end shield.
above the brake drum.
They may be removed if required.
• Attach a gear puller to the brake drum. Retaining
• The armature (rotor) (15) may now be lifted out.
compound (Loctite 680) is used to assemble the
Tap lightly with a soft mallet from the other end if
brake drum onto its shaft. Heat may be required
required. Bearing (2) and speed sensor wheel
to soften the retaining compound for disassembly.
components (5) will come out with the armature.
A puller that can engage the inner-most point of
The bearing may be removed with a puller. The
the openings in the top is preferred. If it is
sensor wheel may be removed by removing its
necessary to attach the puller at the outer lower
snap ring if necessary. Note the key for the sensor
edge, ensure that the puller arms do not engage
wheel.
the edges of the brake shoes. If threaded holes
are available in the top of the brake drum (later • If necessary, the brake side end shield may be
trucks and trucks with solid brake drums), the tapped off of the stator housing. The motor cables
puller yoke may be attached directly to the drum must be marked and disconnected from the
with M6 screws. Little or no heat is required with terminal block so they can be threaded through
this method. Position the puller screw on the the opening in the end shield. The temperature
armature shaft. sensor leads must also be extracted from the
wiring connector for the same reason.
• Apply heat to the motor shaft at the center of the
brake drum. Use care to apply only enough heat • Do not attempt to remove the temperature sensor
to soften the retaining compound. Check the joint from the field winding. If the temperature sensor
often with the puller to ensure that unnecessary must be replaced, see the procedure in section 6.
heat is not applied.
The temperature sensor is epoxied into

Excessive heat can damage the seals place within the field winding during
0 POWER UNIT
1 the manufacturing process. Attempting
Cleaning Parts
to remove the temperature sensor from

its position in the field winding will
damage the winding. Do not attempt When using any volatile solvent, make
to remove the temperature sensor. sure it is used in a well ventilated area
away from sparks and flames. Avoid
breathing the vapors.
Wear protective glasses and goggles
when drying parts with compressed air.
Failure to do so could cause eye injury
and blindness.
• Remove as much dust, dirt and other foreign matter
from parts as practical with compressed air. Clean
by suction if possible to avoid blowing foreign
matter into bearings and field winding.
• Clean all metallic parts with commercial parts
cleaner. Dry parts with compressed air or place
on a clean, lint-free cloth and allow to air dry.
Inspection and Replacement of Parts

• Inspect stator shell and end shields for cracks,
chips, corrosion, distortion or other damage.
• Inspect all externally threaded parts and tapped
holes for stripped threads and other thread damage.
Repair minor thread damage, except on threaded
fasteners, with a thread chaser or tap; otherwise
replace damaged parts.
• Inspect field coils for frayed wrapping and damage
to wire insulation due to overheating.
• Inspect bearing bores in end shields for scoring,
wear or other damage due to bearing failure.
• Ball bearings should always be replaced with new
parts whenever the motor is disassmbled.

POWER UNIT 0
Drive Motor Reassembly Drive Motor Cable Connections 1
The motor should be reassembled in the reverse order Ensure that the controller cables are reconnected to the
of disassembly. The four motor screws (13) should have proper motor cables at the motor terminals. Note the
light machine oil applied to their threads before phase identification marks (U, V, and W) at the controller
installation and then be tightened to 21 - 23 ft-lb (29 - 31 terminals. The two cable ends at each motor terminal
Nm). The speed sensor screw should be tightened to should be installed together with flat washers (1) above
3.5 ft-lb (4.5 Nm). The slotted nut for the pinion should and below. There should be no flat washers or other
be tightened to 37 ft-lb (50 Nm). hardware between the cable ends. This combination is
then secured with a lock washer (2) and nut (3).
Brake Installation - Electric Steer Trucks
If the electric brake hub and mounting plate were
U V
removed, their reassembly is covered in Drive Motor W
Installation - Electric Steer.
Brake Installation - Manual Steer Trucks
If the brake backing plate/shoe assembly was removed,
reinstall it to the motor end shield. With the motor in the
straight-ahead position, the motor terminals will be
pointing to the rear. The backing plate assembly should
then be oriented so that its lever is pointing forward and
offset slightly to the right. Apply retaining compound
(Loctiite 680 or equivalent) to the splines of the motor
shaft before installing the brake drum. Tighten the brake
drum nut to 50 ft-lbs (58 Nm).
Drive Motor Test Specifications

2 3
No Load Tests
1
Vibration level: < 0.071 in/s (1.8 mm/s)
Noise level: < 65 dB
1
Direction of Rotation: Clockwise when viewed from
transmission end for phase sequence U-V-W
Power consumption at 50 ± 0.1 Hz; 10 +0.1/-0.0 VAC:
Line current: 95 ± 9 A;
Power: 500 ± 50 W
Unpowered Static Tests
Line-to-line resistance corrected to 68°F (20 C):
3.2 ± 0.15 m-ohm
High Potential: 1000VAC for 1 sec. (pass/fail)
Insulation Resistance: 500 VDC for 1 sec. > 50 M-ohm
Temperature Sensor: Ambient 50 - 104°F (10-40 C):
503 - 713 ohm.

0 POWER UNIT
1
Brake Arrangement - Manual Steer
1 Brake shoe 11 Washer 21 Nut

2 Return spring 12 Spring 22 Nut
3 Backing plate 13 Plunger 23 Yoke lever
4 Cam 14 Nut 24 Spring
5 Lever 15 Washer 25 Washer
6 Lock ring 16 Slave cylinder 26 Nut
7 C-clip 17 Fitting 27 Screw
8 Lock nut 18 Bracket 28 Washer
9 Swivel block 19 Screw 29 Pin
10 Push rod 20 Parking brake cable 30 Bushing

POWER UNIT 0
BRAKE ASSEMBLY AND LINKAGE - MANUAL STEER
The brake is an automotive type drum brake actuated by

1
• If it is necessary to service or replace the lever (5) or
a hydraulic master/slave cylinder arrangement. It acts backing plate (3), remove the backing plate mounting
directly on the drive motor armature shaft via the brake screws and lock washers, and lift the backing plate off
drum. (A non-ventilated brake drum is fitted on trucks the drive motor. Remove the large snap ring (6) from
equipped with the optional washdown package.) The the lever and separate it and cam (4) from the backing
brake is engaged when the red brake handles are plate.
squeezed by the operator. Braking force is determined
by operator grip. As the brake shoes wear, it may • Install linings and other brake components in the
become necessary to adjust the linkage by rotating the reverse order of removal. If new linings are installed,
brake push rod (10). A cable-actuated parking brake is check the linkage adjustment. When installing the C-
provided which acts on the brake push rod through a clip (7), it may be helpful to remove the yoke lever
yoke lever (23). This action simply bypasses the hydraulic screws (27), washers (28), pin (29), and the yoke lever
action when the parking brake handle is engaged. (23) to obtain access. If so, note the position of the
parking brake cable sheath nuts (21, 22) and loosen
WARNING only one to slide the cable and yoke out of the way.
SECURELY BLOCK TRUCK BEFORE PERFORMING
ANY OF THE FOLLOWING PROCEDURES!
Brake Disassembly and Lining Replacement

- Manual Steer
• Refer to the procedure for Drive Motor Removal and

Installation - Manual Steer as far as necessary to gain
access to the brake drum nut.
WARNING
DO NOT ALLOW THE BRAKE LINE TO BECOME
PINCHED OR CUT WHEN SETTING THE STEERING
COLUMN ASIDE. BRAKING LOSS COULD RESULT.
• Remove the brake drum nut with an impact wrench or

place a screwdriver through the brake drum and engage
the backing plate so that the motor cannot spin and
use a conventional wrench. An impact wrench is
required for trucks with solid brake drums (wash down
package).
• Use two large screwdrivers or prybars to pry the brake

drum off the motor shaft.
• Check brake lining thickness. Replace linings if either

one is worn to 3/32 in. (2.5 mm) at any point or it
appears they will be worn down before the next
inspection. To replace linings, remove the return
springs then lift out linings.
• When replacing brake linings, check length of return

spring (2). The free length of a new spring is 2.84 in.
(72 mm) measured from the outsides of the wire
diameters at the outermost portions of the hooks.
Replace the return springs if stretched to more than
3.0 in. (76 mm) in free length.

0 POWER UNIT
1
Brake Arrangement - Manual Steer
1 Brake shoe 11 Washer 21 Nut

2 Return spring 12 Spring 22 Nut
3 Backing plate 13 Plunger 23 Yoke lever
4 Cam 14 Nut 24 Spring
5 Lever 15 Washer 25 Washer
6 Lock ring 16 Slave cylinder 26 Nut
7 C-clip 17 Fitting 27 Screw
8 Lock nut 18 Bracket 28 Washer
9 Swivel block 19 Screw 29 Pin
10 Push rod 20 Parking brake cable 30 Bushing

POWER UNIT 0
Brake Linkage Adjustment - Manual Steer • Remove the steering column cover and check the cable
1
mounting nuts at the upper (handle) end of the cable.
The brake linkage sets the amount of travel in the brake These nuts should be tight with approximately equal
linings. Travel is adjustable at the brake push rod (10). portions of thread on each side.
As the brake linings wear, the travel required for braking
will increase. It may become necessary to restore linkage • Observe the spring (24) while operating the parking
travel (and hence handle position) by threading the push brake. The spring should just reach its unloaded
rod a few turns out of the swivel block to compensate for position as the parking brake lever reaches the off
the thinner linings. position. With the parking brake off, the yoke lever
(23) should have approximately 1/16 in. (1.5 mm)
• Park the truck on a flat surface, disconnect the battery, clearance from the shoulder of the pushrod (10) when
and release the parking brake. moved with finger pressure. When released it should
rest against the shoulder. If necessary, adjust the
• Observe the linkage while the RH brake handle is being effective cable length with the cable sheath nuts (21,
squeezed. Resistance should be felt almost 22) to obtain this condition.
immediately after the linkage begins movement (ie
handle free play taken up). Ensure that the brake NOTE
handles are not bottoming out on the control head Parking brake travel is NOT adjusted at the tension
casting. If so adjust these first according to the spring (24) but rather by changing the effective
procedure on page 01-33. length of the cable with its sheath nuts (21, 22). The
spring determines parking brake force. To protect
• Loosen the lock nut (8) on the brake push rod. Rotate the cable from excessive loads, it should never
the push rod counterclockwise (looking away from the become fully compressed with the parking brake
cylinder) to take up free play in the linings or clockwise applied. If so, the effective cable length must be
to back the linings off the drum. increased.
• Check for brake dragging by rotating the brake drum Brake Slave Cylinder Replacement - Manual
with the brakes released. The brake drum (and Steer
drivetrain) should be easily rotated by hand. If not, the
linings are too tight. • Park the truck on a level surface, disconnect the
battery, and release the parking brake.
• When the adjustment is correct, tighten the locknut.
• Remove the two yoke pin screws (27), washers (28),
• Normal brake linkage adjustments affect lining position and the yoke pin (29). Pull the yoke lever (23) off the
without changing linkage dimensions. For this reason, brake push rod (10).
linkage adjustments do not necessitate adjustments
to the parking brake cable. • Remove the clip (7) from the swivel block (9), and
disengage the swivel block from the brake lever (5).
Parking Brake Cable Adjustment - Manual Remove the push rod (with swivel block) from the
Steer cylinder rod (13). Do not alter the position of the swivel
block on the push rod or the linkage adjustment will
The parking brake is actuated by a cable from the red be lost.
handle on the side of the steering column. Adjustment
of the cable is possible but should only rarely be required • Disconnect the hydraulic line from the cylinder fitting.
(ie due to cable stretch or disassembly for some other Elevate and plug the line to prevent contamination and
reason). The parking brake cable DOES NOT need to drainage.
be adjusted when the brake linkage is adjusted. If the
parking brake action is not satisfactory, always check • Remove the two cylinder mounting screws (19).
for worn brake linings first. Adjust the brake linkage to Restrain the return spring (12) and remove the slave
compensate or replace the linings if necessary before cylinder(16).
adjusting the parking brake cable. Follow these steps
to adjust the parking brake: • Replace the slave cylinder in the reverse order of
removal. Bleed the system according to the procedure
• Release the parking brake and check the service brake on page 01-19.
linkage according to the procedure on this page.
• Check brake operation and adjust linkage if necessary.
0 POWER UNIT
1 Slave Cylinder Overhaul - Manual Steer
• Remove push rod (1) if still in place, and the boot (2)
from housing (8).
• Remove retaining ring (3), piston (4), cup (5), spring

(6), and stop (7) from housing. Note direction of cup.
WARNING
BE CAREFUL NOT TO SCRATCH OR DAMAGE
HOUSING BORE
• Remove bleed screw (9) from housing.
• Lubricate all rubber components in the repair kit with

D.O.T. 5 brake fluid. Clean all other cylinder parts with
D.O.T. 5 brake fluid.
• Install stop (7), new spring (6), new cup (5), new piston
(4), and new retaining ring (3) in housing. Direction of
cup should be same as that noted during disassembly.
• Install new bleeder screw into the housing and torgue

to 10-14 ft-lb (14 -19 N-m).
• Install new boot and push rod into housing.
Slave Cylinder Assembly - Manual Steer

POWER UNIT 0
Brake System Bleeding - Manual Steer 1
• Park the truck on a level surface, disconnect the
battery, and release the parking brake.
• Remove the four inspection cover screws on the top of

the control head and remove the inspection cover.
• Remove the master cylinder cover and ensure master

cylinder fluid level is 1/8 in. (3 mm) from the top. Add
D.O.T. 5 brake fluid as required.
• Slightly loosen the bleed screw on the top of the slave

cylinder.
• Hold a rag up to the bleed screw or fit tubing to the

bleed screw and direct to a container.
• Apply firm, steady braking pressure at the brake

handles. Close the bleed screw before releasing handle
pressure.
• Repeat the above step until no air can be observed

escaping through the bleed screw.
• Tighten the bleed screw to 62 in-lb (7 Nm).
• Check master cylinder level and add D.O.T. 5 brake

fluid as required.

0 POWER UNIT
1 BRAKE - ELECTRIC STEER VERSION
The brake is a spring actuated disc brake with electric Troubleshooting

release. It is mounted to the top of the drive motor. Two
separate pressure plates allow the brake to be actuated Brake function can be checked by observing the
hydraulically independent of electric release. When movement of the brake disc as the parking brake switch
electric power is removed from the brake, three springs is operated. A slight click will also help confirm brake
in the coil assembly force an upper pressure plate against operation. Since the brake is also under the control of
a lower pressure plate which acts on a brake disc to the electric steering controller, failure to release may
provide braking action. The brake disc is engaged to the be due to other faults in the electric steer system.
top of the drive motor armature through a splined hub on Always verify proper operation of the steering system,
the armature shaft. parking brake switch, and all wiring before deciding the
brake is defective.
When electricity from the battery is supplied to the brake
coil(key switch on and parking brake switch off), the
spring force is overcome by electro-magnetic force and
the brake is released. During vehicle operation, hydraulic
braking occurs when hydraulic pressure, generated by
squeezing the brake handles, forces the lower pressure
plate by itself against the brake disc to provide braking A
action.
Mounting screw
Hydraulic actuator
Coil
Brake spring
Upper pressure
Adjustment plate
stand-off
Lower pressure
plate
Brake disc
Brake mounting
flange Drive motor
Hub
Armature shaft
Flange screw
Electric Steer Brake (Section A-A)

POWER UNIT 0
Brake Air Gap Adjustment - Electric Steer 1
When the brake is fully applied (power off), an air gap • Tighten the three brake mounting screws evenly to
exists between the brake coil and the upper pressure 16 ft-lbs (22N-m).
plate (point A). For a new brake disc, the air gap is
0.012 in. (0.3 mm). As the brake disc wears, this gap • Switch the parking brake on and off several times
will increase. Air gap must not exceed 0.031 in. (0.8 then leave it switched on (coil de-energized). Check
mm). If the air gap is approaching this value, then it the air gap at point A several places around the
must be adjusted. Before checking the air gap, measure circumference. It should be the same 0.012 in. (0.3
the brake disc thickness. If the disc is worn to 0.39 in. mm).
(10 mm) thick it must be replaced before adjusting the
air gap. (New disc is 0.47 in. (12 mm) thick.)
When measuring the air gap, the measurement should

be taken at several points around the circumference of
the brake with the power off so that the brake is fully
applied.
• Turn off the truck. Measure the air gap (A) between
the coil and the upper pressure plate. Switch the truck
on and rotate the drive unit as required to access
several points around the circumference of the brake,
Coil
Coil Assembly
but ensure that the truck is switched back off before
taking each measurement.
• To adjust the air gap, turn the keyswitch on and turn

the parking brake switch off so that the brake coil
Pressure Plates
energizes to release the brake. With the brake
energized, both pressure plates will be drawn upwards A
against the coil. This will cause the air gap at A to
close. Clearance will then occur at the brake disc at
point B. Also, the three mounting screws will become Mounting B
unloaded. Screw
Brake Disc
• Rotate the drive unit until one of the three mounting Adjustment
screws is accessible. Loosen the mounting screw Stand-off
several turns. Rotate the drive unit as necessary to Mounting Plate
access the other two mounting screws and loosen
them. As long as the coil remains energized, it will
simply rest on the motor via the three stand-offs. Do
not turn the truck off, switch the parking brake off, or
disconnect the battery during the adjustment process. Drive Motor
If this occurs, the brake will pop up under spring
pressure against the loosened mounting screws and
prevent accurate adjustment. Brake Air Gap Detail (Brake Applied)
• Use an open -end wrench to thread one of the stand-

offs further up into the coil. (Looking up from the motor
toward the brake, this is a clock-wise rotation of the
stand-off.) This will allow the coil assembly to sit lower
on the motor to reduce the air gap at point B. Rotate
the drive unit as necessary to access the other two
stand-offs and adjust them as well. Continue the
adjustment process until the gap at point B is reduced
to 0.012 in. (0.3 mm) and is even all the way around
the circumference.

0 POWER UNIT
1
1 1 3
3
2
2
4
4
5 28
5
10 10 8
6
6 8
11
11 7
7
12
12
9 27
13 9 28
13
14
14
16 16
17 17
15 15
18 18
19 19
20
20
21
21
22 22
23
23
24 24
25
25
26
26
27
Drive Motor Arrangement - Electric Steer

POWER UNIT 0
Brake Disc Replacement - Electric Steer 1
The brake disc must be replaced when worn to 0.4 in. ALLOW SHIFTING OF THE STEERING COLUMN
(10 mm) thick. New brake disc is 0.47 in. (12 mm.) In WITHOUT STRETCHING. THE BRAKE HOSE LINE
this replacement procedure, the brake is removed MUST NOT BE STRETCHED DURING MOVEMENT
together with the steering column. This will prevent the OF THE STEERING COLUMN.
need for any hydraulic line disconnection during brake
removal and disc replacement unless the coil unit itself IF THE HOSE LINE IS STRETCHED, IT WILL BE
must be replaced. (If the coil must be replaced, see DAMAGED AND RESULT IN HOSE FAILURE AND
separate procedure.) Two M8x50 mm screws are LOSS OF BRAKING.
required for use as brake spring override screws when
removing the brake coil. • Carefully move the steering column as necessary to
install the two M8x50 mm screws into the override
If the brake disc is replaced, brake air gap must be screw holes. Tighten them snugly. The holes for these
checked afterward and adjusted if necessary. If the screws are located 180 degrees apart in the top of
brake line is disconnected for any reason or if air has the brake coil. The screws are used to draw the brake
otherwise entered the system, the brake system must pressure plate against the coil prior to removal. This
be bled after re-installing the brake. will remove the brake's internal spring pressure from
the mounting screws.
• Turn the keyswitch off and disconnect the battery.
Brake mounting
• Remove the accessory tray from atop the battery (if screws
equipped). Remove the battery or cover it with non-
conducting material.
Brake override
screw holes
weldment. Remove the six control handle cover
screws from the underside and lift the cover. Separate
connector X9 and remove the cover.
• Clip the wire ties from around the brake hose line so
that more slack becomes available in the hose line
and it is free to move. Hose line wire ties are located
in the control head near the master cylinder and in
the steering column.
• Disconnect the electric brake at its connector. This
• Disconnect the display gauge wiring connector at the connector is located in a bracket (12) behind the
motor controller. brake.
• Remove the four dash bracket mounting screws from • Note the orientation of the brake for reassembly, then
beneath the dash (two on each side) and set the dash remove the three brake mounting screws.
assembly aside.
WARNING
DO NOT CONFUSE THE BRAKE MOUNTING
the chassis to allow play in the main harness.
SCREWS WITH OTHER SCREWS IN THE TOP OF
THE BRAKE COIL. THE MOUNTING SCREWS PASS
THROUGH THE BRAKE AND ITS ADJUSTMENT
anchor block. Support the steering column and remove
STAND-OFFS AND INTO THE BRAKE MOUNTING
the two screws (28) from each column pivot block
FLANGE (9). THE OTHER SCREWS ARE INTERNAL
(one on each side) and gently lay the column back
SCREWS FOR THE COIL ASSEMBLY AND SHOULD
across the battery compartment. Do not pull or stretch
NEVER BE DISTURBED.
the brake line.
DISTURBING THE COIL ASSEMBLY INTERNAL
WARNING SCREWS WILL RESULT IN MIS-ADJUSTMENT OR
ENSURE THAT THE BRAKE HOSE LINE IS FREE OF DAMAGE TO THE BRAKE AND WILL CAUSE BRAKE
ALL WIRE TIES AND HAS ENOUGH SLACK TO FAILURE.
0 POWER UNIT
1 • Lift the brake coil off of the brake disc (4) and support
it so it does not hang by its hose. The brake disc
should remain with the hub (6) on the motor.
WARNING
ENSURE THAT THE BRAKE COIL DOES NOT PULL
AGAINST OR HANG BY THE BRAKE HOSE LINE
DURING REMOVAL.
IF THIS OCCURS, THE HOSE WILL BE DAMAGED

AND RESULT IN HOSE FAILURE AND LOSS OF
BRAKING.
NOTE
Do not remove the brake override screws from

the brake coil until after the brake is reinstalled
on the motor and its mounting screws are
tightened.
• The brake disc may now be lifted off of the hub.
• Install the new brake disc onto the hub.
• Support the brake coil and guide it into position onto

the brake disc.
• Orient the brake as noted during disassembly and

align the mounting holes. Install the brake mounting
screws and tighten to 16 ft-lbs (22Nm) yet.
• Remove the two brake override screws.
• Shift the steering column into place and install the

pivot block screws.
• Reconnect the brake wiring connector and re-install

the harness/cable clips.
• Install the dash bracket and connect the display

gauge.
• Replace the tie wraps removed earlier with new ones

and install the covers on the column and control head.
• Operate the parking brake switch and observe the

brake to confirm operation. If the brake adjustment
standoffs were not disturbed while the brake was
removed, air gap should not require adjustment.

POWER UNIT 0
Brake Actuator Replacement - Electric
Steer
Bleeding the Brake System - Electric Steer 1
• Remove the cover from the brake master cylinder
• Proceed as under Brake Coil Replacement on page located in the control head cavity.
01-27 until the steering column has been removed. It
is not necessary to remove the coil from the top of • Fill the master cylinder with D.O.T. 5 brake fluid to
the drive unit. approximately 1/8 in. (3 mm) below the edge of the
reservoir.
• Unscrew the actuator.
• Slowly squeeze one of the brake handles and hold it
• Coat the threads of a new actuator with Loctite 270 in. Observe the fluid in the master cylinder reservoir
or equivalent and thread it into the brake coil. Tighten for escaping air. Hold the brake handle in until bubbles
the actuator to 16 ft-lbs (22 N-m). stop escaping. Release the brake handle and slowly
squeeze and hold again as air escapes.
• Re-install the steering coulumn onto the truck in the
reverse order of removal. • Repeat the process above until no air is seen escaping
when the brake handle is squeezed.
• Bleed the brake hydraulic system. (See procedure
on this page.) • Replace the master cylinder cover and install the
control head cover.

0 POWER UNIT
1
1
3
2
5
10
6 8
11
7
12
9 27
28
13
14
16
17
15
18
19
20
21
22
23
24
25
26
Control Head Arrangement

POWER UNIT 0
Brake Coil Replacement - Electric Steer 1
The brake coil is not sold separately. It includes a new • The brake coil may now be lifted off of the brake disc.
disc and mounting screws which should be used during
replacement. Two M8x50 mm screws are required for • Replace the brake disc before installing the new coil.
use as brake spring override screws during removal of New coils are pre-set to achieve the correct air gap
the existing brake coil. with a new, unworn disc.
• Turn the keyswitch off and disconnect the battery. • Ensure that the brake mounting flange, the hub and
both of its snap rings, and the brake disc are in place
• Remove the cover from the back of the steering column on the drive motor. If removed, the mounting flange
weldment. screws must be coated with retaining compound
(Loctite 242 or equivalent) prior to assembly. The
• Disconnect the brake line at the swivel fitting where internal splines of the hub must be coated with
the line attaches to the brake actuator in the center retaining compound (Loctite 680 or equivalent) prior
of the coil (3). Cap the line, turn it upwards and secure to assembly.
it.
• Remove the shipping clips from the mounting screws
and install the new coil onto the drive motor. Do not
• Disconnect the display gauge wiring connector at the
remove the two override screws from the coil until
motor controller.
after its mounting screws are installed and tightened.
Tighten the mounting screws evenly to 16 ft-lbs
• Remove the four dash bracket mounting screws from (22Nm). Remove the two override screws only after
beneath the dash (two on each side) and set the the coil mounting screws are tightened.
dash assembly aside.
• Install the steering column in the reverse order of
• Disconnect the main harness connections inside the removal. Bleed the brake system according to the
steering column (connectors X6, X7, and 9X4, parking procedure on page 01-25.
brake switch connector (1X4) head light connector
(5X1) (if equipped), and key switch terminals). Brake mounting screws

the chassis. Move the disconnected harness out of Brake override
the steering column and secure it out of the way. screw holes
• Attach lifting equipment to the steering column.

anchor block. Support the steering column and remove
the two screws (28) from each column pivot block
(one on each side). Lift the steering column off the
truck.
• Install two M8x50 mm screws into the override screw

holes and tighten them snugly. The holes for these
screws are located 180 degrees apart in the top of
the brake coil. The screws are used to draw the brake
pressure plate against the coil prior to removal. This
will remove the brake's internal spring pressure from
the mounting screws.
• Disconnect the brake at its connector. This connector

is located in a bracket behind the brake.
• Note the orientation of the brake for reassembly, then

remove the three brake mounting screws. Do not
confuse the brake mounting screws with the other
three screws in the top of the brake coil.
0 POWER UNIT
1
Control Head Arrangement

POWER UNIT 0
BRAKE MASTER CYLINDER
REPLACEMENT - ALL MODELS
BRAKE HANDLE ADJUSTMENT - ALL
MODELS
1
The banjo fitting sealing washers at the brake line The red service brake handles should not normally require
connection to the master cylinder are not reusable. adjustment other than slight alteration from the factory
Whenever the banjo fitting to the master cylinder is setting to suit operator comfort. If handles begin to bottom
disturbed, new sealing washers must be installed to out at the control head opening through which they
prevent leakage. protrude, check brake lining wear adjustment at the
linkage or replace the brake linings if required. Also check
• Disconnect the battery. hydraulic brake fluid level in the master cylinder and
inspect for air in the brake line. Fill or bleed the brake
• Remove the six control head cover screws (34) and lift system as necessary. Follow these steps to adjust the
the cover (5). Separate wiring connector L1 (X9 on brake handles:
electric steer models) and remove the cover.
• Disconnect the battery.
• Remove the nut (11) from the ball stud of the master
cylinder push rod (15). • Remove the six control head cover screws (34) and
the cover (5). Separate wiring connector L1 (X9 on
• Remove the pivot nuts (10) from the red brake handles electric steer models) and set the cover aside.
(6, 12) and remove the washers (9, 37), cross plate
(38) and the handles. • Remove the push rod nut (11) from the RH handle and
disengage the ball stud of the push rod from the hole
• Remove the four mounting screws (31) from the master in the handle. It may be necessary to remove or loosen
cylinder mounting bracket. handle nut (10) and lift the handle.
• Lift out the master cylinder (14) taking care not to spill • Adjust handle position by threading the push rod into
its brake fluid and move it out from over the control or out of the master cylinder. Threading in brings handle
head. closer to the hand grip, threading out moves handle
away.
• Hold the master cylinder over a tray or container and
remove the banjo fitting screw. Drain the master • Reassemble the handle and push rod ball stud and
cylinder and set aside. Elevate and cap the brake line install the nuts (10 and 11). Make sure handles operate
to prevent contamination or further drainage. through their entire range without contacting the control
head casting.
• Note the installed depth of the pushrod in the old
master cylinder and remove it. Install it to the same • Connect L1 (or X9) and install the cover.
depth in the new master cylinder.
• Replace the master cylinder in the reverse order of

removal. Use new sealing washers on either side of
the banjo fitting. The banjo fitting screw should be
tightened to 17-22 ft-lbs (23-30 N-m). Fill the master
cylinder to 1/8 in. (3 mm) from the top with D.O.T. 5
brake fluid.
• Bleed the brake system according to the procedure

on page 01-19 or 01-25 as applicable.
• If necessary, adjust the push rod by disengaging it

from the handle and threading it into/out of the master
cylinder enough to achieve proper handle action.
Handles should be adjusted for operator comfort but
must operate through their entire range without
contacting the control head casting. See the brake
handle adjustment procedure on this page if necessary.

0 POWER UNIT
1 MASTER CYLINDER OVERHAUL - ALL MODELS
• Remove mounting nut and bracket and stand master moistened with alcohol and allow to dry. Lubricate new
cylinder upright on sealing surface of banjo fitting. O-rings with D.O.T. 5 brake fluid and carefully install
them onto the cartridge assembly.
CAUTION
• Wipe the inside of the reservoir with D.O.T. 5 brake
PROTECT SEALING SURFACE OF BANJO FITTING fluid and reinstall the reservoir onto the cartridge
FROM DAMAGE. assembly, being careful to align the tang on the
reservoir with the notch on the threaded end of the
• Push down on large washer (17) to compress return cartridge assembly.
spring (14). While holding spring compressed, remove
retaining ring (18) from push rod (10) and carefully • Place retaining washer onto new push rod. Place the
release spring. snap ring over the rush rod and insert the push rod
into the piston. Carefully push piston down until
• Remove large washer, boot (16), spring retainer (15), retaining washer properly seats in the bore.
and spring from pushrod.
• Install the snap ring making sure it is properly seated
• Remove internal snap ring (12) from bore of cartridge in its groove in the cartridge bore.
assembly (9) and remove retaining washer (10) and
push rod (11). • Release the push rod and check its rotation in the
cartridge assembly. The push rod must be free to rotate
• To remove reservoir and access O-rings (7 and 8), again within the cartridge bore. If not, recheck the retaining
place the master cylinder upright on its banjo fitting washer.
sealing surface. Carefully push down on the reservoir
to slide it off of the cartridge assembly. • Place the spring, spring retainer, boot, and large
washer on the push rod.
• Carefully remove the two O-rings from the cartridge
body. Clean the O-ring grooves with a cotton cloth • Push down on the washer to compress the spring
and install the retaining ring.
1
• Carefully release the spring and check to make sure
the retaining ring is properly seated in the push rod
2
groove.
3 • Rotate boot to position drain hole down.

• Install the mounting bracket and nut and tighten nut
4 to 40 ft-lbs (55 N-m).
5
6
7
11
8
12
9 13
10 14
15
16
18
Master Cylinder Assembly 17

POWER UNIT 0
DRIVE WHEEL 1
The drive wheel is comprised of a rim with a press-on
tire. Tires are available in rubber and various poly
compounds. Tire size (new) is
Outside diameter: 12 in (305 mm)
Inside diameter: 8 in (203 mm)
Width at ID: 4 inches (102 mm)
Width at OD: 3-3/4 inches (95 mm) (approximate)
The drive tire should be replaced when worn to 10.25 in
(260 mm) in diameter.
Drive Wheel Removal and Installation

• Disconnect the battery and turn the steering fully
to the left so that the drive wheel faces forward.
• Jack the truck enough to access and remove the
drive tire. Block the truck securely.
Ensure the blocking used to support

the truck is of adequate capacity.
• Remove the drive wheel nuts and lift the drive
wheel off of the transmission wheel flange.
• Install the drive wheel in the reverse order of
removal. Tighten the drive wheel nuts in a cross-
wise sequence to 103 ft-lb (140 Nm).
Wheel mounting hardware sometimes

requires several cycles of tightening
before it fully seats. For this reason,
wheel fasteners will often work loose
in the period immediately following
initial tightening.
replaced for any reason, the wheel
fasteners must be checked for
tightness every 10 hours thereafter
until no further loosening is detected.

0 POWER UNIT
1

TRANSMISSION
TABLE OF CONTENTS
0
2
Item Page
Transmission .................................................................................................... 02-2
Transmission Removal and Installation .............................................................. 02-3
Transmission Disassembly ............................................................................... 02-5
Cleaning Parts ................................................................................................. 02-5
Transmission Reassembly ................................................................................ 02-7

TRANSMISSION
TRANSMISSION
0 The transmission is mounted directly to the chassis through a swivel ring. The drive motor is mounted into the
transmission and swivels with the transmission as the truck is steered. All models are equipped with a ratio of 19.69
to 1.
Drive Motor
Transmission Mounting
Drive Wheel Nuts Screw
(103 ft-lbs (140 Nm))
Transmission
Drive Wheel
Transmission Mounting Arrangement

TRANSMISSION
Tr ansmission R emo
Remo
emovv al and Installa tion
Installation
Three M12 threaded rods approximately three inches

long are required as pilot rods during re-installation of
the drive motor.
0
• Remove the drive motor according to the corresponding
procedure in section 01.
2
• For electric steer models, mark the transmission and
the chassis to allow alignment when the steering chain
is installed later. Remove the master links from the
steering chain and remove the chain.
• Raise the truck at the bumper enough to clear the

entire transmission. Block the truck securely.
WARNING
ENSURE THE BLOCKING USED TO SUPPORT THE
TRUCK IS OF ADEQUATE CAPACITY.
• Remove the drive wheel bolts and drive wheel.
• Support the transmission and unscrew the six

transmission mounting bolts evenly. Remove the
transmission from beneath the truck.
• To facilitate transmission replacement, install three

M12 threaded rods into one hole of each of the three
pairs of mounting bolt holes. Position the transmission
beneath the truck and gradually lower the truck onto
the transmission. Use the threaded rods as pilot shafts
to align the mounting holes. Ensure that the grease
fittings in the transmission swivel ring align with their
notches in the chassis.
• Install the mounting bolts and remove the threaded

rods. Torque the mounting bolts to 60 ft-lbs (81 Nm) in
a triangular pattern.
• Install the drive motor according to the corresponding

procedure in section 01.

TRANSMISSION
0
2
Transmission Assembly
1 Ring, Seal, Upper 12 Housing 26 Plug, Filler 40 Washer, Lock

2 Screw, M8x30 13 Screw, M10x65 27 Shield, Thread Protecting 41 Screw, M8x50 (housing
3 Washer, Lock 14 Washer, Lock 28 Ring, Retaining through cover to bearing)
4 O-Ring 15 Shim 29 Bearing, Axle, Inner 42 Washer, Lock
5 Bearing, Steering 16 Shim 30 Seal 43 Screw, M8x50 (housing
6 Pin, Dowel 17 Bearing, Axle, Outer 31 Stud, Wheel to cover)
7 Cover (older manual- 18 Washer 32 Shaft, Wheel 44 Washer, Lock
steer only) 19 Washer, Safety 33 Gear, Pinion 45 Fitting, Grease
7A Cover (later design; fits 20 Screw, M12x35 34 Ring, Seal 46 Anchor, Steer Chain
all manual & elec steer) 21 Gear and Pinion 35 Cover (elec. steer only)
8 Nut, Hex 22 Bearing, Pinion, Lower 36 Washer, Lock 47 Screw, M8x25 (elec.
9 Gear, Helical 23 Screw, M10x30 37 Screw, M8x16 steer only
10 Bearing, Pinion, Upper 24 Washer, Lock 38 Plug, Drain 48 Shim
11 Shim 25 Gasket 39 Screw, M10x50
TRANSMISSION
Transmission Disassembly Cleaning P ar ts
Par
Transmissions with item 7A were originally supplied on WARNING

trucks with electric steer only. These transmissions are
now used for both manual and electric steer. Transmis-
WHEN USING ANY VOLATILE SOLVENT, MAKE SURE
IT IS USED IN A WELL VENTILATED AREA AWAY
0
2
sions with item 7 are discontinued. Any replacement gear- FROM SPARKS AND FLAMES. AVOID BREATHING
box with item 7A is back-compatible with all truck ver- THE VAPORS. WEAR PROTECTIVE GLASSES AND
sions. Items 7 and 7A have never been available individu- GOGGLES WHEN DRYING PARTS WITH
ally. All other internal parts are common to both. COMPRESSED AIR. FAILURE TO DO SO COULD
CAUSE EYE INJURY AND BLINDNESS.
• Pry out seal ring (1).
• Clean all metal parts with commercial parts cleaner.
• Remove three screws (41) and twelve screws (2) with Dry parts with compressed air or place on a clean,
lockwashers to remove the steering bearing (5). lint-free cloth and allow to air dry.
• Remove screws (13), (23), (39), and (43) with their
lockwashers and separate the cover (7 or 7A) from the
housing (12).
• Remove screws (37), washers (36), and cover (35).
• Remove bolts (20), safety washer (19), and washer

(18).
• Press out wheel shaft (32). Bearing (29), and shim

(15) will remain in housing behind snap ring (28).
• Disassemble and remove ring gear (21) with cone of

bearing (17).
• Remove seal ring (30) and snap ring (28). Cone of

bearing (29) and its shim (15) may now be removed.
Note thickness of shim (15). This is the only bearing
with a shim on the inner race. The others are all
shimmed behind the outer race.
• Support pinion shaft (21) from below and remove nut

(8) and helical gear (9). Tap pinion shaft with lower
bearing inner race downward and remove pinion shaft
through opening in lower housing. Remove cone of
bearing (10) from housing.
• Remove cone of bearing (22) from pinion shaft. Remove

cone of bearing (17) from ring gear.
• Remove outer races (cups) of all bearings from the

housing. Note the thickness of the shims behind the
cups:
Shim (11) behind cup of bearing (10)
No shim behind cup of bearing (29)
• Pry off shield (27) .
• Press out wheel studs (31) only if damaged and in

need of replacement.
TRANSMISSION
0
2
Transmission Assembly
1 Ring, Seal, Upper 14 Washer, Lock 27 Shield, Thread Protecting 40 Washer, Lock
2 Screw, M8x30 15 Shim 28 Ring, Retaining 41 Screw, M8x50 (housing
3 Washer, Lock 16 Shim 29 Bearing, Axle, Inner through cover to bearing)
4 O-Ring 17 Bearing, Axle, Outer 30 Seal 42 Washer, Lock
5 Bearing, Steering 18 Washer 31 Stud, Wheel 43 Screw, M8x50 (housing
6 Pin, Dowel 19 Washer, Safety 32 Shaft, Wheel to cover)
7 Cover 20 Screw, M12x35 33 Gear, Pinion 44 Washer, Lock
8 Nut, Hex 21 Gear and Pinion 34 Ring, Seal 45 Fitting, Grease
9 Gear, Helical 22 Bearing, Pinion, Lower 35 Cover 46 Anchor, Steer Chain
10 Bearing, Pinion, Upper 23 Screw, M10x30 36 Washer, Lock (elec. steer only)
11 Shim 24 Washer, Lock 37 Screw, M8x16 47 Screw, M8x25 (elec.
12 Housing 25 Gasket 38 Plug, Drain steer only
13 Screw, M10x65 26 Plug, Filler 39 Screw, M10x50 48 Shim
TRANSMISSION
Transmission Reassembly
• Coat the lip of the shield ring (28) where it contacts the table by changing the thicknesses of shim (48)
the housing with loctite 307 (or equivalent) and install
it. Peen the shield in three places to secure.
and/or shims (16). If the pinion position must be
adjusted, change the thickness of the upper shim (11) 0
• Position the outer races of the four bearings (10, 17,
22, and 29) with shims into their respective bores in
the housing.
by the inverse of the amount that (48) was changed.
This should preserve pinion bearing pre-load. Recheck
pinion bearing pre-load torque before final installation
2
of the bevel gear. The pre-load torque without the bevel
gear installed should be 0.4 to 0.6 ft-lb (0.5 to 0.8 Nm)
• Apply Loctite 603 or equivalent to the lower bearing with the nut (8) tightened to 200 ft-lb (270 N-m). If the
diameter of the pinion shaft (21). Press the inner race bevel gear position must be changed, change the
of the lower pinion bearing (22) onto the pinion shaft. thickness of the inner race shim (15) by the same
amount as (16) was changed to preserve axle bearing
• Press the inner race of the wheel shaft bearing (29) pre-load. When finished, recheck total pre-load as in
onto the wheel shaft (32). Place the shim (15) onto the previous step.
the shaft against the inner race of the bearing.
• After all contact pattern and pre-load adjustments have
• Press the inner race of the bearing (17) onto the bevel been made, remove the bevel gear screws (20), safety
gear (21). washer (19), and the disc (18). Press the axle shaft
out of the housing. Remove the inner race of bearing
• Install the pinion shaft subassembly through the (29) and shim (15) from the axle shaft and position
housing opening and into position in the outer race of these back in place in the housing.
its lower bearing (22).
• Install the snap ring (28).
• Postion the inner race of the upper pinion bearing (10)
over the upper end of the pinion shaft and down into • Apply Loctite 574 (or equivalent) to the housing surface
its outer race. that mates to the shaft seal (30) and install the seal.
• Install the helical gear (9) onto the pinion shaft and • Carefully press the axle shaft into its inner race, through
install the retaining nut (8). Tighten the nut to 200 ft-lb the shim, and into the bevel gear. Re-install the disc
(270 N-m) and check the preload torque. It should be (18), safety washer (19) and bevel gear screws (20).
0.4 to 0.6 ft-lb (0.5 to 0.8 Nm). Adjust preload by Tighten the screws to 81 ft-lb (110 Nm).
changing the thickness of the shim (11) if necessary.
• Remove the helical gear nut (8), apply Loctite 243 (or
• Position the bevel gear (21) subassembly into the equivalent) to it and re-install the nut. Tighten to 200
housing so that the inner race of its bearing engages ft-lb (270 N-m).
the outer race previously installed.
• Prepare the cover (36) by installing the cover seal (35),
• Position the wheel shaft (32) subassembly into the drain plug (39), and drain plug seal ring (26).
housing so that the inner race of its bearing engages
the outer race previously installed in the housing. • Install the cover (36) with its screws (38) and washers
(37) so that the drain plug (39) is in the lowest position
• Install the disc (18), safety washer (19) and bevel gear when the transmission is installed in the vehicle.
screws (20). Tighten the screws to 81 ft-lb (110 Nm).
• Position O-ring (4) into the cover (7) in line with the
• Re-check the pre-load torque at the helical gear nut breather and assemble the steering bearing (5) to the
(8). It should now be 0.75 to 1.0 ft-lb (1.0 to 1.5 Nm). cover. Coat screws (2) with Loctite 243 (or equivalent)
If necessary, adjust the preload of the wheel shaft/ and install them with lockwashers (3). Snap the upper
bevel gear bearings by changing the thickness of the ring seal (1) into place over the steering bearing.
shim (15) until the pre-load torque above is obtained.
• Clean the mating surfaces of the housing and steering
• Check the gear tooth contact pattern by applying ink bearing/cover assembly (5/7). Apply Loctite 574 (or
to the gear teeth and rotating the gears until a pattern equivalent) to the mating surfaces. Assemble the
becomes visible on the gear teeth. Compare the steering bearing/cover assembly to the housing with
pattern with those in the table on the following page. If screws (13, 23, 39, 41, and 43) and their lockwashers.
neccessary, adjust the gear positions as indicated in
TRANSMISSION
0
2

TRANSMISSION
0
2
1
5
4
7/7A
8
41
42 9
10
40
13
39
33 48
22
37
34
21
19
15 20
29 35
18
30
17
16
25
38
31 32 27 28 12
Transmission Assembly - Cross Section

TRANSMISSION
0
2

CHASSIS
TABLE OF CONTENTS
0
Item Page 3
Steering Column and Control Handle ................................................................ 03-3
Control Handle Removal and Bushing Replacement - Manual Steer .............. 03-3
Steering Shaft Removal (Manual Steer only) .................................................. 03-3
Control Handle Removal and Bushing Replacement - Electric Steer .............. 03-5
Tilt Adjustment Mechanism - All models ......................................................... 03-6
Casters ............................................................................................................ 03-7

CHASSIS
0
3
1. Steering shaft
2. Steering column weldment
3. Control head steering bushing
3A Thrust washer
4. Control head
Steering Column - Manual Steer

CHASSIS
STEERING COLUMN AND CONTROL HEAD
The control head is the wide assembly used to steer where the handle harness meets the main harness
and otherwise control most truck functions. It is supported inside the steering column. Clip any ty-wraps from
by a steering column weldment. For ergonomic benefit, brake line (back to slave cylinder).
the angle of the column weldment is adjustable. • Place a rag beneath the brake line connection at the
slave cylinder. Have a cap or other means ready to
Manual Steering plug the brake line. (Cap must be able to fit through
On manual steer models, a steering shaft connects the
control head to the tripod assembly on the drive motor.
The steering shaft accomodates the tilt adjustment
notch in upper universal joint during control head
removal.) Disconnect the brake line and immediately
plug it to prevent drainage.
0
through a universal joint at each end. The control head
casting rides in a bushing installed in the steering column
housing.
• Note the path of the wires and brake line through the
steering column for reference during reassembly.
3
• The control head may now be removed from the vehicle
Tilt adjustment is achieved using a curved slide bar and by lifting it out of the steering bushing. Note the thrust
clamp mechanism. The position of this arrangement is washer on the upper universal joint. Support the
controlled by a lever on the left side of the steering column. steering shaft during removal to prevent its falling as it
The control head assembly rides on a thrust washer clears the upper universal joint. Carefully feed the wire/
above a pair of shorter bushings in the steering column brake line bundle up through the bore and relief notch
weldment. in the upper universal joint assembly as the control
head is lifted. When the brake line end is clear of the
steering column, secure it in an elevated position to
Electric Steering
avoid brake fluid drainage.
On electric steer models, the control head support and
tilt arrangement is the same as manual steer models • Bushings are pressed in to a bore in the column
explained above, however there is no steering shaft. weldment (2). They should be driven out using an
Instead of an upper universal joint, a shorter stub shaft appropriate tool. New bushings should be installed
is fitted. Its end is threaded to accept a nut and washers flush with the upper and lower surfaces respectively
that secure the control head to the steering column. of the bore in the column weldment.
• Install the control head in the reverse order of removal.
Control Head Removal and Bushing Bleed the brake system after connecting the brake
Replacement - Manual Steer line. Tighten the steering shaft universal joint clamp
bolts to 20.3 ft-lbs (27.5 N-m).
The control head must be removed to replace the
bushings. To do this, several harness wires must be
Steering Shaft R emo
Remo
emovv al - Man ual Steer
Manual
removed from the connectors at the lower end of the
Only
handle harness. This requires special terminal extraction
tools listed on page 6-3. Become familiar with the wiring
The steering shaft is easily removed by loosening the
connector information on page 6-3 before beginning this
clamp bolts on the upper and lower universal joints. The
procedure.
steering shaft will then slide vertically into one joint
enough to clear the other joint. When installing the
Follow these steps to remove the control head and
steering shaft, tighten the universal joint clamp bolts to
replace the bushing:
20.3 ft-lbs (27.5 N-m).
• Turn off the key switch and disconnect the battery.

• Remove the steering column cover screws and cover.
• Remove the six control head cover screws from the
underside and lift the cover. Separate wiring connector
X9 then remove the cover.
• Loosen the clamp bolt at the upper universal joint of
the steering shaft.
• Disconnect the key switch wiring terminals. Extract
the terminal pins from wiring connectors X6 and X7

CHASSIS
0
3
1. Control head
2. Steering column weldment
3. Control head steering bushing
3A Thrust washer (upper)
4. Thrust washer (lower)
5. Potentiometer actuator gear
6. Spring washers (4X)
7. Locking washer
8. Nut
Steering Column - Electric Steer

CHASSIS
Control Head Removal and Bushing Replacement - Electric Steer
The control head must be removed to replace the head) is required to pivot the control head. When the
bushing. Follow these steps to remove the control head correct tightness is achieved, bend one of the fingers
and replace the bushing: of the retaining washer into a slot on the nut to hold
the position.
• Turn off the key switch and disconnect the battery.
• Remove the steering column cover screws and cover.
• Remove the six control head cover screws from the
underside and lift the cover. Separate wiring connector
0
X9 then remove the cover.
• Separate connectors X6 and X7 inside the steering
3
column.
Fold connector X7 against the main part of the handle
harness and carefully pull the harness upward out of
• Place a rag beneath the brake line connection at the
slave cylinder. Have a cap or other means ready to
plug the brake line. Disconnect the brake line and
immediately plug it to prevent drainage.
• Note the path of the brake line through the steering
column for reference during reassembly.
• Bend up the fingers of the retaining washer (7) that
are engaged into the notches of the large nut (8)
securing the control head (1). Loosen the nut.
• Position the control head in the center (straight-ahead)
position. This will provide a reference point for meshing
the steering potentiometer gears during reassembly.
• Carefully unscrew the nut and note the arrangement
of the four spring washers (6) and the gear (5). Use
care to avoid rotating the potentiometer shaft or
disturbing the potentiometer mounting. Remove all
washers (6 and 7), gear, and lower thrust washer (4)
from the control head shaft.
• The control head may now be removed from the vehicle
by lifting it out of the steering bushings (3). Carefully
feed the brake line up through the bore in the steering
column as the control head is lifted. When the brake
line end is clear of the steering column, secure it in
an elevated position to avoid brake fluid drainage.
Remove the upper thrust washer (3a) from the top of
• Bushings are pressed in to a bore in the column
weldment (2). They should be driven out using an
appropriate tool. New bushings should be installed
flush with the upper and lower surfaces respectively
of the bore in the column weldment.
• Install the control head in the reverse order of removal.
Bleed the brake system after connecting the brake
line. Tighten the control head retaining nut until a pull
of 6 lbs (26.5 N) (applied at one end of the control

CHASSIS
Tilt Adjustment Mechanism - Electric and Manual Steer
Tilt adjustment is achieved through a slide bar mechanism. This applies to manual steer model as well as electric
steer trucks. Replacement of components is straightforward as illustrated.
0
3
Parking Brake
Switch (Electric
Steer only)
Slide Bar
Column Tilt
Lever
Clamp
Nut
Nut
Nut
Washer Washer Bearing
Bearing Sleeve Sleeve
Thrust Bearing
Thrust
Steer Column Bearing
Pivot Shaft Steer Column
Pivot Shaft
Screw Nut Column Support
Washer Washer
Tilt Mechanism

CHASSIS
CASTERS
Fixed casters are standard on ETR models. Shielded wheel bearings are standard on the casters and are greasable
through a grease fitting located on the axle end. See section 10 for lubrication intervals. Casters may be disassembled
and reassembled as far as necessary for repair.
0
3
Fixed Caster

CHASSIS
0
3

STEERING
Table of Contents
Electric Steer System (Optional Equipment) ..................................................... 04-2 0

Steer Controller Program .............................................................................. 04-3
Steering Potentiometer Replacement ............................................................ 04-6
• Upper Potentiometer (1B5) Replacement .................................................. 04-6
4
• Upper Potentiometer Calibration ............................................................... 04-7
• Upper Potentiometer Bracket Adjustment .................................................. 04-7
• Lower Potentiometer (1B4) Replacement .................................................. 04-8
Program Parameters .................................................................................. 04-10
Electric Steering System Fault Codes ......................................................... 04-12
Steer Motor Removal and Installation .......................................................... 04-24

STEERING
ELECTRIC STEER SYSTEM (Optional

Equipment)
The electric steered version of the truck utilizes a pair laptop or handset must be connected to diagnostic
of potentiometers to provide feedback signals to a plug 6X3 instead of the traction diagnostic plug at 6X2.
steering control unit (N2). One potentiometer (1B5) is The steering system program has the same main
located in the steering column housing just beneath sections and heirarchy as the traction program.
the steering control handle and provides a command
0 value. This command value is determined by the

operator as the control handle is rotated during steering.
In the software, the upper potentiometer is referred to
as the "command" potentiometer. The lower
4 The other potentiometer (1B4) is located at the drive

sprocket of the steering chain and provides an actual
value. This actual value corresponds to the position
potentiometer is referred to as the "feedback"
potentiometer.
of the drive unit as determined by the steer motor and

chain.
During operation, the steering control unit continuously

compares the potentiometer values and operates the
6X3
steer motor as necessary to keep the values equal.
In this way, the angle of the drive unit will track the
angle of the control handle as it is moved by the
operator. If a fault is detected in the steering motor,
the controller will open the steering motor relay (3K1)
and set the parking brake. This relay functions as a
contactor in the power circuit of the steering motor. 6X2
Each potentiometer has two internal sliders. As the

potentiometer shaft is actuated, the two sliders
produce complementary values that should always
add up to approximately 5 volts. This is a redundancy
1103 04132016-01
feature that allows the controller to detect a failure in
a potentiometer. The controller monitors the voltage
from each slider of each potentiometer. It will shut
down the system if either exceeds a programmed
Fault Code Identification
maximum or minimum voltage threshold. The
Faults specific to the steering system will not appear
controller also monitors the difference between primary
in the display unit on the dash. Fault code 52 will be
sliders of the command and actual potentiometers. If
displayed instead (others may also be present). Fault
they differ by more than a programmed amount, a
52 is a traction fault and indicates the presence of an
fault is issued.
underlying steer system fault. Specific steer system
fault codes must be determined from the flash code on
Fault conditions are logged by the steering control
the steering controller. The flash code system is
unit and can be accessed and read with a programming
explained at the beginning of the fault code list on page
handset or laptop computer equipped with diagnostic
04-12. Steering fault codes may also be accessed in
software. A dedicated diagnostic connector (6X3) is
text form with a handset (via 6X3) in the "Diagnostics"
provided for these devices. It is located in the same
portion of the program, but the number of the code(s) is
bracket with the traction controller diagnostic
not displayed. The text is close to that given in the fault
connector (6X2).
code list. The only way to positively identify a fault code
number in the steering system however, is through the
The steering motor controller utilizes the same AC
flash codes.
control technology as the traction controller.
Installation and maintenance is the same.
The program for the electric steering system may be

accessed through the same laptop software or handset
as the traction control program. When doing so, the

STEERING
Steer Controller Program

All steer motor control functions are run by the steer controller (N2) according to the software loaded into its
microprocessor. This software allows for the display of certain values or device states or other information.
The software also provides access to a number of adjustable control parameters. These parameters affect various
aspects of steering behavior. Values for these parameters have already been optimized for the system. With
the exception of upper potentiometer calibration, do not change any factory parameters. Access to the
software requires the same hand held programming unit (handset) or a PC equipped with the appropriate diagnostic
software as is used for the traction system. 0
Software access is organized into six main sections:
• System Info
4
• Parameters
• Monitor
• Diagnostics
• Functions
• Programmer Setup
Each of these main sections contains secondary sections which in turn contain the values that can be read or
adjusted. In a few places, an additional layer of hierarchy is used to organize values.
SYSTEM INFORMATION
Model Number - Displays part number of controller.
Serial Number - Displays serial number.
Mfg Date Code - Date of manufacture. First two digits = year, remaining digits = day of the year (0 to 365).
Hardware Version - Displays hardware ID code.
OS Version - Displays the major version number of the operating system currently installed.
Build Number - Displays the minor version number of the operating system currently installed.
SM Version - Version number of start-up software in the controller.
Param Blk Version - Version number of parameter block currently installed.
VCL App Version - Version number of main software.
PARAMETERS - This section of the program provides access to adjustable parameters. With the exception of
upper potentiometer calibration (analog 3), do not change any factory parameters. Upper potentiometer
calibration is covered in the relevant section.
MONITOR - This section of the program allows real-time observation of device input/output and vehicle status.
COMMAND INPUT
Target Speed - Speed target for steering motor
Target Position (deg) - Position target for steering motor
Steer Command (deg) - Prmary angular position of control handle calculated from Steer Command input (below)
Steer Command 2 (deg) - Redundant angular position of control handle calculated from Steer Command 2 input
(below)
Steer Command - Primary position of control handle (in %) based on signal from Analog 1 (pin X2:8)
Steer Command 2- Redundant position of control handle (in %) based on signal from Analog 3 (pin X2:19)
Analog Input -
ANALOG 1 - Voltage signal at Analog 1 (pin X2:8)
ANGLE (DEG) - Not used
ANGLE 2 (DEG) - Not used
ANGLE RAW (DEG) - Not used
ANGLE RAW 2 (DEG) - Not used
Encoder Input - (There is no command encoder so these are not used)
ENCODER 1 counts - should always be 0
ENCODER 2 counts - should always be 0

STEERING
ENCODER 1A - should always be Off

ENCODER 1B - should always be Off
ENCODER 2A - should always be Off
ENCODER 2B - should always be On
CAN Input - These values will not change during normal operation
CAN STEER COMMAND - should always be 0
0 CAN 2 STEER COMMAND - should always be 0

CAN STEER COUNTS - should always be 0
CAN 2 STEER COUNTS - should always be 0
4 POSITION FEEDBACK
Wheel Position (deg) - Primary angular wheel position calculated from Analog 5 signal
Wheel Position 2 (deg) - Redundant angular wheel position calculated from Analog 6 signal; If a mismatch
occurs between primary and redundant values then fault 56 is generated.
Left Stop Reached - True/False flag indicating whether left stop has been reached
Right Stop Reached - True/False flag indicating whether right stop has been reached
Analog Input -
POSTION RAW (DEG) - not used; should always be 0
POSTION 2 RAW (DEG) - not used; should always be 0
Encoder Input - (Encoder 3 is the speed encoder (1B2) on the steer motor, Encoder 4 is not used)
ENCODER 3 DEGREES FROM HOME - value will change as steering is turned but home function is not used
ENCODER 4 DEGREES FROM HOME - not used - should always be 0
ENCODER 3 COUNTS FROM HOME - value will change as steering is turned but home function is not used
ENCODER 4 COUNTS FROM HOME - not used - should always be 0
ENCODER 3 POSITION (DEG) - value will change as steering is turned but is not accurate for position (encoder 3
is used for speed, not position
ENCODER 3A - phase A input at pin 31; will change from Off to On as steering is turned; will twitch Off/On at rest
ENCODER 3B - phase B input at pin 32; will change from Off to On as steering is turned; will twitch Off/On at
rest
ENCODER 4A - not used; should always be Off
ENCODER 4B - not used; should always be Off
POSITION FEEDBACK
Following Error (deg) - Steer position 2 minus Wheel Position 2; If out of programmed tolerance, fault 73 will be
generated.
Wheel Speed (deg/s) - Angular Speed of steered wheel rotation
Steer Command Error (deg) - Steer Command minus Steer Command 2; If out of programmed tolerance, fault
55 will be generated.
Wheel Position Error (deg) - Wheel Position minus Wheel Position 2; If out of programmed tolerance, fault 56
will be generated.
Encoder Position Error (deg) - Wheel Position minus Encoder 3 Position; If out of programmed tolerance, fault
56 (same as above) will be generated.
Home Reference Error (deg) - Home Reference minus Home Reference 2; If out of programmed tolerance, fault
54 will be generated. This fault check should be turned off in parameters, therefore the value should always be 0.0.
INTERLOCK
Interlock - Interlock state; should turn to On when parking brake switch is Off and floorplate switch is pressed.
Switch 1 - Input at pin X2:9 (parking brake switch) should turn On when brake switch is turned off. Parking brake
switched off by operator is a condition for releasing the interlock above.
Switch 3 - Input at pin X2:11; This pin is not used; value should always be Off

STEERING
HOME REFERENCE
Home - not used; should always be Off
Switch 2 - not used; should always be Off
Switch 4 - not used; should always be Off
OUTPUTS
Fault Output Voltage - voltage at fault output pin X2:24. This pin is connected to low side of parking brake and
main contactor; should be 24 volts during normal operation.
Contactor Driver PWM - Steer contactor (3K1) coil driver output (in %) at pin X2: 2; should be 81%.
Force Feedback Driver PWM - Not used; should be 0% 0
BATTERY AND SUPPLY
Capacitor Voltage - voltage at controller's internal capacitor bank (B+ terminal); should be 24 volts
4
Keyswitch Voltage - voltage at key switch input (pin X2:1); this comes from pin X1:13 of traction controller and
also supplies voltage to hydraulic pump contactor and lowering valve (ETR-X only) when key switch is turned on.
10v Out - this output (X2:15) is not used; should always be about 10 volts
5v Out - potentiometer supply at pins X2:21 and 34; should be slightly less than 5 volts
STEER MOTOR
Motor RPM - steer motor speed in rpm from encoder 1B2
Motor Torque - estimated torque in Nm
Temperature - temperature from temperature sensor B2 calculated from input at pin X2:22
Temperature Sensor Voltage - actual voltage signal at temperature sensor input pin X2:22
CONTROLLER
Current (RMS) - RMS current through the steer controller, taking all three phases into account
Modulation Depth - percentage of available voltage being used
Frequency - steer controller electrical frequency in hz
Temperature - steer controller internal temperature in C
Contactor State - state of steer motor contactor 3K1; 0= open, 2 = closed, 4 = fault (1 or 3 = transients)
Steer Command State - should be 4 when floor plate switch pressed and brake switch off, otherwise 5 (6 = fault)
Device State - should be 3 (ready) when floor plate switch released or brake switch on, 5 (enabled) when floor
plate switch pressed and brake switch off (13,14 = fault).
Keyswitch Hour Meter - Accumulated time that steer controller has been powered on
Interlock Hour Meter - Accumulated time that steer controller has been powered on and interlock has been On.
This is a better indicator of active system time.
CAN STATUS
CAN NMT State - sets the operational state of controller CAN communications. Value should be 5
From Traction Controller -
TRACTION MOTOR RPM - Drive motor speed
TRACTION IS READY - Flag from the traction controller via CAN bus corresponding to drive motor contactor
status. This should change from Off to On when parking brake switch is off and floor plate switch is pressed.
CAN INTERLOCK - Flag from the traction controller via CAN bus corresponding to traction interlock status. This
should change from Off to On when parking brake switch is off and floor plate switch is pressed.
To Traction Controller -
ENABLE TRACTION - Flag from the traction controller via CAN bus corresponding to steer controller interlock
status. This should change from Off to On when parking brake switch is off and floor plate switch is pressed.
TRACTION CUTBACK - Variable sent from the steer controller if fault action (below) is a 2. 100% is normal value
when no fault is present
TRACTION FAULT ACTION - Variable generated by steer controller software in response to fault conditions;
0=no fault
1= stop traction
2=reduce traction speed
3= warning but no action

STEERING
Steering Potentiometer Replacement - Electric Steer Only
There are three general steps when replacing a steering equal within one or two hundredths. This is the center
potentiometer: or "zero" position of the potentiometer. It corresponds
to the straight-ahead steering position.
1. The potentiometer must be zeroed (ie set to the center
of its range). This is done by monitoring the voltage CAUTION
signals from both internal sliders and turning the
NEVER ATTEMPT TO ZERO THE POTENTIOMETER
potentiometer shaft until they are equal. This requires
0 WITH A VOLTMETER OR MULTI-METER. THE TEST

a programming handset or a laptop equipped with
CURRENTS IN THESE INSTRUMENTS WILL
diagnostic software.
DAMAGE THE POTENTIOMETER.
4 2.The zeroed potentiometer must then be installed into

the truck with the steering components (control head
or drive unit) set in the straight-ahead position. Fine
• Switch the truck off.
• Position the steering handle exactly in the center

adjustment of the zero point can be done after
(straight-ahead) position. For reference, the space
installation.
between the fifth and sixth tooth (counted from the
right) of the large steering shaft gear (5) corresponds
3. If the upper (command) potentiometer is replaced, it
to the center position.
must be calibrated. In this process, the values of the
redundant slider signal (Analog3) at center and both
• With the steering centered, carefully install the
full turn positions are programmed. Calibration is
potentiometer up into its bracket with the wire side
unnecessary for the lower potentiometer. Calibration
facing the bracket. Ensure that the gears mesh and
also requires a programming handset or a laptop
that the boss around the potentiometer shaft engages
equipped with diagnostic software.
the cutout in the bracket. It is OK if the potentiometer
shaft turns a bit. It can be adjusted out later. Install
Upper Potentiometer (1B5) Replacement
and tighten the two potentiometer mounting screws .
When replacing the upper potentiometer (1), do not
• Operate the steering and verify that the gears function
remove the potentiometer mounting bracket (2) from
smoothly. If any roughness is detected, the
the steering column. This will prevent having to re-
potentiometer mounting bracket position must be
establish correct gear mesh. If the bracket must be
adjusted. (See separate procedure .)
removed, observe its position relative to the edge of the
steering column and mark before removal. This will be
• Position the steering exactly in the center again,
close to, if not exactly, the necessary position during
switch the truck on, and check the voltages for
reinstallation.
Analog1 and Analog3 again. If necessary, equalize
the voltages again by using a pair of needle nose
• Disconnect the battery and remove the cover from
pliers to rotate the bottom end of the potentiometer
shaft where it protrudes through the bottom side of
• Disconnect the potentiometer wiring connector (9X4). 5
This connector is located in the steering column. The
potentiometer wires lead directly to it. 4
• Remove the two potentiometer mounting screws (3)

and lower the potentiometer out of its bracket. Note 2
the depth at which the plastic gear (4) is installed on
the potentiometer shaft. Remove the gear and install
it to the same depth on the shaft of the new
potentiometer. Truck centerline
is between 5th &
6th tooth
• Connect the new potentiometer to 9X4. Connect a
programming handset or laptop to diagnostic
connector 6X3. Connect the battery and switch the 1
truck on. Navigate to Monitor>Command
Input>Analog Input. Slowly rotate the potentiometer
shaft until the voltages for Analog1 and Analog3 are 3
6
STEERING
the potentiometer. Do not grasp the C-clip. If the C- Upper Potentiometer Bracket Adjustment
clip is pulled off, several spring washers will escape
and the potentiometer will have to be repaired. The upper potentiometer (1) has a plastic gear (4) on
its shaft that must properly engage the ring gear (5) on
Calibration the control head pivot. This engagement is set with the
potentiometer bracket position.
• Turn the steering handle hard left until Analog1
reaches exactly 4.00 volts. Observe the voltage for
Analog3 and note it.
• Zero the potentiometer using a programming handset
or laptop as described in the Replacement procedure 0
• Navigate to Parameters>Command Device>Analog1
and 3>Analog3 Left. Change the value to match that
noted in the previous step.
above and switch the truck off.
• Install the potentiometer onto the bracket (2) and

4
tighten the two potentiometer mounting screws (1).
The potentiometer should be installed with the wire
• Navigate back to Monitor>Command Input>Analog side facing the bracket. The slotted mounting holes
Input. Turn the steering handle hard right until Analog1 in the potentiometer will allow a small amount of lateral
reaches exactly 1.00 volt. Observe the voltage for positioning. Position the potentiometer as close to
Analog3 and note it. the side of the bracket as possible (away from the
large gear). Keep the mounting screw positions in
• Navigate to Parameters>Command Device>Analog1 the slots equal so the potentiometer is not twisted on
and 3>Analog3 Right. Change the value to match the bracket.
that noted in the previous step.
• Pivot the control head to the center (straight-ahead)
• Navigate back to Monitor>Command Input>Analog position. Carefully position the bracket and mesh the
Input. Turn the steering handle until Analog1 reaches potentiometer gear with the control head gear. The
exactly 2.50 volt. Observe the voltage for Analog3 mesh point should occur along a line perpendicular
and note it. to the straight-ahead axis. If the bracket position was
marked previously, align the bracket to the mark before
• Navigate to Parameters>Command Device>Analog1 meshing the gears. Try not to rotate either gear during
and 3>Analog3 Right. Change the value to match installation. If a small amount of rotation occurs at
that noted in the previous step. the small gear, it can be adjusted out later. The large
• Check steering operation lock to lock. Operate the

truck in the straight ahead direction.
• If the truck does not track straight relative to the

steering handle, have an assistant step on the floor
plate and make a fine adjustment by slowly rotating
the upper potentiometer shaft with needle nose pliers
until the drive wheel trims into the straight-ahead
position. Aways test the steering lock to lock after
any fine adjustments to the potentiometer. If the CORRECT INCORRECT
steering faults out (Fault Code 41 or 42) at ether (Offset from
extreme after fine adjustement, the initial installation perpendicular)
of the potentiometer was too far off center
mechanically. In this case the potentiometer body
position may be adjusted by loosening the mounting
screws (3), twisting the potentiometer slightly towards
zero position (with handle centered), and retightening.
CORRECT INCORRECT
(Not at same height)
INCORRECT
(Not flat)
STEERING
gear (control head) must remain fixed in the straight- Lower Potentiometer (1B4) Replacement
ahead position during installation. Also check that
the gears are flat relative to one another. When the • Position the drive wheel at the center (straight-ahead)
correct position is achieved, tighten the bracket position. Disconnect the battery and remove the steer
screws (6) to hold the adjustment. contactor wire (103) at fuse 3F1 to disable the steer
motor.
• Check that the gears are at the same height. If not, WARNING
0 use a screwdriver blade to pry the plastic gear up or
down on the potentiometer shaft to bring the gears
ALWAYS DISCONNECT THE STEER CONTACTOR
FROM FUSE 3F1 BEFORE ADJUSTING THE LOWER
4 to the same height and fully engage the teeth.
• Check operation by slowly rotating the steering. The

POTENTIOMETER. FAILURE TO ISOLATE THE
CONTACTOR CAN RESULT IN UNEXPECTED
OPERATION OF THE STEERING COMPONENTS
control head should pivot smoothly and the gears
AND CAUSE INJURY.
should mesh with no roughness or grinding evident.
If any roughness or resistance to turning is felt, then
• Disconnect the potentiometer wiring connector (9X3).
the gears are mis-aligned or too tight. Carefully adjust
the bracket as necessary to achieve smooth
• Loosen the potentiometer shaft setscrew in the
operation.
potentiometer coupling. Remove the two potentiometer
mounting screws and lift the potentiometer out of its
• Position the steering exactly in the straight-ahead
bracket.
position. Switch the truck on and check the zero
position of the potentiometer again. Adjust if
• Connect the new potentiometer to 9X3. Connect a
necessary by turning the bottom of the potentiometer
programming handset or laptop to diagnostic
shaft as described toward the end of the Replacement
connector 6X3. Connect the battery and switch the
procedure.
truck on. Navigate to Monitor>Position
Feedback>Analog Input. Slowly rotate the new
potentiometer shaft until the voltages for Analog5 and
Analog6 are equal within one or two hundredths. This
is the center or "zero" position of the potentiometer.
It corresponds to the straight-ahead steering position.
CAUTION
NEVER ATTEMPT TO ZERO THE POTENTIOMETER
WITH A VOLTMETER OR MULTI-METER. THE TEST
CURRENTS IN THESE INSTRUMENTS WILL
DAMAGE THE POTENTIOMETER.
• Switch the truck off.
• Ensure that the drive wheel is exactly in the center

(straight-ahead) position. Manually center it with a
pry bar if necessary.
• With the drive wheel centered, carefully install the

potentiometer onto its bracket and into the coupling
with the flat side of the potentiometer shaft facing the
drive unit and parallel with the flat side (A) of the
coupling. The flat sides of the coupling and
potentiometer shaft must be parallel with the straight-
ahead direction. The edge of the transmission
mounting plate (B) in the chassis weldment can be
used for reference. Try not to rotate the potentiometer
shaft during installation. Ensure that the boss around
the potentiometer shaft engages the cutout in the

STEERING
bracket. Install the two potentiometer mounting loosening the mounting screws of the lower
screws into the closest set of holes in the bracket potentiometer, twisting it slightly, and retightening.
and tighten them. Tighten the potentiometer shaft Have an assistant step on the floor plate while slowly
setscrew. twisting the potentiometer body until the drive wheel
trims into the straight-ahead position. Aways test
• Switch the truck on, and check the voltages for the steering lock to lock after any fine adjustments
Analog5 an 6 again. If the voltages are not equal, to the potentiometer. If this will not achieve a
they must be equalized again, but this time by
adjusting the potentiometer mounting position.
satisfactory result, the potentiometer should be
removed, re-zeroed, and reinstalled with particular 0
4
attention paid to drive wheel position.
• Equalize the voltages by loosening the potentiometer
mounting screws and twisting the potentiometer body It may also be possible to compensate for this at the
slightly. If more twist is necessary than the slots in upper potentiometer. Before doing this ensure that
the potentiometer will allow, remove the mounting the lower potentiometer is installed as precisely as
screws and utilize a different set of mounting holes possible. Attempting to compensate for a grossly
in the bracket. The voltages must be equal with the mis-adjusted lower potentiometer by adjusting the
drive wheel in the straight-ahead position. upper potentiometer will simply result in both
potentiometers becoming mis-adjusted. Have an
• Turn the truck off, disconnect the battery, reconnect assistant step on the floor plate and make a fine
the steering contactor to fuse 3F1, and reconnect adjustment by slowly rotating the upper potentiometer
the battery. shaft with needle nose pliers until the drive wheel
trims into the straight-ahead position. Aways test
• Turn the truck on and operate the steering lock to the steering lock to lock after any fine adjustments
lock. If the steering faults out at ether extreme (Fault to the potentiometer. If the steering faults out at ether
Code 43 or 44) then the potentiometer was not zeroed extreme after fine adjustment (Fault code 41 or 42),
accurately enough or its position slipped too much the initial installation of the lower potentiometer was
during installation. In this case the installation must too far off center mechanically or the wheel was not
be repeated. perfectly straight during installation. In this case the
fine adjustment to the upper potentiometer must be
• Operate the truck in the straight-ahead direction. If reversed and the lower potentiometer installation
the truck does not track straight relative to the steering corrected.
handle, it may be possible to compensate by
For reference:
Fault 41 or 42 - Upper potentiometer out of range.

A B Fault 43 or 44 - Lower potentiometer out of range.

STEERING
Program Parameters
Factory settings for parameters are given below. With the exception of Analog3 Left, Right, and Center, the
parameters shown below should never be changed. These values have been optimized for thetruck and corrections
or enhancements are not possible via parameter settings.These settings are given for reference in case restoration
of a factory value becomes necessary.
COMMAND DEVICE
Command Input Device 0 Command Map
0 Supervision Input Device

Analog1 and 3
—Analog1 Left
0
4.00 V
—Left Stop (deg)
—P1 Input
—P1 Output (deg)
-90.0
-95.0
-90.0
4 —Analog1 Center
—Analog1 Right
—Analog1 Fault Min
2.50 V
1.00 V
0.40 V
—P2 Input
—P2 Output (deg)
—P3 Input
-50.0
-48.0
-10.0
—Analog1 Fault Max 4.50 V —P3 Output (deg) -14.0
—Analog3 Left User defined at calib. —P4 Input 10.0
—Analog3 Center User defined at calib. —P4 Output (deg) 14.0
—Analog3 Right User defined at calib. —P5 Input 50.0
—Analog3 Fault Min 0.40 V —P5 Output (deg) 48.0
—Analog3 Fault Max 4.50 V —P6 Input 95.0
1–Encoder1 and 2 —P6 Output (deg) 90.0
—Left Stop to Center -600 —Right Stop (deg) 90.0
—Right Stop to Center 600 Force Feedback Device
—Swap Encoder1 Direction Off —Enable Off
—Swap Encoder2 Direction Off —End Stop On
2 – Sin/Cos Sensor —End Stop Vibe On
—Left Angle (deg) 90.0 —Vibe On Time 30 ms
—Center Angle (deg) 0.0 —Vibe Off Time 70 ms
—Right Angle (deg) 90.0 —Min Voltage 0.0 V
—Offset 2.50 —Max Voltage 1.0 V
—Amplitude 2.00 —Max Torque 100 Nm
—Swap Direction Off FEEDBACK DEVICE
—Absolute Mode On
Position Feedback Device 0
—Fault Min 0.40
Supervision Feedback Device 0
—Fault Max 4.50
—Tolerance 0.51 0 – Analog5 and 6
3 – Sawtooth Sensor —Analog5 Left Stop 4.10 V
—Left Angle (deg) -90.0 —Analog5 Center 2.50 V
—Center Angle (deg) 0.0 —Analog5 Right Stop 0.90 V
—Right Angle (deg) 90.0 —Analog5 Fault Min 0.50 V
—Min Volts 0.51 —Analog5 Fault Max 4.50 V
—Max Volts 4.51 —Analog6 Left Stop 0.90 V
—Swap Direction Off —Analog6 Center 2.50 V
—Absolute ModeOn On —Analog6 Right Stop 4.10 V
—Fault Min 0.40 V —Analog6 Fault Min 0.50 V
—Fault Max 4.50 V —Analog6 Fault Max 4.50 V
—Tolerance 0.51 V 1 – Encoder3 and 4
4 – CAN —Encoder3 Counts/Degree 94.0
—CAN Steer Center Offset 0 —Encoder4 Counts/Degree 94.0
—CAN2 Steer Center Offset 0 —Swap Encoder3 Direction Off
—CAN Steer Left Stop to Center -32768 —Swap Encoder4 Direction Off
—CAN Steer Right Stop to Center 32767 —Auto Center Type 0
—CAN Steer Swap Direction Off —Center Offset (deg) 0.0
—CAN2 Steer Swap Direction On Homing
—Absolute Mode On —Input Type 1

STEERING
—Home on Interlock 1 MOTOR

—Homing Direction Method 0 Max Speed 6000 rpm
—Homing Cam Angle (deg) 180.0 Max Current 100 %
—Homing Speed 100% Encoder3 Steps 32
—Homing Timeout 5.0 s Swap Encoder3 Direction Off
2 – Sin/Cos Sensor
—Offset
—Amplitude
2.50 V
2.00 V
Temperature Control
—Sensor Enable On 0
4
—Sensor Type 3
—Swap Direction Off —Sensor Temp Offset 0.0
—Center Position (deg) 0.0 —Temperature Hot 115 C
—Fault Min 0.50 V —Temperature Max 130 C
—Fault Max 4.50 V —Sensor Fault Traction Cutback 25 %
—Tolerance 0.51 V — User-Defined Temp Sensor
3 – Sawtooth Sensor —Sensor 1 1.39 V
—Center Position (deg) 0.0 —Temp 1 -40.0 C
—Min Volts 0.51 V —Sensor 2 2.12 V
—Max Volts 4.51 V —Temp 2 10.0 C
—Swap Direction Off —Sensor 3 2.84 V
—Fault Min 0.50 V —Temp 3 50.0 C
—Fault Max 4.50 V —Sensor 4 3.47 V
—Tolerance 0.51 V —Temp 4 80.0 C
VEHICLE CONFIGURATION —Sensor 5 4.16 V
—Temp 5 110.0 C
Nominal Voltage 24.0 V
—Sensor 6 4.91 V
Interlock Type 3
—Temp 6 140.0 C
Fault Steering Timeout 2.0
—Sensor 7 5.86 V
Steer Contactor Driver
—Temp 7 175.0 C
—Contactor Control Type 1
—Pull-In Voltage 24.0 V CAN OPEN
—Holding Voltage 20.0 V CAN Required Yes
—Open Delay 1s Node ID 2
—Checks Enable On Node ID Supervisor 16
—Sequencing Delay 0.1 s Baud Rate 1
Traction Speed Input Producer Heartbeat Time 100 ms
—Input Type 2 PDO1 Timeout Time 90 ms
—Type 1 – Encoder 1
MOTOR CONTROL TUNING
—Encoder1 Steps 64
—Swap Encoder1 Direction Off Position Kp 100 %
—Interlock Enabled Speed 100 rpm Velocity Kp 10 %
Velocity Ki 5%
SUPERVISION Steering Sensitivity
5V Current Min 18 mA —LS Sensitivity 30 %
5V Current Max 50 mA —HS Sensitivity 100 %
Steer Command Tolerance (deg) 12.0 —Low Speed 250 rpm
Wheel Position Tolerance (deg) 14.0 —Mid Speed 2000 rpm
Encoder Position Tolerance (deg) 90.0 —High Speed 3000 rpm
Home Switch Tolerance (deg) 90.0 Field Weakening Control
Stall Steering Speed 0 —FW Base Speed 2000 rpm
Stall Timeout 100 ms —Field Weakening 100 %
Following Error —Weakening Rate 20 %
—Error Tolerance (deg) 10.0 —Min Field Current 0
—Speed Tolerance (deg/s) 10.0 Motor Type 0
—Error Time 0.8

STEERING
Steer Controller (N2) Fault Codes
The explanations below and on the following pages correspond to fault codes associated with the electric steering
system. In this case, traction fault 52 or 53 will appear in the display unit. The text of the specific steering fault code
(but not the number) may be found using a programming handset or PC. This text should be close to that given in the
following list, however, the exact code number can only be determined by the flash sequence of red and amber LEDs
on the steer controller itself. During a fault, the red LED will flash once or twice followed by a series of amber flashes.
This series of red/amber flashes indicates the fault code. The number of amber flashes following a single red flash is
the first digit of the fault code. The number of amber flashes after two successive red flashes is the second digit of the
0 fault code. This sequence will repeat until the fault condition is cleared. If more than one fault is present, the LEDs will
flash the sequence for each fault code present before repeating.
4 NOTE
Fault codes are in numerical sequence but some gaps apply; Gaps in the numbering sequence indicate that there is
no fault code associated with the omitted numbers.
Code: 11 Handset Display: HARDWARE FAULT

SPECIFIC FAULT CONDITIONS
Hardware error detected.
SYMPTOMS
Main contactor (1K1) opens; no travel function available; traction fault 52
POSSIBLE CAUSE
Defective steer controller
CORRECTIVE ACTION
Remove vehicle from extreme cold environment. Cycle key switch after temperature has normalized.
Code: 12 Handset Display: CONTROLLER OVERCURRENT 1 or 2

Phase current exceeded current measurement limit or 120% of base current limit.
SYMPTOMS
POSSIBLE CAUSE
External short in phase circuit U, V, or W.
CORRECTIVE ACTION
Check motor phase cables for damage/shorting
Code: 13 Handset Display: CURRENT SENSOR FAULT

Steer controller current sensor has invalid reading.
SYMPTOMS
Main contactor (1K1) opens; no travel function available; traction fault 52.
POSSIBLE CAUSE
Leakage to vehicle frame at phase U, V, or W.
CORRECTIVE ACTION
Check steer motor stator for internal short; check motor phase cables for damage/shorting.

STEERING
Code: 14 Handset Display: PRECHARGE

Steer controller internal capacitor bank cannot charge
SYMPTOMS
POSSIBLE CAUSE
External load on capacitor bank at controller B+ connection. 0
CORRECTIVE ACTION
Check steer system contactor (3K1), fuse 3F1 and related cables. 4
Code: 15 Handset Display: CONTROLLER SEVERE UNDERTEMP
Steer controller heatsink temperature is at or below -40 C.
SYMPTOMS
Warning only, no fault action.
POSSIBLE CAUSE
Vehicle operating in excessively cold environment.
CORRECTIVE ACTION
Remove vehicle from cold environment.
Code: 16 Handset Display: CONTROLLER SEVERE OVERTEMP

Steer controller heatsink temperature is at or above 95 C.
SYMPTOMS
POSSIBLE CAUSE
Excessive vehicle load; Improper controller mounting; Vehicle operating in excessively hot environment.
CORRECTIVE ACTION
Check controller mounting; Reduce vehicle load; allow vehicle to cool
Code: 17 Handset Display: SEVERE UNDERVOLTAGE

Steer controller internal capacitor bank voltage drops below 12 volts when interlock variable is On (brake switch Off
and floor plate switch closed); key switch voltage less than 12 volts
SYMPTOMS
POSSIBLE CAUSE
Battery connections faulty; excessive power drain outside of controller; blown power fuse (3F1); faulty steer contactor
(3K1).
CORRECTIVE ACTION
Ensure integrity of battery supply to controller B+ terminal.

STEERING
Code: 18 Handset Display: SEVERE OVERVOLTAGE

Voltage at steer controller capacitor bank (B+ terminal) or key switch input (X2:1) is greater than 65 volts.
SYMPTOMS
Main contactor opens (1K1); no travel function available; traction fault 52. Typically associated with regenerative
braking.
0 POSSIBLE CAUSE
Battery circuit resistance too high; battery disconnected during regenerative braking
4 CORRECTIVE ACTION
Check resistance of battery circuit to controller B+ terminal.
Code: 22 Handset Display: CONTROLLER OVERTEMP

Steer controller heatsink temperature is at or above 85 C.
SYMPTOMS
Truck limited to reduced speed; traction fault 53.
POSSIBLE CAUSE
Excessive vehicle load; Improper controller mounting; Vehicle operating in excessively hot environment.
CORRECTIVE ACTION
Check controller mounting; Reduce vehicle load; allow vehicle to cool.
Code: 25 Handset Display: 5V SUPPLY FAILURE

External load impedance on the 5V supply (pin X2:21 or 34) is too low.
SYMPTOMS
POSSIBLE CAUSE
Defective command or feedback potentiometer (1B4, 1B5); Short in potentiometer circuit wiring.
CORRECTIVE ACTION
Check potentiometers and circuit.
Code: 26 Handset Display: 10V SUPPLY FAILURE

External load impedance on the 5V supply (pin X2:21 or 34) is too low.
SYMPTOMS
POSSIBLE CAUSE
Defective command or feedback potentiometer (1B4, 1B5); Short in potentiometer circuit wiring.
CORRECTIVE ACTION
Check potentiometers and circuit.

STEERING
Code: 27 Handset Display: SEVERE MOTOR OVER TEMP

Motor temperature is greater than Motor>Temperature Control>Temperature Max parameter
SYMPTOMS
POSSIBLE CAUSE
Damage or excessive load on steer motor; incorrect parameter values at Motor>Temperature Control; defective
temperature sensor (B2); Vehicle operating in excessively hot environment.
0
CORRECTIVE ACTION
Check steer motor condition and loading (chain tension, pivot bearing damage) and temperature sensor; check
4
parameter setting allow vehicle to cool.
Code: 28 Handset Display: MOTOR TEMP HOT CUTBACK

Motor temperature is greater than Motor>Temperature Control>Temperature Hot parameter
SYMPTOMS
POSSIBLE CAUSE
Damage or excessive load on steer motor; incorrect parameter values at Motor>Temperature Control; defective
temperature sensor (B2); Vehicle operating in excessively hot environment.
CORRECTIVE ACTION
Check steer motor condition and loading (chain tension, pivot bearing damage) and temperature sensor; check
parameter setting; allow vehicle to cool.
Code: 29 Handset Display: MOTOR TEMP SENSOR FAULT

Motor temperature temperature sensor input ((X2:22) is open or shorted.
SYMPTOMS
POSSIBLE CAUSE
Defective temperature sensor (B2) or associated wiring.
CORRECTIVE ACTION
Check steer motor temperature sensor and wiring.
Code: 31 Handset Display: CONTACTOR OPEN/SHORT

Steer system contactor (3K1) coil circuit (load at pin X2:2) is open or shorted.
SYMPTOMS
POSSIBLE CAUSE
Defective steer system contactor or associated wiring.
CORRECTIVE ACTION
Check steer system contactor and wiring.
STEERING
Code: 35 Handset Display: FAULT OUTPUT OPEN/SHORT

Fault output circuit (load at pin X2:24) is open or shorted. Fault output is On and fault output voltage is greater than
80% fo key switch voltage or Fault output is off and fault output voltage is not within 5 volts of key switch voltage or is
less than 4 volts regardless of key switch voltage.
0 SYMPTOMS
4 POSSIBLE CAUSE
Defective electric brake or main contactor coil (1K1) or defect in associated wiring.
CORRECTIVE ACTION
Check electric brake coil and main contactor coil and wiring.
Code: 36 Handset Display: MOTOR STALLED

Motor speed is less than Stall Steering Speed parameter for more than Stall Timeout parameter and motor has been
signalled to move at more than 25% of Max Motor Speed or at more than 95% of available motor current.
SYMPTOMS
POSSIBLE CAUSE
Stalled steering motor (wheel trapped or obstructed); defective speed encoder (1B2) or associated wiring.
CORRECTIVE ACTION
Check steered wheel for mechanical obstruction; check speed encoder and wiring.
Code: 37 Handset Display: MOTOR OPEN

Motor phase U, V, or W is found open by controller internal test routine.
SYMPTOMS
POSSIBLE CAUSE
Motor cable loose or damaged; controller defective
CORRECTIVE ACTION
Check motor cable condition and tightness.
Code: 38 Handset Display: CONTACTOR WELDED

Capacitor bank voltage is within 2 volts of key switch voltage at start-up.
SYMPTOMS
POSSIBLE CAUSE
Steer system contactor tips (3K1) welded or held closed; short or leakage in circuit to steer controller B+ terminal.
CORRECTIVE ACTION
Check contactor and circuit for shorts or low resistance.
STEERING
Code: 39 Handset Display: CONTACTOR OPENED or
CONTACTOR DID NOT CLOSE
Steer contactor (3K1) did not close or closed only briefly. Voltage at key switch input (X2:1) differs from internal
capacitor voltage by more than 5 volts (contactor opened) or by more than 2 volts (contactor did not close).
SYMPTOMS
POSSIBLE CAUSE
Missing input at X2:1 due to wiring fault or defective main or steer controller; steer contactor (3K1) worn or faulty.
0
CORRECTIVE ACTION
Check steer contactor, wiring, and controller.
4
Code: 41 Handset Display: COMMAND ANALOG 1 OUT OF RANGE
Analog1 input value (at pin X2:8) is greater than Analog1 Fault Max or less than Analog1 Fault Min parameters
SYMPTOMS
POSSIBLE CAUSE
Loose/misadjusted or faulty command (upper) potentiometer (1B5); Fault Max or Fault Min parameters misadjusted
CORRECTIVE ACTION
Check parameter values; check potentiometer mounting and adjustment, confirm potentiometer output lthroughout
steering range at Monitor>Command Input>Analog Input>Analog1; replace potentiometer if necessary
Code: 42 Handset Display: COMMAND ANALOG 3 OUT OF RANGE

SYMPTOMS
POSSIBLE CAUSE
Loose/misadjusted or faulty command (upper) potentiometer (1B5); Fault Max or Fault Min parameters misadjusted;
CORRECTIVE ACTION
Check parameter values; check potentiometer mounting and adjustment, confirm potentiometer output lthroughout
steering range at Monitor>Command Input>Analog Input>Analog3; replace potentiometer if necessary
Code: 43 Handset Display: FEEDBACK ANALOG 5 OUT OF RANGE

SYMPTOMS
POSSIBLE CAUSE
Loose/misadjusted or faulty feedback (lower) potentiometer (1B4); Fault Max or Fault Min parameters misadjusted
CORRECTIVE ACTION
Check parameter values; check potentiometer mounting, adjustment and coupling; confirm potentiometer output
lthroughout steering range at Monitor>Position Feedback>Analog Input>Analog5; replace potentiometer if necessary
STEERING
Code: 44 Handset Display: FEEDBACK ANALOG 6 OUT OF RANGE

SYMPTOMS
0 POSSIBLE CAUSE
Loose/misadjusted or faulty feedback (lower) potentiometer (1B4); Fault Max or Fault Min parameters misadjusted
4 CORRECTIVE ACTION
Check parameter values; check potentiometer mounting, adjustment and coupling; confirm potentiometer output
lthroughout steering range at Monitor>Position Feedback>Analog Input>Analog6; replace potentiometer if necessary
Code: 47 Handset Display: SIN/COS COMMAND SENSOR or

SAWTOOTH COMMAND SENSOR
Analog1 and Analog3 input values do not match expected values defined by parameters for the sin/cos or sawtooth
sensor input mode. This mode is not used on this system so this fault should not be encountered.
SYMPTOMS
POSSIBLE CAUSE
Incorrect parameter setting at Command Device>Command Input Device; defective command (upper) potentiometer
(1B5); defective steer controller
CORRECTIVE ACTION
Cycle key switch to clear fault after underlying problem corrected.
Code: 48 Handset Display: SIN/COS FEEDBACK SENSOR or

SAWTOOTH FEEDBACK SENSOR
Analog5 and Analog6 input values do not match expected values defined by parameters for the sin/cos or sawtooth
sensor input mode. This mode is not used on this system so this fault should not be encountered.
SYMPTOMS
POSSIBLE CAUSE
Incorrect parameter setting at Feedback Device>Position Feedback Device; defective feedback (lower) potentiometer
(1B4); defective steer controller
CORRECTIVE ACTION
Cycle key switch to clear fault after underlying problem corrected.

STEERING
Code: 49 Handset Display: PARAMETER CHANGE FAULT

Key switch has not been cycled after a parameter change or new software flash;
SYMPTOMS
POSSIBLE CAUSE
See above. 0
CORRECTIVE ACTION
Cycle key switch to clear fault. 4
Code: 51 Handset Display: INTERLOCK SWITCH SUPERVISION
Interlock input is identical (on or off) at both pins X2:9 and 11 if interlock type = 2. Interlock type for this truck should
always be 3
SYMPTOMS
POSSIBLE CAUSE
Interlock Type parameter incorrect
CORRECTIVE ACTION
Set Interlock Type parameter to 3.
Code: 52 Handset Display: HOME SWITCH SUPERVISION

Homing values not as expected. This truck does not use homing function so this fault check is disabled
(Parameters>Supervision>Home Reference Tolerance (deg) should be set to 90.0)
SYMPTOMS
POSSIBLE CAUSE
Home Reference Tolerance (deg) parameter incorrect
CORRECTIVE ACTION
Set Home Reference Tolerance (deg) parameter to 90.0 to disable homing fault checks.
Code: 53 Handset Display: HOME POSITION NOT FOUND

SYMPTOMS
POSSIBLE CAUSE
Home Reference Tolerance (deg) parameter incorrect
CORRECTIVE ACTION

STEERING
Code: 54 Handset Display: HOME REFERENCE TOLERANCE FAULT

SYMPTOMS
0 Main contactor (1K1) opens; no travel function available; traction fault 52

POSSIBLE CAUSE
4 Home Reference Tolerance (deg) parameter incorrect

CORRECTIVE ACTION
Code: 55 Handset Display: STEER COMMAND SUPERVISION

Steer Command differs from Steer Command2 by more than the Steer Command Tolerance (deg) parameter.
SYMPTOMS
POSSIBLE CAUSE
Mismatch between Analog1 and Analog3 signals from command (upper) potentiometer (1B5); defective or misadjusted
command potentiometer; incorrectly calibrated upper potentiometer
CORRECTIVE ACTION
Check potentiometer mounting and adjustment; confirm that Monitor values for Analog1 and Analog3 are complementary
throughout steering range (values should always sum to approximately 5 volts); confirm that parameters for Analog3
left/center/right match the Monitor values for anlog1 left/center/right and adjust the parameter(s) if necessary; replace
potentiometer if necessary.
Code: 56 Handset Display: WHEEL POSITION SUPERVISION

Wheel Position differs from Wheel Position2 by more than the Wheel Position Tolerance (deg) parameter.
SYMPTOMS
POSSIBLE CAUSE
Mismatch between Analog5 and Analog6 signals from feedback (lower) potentiometer (1B4); defective or misadjusted
feedback potentiometer;
CORRECTIVE ACTION
Check potentiometer mounting and adjustment; confirm that Monitor values for Analog5 and Analog6 are complementary
throughout steering range (values should always sum to approximately 5 volts); replace potentiometer if necessary.

STEERING
Code: 69 Handset Display: 5V CURRENT OUT OF RANGE

External load impedance on the 5V supply (pin X2:21 or 34) is drawing too much or too little current (outside parameters
5V Current Min or 5V Current Max) due to open or short in either potentiometer circuit
SYMPTOMS
POSSIBLE CAUSE
Defective command or feedback potentiometer (1B4, 1B5); Open or short in potentiometer circuit wiring.
0
CORRECTIVE ACTION
Check potentiometers and circuit wiring.
4
Code: 71 Handset Display: SOFTWARE FAULT (1 to 5)
Unexpected software value or CAN message response failure
SYMPTOMS
POSSIBLE CAUSE
Defective software or defective steer controller
CORRECTIVE ACTION
Reflash steer controller; replace steer controller.
Code: 72 Handset Display: PDO TIMEOUT

CAN communication failure between steer and traction controller.
SYMPTOMS
POSSIBLE CAUSE
Wiring fault on CAN circuit between pins X1:23, 35 (traction) to pins X2:23, 35 (steer) ;Defective steer or traction
controller.
CORRECTIVE ACTION
Check CAN circuit and circuit terminating resistor (R2); replace steer or traction controller.
Code: 73 Handset Display: FOLLOWING ERROR

Parameter Error Tolerance (deg) parameter exceeded and monitor variable Wheel Speed (deg) is below Speed Tolerance
(deg/s) parameter for greater than Following Error Time parameter.
SYMPTOMS
POSSIBLE CAUSE
Steer motor stalled; Steer motor encoder (1B2) failure; Feedback (lower) potentiometer (1B4) failure; wiring fault
CORRECTIVE ACTION
Relieve stall condition; Check encoder (Monitor>Position Feedback>Encoder Input>Encoder3 readings; Check signall
(Monitor>Position Feedback>Analog Input>Analog5 & 6), adjustment, and coupling of feedback potentiometer.
STEERING
Code: 74 Handset Display: HARDWARE SOFTWARE MISMATCH

Incompatible software loaded.
SYMPTOMS
0 Main contactor (1K1) opens; no travel function available; traction fault 52.
POSSIBLE CAUSE
4 See above.
CORRECTIVE ACTION
Reflash steer controller with correct software.
Code: 75 Handset Display: PARAMETER CONFLICT

One or more of the following parameters are incorrect, out of range or out of sequence
1. Command Device>Command Input Device
2. Vehicle Configuration>Traction Speed Input>Input Type
3.Vehicle Configuration>Nominal Voltage
4. Motor Control Tuning>Motor Type
5. Motor Temperature Control>Sensor Type
6. Command Device>Analog1 and 3>Analog1 (left/center/right not in ascending/descending order)
7. Command Device>Analog1 and 3>Analog3 (left/center/right not in ascending/descending order)
8. Feedback Device>Analog5 and 6>Analog5 (left/center/right not in ascending/descending order)
9. Feedback Device>Analog5 and 6>Analog6 (left/center/right not in ascending/descending order)
10. Command Device>Command Map>Left Stop or >Right Stop = 0
SYMPTOMS
POSSIBLE CAUSE
See above.
CORRECTIVE ACTION
Check parameters against factory settings and restore correct value as required; Recalibrate Analog3 left/center/right
if necessary.

STEERING
0
4

STEERING
14
17 18 19
12
4
0 3
4
5
1
15 11
10
16
7
13
2

STEERING
Steer Motor Removal and Installation - Electric Steer Only
• Carefully position the steering in exactly the center • Remove the four motor mounting screws (12) and
(straight-ahead) position and disconnect the battery. nuts (13) from the bracket and carefully pry the bracket
off of the motor and sprocket. Leave the potentiometer
• Disconnect the feedback potentiometer at connector bracket in place on the motor bracket. The motor
9X3 (beside brake). Cut any wire ties securing the bracket is engaged to the motor flange with two spring
potentiometer wires to the truck or other harnesses. pins (14). Ensure that the potentiometer shaft set
• Disconnect the encoder/temperature sensor at

connector 9X5. Cut any wire ties securing the device
screw is fully loosened so that the shaft slides out of
the coupling (15). Set the bracket and potentiometer
assembly aside. Try not to alter the position of the
0
wires to the truck or other harnesses.
• Disconnect the steer motor phase cables at the

potentiometer shaft during removal.
• Loosen the set screw (16) on the sprocket and pry

4
motor (2). If the battery is pushed to the side slightly, the sprocket off the steer motor shaft. The coupling
a hole is available to access the steer motor wiring may be unscrewed from the motor shaft also if
from the battery compartment. necessary.
• Disconnect the steer motor potentiometer wiring Installation

connector (3X5).
• Apply Loctite 242 (or equivalent) to the threads of the
• Measure the portion of the steer chain adjustment coupling (15) and install the coupling into the steer
screw (3) protruding through its angle bracket (4). motor shaft. Tighten snugly.
Note this measurement to reset chain tension during
assembly. • Set the steer motor upright with the shaft end pointing
up. Install the two spring pins (14) into the motor
• Loosen the lock nut (5) on the chain tension flange. Install the sprocket (7) with its key onto the
adjustment screw. shaft but do not install the set screw (16) yet.
• Loosen the four screws (6) holding the steer motor • Rotate the motor shaft so that the flat portion of the
bracket to the chassis. (These screws have slotted coupling will face the centerline of the truck when the
holes to allow steer chain tension adjustment.) motor is installed. Use care to get the flat surface
closely parallel with the truck centerline.
• Hold the lock nut to prevent its turning, and unscrew
the adjustment screw from the angle bracket. This • Set the steer motor mounting bracket (1) and
will reduce tension on the steer chain. Remove the potentiometer assembly over the sprocket and onto
adjustment screw and lock nut. Slide the bracket the motor. Make sure the connection terminals on
toward the center-line of the truck if necessary to the motor are oriented correctly relative to the bracket.
reduce chain tension. Align the potentiometer shaft with its bore in the
coupling and carefully press the motor mounting
• Remove the rear-most master link from the steer bracket down to engage the spring pins.
chain and disengage the chain from the steer motor
sprocket (7). Thread the chain from behind the • Install the four motor mounting screws (12), washers,
sprocket and fold it out of the way. and nuts.
• Support the steer motor and bracket assembly and • Apply Loctite 242 (or equivalent) to the threads of the
remove the four bracket screws loosened earlier. potentiometer shaft set screw (11) in the coupling
Lift the steer motor and bracket with the and tighten the set screw then its lock nut (10).
potentiometer (8) and its bracket (9) intact out of
the truck. • Install the motor and bracket onto the truck chassis
with the four bracket mounting screws (6). Run the
• Set the steer motor on a work surface with the four screws in but do not tighten them yet.
sprocket end up. Note the orientation of the motor
terminals for future reference. Loosen the lock nut • Grasp the sprocket with a pair of channel locks and
(10) and set screw (11) on the potentiometer shaft rotate the steer motor shaft about 5 to 10 degrees
coupling.

STEERING
counter-clockwise (looking down at the sprocket). This • Reconnect the drive motor controller cables, steer
will turn the potentiometer shaft off center. This offset motor cables, and the potentiometer connector.
will be returned to center during the chain tensioning
process. • Remove the steer contactor wire at fuse 3F1 to
disable the steer motor.
• Ensure that the drive wheel is exactly centered in the
0 straight-ahead position. Clamp the transmission to

the chassis with a large C-clamp to prevent pivoting
of the drive unit during chain tensioning.
WARNING
ALWAYS DISCONNECT THE STEER CONTACTOR
4 • Install the steering chain. Rotate the steer motor shaft

again slightly if necessary for the chain to engage
FROM FUSE 3F1 BEFORE ADJUSTING THE LOWER
POTENTIOMETER. FAILURE TO ISOLATE THE
CONTACTOR CAN RESULT IN UNEXPECTED
OPERATION OF THE STEERING COMPONENTS
the sprocket teeth. Pry the sprocket up on the motor
AND CAUSE INJURY.
shaft if necessary so the chain runs level.
• Connect a programming handset or laptop equipped
• Install the chain tensioner screw (3) and lock nut (5).
with diagnostic software to 6X3.
Thread the screw into the angle bracket (4) to apply
tension to the steering chain. Use the measurement
• Connect the battery and turn on the key switch.
made during disassembly as a guide. When properly
Navigate to Monitor>Position Feedback>Analog
tensioned, the chain has about 1/8 inch of give under
Input. Check to see if the voltages for Analog5 and
hand pressure. As the chain is tensioned, the steer
Analog6 are equal within one or two hundredths. This
motor shaft, sprocket, and potentiometer coupling
is the center or "zero" position of the potentiometer.
should rotate back clockwise by the amount of offset
It corresponds to the straight-ahead steering
that was put in earlier. Verify that the transmission
position. If the Analog5 and 6 are close, it may be
clamp does not slip during this process. When
possible to zero the potentiometer by loosening its
finished, verify that the flat face (A) of the
mounting screws and twisting the potentiometer body
potentiometer shaft coupling has rotated back so that
slightly. If more twist is necessary than the slots in
it is closely parallel with the centerline of the truck
the potentiometer will allow, remove the mounting
(ie parallel to the drive unit). The edge (B) of the drive
screws and utilize a different set of mounting holes
unit mounting surface of the chassis can be used as
in the bracket. If the potentiometer is grossly out of
a guide. If not straight, the coupling can be tightened
center, it must be removed and zeroed at the shaft.
slightly with a wrench to achieve exact alignment.
Proceed according to the lower potentiometer
replacement procedure.
• Switch the truck off and remove the clamp from the
A B transmission. Reconnect the steer contactor to fuse
3F1.
• Observe the steer motor sprocket and slowly operate

the steering. The sprocket may tend to "seek" the
correct height on the motor shaft. Adjust chain
tension so that the chain runs smoothly and quietly
if necessary. Visually check that the chain is running
level, ie sprocket at same height as chain ends. If
so, turn off the truck, disconnect the battery, apply
Loctite 242 (or equivalent) to the threads of the
sprocket set screw (16), and tighten the set screw.

OPERATING CONTROLS
TABLE OF CONTENTS
Related Items Page
Switches ........................................................................................... 06-4 thru 06-9
Control Head ..................................................................................... 03-3 thru 03-6
0
5

OPERATING CONTROLS
0
5

ELECTRICAL
Table of Contents
Electrical System Description ........................................................................... 06-2

Fuses ............................................................................................................... 06-2
Wiring Harness Connectors .............................................................................. 06-3
Electrical Wiring ............................................................................................... 06-4
Switches .......................................................................................................... 06-5
Key Switch ..................................................................................................... 06-6
Hydraulic Pressure Sensor .............................................................................. 06-6
Control Handle Button Switches ...................................................................... 06-7
Operator Presence Platform Switch ................................................................ 06-7
Parking Brake Switch - Manual Steer .............................................................. 06-8
Parking Brake Switch - Electric Steer ............................................................. 06-9
Easy Pick System (Optional equipment) ......................................................... 06-10
Lift Runner System (ETR-X Only) .................................................................... 06-11
Relays ............................................................................................................ 06-12
Options Harness ............................................................................................ 06-13
Horn ............................................................................................................... 06-14
Travel Alarm (Optional equipment) .................................................................. 06-14
0
Main Controller ............................................................................................... 06-15
Main Controller Maintenance ........................................................................ 06-16
6
Main Controller Replacement ........................................................................ 06-16
Main Controller Program ............................................................................... 06-17
Software Access Using the Handset ............................................................. 06-20
Software Access Using a PC ........................................................................ 06-21
Adjustable Parameters ................................................................................. 06-22
Main Controller Troubleshooting .................................................................... 06-28
Temperature Sensor ..................................................................................... 06-29
Speed Sensor .............................................................................................. 06-30
Throttle Potentiometer .................................................................................. 06-31
Throttle Actuation .................................................................................... 06-32
Troubleshooting the Throttle Circuit ........................................................ 06-32
Potentiometer Replacement .................................................................. 06-35
Connector X1 and X2 Information ................................................................. 06-39
Controller Fault Codes .................................................................................. 06-41
Indicator Unit .................................................................................................. 06-58
Line Contactor ................................................................................................ 06-59

ELECTRICAL
ELECTRICAL SYSTEM DESCRIPTION

The truck has a 24-volt electrical system. The drive motor is an AC induction motor. The three phase current necessary
for this motor is created within the drive controller. If the truck is equipped with the optional electric steering system,
then that motor is AC as well and has its own designated controller. All other components on the truck utilize direct
current. The AC drive system eliminates the need for directional contactors, however, a line contactor is required. A
dash display is standard which displays battery charge state, accumulated hours, and maintenance status codes.
FUSES
Fuses are divided into power fuses and control fuses. The power fuses are located near the top edge of the main
bulkhead just below the battery connector. All models use a single power fuse designated 1F1. This ceramic fuse is
installed between battery positive and the line contactor, pump contactor (ETR-X only), and contol fuse F1. If the truck
is equipped with the optional electric steering system, an additional power fuse (3F1) is installed above 1F1. Up to
three control fuses are contained in a fuse holder near the traction controller. They are designated as follows:
F1 Key switch 15 amp
F2 Operating switches 4 amp
F3 Options circuit 4 amp
1F1 Main power 250 amp
3F1
3F1 Electric steer motor 50 amp
0 1F1
6 Note that hardware sequence is important to proper

1102 02262015-02
functioning of the power fuse(s). Always observe the

sequence shown when replacing a power fuse.

ELECTRICAL
Wiring Harness Connectors
A number of multi-socket wiring connectors are used

join wiring harnesses together. (For connection of
individual wires to devices, common ring terminals or
spade terminals are used instead.) Multi-socket
connectors incorporate special crimped terminals with
integral seals on the individual wires. The seal and
terminal are both crimped to the wire end as one
operation. Unused sockets on connector housings are
plugged with seals to prevent entry of dust, liquids, etc.
In addition, a one-piece flexible seal is installed over the
terminal ends in the mating side of the connector half
containing the male terminals.
Connector halves can be separated by sliding the red
locking yoke to the side. If it becomes necessary to
extract a terminal from a connector housing, the following Preferred Unlocking Method
extraction tools must be used:
Male terminal extraction tool: L3509853002
(spare tips: L3509853092)
Female terminal extraction tool: L3509853001
(spare tips: L3509853090)
To extract a terminal, separate the connector halves,
remove the flexible seal (male terminals only), and insert
the extraction tool prongs into the slots on either side of
0
the mating end of the terminal. The prongs flex the
internal latching fingers so that the terminal can be
removed by gently pulling the wire. (It is somtimes helpful
6
to push the wire into the socket while inserting the
extraction tool to eliminate binding.) To install a terminal,
simply insert it into the appropriate socket and push
until it clicks into place.
If new terminals and seals are to be crimped onto a wire
end for insertion into a connector housing, a special
crimping tool (Linde P/N L3505052200) must be used.
On wiring diagrams and throughout this manual, wiring
connectors are designated by an alpha-numeric code
containing the letter X. Individual wire positions are given
following a colon placed after the connector code. For
example, 1X5:8 refers to wire position 8 on connector
1X5. Wire position numbers are molded into the
connector housing.
NOTE
The controller connector X1N1 (and X2N2 for
electric steer controller) is different from the others.
Except for notation, the information on this page
does not apply to these connectors. They are
covered on page 06-39.
Alternative Unlocking Method

ELECTRICAL
ELECTRICAL WIRING
The truck's main wiring is contained in four wiring harness sections - a main harness, handle harness, motor
harness, and a lean seat harness. An additonal "options harness" is installed when the truck is equipped with lights,
display heater, or a battery interlock. These harnesses are joined to devices or each other through a number of wiring
connectors which may be disconnected for maintenance purposes.
Most of the connectors are located in the chassis compartment. These locations are shown on the facing page.
1 Main harness
X1N1 Traction controller connector
X2N2 Steer controller connector (electric steer only)
X2 Connection to lean seat harness under floor plate
X6 Connection to handle harness in steer column
X7 Connection to handle harness in steer column
1X1 Connection to motor harness (speed and temperature sensors)
1X4 Connection to parking brake switch (micro switch if manual steer)
2X1 Connection to pressure sensor (ETR-X only; plugged for all others)
4X1 Connection to horn
4X2 Connectors to travel alarm (option)
6X1 Connector to display unit
6X2 Diagnostic connection - traction
6X3 Diagnostic connection - steer (electric steer only)
7X1 Connection to floor plate switch
8X1 Connection to motor harness (electric brake - electric steer only)
9X3 Connection to steering feedback potentiometer (electric steer only)
0
9X4 Connection to steering position potentiometer (electric steer only)
9X5 Connection to steer motor speed and temperature sensors (electric steer only)
9X6 Connector to terminating resistor for CAN communication (electric steer only)
6 2 Motor harness
1X3 Connection to motor speed and temperature sensors at motor
8X Connection to electric brake (electric steer only)
3 Options harness
9X2 Option harness connector for strobe and/or battery gate interlock (connector is secured to bracket with
dummy connector half if this harness is present but strobe or interlock is not.)
5X1 Connector to optional headlight
- Handle harness (not shown, connects to X6, X7)

X9 Connection to handle cover buttons
1X2 Connection to accelerator potentiometer in control handle
1X4 Jog button - Right (Easy Pick option)
1X5 Jog button - Left (Easy Pick option)
- Lean seat harness (not shown, connects to X2; this harness is not present if reverse jog option is not installed
X10 Connection to lean seat buttons

ELECTRICAL
5X1
1X4
(3F1)
6X1
103
:4 9X4
X7
X6
ETR-X
4
10
6X3
101
3K1
6X2
26
5K2
9X2 2X1
4X1
F3
1X1 F2
9X3
F1 A
3 4X2
8X1
GND 100
8X
0
X1N1 :3 5
(8X1)
(1X1)
1X3 6
1
102
X2N2 2
9X6
X2
7X1
A
N2(B+)
1103 04272016-01 9X5

ELECTRICAL
SWITCHES
Hydraulic Pressure Sensor (ETR-X only)
All switches are identified on the electrical schematic The pressure sensor (2B1) measures output pressure
by the following symbol: from the hydraulic pump unit. Its signal contributes to
hydraulic pump control. This sensor is covered in the
hydraulic section.
Switch input should be first checked with a handset or

PC using the Monitor function to rapidly eliminate
problems with a given switch circuit. This procedure is
covered on page 06-28.
Key Switch
Key switch function may be confirmed by checking
voltage at pin 1 of the drive motor controller connector
X1. When the switch is ON, there should be full battery
voltage. If not, there is a problem with the switch, the
wiring, or fuse F1. To test the switch specifically, remove
the steering column cover and move the voltmeter
positive lead to the normally open terminal (marked NO)
of the key switch. Operate the key switch. When the
switch is off, there should be no voltage. When the
switch is on, there should be full battery voltage.
0 To replace the key switch, disconnect the battery and

unscrew the bezel on the dash surface. Remove the
6 key switch and disconnect its wiring from the two

terminal screws. Attach the wiring to the new switch
and install it in the reverse order of removal.

ELECTRICAL
Button Switches Oper

Operaator Pr esence Pla
Presence tf
Platf or
tfor m Switc
orm h
Switch
Standard 1103 models have two horn buttons on the The operator presence switch is installed beneath the
control handle. A "reverse jog" feature is available as floor plate. The switch is a conventional microswitch
an option. If this feature is present, a reverse jog button mounted to the chassis weldment. It is accessible by
will be located in an additional button cluster installed lifting out the spring-supported floor plate/floor mat
in the lean seat. This button cluster will also contain assembly. Both styles of switch are normally open and
another horn button. The horn button switches on the intended to close when subjected to the weight of an
handle have leads that are connected to the steering operator. The switch must be closed for the line contactor
column harness at connector X9. to energize.
To test the three button switches on the control head, Testing

disconnect the battery and remove control head cover. The switch itself is easily tested at connector X1 at the
Separate the halves of connector X9 and attach drive motor controller. To test the switch, disconnect
ohmmeter leads to the pins of the switch to be tested the battery, separate the connector from the drive motor
on the switch side of the connector. Switch pins are as controller, and then reconnect the battery and turn the
follows: key switch on. Check voltage at pin 33 relative to battery
RH Horn: Pins :1 and :2 negative while an assistant steps into and out of the
operator compartment. There should be full battery
LH Horn: Pins :7 and :8 voltage when an operator steps on the floor plate and
none otherwise.
On vehicles with reverse jog, the lean seat button
switches are connected to a lean seat harness at If not, test the key switch circuit by checking for voltage
connector X10. This harness is not present otherwise. at pin 1. If no voltage is present at pin 1 then the problem
To test these four button switches, disconnect the is in the key switch circuit. If voltage is present at pin 1
battery and remove the button cluster screws to access but not at pin 33, there is a problem with the switch,
the connector. Separate the halves of the connector fuse F2, or the wiring.
and attach ohmmeter leads to the pins of the switch to
be tested on the switch side of the connector. Switch
pins are as follows:
Replacement
Test the replacement switch before installing it.
0
Revese Jog:
Horn:
Pins :5 and :6
Pins :7 and :8
The microswitch is replaced by lifting out the floorplate/
floormat assembly, disconnecting the switch and
6
installing a replacement using the mounting screws.
All of the button switches are normally open and so The microswitch must be adjusted so that it will activate
should conduct only when pressed. To replace a button only when an operator is standing on the floor plate.
switch, first extract its leads from the connector.
Once a button switch is accessible, unscrew the
retaining nut behind the button to remove it. Install the
new button switch in the reverse order of removal.
Secure the new button switch and test it before installing
its leads into the connector.
ETR-X
On ETR-X models with the manual lift variant, a lift and
lower button is present on the control handle. These
buttons are connected to X9 and may be tested/replaced
as above. Their connections are as follows:
Lift: Pins:3 and :4 (ECR only)
Lower: Pins :5 and :6 (ECR only)
ETR-X models with the Auto-Lift feature do not have lift/
lower buttons.

ELECTRICAL
Parking Brake Switch - Manual Steer Trucks
The parking brake switch controls power to pin 9 of the
drive motor controller. The circuit is connected across
the normally closed terminals of the switch, so it must
be released for the truck to operate. The parking brake
switch is located inside the steering column weldment
at the parking brake lever cam. The switch releases
only when the parking brake handle is in the off position.
When the parking brake is applied, the switch is
actuated and the circuit is opened, interrupting travel
power.
Testing
The parking brake switch can be tested at connector
X1 at the drive motor controller. To test the switch,
disconnect the battery, separate the connector from
the drive motor controller, and then reconnect the battery
and turn the key switch on. Check voltage at pin 9
relative to battery negative while operating the parking
brake handle. There should be full battery voltage when
the handle is released and none otherwise.
If not, test the key switch circuit by checking for voltage
at pin 1. If no voltage is present at pin 1 then the problem
is in the key switch circuit. If voltage is present at pin 1
but not at pin 9, there is a problem with the switch,
0 fuse F2, or the wiring.

Adjustments
6 Loosen the mounting screws slightly and position the

switch so that the parking brake handle cam actuates
the switch only when the parking brake is engaged.
Replacement
To replace the parking brake switch, first disconnect
the battery, then connector 1X4. Replace the switch
assembly using the mounting screws and clamp bar
and connect 1X4.

ELECTRICAL
Parking Brake Switch - Electric Steer Trucks
The parking brake switch is a toggle type switch which
diverts power to pin 6 of the drive motor controller and
pin 9 of the steer controller when in the off position. If
no fault condition is present the input at pin 6 will signal
the controller to release the electro-magnetic brake via
an output at pin 5. When the switch is in the on position,
power is diverted to an LED inside the switch button to
alert the operator that the brake is applied. The brake
switch is located on the left side of the steer column
weldment. The switch must be turned off by the operator
in order for the truck to travel.
Testing
The parking brake switch can be tested at connector
X1 at the drive motor controller. To test the switch,
disconnect the battery, separate the connector from
the drive motor controller, and then reconnect the battery
and turn the key switch on. Check voltage at pin 9
relative to battery negative while operating the parking
brake switch. There should be full battery voltage when
the switch is off. When the switch is in the on position,
there should be no voltage at pin 9 and the lamp should
light.
If not, test the key switch circuit by checking for voltage
at pin 1. If no voltage is present at pin 1 then the problem
is in the key switch circuit. If voltage is present at pin 1
but not at pin 9, there is a problem with the switch,
0
fuse F2, or the wiring.
Replacement 6
To replace the parking brake switch, first disconnect
the battery, then connector 1X4. Squeeze the two
retaining fingers behind the switch flange and push the
switch out from inside the steering column. Press the
new switch into its hole in the steering column and
reconnect 1X4.

ELECTRICAL
EASY PICK SYSTEM (OPTIONAL EQUIPMENT)
The optional easy pick system is designed to facilitate Easy Pick Button Switch Replacement
pick and load operations where it is necessary to jog
the truck short distances between storage locations. The easy pick buttons are threaded into the control head
When the easy pick system is engaged, it allows the casting. A special tool (Linde P/N 154998) is required to
operator to "bump" the truck forward without operating remove and install these buttons. To replace a button,
the hand grip. first disconnect the battery and remove the control head
cover. Extract the button leads from the connector and
Three switches are installed when the easy pick system unscrew the button using the special tool to engage the
is present - two red button switches (2) on the sides of two small holes on the button perimeter. (See page 06-
the control head and a momentary selector switch (1) 3 for connector pin extraction). Install the new button in
at the control head cover. The red buttons are pressed the reverse order of removal.
by the operator to jog the truck forward. The selector
switch ensures that easy pick is intentionally engaged
before enabling the red easy pick buttons. The selector Easy Pick Selector Switch Replacement
switch is wired through connector X9 in the control head.
Connectors X4 and 1X5 (3) are used for the easy pick The easy pick selector switch snaps into the top of the
buttons. control head cover. To replace the selector switch, first
disconnect the battery and remove the control head
The easy pick control circuit is connected from the key cover. Note the sockets in X9 to which each lead wire is
switch circuit across the normally open terminals of the connected and mark for reference. Refer to the wiring
easy pick selector switch and also to the normally open diagram if necessary. Extract the switch leads from the
button switches (connected in parallel). When the connector. (See page 06-3 for connector pin extraction).
selector switch is pressed, a momentary input is made Depress the retaining tabs on the switch to remove it
to pin 14 of the drive controller. This is an enable signal from the cover. Snap the new switch into the same
which will cause the controller to latch the Easy Pick position as the old one and insert the leads into the
0
system on. Sucessive cycles of the momentary switch connector.
will toggle this latching function of the controller on/off.
When either of the red buttons is pressed, an input is
6 made to pin 22 of the drive motor controller. When this

occurs and the system is latched on, the controller
operates the drive motor at a programmed walk speed
until the circuit is broken (button released or selector
pressed again).
NOTE
The easy pick system option is not available on ETR-X.
Switch Testing
To test the selector switch, disconnect the battery,
separate the connector (X1) from the drive motor
controller, and then reconnect the battery and turn the
key switch on. Check voltage at pin 14 relative to battery
negative while operating the selector switch. There should
be full battery voltage and the lamp should light when
the switch is on and no voltage if off.
To test the button switches, check voltage at pin 22 of
the drive motor controller connector. With the key on,
there should be full battery voltage available when either
button is pressed.
If voltage is not available above, test the key switch circuit
by checking for voltage at pin 1. If no voltage is present
at pin 1 then the problem is in the key switch circuit. If
voltage is present at pin 1 but not at pins 14/22, there is
a problem with the relevant switch, fuse F2, or the wiring.
ELECTRICAL
LIFT RUNNER SYSTEM (ETR-X Only)
The Lift Runner system controls the hydraulic pump motor on ETR-X models. This system is governed by parameters
in the truck program flashed into the traction control unit. They are explained in the Parameters section of this
chapter. The master switch for the system is a two-position rocker switch in the control handle. Two variants of the Lift
Runner system are available - Manual or Auto. If the truck is equipped with the manual variant, lift and lower buttons
will be present on the control handle as well. These are covered on page 06-07 under "Button Switches". If the truck
is equipped with the Auto Lift variant, no button switches are used. The Auto Lift variant operates using the platform
switch signal. In both variants, the master switch completes an input to pin 14 of the drive motor controller when the
switch is on. The master switch is tested and replaced in the same manner as the Easy Pick enable switch described
on page 06-10.
0
6
Easy Pick Switch Arrangement (Lift Runner Switch is in position 1 on ETR-X;

items 2 and 3 are not present on ETR-X)

ELECTRICAL
RELAYS
The truck may be equipped with up to two small relays
located beside the control fuses. Both relays are
contained in plug-in modules that can be easily removed
from their bases.
3K1
3K1 is present on trucks with the optional electric
steering system. The contacts of this relay control power
to the B+ terminal of the steer controller. This relay should
energize when the key switch is on and the floor plate is 5K2
pressed. It should drop out after approximately one
second if either of those is opened.
5K2 is part of the options harness. It allows high current
options (lights and gauge heater) to be controlled with
key switch.
1103 05022016-01
Wire 80
0 Wire 103
6 Wire 81
Wire 102
3K1 1103 05022016-02
Wire 55
Wire 163
Wire 25
Wire 99
5K2 1103 05022016-03

ELECTRICAL
OPTIONS HARNESS
A separate harness is installed on the truck if a strobe light, headlight, display heater, or a special interlock such as
a battery gate is present. This harness contains relay 5K2 and fuse F3. These items are only present if the options
harness is installed. The harness is also connected at terminal 2 of fuse F2. The main harness is then reconnected
to fuse F2 via a splice (3) to main harness wire 29. If the harness is installed in the field, then wire 29 must be
extracted from socket 1 of fuse F2 and connected to the options harness with the splice connector (3). The options
harness wire pair (25. 27) must then be inserted into socket 1 of fuse F2 (opposite side of fuse from wire 2). Connector
9X2 is used only if a strobe or interlock is installed. Otherwise this connector is simply secured to the bracket with a
dummy connector half.
5X1
6X1:4
0
POS B+
6
5K2
1
9X2
F3 (re
f)
F2
2
3
X1N1:3
4
m
GND
ain
ha
rn
es
sw
ire
29
1103 05132016-01

ELECTRICAL
HORN (H1) TRAVEL ALARM (H2) (Optional

equipment)
The horn (1) is mounted to the chassis on the left hand
side of the drive motor. If the horn does not work, test it An alarm (2) is optional. If present it is mounted in a
by disconnecting its wires and checking voltage across bracket on the left hand side of the drive motor near the
them while pressing the horn button. If no voltage is horn. The alarm is connected to wires marked 4X2 (wires
available, there is a problem elsewhere in the electrical 39 and 45). The alarm can be programmed to activate
system. The horn must be replaced if defective. when the vehicle is travelling in forward only, reverse
only, or both. The travel alarm is connected to a digital
output of the controller (X1:20). Output status can be
confirmed at Monitor>User Information>Drivers>Motion
Alarm.
The alarm is a piezo-electric device with a very low
internal resistance. For this reason, a 6.2 k-ohm resistor
(R1) is necessary across its terminals to prevent
inadvertent operation due to leakage current at X1:20.
If a weak signal is audible from the alarm when it should
be off, then this resistor is probably faulty or
unconnected.
The alarm can be tested by disconnecting its leads
and placing 24 volts across the alarm terminals.
NOTE
When testing the alarm, note the polarity
indicated on the alarm.
0 On trucks without an alarm, the wires are taped back

into the harness and may be used for future alarm
6 installation.

ELECTRICAL
MAIN CONTROLLER (N1)

A transistorized motor controller is used to control a The controller is equipped with an anti-rollback feature.
three-phase induction drive motor as well as other vehicle On manual steer models, this feature is designed to
functions. For the drive motor, the three motor field coils limit the truck's speed under external forces such as
in the stator are subject to three independent sinusoidal gravity when on an incline. If the truck is stopped on an
voltages which occur at 120-degree phase intervals. This incline and begins to roll back, the motor movement is
alternating current is produced from battery power by detected by the speed sensor and the controller adjusts
three separate MOSFET arrays in the controller. Current the stator field current to maintain a given torque. This
through each array is regulated by the controller via a restricts the roll-back speed preventing free acceleration
pulse width modulation algorithm which drives the and also ensures that the truck never reaches a
MOSFET gate signals. A MOSFET will conduct only momentum that the drive system cannot overcome. The
when a signal is present at its gate connection to turn it roll-back speed is set very low but not at zero. This done
on. The control algorithm turns the MOSFETs on and off intentionally as a safety feature to prevent masking of a
in rapid succession, varying the ratio of ON time to OFF stall condition and to make an unsecured truck obvious
time in response to the accelerator potentiometer signal on an incline. On electric steer models, the electric brake
as well as present load and speed conditions of the will engage whenever the truck is stopped or turned off
motor. to prevent rollback.
In this system, the traditional series drive motor is The controller is also equipped with a counter-current
replaced by an induction motor with three separate field braking or "plugging" routine which is used when
winding circuits (U, V, and W) in the stator. A large regenerative braking becomes limited by the ability of
advantage of an induction motor is that no current is the battery to accept additional energy. In such cases,
directly applied to its rotor. Any rotor currents are induced the stator field current is reversed or applied to induce a
as a result of magnetic fields established by the field force opposite the direction of motor rotation. This can
currents. Therefore no motor brushes are required to produce more aggressive slowing than regenerative
deliver current to the rotor. When coupled with a controller braking.
that can monitor and vary the current in all three circuits,
the motor performance curve can be optimized while
The controller is equipped with two status LEDs. An
amber LED will flash periodically during normal operation.
0
6
retaining the high torque capability of a series motor.
A red LED will flash if a fault is present.
Since motor direction is determined by phase sequence,
the same three MOSFET arrays can be used by the A label is affixed to the controller which gives the
control algorithim to change direction as well as speed, controller part number (1) and the software revision
eliminating the need for a directional contactor. A line number (2).
1
contactor is placed in the positive side of the controller
power circuit to shut down the system if the controller
senses a fault. Current sensors in the controller and a
speed sensor on the motor shaft provide the necessary
feedback signals to the controller algorithims.
Temperature sensors are also present in the controller
and the motor.
The controller is equipped with a regenerative braking
X1 2
routine which is used in several cases. The first is during
normal operation when the travel control hand grip is
released to neutral or twisted in the direction opposite of
travel. When this occurs, the truck slows according to W LED's
the programmed values for the various deceleration rates.
These values may be altered in the program to suit user
preference. The degree of deceleration when releasing B-
the travel control to neutral and when twisting it in the
opposing direction may be given separate values. V
Regenerative braking also occurs during downhill travel.
The degree of deceleration in these cases can not be
altered by the user.
U
B+

ELECTRICAL
Main Controller Maintenance Main Controller Replacement
The drive motor controller is generally maintenance free.It If a new controller is being installed, make a note of all
is recommended, however, that the following items be settings for the parameters shown in Program>User
checked as required during the normal preventive Parameters and Program>Battery. If these differ from
maintenance of the truck: the factory values in the table beginning on page 06-22,
then the new controller parameters must be set after
installation.
Before doing any work on the vehicle, • Disconnect the battery.

disconnect the battery. The capacitors
• Wait at least 60 seconds for the controller
in the controller will continue to power
the electrical system for several capacitors to fully discharge.
seconds after the battery is • Disconnect the wiring harness connector (X1) at
disconnected. Wait at least 60 seconds the controller.
for discharge before servicing the
controller or arcing and possible injury • Disconnect the positive, negative, and motor
or damage could result. cables at the controller terminals. Mark them for
reconnection if necessary.
• The controller unit and its connections should be
free of dirt, grease, paint or liquids. • Remove the mounting screws and the controller.
• Reinstall the controller in the reverse order of
removal after applying a thin layer of heat transfer
Before cleaning, connect a load such compound (Dow Corning 340 or equivalent) between
as a contactor coil or a 200 ohm, 2 Wattt the controller and the truck chassis. Apply anti-
resistor across the B+ and B- terminals fretting compound to the pins of connector X1 as
to completely discharge the internal per page 06-39.
capacitors. Any moisture from cleaning
0 can damage the controller if the

capacitors are not completely
discharged.
• Connect the motor and power cables to their
terminals. The cable end should be placed directly
on the controller terminal followed by the washer,
6 • Clean, dry, low pressure air should be used to
remove any build up of dust on the controller. Any
then the terminal screw. No other hardware should
be used. Tighten the screws to 90 in-lb (10 N-m).
build-up of grease or dirt should be removed with • The throttle potentiometer must be recalibrated
a rag. The controller should be wiped clean with a according to the procedure Calibration on page 6-
moist rag. dry the controller with clean, dry, low 36.
pressure air.
• If the truck is equipped with an optional anti-
corrosion, washdown, or cold storage package,
spray the controller cable connections with
conformal coating (Techspray Fine-L-Kote® or
Never steam clean the controller or
equivalent).
wiring.
Do not operate the controller unless it

and all connections are thoroughly dry.
• The line contactor should be inspected every 200
hours for proper operation and tip condition.
• Ensure that the electrical connections to the
controller are tightened to 90 in-lb (10 N-m).
Always remove the controller if any

welding is performed on the truck.
ELECTRICAL
Main Controller Program

All drive motor control and many other truck functions are run by the main controller (N1) according to the software
loaded into its microprocessor. This software allows for the display of certain values or device states or other information.
The software also provides access to a number of adjustable control parameters. These parameters affect various
aspects of truck performance, allowing the vehicle to be optimized for a given situation. Also, certain optional features
can be enabled through these parameters. Access to the software requires a specialized hand held programming unit
(handset) or a PC equipped with the appropriate diagnostic software.
Software access is organized into six main sections:
• Program
• Monitor
• Faults
• Functions
• Controller Information
• Programmer Setup
Each of these main sections contains secondary sections which in turn contain the values that can be read or
adjusted. In a few places, an additional layer of hierarchy is used to organize values.
PROGRAM - This section of the program provides access to adjustable parameters.
User Parameters - All adjustable vehicle parameters are accessed here. See table on beginning on page 6-22.
Battery - Adjustable battery related parameters are accessed here
Reset Controller - This is a shutdown/restart routine equivalent to cycling the key switch. It does not restore any
factory settings.
MONITOR - This section of the program allows real-time observation of device input/output and vehicle status.
USER INFORMATION
0
Hour Meters
OPERATING HOURMETER - Total accumulated hours with key switch on, brake released, and floor plate switch
pressed. This is the value displayed in the indicator unit on the dash.
6
TRACTION HOURMETER - Total accumulated hours with key switch on and throttle active.
Service Timers
SERVICE TIMER - Number of hours accumulated since Reset Service Hours parameter was turned "On".
SERVICE DUE? - Indicator of whether or not the Service Pre-Warning has been reached yet. On = yes, Off = no.
SERVICE DUE IN XXX HOURS - Time remaining until next service (Hours at Next Service Interval – Service Timer).
Switches/Sensors - Displays button/switch status. Except for last item, display is either On or Off. On = closed.
REV JOG SW - 1S6 (On = reverse jog button pressed; input at X1:10)
PARKING BRAKE SW - 1S3 (On = switch closed; input at X1:9)
LOWER SW - 2S3, 2S4 (On = button(s) pressed; input at X1:11)
LIFT SW - 2S1, 2S2 (On = button(s) pressed; input at X1:12)
EASY PICK/LIFT RUNNER ENABLE SW - 1S7 (On = switch closed; input at X1:14)
EASY PICK SW - 1S4, 1S5 (On = button(s) pressed; input at X1:22)
PLATFORM SW - 7S1 (On = floor switch closed (pressed); input at X1:33)
TRACTION INTERLOCK SWITCH (non-standard option) (On = interlock switch closed; input at X1:3)
HYDRAULIC PRESSURE 2B1 (Analog input from hydraulic pressure switch; input at X1:24)
Drivers - Status of output devices. The last three are digital, all others are PWM with 0% = off.
MAIN PWM - Main contactor, should be 0% when off or 80% when on .
EM BRAKE PWM - Electric brake; should be 0% when off or 100% when on (electric steer only).
LIFT COIL PWM - Pump motor start switch; should be 0% when off or 100% when on.
LOWER COIL PWM - Lowering coil on pump unit; should be approx 10% when off or up to 100% (depending on
parameter setting) when on.
EASY PICK/ LIFT RUNNER LED - On/Off (Powers the indicator in the dash switch for optional systems)
HYDRAULIC FAULT TYPE - displays currently active hydraulic fault type 1 to 5; 0=no fault
MOTION ALARM - On/Off

ELECTRICAL
Steering Controller Status - Applies to optional electric steer system only. (These will all be 0 for manual
steer.)
STEER ANGLE (DEGREES) - displays the angle of the drive tire. Straight ahead = 0 degrees.
STEER ANGLE SPEED REDUCTION - Displays the current speed reduction based on steer angle. 100% = full speed.
TRACTION ENABLED - State of CAN message from steer controller to traction controller. 0=traction disabled,
1=traction enabled. 0 here can result from problems detected by either controller. NOTE: This is not the
same as the Traction Interlock parameter.
STEERING FAULT CODE - Displays any active fault code from the steering controller. These are not the same as
traction fault codes.
TRACTION FAULT CUTBACK - Displays speed reduction due to steering fault. 100% = no reduction.
TRACTION FAULT ACTION - Displays type of fault action 0=no action, 1=traction stop, 2=speed reduction,
3=warning only with no speed reduction; Type 1 is a severe steering fault and is associated with traction
fault 52. Types 2 and 3 are non-severe steering faults and typically indicate motor temperature issues. They
are associated with traction fault 53.
EMCY TRACTION FAULT ACTION - Displays same fault action types as Traction Fault Action above.
INPUTS
Throttle Command - Same as Mapped Throttle below
Mapped Throttle - Throttle potentiometer position as a percentage of calibrated values. Any position within
the neutral deadband of +/- 0.2 V from calibrated Set Neutral point will display 0%.Negative indicates reverse.
Throttle Pot - Actual voltage signal at pin X1:16. This determines motor speed.
Throttle Pot Check - Actual voltage signal at pin X1:17. This value is used as a safety check on the throttle
potentiometer by changing inversely with the Throttle Pot signal. The two signals must always sum to 5.5V.
Interlock - Combined inputs from platform switch (7S1)\ and brake switch (1S3) at pins X1:9 and X1:33.
On = both switches closed.
Hydraulic Sensor Voltage - Status of hydraulic sensor (2B1) input at pin X1:24. Should stabilize at
approximately 5.70 volts at 2730 psi (factory upper limit setting) and 0.04 at 20 psi (factory lower limit
0 setting).
OUTPUTS
6 PD Current - Current in proportional lowering valve circuit (pin X1:2). Should remain approximately 0.05A but
will spike briefly during lowering.
5 Volts - Supply voltage at X1:26, approximately 5 V. NOTE: This supply source is not used in this vehicle.
12 Volts - Speed sensor 1B1, Dash indicator unit and diagnostic plug 6X2 supply voltage at pin X1:25. Should
be approx. 12 V
External Supply Current - Combined current at pins X1:25 and 26. Must range between 5 and 200 mA.
Pot Low - Voltage at low side of throttle potentiometer at pin X1:18. Should be about 0.2 V
BATTERY
BDI - Displays percent charge of battery. Should match dash indicator unit.
Capacitor Voltage - Charge state of control unit internal capacitors. Normally around 14V.
Keyswitch Voltage - Voltage from battery at pin X1:1. Should be nominal battery voltage.
MOTOR
Motor RPM - Motor speed from speed sensor (1B1).
Temperature - Motor temperature from temperature sensor (B1).
Motor Speed A - Motor speed indicated by phase A of the speed sensor. Phase A should = phase B.
Motor Speed B - Motor speed indicated by phase B of the speed sensor. Phase B should = phase A.
CONTROLLER
Current (RMS) - RMS current to the motor taking all three phases into account.
Modulation Depth - Percentage of available voltage being used by motor.
Frequency - Operational frequency of the controller.
Temperature - Controller internal temperature.
Main State - Main contactor status. 0 = open; 1 = precharge; 2 = weldcheck; 3 = closing delay; 4 = missing
check; 5 = On.
Regen - On/Off; On indicates regenerative braking is occurring.
VCL Error Module - Internal software error ID.
VCL Error - Internal software error ID.
Motor Characterization Error - Not used.

ELECTRICAL
Cutbacks
MOTOR TEMP CUTBACK - Current available due to motor overtemp function. 100% is normal.
CONTROLLER TEMP CUTBACK - Current available due to controller overtemp function. 100% is normal.
UNDERVOLTAGE CUTBACK - Current available due to battery undervoltage function. 100% is normal.
OVERVOLTAGE CUTBACK - Current available due to battery overvoltage function. 100% is normal.
VEHICLE
Vehicle Speed - Truck speed in mph.
Vehicle Odometer - Total distance travelled in miles.
Vehicle Acceleration - Truck acceleration in G's.
Braking Distance - Not used.
Distance Since Stop - Not used.
CAN Status
CAN NMT State - Sets the operational state of controller CAN communications. Value should be 127.
FAULTS- This section of the program provides fault code display.

System Faults - Displays all active fault codes.
Fault History - Displays all past and present active fault codes since last Clear Fault History action.
Clear Fault History - If using a handset, pressing the top (+) of the parameter adjustment key will clear the fault
history, the bottom (-) of the key will exit. If using a PC, right click on any fault in the Fault History window and
select "Clear".
FUNCTIONS - This section of the program is used for cloning multiple controllers if parameters other than factory
defaults are desired across a fleet of vehicles. Once one controller is configured as desired, its settings may be
recorded and rapidly downloaded to additional controllers.
Settings
Get Settings from Controller - Stores settings from a controller into the programming device.
Write Settings to Controller - Downloads stored settings from a programming device to a controller.
Reset All Settings - Undoes the Write Settings function above. 0
CONTROLLER INFORMATION
Model Number - Displays part number of controller.
Serial Number - Displays serial number.
6
Mfg Date Code - Date of manufacture. First two digits = year, remaining digits = day of the year (0 to 365).
Hardware Version - Displays hardware ID code.
OS Version - Displays the major version number of the operating system currently installed.
Build Number - Displays the minor version number of the operating system currently installed.
SM Version - Version number of start-up software in the controller.
Param Blk Version - Version number of parameter block currently installed.
VCL App Version - Version number of main software.
PROGRAMMER SETUP - This section displays information about the programming device and allows adjustment of
several user preferences. This section does not apply when using a PC.
Program
LCD Contrast - Allows adjustment of the display contrast.
Language - Sets the language of text in the display.
Set Security Code - Allows a security code to be programmed.
Faults
Fault History - Displays accumulated fault codes.
Clear Fault History - Clears the fault history above.
Information - Lists manufacturer's data for the programming unit.

ELECTRICAL
Software Access Using the Handset
Follow these steps to use the handset to access the
controller program (older and newer handset types are
shown):
• Turn the key switch off.
• Plug the handset cable into connector 6X2 on
the main harness. Connect to 6X3 if accessing
the steer controller on electric steer models. The
connector is located in a bracket to the right of
• Turn the key switch on. The handset should
briefly display handset version then display the
top level program choices.
• Use the up/down portion of the four-way
navigation key (1) to highlight the small square
6X3
beside the desired menu choice. 1103 03092016-01 6X2
• When the desired choice is selected, use the
right-hand portion of the navigation key to display
lower level menus. The lowest level is actually a
list of the parameters themselves. Use the up/
down portion of the navigation key to scroll
through the parameter list. If a parameter is
adjustable ("Program" section of the software),
0 press the right-hand portion of the navigation key

again to access the adjustment window for that
parameter. This is where parameter values may
1 2
6 •
be changed.
Once an adjustment window is reached, use the
parameter adjustment key (2) to increase or 3
decrease the displayed value. To make large
changes quickly, use one of the bookmark keys
(3) instead of the parameter adjustment key.
Bookmark key 1 will change the displayed value
in increments of 10. Bookmark key 2 will change
it in increments of 100. Bookmark key 3 will it
in increments of 1000.
• When the value is correct, press the left portion
of the navigation key to exit the adjustment
window. Continue using the left and upper portion
of the navigation key to back out to higher menu
levels as necessary.
• Any location can be bookmarked using the
bookmark keys for rapid access. To bookmark 3 2
a location, press and hold a bookmark key for 2
seconds. Additional locations can also be
bookmarked using the remaining bookmark
keys. This allows a user to rapidly toggle 1
between up to three locations in the program.
• Turn the key off and disconnect the handset from
connector 6X2 when finished. New parameters
will not take effect until the key switch is turned
06-20off then back on. Service Manual: ETR, ETR-X 11038012040 US 04/2016
ELECTRICAL
Software Access Using a PC
A PC can be used to access the controller program. The
PC must be loaded with Curtis Programming Station
1314 software available from Linde. In addition a CAN
adapter (A) and a connector cable (B) are required to 1
connect the PC to the diagnostic connector (6X2 for
traction, 6X3 for steering on trucks equipped with optional
electric steering). Follow these steps to use a PC for
software access:
• Turn the key switch off.
• Connect the CAN adapter to the USB port of the
PC. Attach the connector cable to the end of the
CAN adapter. Connect the free end of the connector
cable to the diagnostic connector (6X2) on the
truck.
• Turn the PC on and double click the 1314 PC 2
Programming Station icon to open the diagnostic
software.
• Click the Connect icon (1) at the far left. The device
part number (2) should appear beneath "Device/
System" in the left pane of the software. The
"Mode" field at the bottom should change to
"CONNECTED".
• Click the part number to highlight it. Additional
icons will appear in the tool bar. These icons
correspond to the main sections of the program
0
as follows:
Controller Informaton (3) 3 4 5 6 6
Program (4)
Monitor (5)
Faults (6)
(The Functions and Programmer Setup sections
are only applicable to the handset.)
• Clicking one of the icons will display the hierarchy
for that section of the program in a separate window.
Multiple windows can be opened and resized as
necessary.
6X2
6X3
A
(W498916)
B
1103 03092016-02
(W456433)
ELECTRICAL
Adjustable Parameters
The following parameters have values that may be adjusted in the Parameters (Program)>User Parameters section of
the controller program. The battery-specific parameters may be adjusted in the Program>Battery section of the
controller program. Adjustment requires a programming handset or PC equipped with PC Programming Station software.
THROTTLE SPEED LIMITS Factory Setting

Forward Max Speed
Sets the maximum forward speed in miles per hour. 9.5 Mph
Reverse Speed Percent
Sets the maximum reverse speed as a percentage of the Forward Max Speed (above). 35%
Maintenance Due/Low BDI Max Speed 2.0 Mph
Sets the maximum speed in miles per hour if a fault condition is present.
THROTTLE ACCELERATION RATES

Full Accel Rate HS
Sets throttle response during higher speeds. 100% is fastest response.
70%
Full Accel Rate LS 75%
Sets throttle response during lower speeds. 100% is fastest response.
Low Accel Rate 25%
Sets throttle response in the lower part of the throttle range for low speed maneuverabiltiy. 100% is
0 fastest response.
THROTTLE DECELERATION RATES
6 Deceleration Rate
Sets the deceleration rate as a percentage of maximum, as the throttle is returned to neutral.
65%
Throttle Adjust Decel Rate
Sets the deceleration rate as a percentage of maximum, as the throttle is reduced without reaching
neutral.
30%
Brake Rate
Sets the direction reversal deceleration rate as a percentage of maximum, as the throttle is moved
past neutral toward the direction opposite motion. This is a more aggressive deceleration curve 15%
than Deceleration Rate above.
CALIBRATE THROTTLE
Set Forward
Sets the throttle potentiometer voltage at which maximum forward speed occurs These three
are
Set Neutral
set to
Sets the throttle potentiometer voltage that establishes the exact center point of the neutral position
match
deadband. The outer reaches of the deadband are automatically calculated as +/- 0.2 volts from
corresponding
this value.
monitor
Set Reverse values
Sets the throttle potentiometer voltage at which maximum reverse speed occurs

ELECTRICAL
SERVICE HOURMETER
Service Interval
Sets the maintenance interval. This parameter is a target (in hours) for an internal service counter
that accumulates hours since its last reset. When the counter reaches the target set here, fault
code 63 will occur and truck speed will be limited to the Maintenance Due/Low BDI Max Speed.
The Reset Service Hours parameter (below) must be changed from "Off" to "On" to reset the
counter and restore normal operation. The status of the counter can be read at any time at
500 Hrs
Monitor>User Information>Service Timers>Service Timer. Setting the Service Interval to zero will
prevent both the pre-warning light as well as fault 63.
Service Pre-Warning
Sets the amount of warning time before the next upcoming service interval occurs. When the
Service Timer gets within this value of its target (set above), the red fault light on the display unit
(6P1) will flash and the "Service Due?" value in Monitor>User Information>Service Timers will turn 30 Hrs
to "On".
Reset Service Hours
Setting this to "On" resets the Service Timer counter to zero. The counter will begin accumulating Off/On
time up to the Hours at Next Service Interval target (set above).
MOTION ALARM
Set Motion Alarm
Sets the motion alarm mode of operation. 0 = Off; 1= Reverse; 2= Forward; 3= Forward & Reverse
Continuous (0)/Intermittant (1)
Determines the output signal to a connected motion alarm. If the alarm is designed to emit an
intermittant noise on its own, this must be set to 0. If the alarm is capable of a continuous tone,
then this can be set to either 0 or 1. If set to 1, the alarm cycle must be specified using the On
Per custom-
er spec. 0
Period and Off Period parameters.
Motion Alarm On Period
6
Sets the duration of the audible period in the alarm cycle .
Motion Alarm Off Period
Sets the duration of the silent period in the alarm cycle.
SPEED LIMIT BDI %

Low BDI Threshold
Sets the point, as a percentage of batterycharge, at which the truck is limited to the speed set for
the Maintenance Due/Low BDI speed parameter.
15%
LIFT RUNNER
Off/Auto/Manual
Determines operating mode of optional lift runner hydraulics. If the vehicle is not equipped with
Per custom-
hydraulics, this must be set to 0.
er spec.
1 = Auto (lift and lower controlled automatically by floor switch)
2 = Manual (lift and lower controlled by buttons on control handle)
Auto Lower
Selects the type of lowering control. This parameter must be set to OFF if operating mode above
is set to Manual (2) to avoid a parameter conflict fault (66). Off
ON = Lowering will occur automatically after operator steps off the floor plate (after time delay)
OFF = Lowering will not occur with floor plate switch; must turn off Lift Runner master switch.

ELECTRICAL
LIFT RUNNER (continued) Factory Setting
Lift Runner Max Speed

Sets the maximum forward vehicle speed any time the Lift Runner master switch is on. 9.5 Mph
Proportional Valve Throttle
Controls opening of lowerinng valve. Higher values give faster lowering.
10%
Hydraulic Pressure Limits
High Pressure Fault Check
If set to OFF, overpressure faults will be suppressed. This is used when setting mechanical
On
relief pressure at the valve. Actual relief pressure should be greater than fault pressure
parameter, otherwise the relief valve will open early and prevent normal pressures from
being achieved. On AutoLift versions, this condition would cause the pump to run until it
times out (Hydraulic Pressure Fault type 3).
High Pressure Fault Limit (psi)
Sets the pressure at which an overpressure fault (Hydraulic Pressure Fault type 1) will be 2950 psi
generated.
Lift Limit Pressure (psi)
Sets the target pressure. The pump is disabled above this pressure. 2730 psi
Lift Pressure Hysteresis (psi)
This value is subtracted from the lift limit pressure above to determine a low limit. If 500 psi
pressure gets below this low limit and operating mode is Auto, the pump will automatically
start in order to restore pressure.If pressure remains this low for more than the Time
Allowed Below Hysteresis Range setting, then Hydraulic Pressure Fault type 4 will be
generated regardless of operating mode.
0 Lower Limit Presssure (psi)

This determines the point at which the lowering valve closes, preventing any further drop
in pressure. This must be kept above 0 to avoid a low pressure fault (Hydraulic Pressure
20 psi
6 Fault type 2) during normal lowering.

Hydraulic Time Limits
Lift Time Limit
This determines the amount of time the pump will run before a fault is generated (Hydraulic
Pressure fault type 3).
5.0 sec
Time Pump Sustained at Lift Limit
This is a "run-on" setting to allow the pump to continue operation for a slight time after the
Lift Limit Pressure is reached. This can be necessary to overcome transient pressure 300 ms
drops that can occur immediately after lifting in some types of trailers. This setting will
have no effect if operating mode is set to Manual (2).
Time Throttle is Disabled for System to Pressurize
This sets a time delay to prevent travel during the period immediately after pump starts. 2.0 sec
If the throttle comes out of neutral during this time, Hydraulic Pressure fault type 5 will be
set.
Time Allowed Below Hysteresis Range
This is the time limit for pressure to be below the hysteresis mimimum (set using Lift 10.0 sec
Pressure Hysteresis (psi) parameter above). If the throttle is out of neutral after this time,
Hydraulic Pressure Fault type 4 will be generated.
Auto-Lower Delay
This sets a delay between the time the operator steps off of the floor plate and the time 0.1 sec
automatic lowering will begin. This delay only has effect if the operating mode is set to
Auto and then only if the Auto Lower parameter is ON.

ELECTRICAL
EASY PICK Factory Setting

Easy Pick Enable
If the truck is equipped with the optional Easy Pick system, this parameter must be ON for the On/Off
Easy Pick system to operate. If the truck is not equipped with Easy Pick, this parameter will
have no effect. If the truck is equipped with a hydraulic pump, this parameter must be OFF to
avoid a parameter conflict fault (66).
Easy Pick Speed
Sets the maximum speed the truck will reach when an Easy Pick button is held.
2.5 Mph
Max Easy Pick Duration
Sets the time limit for truck operation while an Easy Pick button is continuosly held. This is
reset as soon as the Easy Pick button is released.
5.0 sec
Easy Pick Accel Rate
Sets the responsiveness of the truck when an Easy Pick button is pressed. Higher values give 25%
faster response.
Easy Pick Decel Rate 30%
Sets the deceleration rate as a percentage of maximum when an Easy Pick button is released.
REVERSE JOG
Reverse Jog Enable
If the truck is equipped with the optional reverse jog feature, this parameter must be ON for the On/Off
feature to operate.
Reverse Jog Speed
Sets the maximum truck speed when the reverse jog button is held. 2.5 Mph 0
Max Reverse Jog Duration
Sets the time limit for truck operation with the reverse jog button continuosly held. This is reset
as soon as the button is released.
10.0 sec 6
Rev Jog Accel Rate
Sets the responsiveness of the truck when the reverse jog button is pressed. Higher values
25%
give faster response.

ELECTRICAL
ELECTRIC STEER Factory Setting

Electric Steer Enable
If the truck is equipped with electric steering, this parameter must be set to ON. On/Off
If the truck is not equipped with electric steering, this parameter must be set to OFF.
Speed Reduction Deadband (Deg)
Sets the angle from the straight position at which speed reduction begins to take effect. This is
the beginning of a variable speed reduction range. The value applies to both left and right turning. 10 deg
Straight ahead is defined as zero degrees. Anytime the steering is between straight ahead and
this value, full speed will be available (subject to other non-steering related factors of course.)
Steer Angle Max (Deg)
Sets the steer angle (for both L and R) at which speed is reduced to the Full Turn Speed
Reduction value below. This is the end of the variable speed reduction range. Anytime the 55 deg
steering is past this angle, speed will be limited to the value set below. Anytime steering is
between this angle and the deadband angle (set above) the speed limit will be progressively
reduced as steer angle increases.
Full Turn Speed Reduction
This is the speed to which the truck is limited when the steering reaches the Full Turn Speed
Reduction angle set above. This speed is set as a percentage of the Forward Max Speed 50%
parameter.
Deg)
STRAIGHT AHEAD
0
and (
eadb
6
on D
ducti
d Re
Spee
A ax (
Deg
)
le M
Ang
B Stee
r
C
A (CONSTANT) Speed limit is 100% of that set in Forward Max Speed
B (VARIABLE) Speed limit is proportionally decreased as steering is turned further from straight ahead.
C (CONSTANT) Speed limit is Full Turn Speed Reduction (percentage of Forward Max Speed)
ELECTRICAL
INTERLOCK Factory Setting
Platform Switch Delay

Sets a "bounce delay" for the floor plate switch. If the floor plate is unloaded for greater than this 0.5 sec
time while the throttle is active, fault 64 will be generated.
Traction Interlock
This will enable an input that can be used with optional interlock equipment such as a battery gate.
This should normally be OFF. If set to ON, an input is required at X1:3 or else fault 62 will be Off
generated and the truck will not travel.
BATTERY Factory Setting
Reset Volts Per Cell

Determines overall reset voltage level at which BDI is reset to 100%. Reset voltage = this value X
12 cells. Reset level is checked only once, when key switch is turned on.
2.09
Full Volts Per Cell
Determines full voltage level considered 100% This is the key switch voltage variable accessible
in Monitor>Battery. Full voltage = this value X 12 cells.
2.04
Empty Volts Per Cell
Determines the key switch voltage level considered to be 0%. Empty voltage = this value X 12
cells.
1.73
0
Discharge Time
If the battery charge state drops below its current calculated value for a time greater than this
value/100, then the BDI display is dropped by 1 %, and a new, lower charge state is calculated.
60 Mn 6
Charge State = [(Full voltage level - Empty voltage level) X BDI percentage/100] + Empty Voltage
Level.
BDI Reset Percent
Prevents false resets due to battery charge float. If BDI percentage is greater than this value, a
reset will not occur key switch voltage exceeds reset voltage level. BDI will not reset if it is 95 %
displaying a value greater than this setting.

ELECTRICAL
Main Controller Troubleshooting
Troubleshooting the drive motor controller consists of short and should be corrected immediately. Faults can
following the given troubleshooting procedures also occur due to a defective or discharged battery.
corresponding to the controller fault code displayed on
After checking resistance, any suspected input or output
the indicator unit. Many controller faults can be caused
should be checked to determine if there is a problem in
by erroneous input or output conditions at the 35-pin
the electrical system apart from the controller. There
connector (X1). These can result from problems in the
are several simple on/off inputs from the various switches
electrical system (switches, devices, wiring, etc.)
and buttons as well as variable inputs from the motor
outside of the controller. The possibility of all such
sensors and throttle. Output devices consist of the main
problems should be eliminated before suspecting the
contactor (1K1), pump motor contactor (2K1), and
controller itself.
lowering valve (Y1) and, on electric steer models, the
electro-magnetic brake (Y1). These output devices are
run by pulse width modulated output drivers from the
controller. On electric steer trucks, the brake and main
Always disconnect the battery and jack the
contactor have their supply voltage switched by the steer
truck up so that the drive wheel is clear of
controller (N2) to give it fault control over these devices.
the floor before troubleshooting the
The optional travel alarm is connected to a digital output.
controller or electrical system. Reconnect
(The PWM outputs are not proportional so may be
the battery as needed for specific controller
treated as high/low outputs. Their modulation and current
checks. Wait at least one minute after
limits are fixed within the software and are not
removing power from the controller before
adjustable.)
working on it or the drive motor connections.
This will ensure all power has dissipated All of these inputs and outputs may be checked using a
from the controller's internal capacitors. handset or laptop and navigating to the Monitor section
of the program. Program path, name, description, and
Always check resistance between the frame and the
0 power and control terminals of the controller before

troubleshooting. Intermittant or misleading faults can
occur with a resistance of less than 24,000 ohms.
expected values are listed below for the on/off inputs.
Inputs in the table below may also be checked with a
meter at X1. The "ON" condition in the table corresponds
6 Resistance of less than 1000 ohms indicates a direct

Input Pin (X1) Path and Description
to 24 V. Diagnostic information for the variable inputs is
given on the following pages.
Key switch (S1) 1 Monitor>Battery>Keyswitch Voltage - Should be approximately 24 V with key

switch on
Lowering button (2S3/2S4*) 11 *Only used if manual lift/lower buttons are provided on the control head.
Monitor>User Information>Switches/Sensors>Lower Switch - Should be "On"
whenever lowering button is pressed. An additional button in parallel may be
mounted on the grab bar as a further option.
Parking brake switch (1S3) 9 Monitor>User Information>Switches/Sensors>Parking Brake Switch - Should
be "On" whenever the parking brake is released.
Floor plate switch (7S1) 33 Monitor>User Information>Switches/Sensors>Platform Switch - Should be "On"
whenever weight is on the floor plate.
Reverse jog button (1S6) 10 Monitor>User Information>Switches/Sensors>Reverse Jog Switch - Should be
"On" when optional reverse jog button on grab bar is pressed.
Lift button (2S1/2S2*) 12 *Only used if manual lift/lower buttons are provided on the control head.
Monitor>User Information>Switches/Sensors>Lift Switch - Should be "On"
whenever lift button is pressed. An additional button in parallel may be mounted
on the grab bar as a further option.
Easy Pick jog buttons 22 Monitor>User Information>Switches/Sensors>Easy Pick Switch - Should be
(1S4/1S5) "On" when either red jog button for the optional Easy Pick system is pressed.
Easy Pick/Lift Runner 14 Monitor>User Information>Switches/Sensors>Easy Pick/Lift Runner Enable
enable switch Switch - Should be "On" when the rocker swtich on the dash is on.
ELECTRICAL
Temperature Sensor (B1)

The drive motor temperature sensor is an industry a fiberglass sleeve. The assembly is bent at a point 0.4
standard KTY84-150 thermistor adhered to the stator in (10 mm) from the thermistor. Follow these steps to
winding of the drive motor. Its design range is -40 C to replace the temperature sensor:
300 C. Corresponding resistance at these limits ranges
• Extract the leads of the old sensor from 1X3. Cut
from approximately 359 ohms to 2624 ohms. Resistance
them as close to the old sensor as possible.
is approximately linear across this range. The controller
should maintain a constant current of 2mA at pin X1:8 • Thoroughly clean the area on the motor casing
throughout the temperature range. below the point where the motor cables enter the
end shield using a degreaser such as Loctite Aqua-
Sensor output (converted to degrees C) may be read
Power or Loctite ODC-Free or equivalent.
with a handset or laptop in the Monitor section of the
program at Monitor>Motor>Temperature. The • Ensure the motor is cooled to room temperature
programmed display range of the sensor is -100 to 300 and apply a primer such as Loctite Klean N Prime
C. If the sensor fails shorted, the display will read -39 C. or equivalent to the cleaned area.
If it fails open, a reading of 200C will be displayed.
• Mix the adhesive components if necessary and
To measure actual resistance or current values requires apply a small amount to the cleaned area. Spread
connection of a breakout box to connector 1X1 or 1X3. the adhesive into a 1-inch (25 mm) square in the
The sensor is connected at the motor across terminals position shown (4).
1 and 2 of connector 1X3 (1). Its leads (2) share the
same opening in the motor casing as phase cable U (3).
5 2
Do not allow adhesive to intrude into
the motor openings or contact bearings
or damage to the motor could result.
• Determine the best orientation for the leads
keeping in mind they must be inserted into 0
3 connector 1X3. Press the new sensor into the
adhesive with its bend point in the exact center of
the square.
6
• Tape or otherwise secure the sensor to prevent
movement while the adhesive is curing. Apply
1 activator if necessary for the product being used.
4 • Apply a second layer of adhesive over the sensor.

Ensure the adhesive is spread at least 1/2 inch
Replacement (12 mm) from the bend point in all directions.
The original temperature sensor is embedded in the field • Remove any excessive adhesive per
winding of the motor. It is not removable. manufacturer's instructions.
• Allow the adhesive to cure per manufacturer's
instructions before removing any tape or
supporting items.
Do not attempt to remove the original
sensor from the field winding or position a • Route the leads with those of the speed sensor
new one in the winding. Damage to the (5) and bundle any excess with new or existing
motor can result. ty-wraps.
If the temperature sensor fails, a replacement assembly • Insert the red lead into socket 1 on 1X3 and the
must be epoxied onto the outside of the motor. Use a black lead into socket 2.
suitable adhesive such as Loctite 334 and 7387 Activator, NOTE
Loctite 30-second Bonder, Loctite 615 Hysol [83094] or
Loctite Five Minute Bonder [1232046 or 1232047] or any Correct polarity must be maintained for the
equivalent product. The replacement sensor assembly sensor to function.
consists of a thermistor and a compensating resistor in • Connect 1X3 and test the sensor.
ELECTRICAL
Speed Sensor (1B1)

The speed sensor (1) is a cartridge type unit installed in
the drive motor at the connection plate. It is secured in
place with a single screw (2) through its flange. Depth is
preset.
The speed sensor encodes the motor speed by sensing
movement of a 64-slot encoder wheel attached to the
end of the armature.Square wave output signals are
produced on two channels (A and B). With the motor
rotating counter-clockwise as viewed from the top with
the motor installed on the truck, phase A is 90 degrees
ahead of phase B. Sensor supply is 12 V at pin X1:25.
Threshold value for input at X1:31 (phase A) and X1:32
(phase B) is 2.8 V rising and 2.2 V falling.
The sensor requires a pull-up resistance of 270 ohms
between supply and either phase. This resistance is
provided internally in the drive motor control unit.
Encoder output in RPM can be viewed for either phase
with a handset or laptop in the Monitor section of the
program at Monitor>Motor>Speed A or Speed B.
To replace the speed sensor, its four pins must be
extracted from connector X1:3. The sensor body may
withdrawn from the drive motor after removing its retaining
0 screw.
New pins and seals must be crimped onto the wires of
6 the new sensor and inserted into X1:3. Ensure the

following connectivity when inserting the pins:
Red 1X3:3 Blue 1X3:5
White 1X3:4 Black 1X3:6
After inserting the sensor into the drive motor, tighten
the retaining screw to 3.5 ft-lb (4.5 Nm).

ELECTRICAL
Throttle Potentiometer (1B3)

The throttle potentiometer is a 4 k-ohm potentiometer
actuated by a gear assembly in the handle. This
potentiometer has two internal sliders. As the
potentiometer shaft is actuated, the two sliders produce
complementary values that should always add up to
approximately 5.5 volts. This is a redundancy feature
that allows the controller to detect an inaccurate value
for a given throttle position.
The throttle potentiometer is connected to the controller
as follows:
X1:15 Supply 5.3 V (approx)
X1:16 Throttle signal (F to R) 4.5 to 1 V (approx)
X1:17 Ref. signal (F to R) 1 to 4.5 V (approx)
X1:18 Throttle negative 0V
Throttle potentiometer resistance (X1:15 to X1:16) ranges
from approximately 1.7 k-ohm (+/- 20%) at full forward
to 4 k-ohm (+/- 20%) at full reverse. With the
potentiometer uninstalled, the wiper will spring-return to
the full reverse (forks leading) position.
Corresponding voltage values may be checked in the
Monitor section of the controller program at
Monitor>Inputs>Throttle Pot and Throttle Pot Check. The
Throttle Pot value should range from 4.5 V at full forward
0
to about 1 V at full reverse. The voltages should be
approximately equal in neutral (Approximately 2.7 V.) 6
The throttle potentiometer supply may be checked at
1X2 in the handle or X6 in the chassis. With the connector
disconnected, there should be 5.3 V across X6:3 and 5
or 1X2:3 and 4. If not, there is a fault active in the
controller, a wiring problem, or a defective controller.
(Faults generated by the disconnection will not affect
the supply voltage.)

ELECTRICAL
THROTTLE ACTUATION and Throttle Pot Check. There should be a tiny amount
of play in the throttle grip shaft in neutral. Wiggle the
The potentiometer (3) is mounted onto an actuator throttle very slightly with two fingers to confirm unloaded
assembly consisting principally of a mounting block (6), neutral position.
a bushing (5), and an actuator arm (11). The actuator
arm is connected with a bar (15) directly to the throttle The two values should match within a 0.10V when in
shaft (17). A pair of torsion springs (18) on the throttle neutral. (Theoretical target is 2.75 V for both but some
shaft return the entire assembly and potentiometer to potentiometers will match around a slightly different
the neutral position when released. Neutral position value.) If these values are out significantly, the
corresponds to the mid-point of potentiometer travel. The potentiometer is not registering neutral. The problem is
potentiometer leg (3a) fits into a notch (5a) in the gear likely in the potentiometer mounting (loose screws) or a
bushing. The notch and potentiometer leg are not visible binding or damaged mechanism not returning to true
when the potentiometer is installed, but because the neutral. It is also possible that the potentiometer is
potentiometer is installed in the truck at approximately defective or a wiring fault exists.
45 degrees to the floor, the notch and potentiometer leg
will be at 45 dgrees toward the rear from vertical when Remove the cover and visualize the mechanism while
the throttle is in neutral. The actuator assembly is operating the throttle. Check tightness of all screws in
designed to rotate the potentiometer through a total arc the actuator assembly as well as the screws holding
of 70 degrees (35 degrees in each direction from neutral). the bracket to the handle. Verify that the throttle spring-
returns to neutral and that there is a small amount of
When checking the throttle potentiometer, always check play in neutral. Any mechanical problems must be
for proper actuation. With the throttle grips released to corrected before proceeding. The mechanical aspects
the neutral position, the actuator arm (11) should be of the throttle and actuator are covered in section 05.
pointed down (position N). If not, there is a mechanical
problem in the actuator assembly or elsewhere which Disconnect X9 and measure voltage at X9:3 relative to
must be corrected before proceding with further X9:4 on the harness side of the connector. There should
diagnosis. be about 5.3 V available. If not, there is a wiring fault or
a problem with the controller. Check voltage and continuity
0 TROUBLESHOOTING THE THROTTLE CIRCUIT

If problems with the throttle circuit occur (fault codes
between X9:1 and the frame and X9:2 and the frame.
There should be no voltage measurable and at least
24,000 ohms of resistance. If not, a wiring short exists.
6 41-44, 54, 55) troublshooting should begin with verifying

the neutral condition first and then checking forward and
reverse.
If the mechanism appears OK, check the potentiometer
mounting. Navigate to Monitor>Inputs. With the throttle
in neutral, gently twist the potentiometer housing to
Checking Neutral Position determine tightness. Observe the value for Throttle Pot.
Connect a handset or laptop, switch on truck and navigate If the value fluctuates with gentle hand pressure, then
to Monitor>Inputs. Make sure the throttle is released to the screws are too loose and the potentiometer has
neutral and note the values shown beside Throttle Pot probably slipped from its original neutral position. If the
5a
F N R
1
6
11
5 1103 03042016-01

ELECTRICAL
neutral set point has not been changed (ie recalibrated), throttle to full forward. Throttle Pot value should not
then it may be possible to restore operation by twisting exceed 4.7 V by much if any (4.5 is closer to typical).
the potentiometer housing until the Throttle Pot value Fault condition occurs at 4.9 V. Throttle Pot Check value
matches the existing Set Neutral value and tightening should not fall below 0.8 V by much if any (1.0 is closer
the screws. Otherwise the potentiometer must be to typical). Fault condition occurs at 0.5 V or less.
recalibrated after the screws are tightened.
Twist the throttle to full reverse. The values above should
If the potentiometer values match in neutral and the be reversed, ie Throttle Pot must not drop to 0.5V and
mechanism appears OK, navigate to Program>User Throttle Pot Check must not rise to 4.9 V. If the values
Parameters>Calibrate Throttle>Set Neutral. Note the are out in one direction, check the potentiometer
existing value shown for Set Neutral. This value must be mounting. If the problem persists, the potentiometer
within a 0.10 V of the two monitor values noted previously. should be replaced.
If not, the neutral set point must be adjusted to match
these values.
Forward and Reverse
Once mechanical operation is confirmed and the
potentiometer actual value (Throttle Pot) matches the
programmed Set Neutral value when in neutral, twist the
18 0
17
6
3a
5a

ELECTRICAL
POTENTIOMETER REPLACEMENT
When the throttle potentiometer is replaced, it must be verified by confirming that the potentiometer
calibrated in the controller program after physical actuator arm (1) is pointing down.
installation. A handset or laptop (with Curtis PC
Programming software) is required for calibration. The • Remove the two potentiometer mounting screws
truck will not operate correctly without calibrating a new (2) and remove the potentiometer (3). As the
throttle potentiometer. The throttle mechanism is potentiometer is removed, its wiper leg (3a) will
simpleand robust with very little play when correctly spring-return against its internal stop.
assembled. It is therefore unnecessary to zero a new
potentiometer before calibration.
Installation
This procedure can result in inadvertent

operation of the drive system. Jack up the 5a
truck so the drive wheel is off the floor before
attempting any service or adjustment on the
throttle potentiometer.
3a
F
• Disconnect the battery and remove the six cover N
screws from the under side of the control handle.
R
• Lift the cover slightly and disconnect the handle
connector X9 and the potentiometer at connector
0 •
1X2.
Ensure the throttle assembly is released to the 1103 05022016-04
6 neutral position. Neutral position may be visually
6 3
X9
1
11
1103 03142016-01

ELECTRICAL
• Note the notch (5a) in the hub of the nylon bushing

behind the potentiometer position. Assemble the
replacement potentiometer against the mounting
block (4) with its wiper leg engaged in the notch.
• Twist the potentiometer slightly against its internal
spring to align its mounting holes and install the
mounting screws. Ensure that the wiper leg of the
potentiometer remains engaged in the notch
throughout the installation process.
• Reconnect the handle harness (X9) and the throttle
connector (1X2), and install the cover.
• Connect a handset or laptop, switch on truck and
navigate to Monitor>Inputs. Make sure the throttle
is released to neutral and note the values shown
beside Throttle Pot and Throttle Pot Check. These
two values should match within a few tenths of a
volt. (Theoretical target is 2.75 V for both but some
potentiometers will match around a slightly
different value.) If these values are out significantly,
the potentiometer is not registering neutral. The
cause must be corrected before calibration.
0
6

ELECTRICAL
Calibration
After replacing a throttle potentiometer, it must be calibrated to the drive motor controller to establish a neutral mid-
point value and forward/reverse end-point values for use by the controller software. This is accomplished using either
a programming handset or a personal computer equipped with the 1314 Service Station software. Basically the
process is to read actual voltage signals from the potentiometer for neutral, forward, and reverse in the Monitor
sectionof the program, and then enter these same values as set points in the Calibrate Throttle section of the
program.
Calibration Procedure with Handset

Displays for both the model 1313 (old) and model 1314 (new) handsets are shown below.
• With the key switch off, connect the programming handset to the diagnostic connector 6X2. Turn on the key
switch.
• Navigate to Monitor>Inputs. Ensure that the throttle is released to neutral and that the values shown for Throttle
Pot and Throttle Pot Check are within a few tenths of a volt or so of each other.
0
6
• Write down the value for Throttle Pot (not Throttle Pot Check) while in neutral.
• Twist the throttle to the full forward direction. Write down the new value for Throttle Pot that is displayed when the
throttle is held fully forward.

ELECTRICAL
• Twist the throttle to full reverse. Write down the value shown for Throttle Pot when throttle is held in full reverse.
• With Throttle Pot values recorded for all three throttle positions, navigate to Program>User Parameters>Calibrate
Throttle>Set Forward. Use the parameter adjustment key to set the value to match that noted above for Throttle
Pot when the throttle was twisted to full forward. Leave the throttle in neutral while setting the parameter.
0
6
• Navigate back out one level and then repeat the process for Set Neutral and Set Reverse.
• Cycle the key switch off then back on for the new settings to take effect.
• Test operation of the truck.

ELECTRICAL
Calibration Procedure with PC 1
• Connect the laptop to the diagnostic connector

6X2 and turn the key switch on.
• Double click the 1314 PC Programming Station
icon to open the diagnostic software.
• Click the Connect icon (1) at the far left. The device
part number (2) should appear beneath "Device/
System" in the left pane of the software. The
2
"Mode" field at the bottom should change to
"CONNECTED".
• Click the part number to highlight it.
• Click the Device Parameters icon (3) to open the
Device Parameters window.
• Click the "Monitor Device Test Data" icon (4) to
open the Device Monitor window. Arrange and size
the two windows so they are both visible. In the
left pane of the Device Parameters window, click 3 4
on "Calibrate Throttle" and then "Set Forward". In
the Device Monitor window, click "Inputs" then
"Throttle Pot" to display the actual signal coming
from the throttle.
• Ensure that the control handle is fully released to
the vertical position so the drive wheel will not turn.
0 Twist the throttle grip to the full forward direction

(forks trailing) and hold. Observe the value in the
6 "Current Value" field (5) of the Device Monitor

window. Move the slider (6) in the Device
Parameters window until the value in the "Actual
5 6
Value" field matches that in the "Current Value"

field of the Device Monitor window. Click OK.
Release the throttle. Note that it is not necessary
to hold the throttle while adjusting the slider - it
only needs to be held long enough to note the
reading at a given position.
• Select "Set Neutral" in the left pane of the Device
Parameters window. With the throttle released to
the neutral position, adjust the slider in the Device
Parameters window until the value in the "Actual
Value" field matches that in the "Current Value"
field of the Device Monitor window. Click OK.
• Select "Set Reverse" in the Device Parameters
window and repeat the process using the value
displayed in the "Current Value" field of the Device
Monitor window when the throttle is held fully in
the reverse direction (forks leading). Click OK. 7
• Cycle the key switch off then back on to make
the new settings take effect.
• Click the Disconnect icon (7) when finished and
then Window>Exit to exit the program. Turn the
key switch off and disconnect the laptop from the
diagnostic connector.
ELECTRICAL
Connector X1 and X2 Information

Connector X1 is the 35-pin wiring connector that mates is suspected, the connector terminals should be cleaned
to the controller face. On models with electric steering, and lubricated according to the following procedure:
the same style of connector is used for X2 at the steer
• Disconnect the battery and discharge the controller
control module but it has only 14 pins. These connectors
capacitors by connecting a 200 ohm, 2 watt
provide complete isolation of all wire terminals through a
resistor across the B+ and B- bars.
rubber wire seal. Unused spaces are isolated by a thin
diaphragm in the seal that is only pierced by installed • Disconnect X1, 6X1, and if present, X2.
terminal pins. Sockets with no pins are protected from
outside contaminates by the diaphragm as long as it NOTE
remains unpierced by terminals mistakenly installed in Cleaning and lubrication is only required on
the wrong socket and then removed. the harness-side (female) pins. Do not use
To separate the connector from the controller, insert a cleaners or lubricants other than the ones
small screwdriver blade in the slot formed at the end of specified.
the clip arm and lift away from the connector body while • Clean each terminal with Chemtronics® Pow-R-
gently pulling the connector. Terminal pins will then be Wash CZ.
visible in the holes of the red wedge lock and may be
accessed for diagnostic purposes. • Lubricate each terminal with Nye® Lubricants
Nyogel® 760G and assemble the connector. Fill
Fretting each terminal to a depth of 0.125 in. (3 mm).
Occansionally intermittant faults can be caused by Connector Disassembly and Wire Removal
fretting of the terminals at connector X1, 6X1, or X2.
Fretting is the abrading of contact surfaces of the During troubleshooting (such as when testing the speed
connector pins due to vibration. This abrasion exposes control circuit) it may become necessary to have a test
the base metal of the pins which is vulnerable to point available while the connector plug is installed on
oxidation. Oxidation can interfere with electrical contact
between the pins and result in intermittant electrical
problems due to the vibration. Fretting should be
the controller. To achieve this, the desired wire(s) is first
removed from the connector as described below and
replaced with a test wire. The test wire(s) can be made
0
investigated whenever intermittant faults occur. If fretting up with a socket terminal crimped to one end for insertion
6

ELECTRICAL
into the connector. The other end is then fashioned to the seal. Repeat at another tab if necessary. The wedge
connect to the original socket terminal leaving space lock will pop out to the unlocked position and will slide
to attach voltmeter leads. The required socket terminals out about 3/16 inch (4 or 5 mm) before encountering a
for the connector end of the test wire are available from stop. The wedge lock should not be completely removed
Linde. from the connector. With the wedge lock open, wires
may now be removed from the connector by gently
To remove a wire from the connector, first disconnect pulling while rotating the wire back and forth 1/4 turn in
the battery and remove the connector from the controller each direction. To insert a wire, push it straight into the
as described previously. When the connector is appropriate hole as far as it will go. After insertion, pull
removed, a red locking grid (wedge lock) will be visible. back on the wire slightly to verify that the retention fingers
This wedge lock must be shifted to the unlocked position are holding the terminal. After all wires are inserted,
before extracting a wire. To do this, select one of the snap the wedge lock back to its closed (locked)
four wedge lock tabs at the corners. Insert a small position.Visually verify that all terminals are properly
screwdriver between the tab and the reddish rubber aligned behind the wedge lock.
mating seal. Gently pry back against the black
connector housing to push the wedge lock away from
0
6
Opening the Wedge Lock
Wire Installation
ELECTRICAL
Controller (N1) Fault Codes
The explanations below and on the following pages correspond to fault codes that can appear in the indicator unit
display. Fault codes can also be determined by the sequence of red and amber LEDs on the main controller itself.
During a fault, the red LED will flash once or twice followed by a series of amber flashes. This series of red/amber
flashes indicates the fault code. The number of amber flashes following a single red flash is the first digit of the fault
code. The number of amber flashes after two successive red flashes is the second digit of the fault code. This
sequence will repeat until the fault condition is cleared. If more than one fault is present, the LEDs will flash the
sequence for each fault code present before repeating.
NOTE
Fault codes are in numerical sequence but some gaps apply; Gaps in the numbering sequence indicate that there is
no fault code associated with the omitted numbers.
Code: 12 Handset Display: CONTROLLER OVERCURRENT

Phase current exceeds current limit.
SYMPTOMS
Main contactor opens; no travel or hydraulic function available
POSSIBLE CAUSE
External short of phase U, V, or W motor cables; Defective controller
CORRECTIVE ACTION
Check motor cables and connections for damage, foreign objects. Check controller face for contamination. Cycle key
switch after fault cause is corrected.
Code: 13 HANDSET DISPLAY: CURRENT SENSOR FAULT 0

Controller sensors have invalid offset reading.
SYMPTOMS
6
POSSIBLE CAUSE
Leakage to vehicle frame of phase U, V, or W ; Short in motor stator; Defective controller
CORRECTIVE ACTION
Check resistance between vehicle frame and each phase. Disconnect phase having low resistance to frame at the
motor to determine if leakage is occuring through stator or through external cables/connections. Cycle key switch
after fault cause is corrected.
Code: 14 Handset Display: PRECHARGE FAILED

Precharge failed to charge capacitor bank to required voltage. See MONITOR>BATTERY>CAPACITOR VOLTAGE for
real-time confirmation.
SYMPTOMS
POSSIBLE CAUSE
Discharged or defective battery; External load on capacitor bank (B+ terminal) that prevents capacitor from charging;
Possible defective controller
CORRECTIVE ACTION
Disconnect cable at controller B+ terminal. Check resistance between vehicle frame and each side of contactor 1K1.
Cycle key switch after fault cause is corrected.
ELECTRICAL
Code: 15 Handset Display: CONTROLLER UNDERTEMP

Heatsink temperature below -40F (-40C). See MONITOR>BATTERY>CONTROLLER>TEMPERATURE for real-time
confirmation.
SYMPTOMS
POSSIBLE CAUSE
Controller operating in extreme cold
CORRECTIVE ACTION
Remove vehicle from extreme cold environment. Cycle key switch after temperature has normalized.
Code: 16 Handset Display: CONTROLLER OVERTEMP

Heatsink temperature above 203 F (95C). See MONITOR>BATTERY>CONTROLLER>TEMPERATURE for real-time
confirmation.
SYMPTOMS
POSSIBLE CAUSE
Cooling fan failure; Excessive load on drive motor; Improper mounting of controller; Vehicle operating in excessively
0 hot environment.
CORRECTIVE ACTION
6
Switch off vehicle and allow controller to cool. Check cooling fan operation and controller mounting.
Code: 17 Handset Display: SEVERE UNDERVOLTAGE

Capacitor voltage drops below 10.8 V during travel. See MONITOR>BATTERY>CAPACITOR VOLTAGE for real-time
confirmation.
SYMPTOMS
Reduced drive torque.
POSSIBLE CAUSE
Discharged or defective battery; Open circuit or high resistance in battery circuit (battery connector, contactor, fuse
1F1, or external load); Program fault.
CORRECTIVE ACTION
Check battery and battery circuit. Check for any external load on battery. Re-flash controller if necessary.

ELECTRICAL
Code: 18 Handset Display: SEVERE OVERVOLTAGE

Capacitor bank voltage exceeds 40V during travel. See MONITOR>BATTERY>CAPACITOR VOLTAGE for real-time
confirmation.
SYMPTOMS
Usually during regenerative braking. Main contactor opens; no travel or hydraulic function available
POSSIBLE CAUSE
Battery resistance too high for regenerative braking current; Open circuit or high resistance in battery circuit (battery
connector, contactor) during regenerative braking; Program fault.
CORRECTIVE ACTION
Check battery and battery circuit including cable connections and battery connector. Re-flash controller if necessary.
Code: 22 Handset Display: OVERTEMP CUTBACK

Heatsink temperature above 185 F (85C). See MONITOR>BATTERY>TEMPERATURE for real-time confirmation.
SYMPTOMS
Reduced drive and brake torque
POSSIBLE CAUSE
Excessive load on drive motor; Improper mounting of controller; Vehicle operating in excessively hot environment.
CORRECTIVE ACTION
Switch off vehicle and allow controller to cool. Check controller mounting. 0
Code: 23 Handset Display: UNDERVOLTAGE CUTBACK
6
Capacitor voltage drops below 16.8 V during travel. See MONITOR>BATTERY>CAPACITOR VOLTAGE for real-time
confirmation.
SYMPTOMS
Reduced drive torque.
POSSIBLE CAUSE
Battery discharged or defective; Open circuit or high resistance in battery circuit (battery connector, contactor, fuse
1F1, or external load); Program fault.
CORRECTIVE ACTION
Check battery and battery circuit. Check for any external load on battery. Re-flash controller if necessary.

ELECTRICAL
Code: 24 Handset Display: OVERVOLTAGE CUTBACK

Capacitor bank voltage exceeds 30V during travel. See MONITOR>BATTERY>CAPACITOR VOLTAGE for real-time
confirmation.
SYMPTOMS
Reduced braking torque during regenerative braking.
POSSIBLE CAUSE
Battery resistance too high for regenerative braking current; Open circuit or high resistance in battery circuit (battery
connector, contactor) during regenerative braking; Program fault.
CORRECTIVE ACTION
Check battery and battery circuit including cable connections and battery connector. Re-flash controller if necessary.
Code: 25 Handset Display: +5V SUPPLY FAILURE

External impedance is too low at pin X1:26.
SYMPTOMS
Operation limited to creep speed.
POSSIBLE CAUSE
This pin is not connected to the electrical system. This output is not used. Possible short within connector X1.
0 CORRECTIVE ACTION
Check speed sensor and wiring. This fault may also be triggered by fault code 69 conditions.
6 Code: 26 Handset Display: DIGITAL OUT 6 OVERCURRENT

External impedance is too low at pin X1:19. Should only apply to trucks equipped with optional Easy Pick or Lift
Runner systems. These systems require an illuminated rocker switch (1S7) on the dash. Pin X1:19 is the output for
the light in the switch.
SYMPTOMS
Rocker swtich light will not illuminate.
POSSIBLE CAUSE
Defective (shorted) light element in dash switch (1S7). Possible short within connector X1.
CORRECTIVE ACTION
Replace dash switch (1S7). Check connector X1.

ELECTRICAL
Code: 27 Handset Display: DIGITAL OUT 7 OVERCURRENT

External impedance is too low at pin X1:20. Current exceeds limit of 2.6 A.
SYMPTOMS
Device connected to pinX1:20 (travel alarm or back-up alarm) will not operate.
POSSIBLE CAUSE
Short or low impedance in circuit to X1:20.
CORRECTIVE ACTION
Check travel alarm and resistor R3 for continuity. NOTE: Resistor R3 is placed in this circuit to porvide path for leakage
current when output at X1:20 is off. This prevents continuous low-level operation of alarm. Resistor R3 is incorporated
into the wiring harness.
Code: 28 Handset Display: MOTOR TEMP HOT CUTBACK

Motor temperature above 293 F (145C). See MONITOR>MOTOR>TEMPERATURE for present temperature. See
MONITOR>INPUTS>ANALOG 2 for actual voltage signal from motor temperature sensor at X1:8.
SYMPTOMS
Reduced speed due to drive current cut-back function
POSSIBLE CAUSE
Excessive load on drive motor; Vehicle operating in excessively hot environment.
CORRECTIVE ACTION
Switch off vehicle and allow motor to cool. 0
Code: 29 Handset Display: MOTOR TEMP SENSOR FAULT 6
Motor temperature sensor input (X1:8) is at 0V or 10V. See MONITOR>MOTOR>TEMPERATURE for present
temperature. See MONITOR>INPUTS>ANALOG 2 for actual voltage signal from motor temperature sensor at X1:8.
SYMPTOMS
Extremely reduced speed due to loss of temperature signal.
POSSIBLE CAUSE
Temperature sensor or wiring defective
CORRECTIVE ACTION
Repair temperature sensor wiring or replace sensor.
Code: 31 Handset Display: MAIN OPEN/SHORT

Main contactor circuit (pin X1:6) is open.
SYMPTOMS
POSSIBLE CAUSE
Main contactor (1K1) coil open; wiring fault
CORRECTIVE ACTION
Check main contactor and circuit from X1:6.
ELECTRICAL
Code: 32 Handset Display: EM BRAKE OPEN/SHORT

Brake circuit (pin X1:5) is open or shorted. This fault only applies to trucks equipped with the optional electric steering
system. This system utilizes an electro-magnetic brake that is electrically released by the controller at start-up.
Manual steer trucks have a mechanical brake that is not electrically connected.
SYMPTOMS
Truck will not travel.
POSSIBLE CAUSE
Defective parking brake; Wiring fault; Incorrect parameter setting at Electric Steer>Electric Steer Enable
CORRECTIVE ACTION
Check parking brake coil continuity and circuit from X1:5.
Code: 33 Handset Display: COIL 3 DRIVER OPEN/SHORT

Pump motor circuit (pin X1:4) is open or shorted. This fault only applies to trucks equipped with the optional hydraulic
system.
SYMPTOMS
Pump motor does not operate, truck will not lift.
POSSIBLE CAUSE
0 Defective pump contactor (2K1); Wiring fault; Incorrect parameter setting at Lift Runner>Off/Auto/Manual
CORRECTIVE ACTION
6 Check pump motor start switch and circuit from X1:4.
Code: 34 Handset Display: COIL 4 DRIVER OPEN/SHORT

Interlock circuit (pin X1:3) is open or shorted. This fault only applies to trucks equipped with an interlock such as a
battery gate.
SYMPTOMS
Truck does not operate.
POSSIBLE CAUSE
Interlock device open or shorted; Wiring fault; Incorrect parameter setting at Interlock>Traction Interlock
CORRECTIVE ACTION
Check device continuity and circuit from X1:3.

ELECTRICAL
Code: 35 Handset Display: PD OPEN/SHORT

Lowering valve circuit (pin X1:2) is open or shorted. This fault only applies to trucks equipped with the optional
hydraulic system.
SYMPTOMS
Truck does not operate.
POSSIBLE CAUSE
Lowering valve solenoid open or shorted; Wiring fault; Incorrect parameter setting at Lift Runner>Off/Auto/Manual
CORRECTIVE ACTION
Check pump unit lowering valve solenoid continuity and circuit from X1:2.
Code: 36 Handset Display: ENCODER FAULT

Drive motor speed sensor phase error detected by controller.
SYMPTOMS
May trigger fault code 93 and restrict truck to LOS (loss of signal) speed (lower than programmed creep speed)
POSSIBLE CAUSE
Defective speed sensor, wiring fault to pins X1:31 or 32, poor or contaminated connection at connector X1
CORRECTIVE ACTION
Check motor speed sensor and wiring.
0
Code: 37 Handset Display:

MOTOR OPEN
6
Open circuit in motor phase U, V, or W.
SYMPTOMS
POSSIBLE CAUSE
Loose or damaged connections at motor cables; damaged motor stator
CORRECTIVE ACTION
Check motor cables, connections, and stator resistance.
Code: 38 Handset Display: MAIN CONTACTOR WELDED

Load detected at internal capacitors at start-up before main contactor closed.
SYMPTOMS
No travel or hydraulic function available
POSSIBLE CAUSE
Damaged or shorted contactor tips; (This fault can also be caused by an open circuit in motor phase U, V, or W that
prevented capacitors from discharging.)
CORRECTIVE ACTION
Check main contactor; Check motor cables, connections, and stator resistance.

ELECTRICAL
Code: 39 Handset Display: MAIN CONTACTOR DID NOT CLOSE

Controller capacitor bank did not charge to battery voltage at start-up.
SYMPTOMS
POSSIBLE CAUSE
Main contactor malfunction, worn contactor tips, blown fuse 1F1, external load on controller B+ terminal preventing
capacitors from charging. NOTE: This code may be generated automatically with out-of-sequence code 53.
CORRECTIVE ACTION
If code 53 also displayed, correct out-of-sequence condition and cycle key switch; check main contactor and main
contactor circuit to controller B+ terminal.
Code: 41 Handset Display: THROTTLE WIPER HIGH

Throttle potentiometer signal at X1:16 is greater than 4.9 volts.
SYMPTOMS
POSSIBLE CAUSE
Throttle potentiometer defective, zero position out-of-range, or defective throttle control assembly.
CORRECTIVE ACTION
0 Check throttle voltages throughout throttle range at Monitor>Inputs. Voltages must remain above 0.5 and below 4.9.
If not, check mechanism and potentiometer zero position. Replace potentiometer if fault persists.
6 Code: 42 Handset Display: THROTTLE WIPER LOW

Throttle potentiometer signal at X1:16 is less than 0.5 volts.
SYMPTOMS
POSSIBLE CAUSE
Throttle potentiometer defective, zero position out of range, wiring fault, or defective throttle control assembly .
CORRECTIVE ACTION
Check throttle voltages throughout throttle range at Monitor>Inputs. Voltages must remain above 0.5 and below 4.9.
If not, check mechanism and potentiometer zero position. Ensure continuity between X1:14, 15, 16, & 17 and frame
is greater than 24,000 ohms.Also check for open circuit to X1:16. Replace potentiometer if fault persists.

ELECTRICAL
Code: 43 Handset Display: P2 WIPER HIGH

Reference potentiometer signal at X1:17 is greater than 4.9 volts.
SYMPTOMS
POSSIBLE CAUSE
Throttle potentiometer defective; zero position out of range; defective throttle control assembly.
CORRECTIVE ACTION
Check throttle voltages throughout throttle range at Monitor>Inputs. Voltages must remain above 0.5 and below 4.9. If
not, check mechanism and potentiometer zero position. Replace potentiometer if fault persists.
Code: 44 Handset Display: P2 WIPER LOW

Reference potentiometer signal at X1:17 is less than 0.5 volts.
SYMPTOMS
POSSIBLE CAUSE
Throttle potentiometer defective, zero position out of range, wiring fault, or defective throttle control assembly .
CORRECTIVE ACTION
Check throttle voltages throughout throttle range at Monitor>Inputs. Voltages must remain above 0.5 and below 4.9. If
not, check mechanism and potentiometer zero position. Ensure continuity between X1:14, 15, 16, & 17 and frame is
greater than 24,000 ohms.Also check for open circuit to X1:17. Replace potentiometer if fault persists. 0
Code: 45 Handset Display: POT LOW OVERCURRENT 6
Current through throttle potentiometer at X1:18 is greater than 10mA.
SYMPTOMS
POSSIBLE CAUSE
Throttle potentiometer defective; short in throttle potentiometer wiring.
CORRECTIVE ACTION
Replace throttle potentiometer or repair wiring.
Code: 46 Handset Display: EEPROM Failure

SPECIFIC FAULLT CONDITIONS
System attempted to download values that do not match those expected.
SYMPTOMS
Truck will not operate.
POSSIBLE CAUSE
Incorrect software install attempted; defective steer control module (if equipped).
CORRECTIVE ACTION
Ensure correct software; check steer control module (if equipped).

ELECTRICAL
Code: 47 Handset Display: Emer Rev HPD

Sequencing fault between throttle input and platform switch input at pin X1:33.
SYMPTOMS
POSSIBLE CAUSE
Throttle not released after platform switch cycled.
CORRECTIVE ACTION
Return throttle to neutral. Note: This fault should not occur; these conditions should cause code 64 instead.
Code: 49 Handset Display: Parameter Change Fault

Changes to certain parameters require key switch to be cycled off and back on.
SYMPTOMS
POSSIBLE CAUSE
Key switch not cycled off/on after parameter change.
CORRECTIVE ACTION
Cycle key switch.
0
6 Code: 51 Handset Display:

CAN Communications Fault
No signal from Steering Control Module. This fault applies only to trucks equipped with electric steering.
SYMPTOMS
POSSIBLE CAUSE
Wiring between main control unit and steering control module damaged; Connector X2 loose; Steering control module
defective; Incorrect main control module installed.
CORRECTIVE ACTION
Check wiring and connector X2; Check part number of main control unit; Replace steering control module.
Code: 52 Handset Display: Severe Steering Fault

Fault generated by the steering control module. This fault applies only to trucks equipped with electric steering.
SYMPTOMS
POSSIBLE CAUSE
An underlying fault from the steer system is present. Refer to steer controller troubleshooting fault list.
CORRECTIVE ACTION
Connect to 6X3 or observe flash code at steer controller to determine active fault. Refer to steer controller troubleshooting
fault list.
ELECTRICAL
Code: 53 Handset Display: Steering Fault

Fault generated by the steering control module. This fault applies only to trucks equipped with electric steering.
SYMPTOMS
Truck operation may be unaffected or will operate at reduced speed depending on the exact fault generated by the
steering control module.
POSSIBLE CAUSE
Refer to steer controller troubleshooting fault list. These faults are typically temperature related.
CORRECTIVE ACTION
Connect to 6X3 or observe flash code at steer controller to determine active fault. Refer to steer controller troubleshooting
fault list.
Code: 54 Handset Display: Throttle Active Before Keyswitch

Throttle signal present at start-up
SYMPTOMS
0
POSSIBLE CAUSE
Throttle held in forward or reverse position at start-up; throttle potentiometer value in neutral does not match neutral set
point (potentiometer mounting loose or set point value is incorrect); mechanical damage or misadjustment to throttle
mechanism; defective throttle potentiometer
CORRECTIVE ACTION
Ensure throttle is released at start-up; Check throttle linkage and potentiometer actuator for proper operation, repair
6
if necessary; Check actual throttle potentiometer signal in neutral (Monitor>Inputs>Throttle Pot) and compare with
calibrated neutral value (Parameters (Program>User Parameters>Calibrate Throttle>Set Neutral) - these values should
be within a few millivolts of each other. Replace potentiometer if correct signal cannot be obtained.
Code: 55 Handset Display: Redundant Throttle Fault

Throttle signal at X1:16 does not complement reference signal at X1:17. The sum of the potentiometer wiper and
reference wiper voltages should equal 5.5 V (within 0.5V) throughout throttle range.
SYMPTOMS
POSSIBLE CAUSE
Wiring fault; defective throttle potentiometer
CORRECTIVE ACTION
Check the values for Throttle Pot and Throttle Pot Check (Monitor>Inputs) as the throttle is rotated. These values
should change inversely but should always add up to approximately 5.5 V. If not, check potentionmeter wiring. Ensure
continuity between X1:16 and frame and X1:17 and frame is greater than 24,000 ohms. Replace potentiometer if
correct signal cannot be obtained.

ELECTRICAL
Code: 56 Handset Display: Lift Switch Stuck Closed

Input at X1:12 (lift button) at start-up. Applies to trucks equipped with manually operated hydraulics only.
SYMPTOMS
Hydraulic function will not operate. No output at pin X1:4. pump contactor driver.
POSSIBLE CAUSE
Lift button depressed at start-up or shorted.
CORRECTIVE ACTION
Ensure all buttons are released at start-up; Check switch inputs at X1:12 if necessary.
Code: 57 Handset Display: Lower Switch Stuck Closed

Input at X1:11 (lowering button) at start-up. Applies to trucks equipped with manually operated hydraulics only.
SYMPTOMS
Lowering function will not operate. No output at pin X1:2, lowering solenoid driver.
POSSIBLE CAUSE
Lowering button depressed at start-up or shorted.
CORRECTIVE ACTION
0 Ensure all buttons are released at start-up; Check switch inputs at X1:11 if necessary.
6 Code: 58 Handset Display: Reverse Jog Switch Fault

Input at X1:10 (reverse jog button) at start-up. Applies to trucks equipped with optional reverse jog feature only.
SYMPTOMS
Reverse jog function will not operate.
POSSIBLE CAUSE
Reverse jog button depressed at start-up or shorted.
CORRECTIVE ACTION
Ensure all buttons are released at start-up; Check switch input at X1:10 if necessary.
Code: 59 Handset Display: Pick Button Fault

Input at X1:22 (either pick button) at start-up. Applies to trucks equipped with optional order picking feature only.
SYMPTOMS
Order picking function will not operate.
POSSIBLE CAUSE
Either red pick button depressed at start-up or shorted.
CORRECTIVE ACTION
Ensure all buttons are released at start-up; Check switch input at X1:22 if necessary.

ELECTRICAL
Code: 61 Handset Display: Pick Enable Button Stuck Closed

Input at X1:14 (pick enable rocker switch on dash) at start-up. Applies to trucks equipped with optional order picking
feature only.
SYMPTOMS
Order picking function will not operate.
POSSIBLE CAUSE
Pick enable rocker switch on dash is on at start-up.
CORRECTIVE ACTION
Ensure the pick enable rocker switch is off at start-up; Check switch input at X1:14 if necessary.
Code: 62 Handset Display: Traction Interlock Fault

Input missing at X1:3. Applies only to trucks configured for an interlock option such as a battery gate. Parameter
must be set to ON for this to occur (Parameters>Interlock>Traction Interlock).
SYMPTOMS
POSSIBLE CAUSE
Input missing at X1:3 or parameter erroneously set to ON.
CORRECTIVE ACTION
Ensure all inputs are present; Check parameter status . 0
Code: 63 Handset Display: Maintenance Due 6
Service interval has expired.
SYMPTOMS
Truck operates at reduced speed as set at Parameters>Throttle Speed Limits>Maintenance Due/Low BDI Max
Speed.
POSSIBLE CAUSE
Service interval has expired.
CORRECTIVE ACTION
Reset the value at Parameters>Service Hourmeter>Reset Service Hours to ON. To disable the Maintenance Due
function, and prevent fault 63 altogether, set the value in Parameters>Service Hourmeter>Service Interval to zero.
See additional information in the Adjustable Parameters section of this manual.

ELECTRICAL
Code: 64 Handset Display: Throttle Active Before Interlock

Throttle signal at X1:16 occurs before (within 100 ms) parking brake release or platform switch closure.
SYMPTOMS
POSSIBLE CAUSE
Incorrect start sequence, damaged/stuck throttle mechanism, defective throttle potentiometer, misadjusted brake
switch (manual steer), defective platform switch, wiring fault
CORRECTIVE ACTION
Release throttle to neutral and ensure brake is released and platform switch is closed. Fault should clear without
cycling the key switch. If fault persists, check the value for Throttle Pot (Monitor>Inputs) in neutral. It should be
approximately 2.7 V. If not, check potentionmeter wiring. Ensure continuity between X1:16 and frame and X1:17 and
frame is greater than 24,000 ohms. Replace potentiometer if correct signal cannot be obtained. Also check that value
for Throttle Pot while released to neutral is within 0.4 V of the value set in Parameters>Calibrate Throttle>Set Neutral.
If not, recalibrate the potentiometer but do so only if the mechanical portion of the throttle is OK and approximately 2.7
V is seen for Throttle Pot when in neutral.
Code: 65 Handset Display: Stall Below Set Speed

0
Occurs with fault 73, Stall Detected. This fault will shut power to the electro-magnetic brake so that it will engage.Applies
to trucks equipped with optional electric steering only. Manual steer trucks have a mechanical brake.
SYMPTOMS
6 Truck will not trave.
POSSIBLE CAUSE
Drive motor has been stalled.
CORRECTIVE ACTION
Clear the stall condition and cycle the key switch.
Code: 66 Handset Display: Parameter Conflict Fault

Occurs with either of the following conditions:
1. Parameters for Easy Pick and Lift Runner are both set to ON
2. Parameters for Manual Lift and Auto Lower are both set to ON
3. Parameter for Electric Steer Enable not consistent with the installed type of steering system
SYMPTOMS
POSSIBLE CAUSE
Contradictory parameter settings described above.
CORRECTIVE ACTION
Confirm compatible parameter settings at Lift Runner>>Off/Auto/Manual compared to Easy Pick>Easy Pick Enable
and Lift Runner>Off/Auto/Manual compared with Lift Runner>Auto Lower. Confirm correct setting also at Electric
Steer>Electric Steer Enable.

ELECTRICAL
Code: 67 Handset Display: Hydraulic Pressure Fault

Applies to trucks equipped with hydraulics only (ETR-X). Four of the five possible fault conditions (i.e. "Hydraulic Fault
Type") in the truck software will set fault 67. Active fault type is found at Monitor>User Information>Drivers. Fault types
are described below:
1. Pressure too high - Pressure at sensor is greater than value set for High Pressure Fault Limit parameter.
2. Pressure too low - Pressure at sensor has dropped to zero.
3. Pump on too long - Run time of pump exceeds value set in Lift Time Limit parameter.
4. Throttle active with low pressure - Pressure drops below Lift Limit Pressure parameter by more than Lift Pressure
Hysteresis parameter for more than Time Allowed Below Hysteresis Range and throttle is not in neutral.
5. Throttle active too soon after lift begins - During lifting, throttle moves out of neutral before the time set in the Time
Throttle is Disabled for System to Pressurize parameter has expired. This is to prevent moving before trailers are fully
lifted. This condition will not set fault 67. Releasing the throttle will clear this fault type.
SYMPTOMS
POSSIBLE CAUSE
1.Pressure sender failure, short in circuit to X1:24
2. Pressure sender failure, open in circuit to X1:24
3. Relief pressure at valve adjusted too low, Pump failure, leak in system
4. Leak in system or operator forgot to lift if truck is manual lift version. Auto lift version will attempt (and likely
succeed) to correct by running the pump before fault type 4 could occur as long as the Lift Time Limit setting is
0
reasonably high. If this is persistent, then Lift Pressure Hysteresis and/or Time Pump Sustained at Lift Limit settings
may need to be increased. 6
5. Throttle stuck or held during lifting.
CORRECTIVE ACTION
Check pressure sensor and wiring, check relief valve adjustment, check for leaks, check pump function, check
pressure and time limit parameter settings. Cycle the key switch after correcting the cause to clear the fault. Fault
type 4 may occur with longer trains of trailers or trailers with unusual hydraulic characteristics. To address this, the
factory values for Lift Pressure Hysteresis and/or Time Pump Sustained at Lift Limit may need to be adjusted. Time
Allowed Below Hysteresis Range should not be altered unless the problem cannot be solved otherwise. Increasing
Time Allowed Below Hysteresis Range will delay fault type 4 for any reason, including leakage.
Code: 68 Handset Display: VCL Runtime Error

Software generated a run-time error.
SYMPTOMS
POSSIBLE CAUSE
Software failure or defective main control unit.
CORRECTIVE ACTION
Reflash or replace main control unit.

ELECTRICAL
Code: 69 Handset Display: External Supply Out of Range

Input at X2:25 or 26 is above 200 mA or below 5 mA.
SYMPTOMS
None. (May also trigger fault 25 which will result in creep speed.)
POSSIBLE CAUSE
Drive motor speed sensor or indicator unit (BDI) shorted or otherwise defective; diagnostic connector contaminated
or damaged.
CORRECTIVE ACTION
Ensure diagnostic plug is clean and undamaged then disconnect plug from bottom of indicator unit. If fault clears,
problem is indicator unit. Otherwise speed sensor is defective.
Code: 71 Handset Display: OS General Fault

Internal controller fault.
SYMPTOMS
POSSIBLE CAUSE
Intermittant fault; Main controll unit defective
0 CORRECTIVE ACTION
Cycle key-switch. If this does not clear the fault, the main control unit must be replaced.
6
Code: 72 Handset Display: PDO Timeout
CAN message fault from electric steering control module. (Applies only to trucks with optional electric steering)
SYMPTOMS
POSSIBLE CAUSE
Loose or defective connector 9X1; defective steering control module; wiring fault
CORRECTIVE ACTION
Cycle key-switch to clear the fault. Inspect connector and wiring; replace steering control module if necessary.

ELECTRICAL
Code: 73 Handset Display: Stall Detected

Motor current high with no motor speed signal
SYMPTOMS
Truck restricted to creep speed.
POSSIBLE CAUSE
Motor stalled; Drive motor speed sensor defective.
CORRECTIVE ACTION
Remove stall condition if present; Cycle key switch to clear fault. If condition persists, replace speed sensor.
Code: 93 Handset Display: Encoder LOS

This fault activates with fault 36 or 73.
SYMPTOMS
Truck restricted to creep speed.
POSSIBLE CAUSE
This fault confirms LOS (loss of signal)mode which initiates creep speed. See fault 36 or 73 for underlying causes.
CORRECTIVE ACTION
0
Clear stall condition if present and return throttle to neutral (with fault 73). Fault 93 should clear with resumed operation
unless drive motor speed sensor is defective. If fault 36, cycle key switch to clear fault 93 and inspect/ repair speed
sensor.
Code: 98 Handset Display: Illegal Model Number

6
Mismatch detected between hardware and software.
SYMPTOMS
Truck will not operate
POSSIBLE CAUSE
Defective controller.
CORRECTIVE ACTION
Replace controller.

ELECTRICAL
INDICATOR UNIT (6P1)

The indicator unit shows battery state of charge during
normal operation in the display field (3) and with the
LEDs (2). The unit also displays accumulated duty time
in hours for a brief period after the key switch is turned
off. In addition, fault codes are displayed at this gauge if
they occur. In this case the red indicator (1) will flash.
The red indicator will also flash if the truck is getting
close to the maintenance interval that has been set in
the controller software. The maintenance interval and
the point at which the light begins flashing (pre-warning)
are adjustable parameters.
On trucks equipped for cold-storage operation, a wire is
present from the key switch to pin 3 on 6X1 to supply
the internal gauge heater with battery voltage. The rest
of the gauge operates on 12 volts supplied by the
controller.
The internal heating element is provided to prevent frosting
when used in applications that transfer between warm
and cold environments. The heater can be connected as
an option. In this case, wire 104 on the options harness
is inserted into position 3 of the display connector (6X1).
0 The gauge is not serviceable and must be replaced if

defective. If the gauge is blank, check voltage across
pins 5 (positive) and 8 on 6X1. 12 volts should be present
6 whenever the truck is in operation. If not, there is a

problem with the wiring or main controller (N1).
NOTE:
The gauge does not function when a
handset or laptop is connected to the
diagnostic connector 6X2.
To remove the gauge, disconnect the battery and the
gauge connector, unscrew the white plastic thumb nuts,
remove the retaining bracket, and lift out the gauge.

ELECTRICAL
CONTACTOR (1K1)
A line contactor is installed iwth its contacts in-line
between the fuse and the positive terminal of the main
controller (N1). Its coil is energized upon key switch
(S1) operation and closure of the floor plate switch (7S1).
The line contactor is mounted to the chassis above the
main controller. No directional contactor is required. An
enclosed line contactor is used on trucks equipped with
optional EE protection.
Contactor Testing and Repair
To check a contactor that does not operate, first ensure
that battery voltage is available at X1:1 when the key
switch is turned on. Next confirm floor plate switch circuit
input at X1:33. Floor plate switch input can be confirmed
with a meter or in the program at Monitor>User
Information>Switches/Sensors>Platform Switch. With
both of these inputs available, the contactor should close.
The contactor is connected to output pin 6 at X1. This is
a PWM output fixed at 80% when on and 0% when off.
The output signal can be confirmed at Monitor>User
Information>Drivers>Main PWM. If this output signal is
present, check for mechanical binding or damage to the
contactor. The controller output circuit is equipped with
a fault-checking algorithm that should detect an open
contactor coil and cause fault code 31 to appear.
If contact tips are worn or damaged, intermittent faults
0
can occur. The contactor is not serviceable. If damage
or significant wear is present, the contactor must be
replaced.
6
To replace a contactor, disconnect the battery, the
contact terminal cables and the coil leads, and remove
the contactor mounting hardware. Install the new
contactor in the reverse order of removal.

ELECTRICAL
0
6

HYDRAULIC
Table of Contents
Hydraulic System (ETR-X only) ......................................................................... 07-2

Hydraulic Fluid ................................................................................................ 07-2
Hydraulic Coupling .......................................................................................... 07-2
Pressure Sensor (ETR-X only) .......................................................................... 07-2
Pressure Sensor Replacement ....................................................................... 07-2
Relief Pressure Adjustment (ETR-X only) .......................................................... 07-3
Bleeding the Hydraulic System (ETR-X only) ..................................................... 07-3
Hydraulic Pump Unit (ETR-X only)..................................................................... 07-5
Pump Contactor and Solenoid Testing and Replacement ................................ 07-5
Hydraulic Pump Unit Removal and Replacement ............................................. 07-5
Hydraulic Pump Unit Disassembly .................................................................. 07-6
Hydraulic Pump Unit Parts Cleaning ............................................................... 07-6
Inspection and Replacement of Parts .............................................................. 07-6
Hydraulic Pump Unit Assembly and Adjustment ............................................... 07-7
Pump Motor (ETR-X only) ................................................................................. 07-8
0
Pump Motor Removal and Installation ............................................................. 07-8
Pump Motor Disassembly ............................................................................... 07-8
Pump Motor Brush Inspection ......................................................................... 07-9
7
Cleaning Parts ................................................................................................ 07-9
Inspection and Replacement of Parts .............................................................. 07-9
Pump Motor Assembly .................................................................................. 07-10
Hydraulic Pump (ETR-X only) ......................................................................... 07-10
Hydraulic Schematic (ETR-X only) .................................................................. 07-11

HYDRAULIC
HYDRAULIC SYSTEM (ETR-X only) PRESSURE SENSOR (2B1)

The hydraulic system consists of a pump unit and a The hydraulic pressure sensor monitors actual system
output piping to raise and lower hydraulically operated pressure in the hydraulic line. It is installed in a tee
trailers. The system terminates at a quick disconnect fitting at the hydraulic unit outlet. The sensor generates
coupling at the back plate of the vehicle. The pump a 0 to 10 V voltage that is proportional to measured
motor unit consists of a series wound electric motor, a pressure. This signal is monitored by the traction
gear pump, a valve block with solenoid, and a reservoir. controller at pin X1:24. When installed, the sensor
A hydraulic pressure sensor (2B1) continually monitors voltage should stabilize at approximately 5.70 volts at
system pressure and generates a corresponding signal 2730 psi (factory upper limit setting) and 0.04 at 20 psi
to the traction control unit at pin X1:24. The pressure (factory lower limit setting). Be aware that transient
signal must remain within expected range or the pressures may occur immediately after lifting depending
controller will issue a pressure fault - fault code 67 type on the load and type of trailer connected to the system.
1 (pressure too high) or type 2 (pressure too low.) Fault
interpretation is explained in section 6. During lifting,
pressurized hydraulic fluid is forced through the coupling
to the connected trailers. During lowering, the solenoid
opens a return path to the hydraulic unit reservoir and
lowering occurs by gravity. The pump motor is not
subject to pulse modulated control as with the drive
motor. However, the pump motor run signal is subject
to lift lockout parameters as well as pressure or time 2B1
limit faults in the control logic of the traction controller.
Hydraulic Fluid
For standard temperature applications, AW 68 viscosity

oil is used. For cooler operation, AW 32 is used. For
freezer operation, AW 15 is used.
Capacity
The reservoir should be filled to the lower edge of the
1103 04252016-01
filler plug hole (approximately 2.7 quarts (2.6 liters)).
0 Hydraulic Coupling
7 The hydraulic coupling is a quick disconnect style

bulkhead fitting secured with a lock nut. Access to the
lock nut requires removal of the lean seat assembly.
Pressure Sensor Replacement
An angle flange is installed at the coupling to engage
twist prevention collars on connected hoses. • Place a container beneath the sensor to catch
hydraulic oil leakage.
• Disconnec the sensor wiring connector 2X1.
• Remove the lean seat assembly.
• Unscrew the sensor from the tee.
• Place a container beneath the coupling connection
to catch hydraulic oil leakage. • Ensure the O-ring is in place and undamaged on the
new sensor.
• Remove the hose from the coupling threads.
• Thread the new sensor in and tighten snugly.
• Unscrew the lock nut.
• Reconnect the wiring connector.
• Install the coupling in the reverse order of removal
ensuring that the angle flange is in place and the • Bleed the system.
detent ball on the coupling faces upward for easy
observation. • The effects of entrapped air can become magnified
with heavier loads, larger trailers or longer trains of
• Tighten the lock nut and hose end snugly. trailers.
• Bleed the system.
HYDRAULIC
RELIEF PRESSURE ADJUSTMENT BLEEDING THE HYDRAULIC SYSTEM

Relief pressure is set at the screw (1) on the side of the The hydraulic system must be bled of entrapped air after
pump unit. It is necessary to connect to the truck any part of the output circuit from the pump unit is
software and temporarily increase the limit setting to disconnected. The effects of entrapped air can become
prevent the pump from being disabled too early to set magnified with heavier loads, larger trailers or longer trains
the pressure. Also, system pressure can be read from of trailers.
the handset or PC, so a pressure gauge is unnecessary.
• Switch the truck off, connect a programming handset
or PC equipped with the proper diagnostic software to All air must be removed from the truck
connector 6X2. See section 6 for information on system before connecting to trailers. The
connecting to the controller. hydraulic circuits on trailers are typically
• Switch the truck on and navigate to Parameters>User very difficult to bleed so any possibility of
Parameters>Lift Runner>Hydraulic Pressure air getting into trailers from the truck should
Limits>Lift Limit Pressure (psi). Make a note of the be eliminated by bleeding the truck system.
current value, then increase the value to 2950 psi. Always bleed the truck hydraulic system
NOTE: after performing any repairs that require
opening the hydraulic circuit.
2730 is the factory setting for the Lift Limit
Pressure (psi) parameter. Some applications The bleeding procedure requires a spare male fitting
may require a different value. This value must attached to a length of hose. If a tip of the proper size is
always be less than the relief pressure however. available then the hose can be redirected to the pump
unit reservoir.
• Cycle the key switch for the new setting to take effect.
• Assemble a bleed hose using a male fitting compatible
• Navigate to Monitor>User Information>Switches with the hydraulic coupling on the rear of the truck.
>Hydraulic Pressure 2B1. This value is the system
pressure. It will be used to set the relief pressure • Connect the hose to the truck hydraulic coupling.
instead of installing a gauge. • Place the open end of the hose in a bucket or into the
• Have an assistant step on the floor plate to activate filler hole (2) of the pump unit reservoir.
the pump. (If the truck is equipped with lift/lower • Operate the pump unit for about five seconds.
buttons, press the lift button to run the pump.)
• Observe the hydraulic pressure and turn the adjusting
• Check the hydraulic fluid level and replenish if
necessary.
0
screw until the handset or PC shows 2850 psi. Turning
the screw clockwise increases the pressure. Counter-
clockwise decreases it.
7
NOTE:
The hexagonal part around the screw is not a
lock nut. Do not turn this part. The adjusting
screw reqires only a flat head screwdriver.
• When 2850 psi is observed on the handset, stop the
pump. Do not turn the adjusting screw any more.
1
• Navigate back to Parameters>User Parameters>Lift
Runner>Hydraulic Pressure Limits>Lift Limit Pressure
(psi) and reset the lift limit pressure to the value
recorded earlier.
2
• Cycle the key switch for the setting to take effect.
1103 04252016-02

HYDRAULIC
0
7
18
19
21
8
44
7
Hydraulic Pump Unit

HYDRAULIC
HYDRAULIC PUMP UNIT
Hydrulic Pump Unit Removal and
The hydraulic pump unit includes a pump, pump motor, Replacement
pump contactor, lift/lower valve assembly, and reservoir.
Pump Contactor (2K1) and Solenoid (Y2)
• If factory wire markings are illegible, mark all wires
Testing and Replacement
at the unit according to the illustration. Disconnect
If either of these devices faults open, fault code 33 (for the battery negative cable at its motor terminal
the pump contactor) or 35 (for the lowering solenoid) and the positive cable (from fuse 1F1) at its
should appear in the indicator unit. Either device may contactor terminal. Disconnect wires 7 and 42 from
also be checked for shorts or opens with a meter after their coil terminals. Disconnect wires 6 and 41
its leads are disconnected. The contactor coil should from the lowering solenoid coil terminals.
have a resistance of approximately 21 ohms. It has no
internal devices across its terminals. The lowering coil • Disconnect the supply hose from its fitting in the
should have a resistance of approximately 39 ohms. An adapter (2). Plug or cap hose end and port in
internal diode is present in parallel with the lowering coil. adapter to prevent contamination or loss of
Many ohmmeters will not forward-bias the diode so will hydraulic oil.
not be able to detect its presence or check its function.
• Support the unit, remove its two mounting screws
The pump motor contactor (51) or lift/lower solenoid and lock washers and lift the unit out of the truck.
(18,19) may be replaced by first disconnecting the battery
and then the device leads and removing the device. • Install the hydraulic pump unit in the reverse order
To replace the solenoid, unscrew the solenoid spool (18) of removal. Replenish the hydraulic oil reservoir,
and thread in the replacement. Tighten to 216-240 in-lb bleed the system (see separate procedre), then
(24.4-27.1 Nm). The lift/lower solenoid coil (19) can be top off the reservoir.
replaced independently by removing the nut. Coil nut
should be tightened to 48-60 in-lb (5.4-6.8 Nm).
Wire 42 Wire 7
(2K1:1) (2K1:2)
Wire 6
(Y2:1)
to Battery
Negative
0
Wire 41
(Y2:2) to Fuse
7
1F1
Hydraulic Pump Unit Wiring Connections
1 Motor, Pump (2M1) 14Plunger 30 Retainer 43 Coupling

2 Adapter 18 Solenoid Cartridge 31 Screw 44 Pump
3 Plug 19 Lowering Coil (Y1) 32 Ring, Push-On 45 Screws
4 Seat, Relief Valve 20 Reservoir Assembly 33 Washer 46 Retainer, O-Ring
5 Plug, Pipe 21 Reservoir 34 Tube 47 Spring Plate
6 Breather 22 Screw 35 O-ring 48 Screw
7 Check Valve Assembly 23 Plug, Filler 36 O-ring 49 Pump Assembly
8 Relief Valve Assembly 24 Tube, Inlet 37 O-ring 50 Seal kit (35-42)
9 Cap Nut 25 Magnet 38 Seal, Pump Shaft 51 Pump contactor (2K1)
10 Gasket 26 Strainer 39 Gasket
11 Adjusting Screw 27 Tube 40 O-ring
12 O-Ring 28 Washer 41 O-ring
13 Spring 29 Ring, Push-On 42 O-ring
HYDRAULIC
Hydrulic Pump Unit Disassembly Hydrulic Pump Unit Parts Cleaning

Removal of the valve seat (4) requires a valve seat
socket, Linde part # 117777. This part can be ordered
through the Linde Parts Department.
When using any volatile solvent, make
• Remove plug (23) from reservoir (21). Tip the unit sure it is used in a well ventilated area
on its side and allow hydraulic oil to drain out. away from sparks and flames. Avoid
Check oil for metal particles. Dispose of drained breathing the vapors.
hydraulic oil, do not reuse.
Wear protective glasses and goggles
• Remove the two motor mounting bolts and when drying parts with compressed air.
separate the pump motor (1) from the unit. failure to do so could cause eye injury
Remove coupling (43). and blindness.
NOTE: • Clean all parts with commercial parts cleaner. Dry

parts with compressed air or place on a clean, lint-
For service and repair of the pump motor free cloth and allow to air dry.
(1), refer to page 07-10. For the pump, refer
to page 07-12. • Make sure all hydraulic oil passages in adapter (2)
and pump assembly (44) are free of obstructions.
• Remove the hosefitting from the adapter.
• Be sure all solvent is removed from pump assembly
• Remove check valve (7), breather (6), and pipe to prevent dilution of hydraulic oil.
plugs (3, 5).
• Remove lowering valve cartridge (18) from
adapter. • Check magnet (25) for presence of metal particles.
• Remove adjusting screw (11), O-ring (12), cap • Inspect adapter (2) for cracks, deformation and other
nut (9), gasket (10), spring (13) and plunger (14). damage.
Remove relief valve seat (4) using a valve seat
socket (Linde P/N 117777). • Inspect all tapped holes and externally threaded parts
for stripped threads or other thread defects. Repair
• Remove screws (22), reservoir (21), screws (31), minor thread damage, except on threaded fasteners,
O-Ring retainer (30) and O-ring (36). with a thread chaser or tap; otherwise replace
0 •
•
Remove magnet (25) from reservoir.
Pull strainer (26) off tube (24). Press in locking
•
damaged parts.
Inspect reservoir (21) for cracks or other damage.
Replace if damaged to the extent that leakage
7 spring (47) to release tube (24). Remove screw
(48), locking spring (47), O-ring retainer (46) and
O-ring (41). •
occurs.
Inspect spring (13) and spring plate (47) for distortion
and loss of tension.
• Remove the four pump mounting screws (45) from
positions shown below. Do not remove pump • Inspect valve spool/solenoid cartridge (18) for
scratches, nicks or burrs.
assembly screws. Remove pump (44) as an
assembly. Remove O-ring (40) from adapter. • Inspect tubes (24, 27, 34) for damage.
• Disengage return tubes (34, 27) from adapter • Apply rated voltage (noted on data plate) to coil
Remove O-rings (35, 37), push-on rings (29, 32) terminals of motor contactor. Check that contactor
and washers (28, 33). closes with an audible click. Resistance check may
be made according to page 07-7.
45 • Apply rated voltage (noted on data plate) to leads of

lowering valve coil (19) and check that valve opens.
Check that valve closes securely when voltage is
removed. Coil is polarity sensitive due to an internal
diode. The larger coil terminal (Y1:2) is positive.
Resistance check may be made according to page
07-7.
• Breather (6) should be replaced during overhaul.
HYDRAULIC
Hydrulic Pump Unit Assembly and Adjustment

Installation of the valve seat (4) requires a valve seat • Thread release valve spool/cartridge (18) into
socket, Linde part # 117777. This part can be ordered recess. Tighten to 216-240 in-lb (24.4-27.1 Nm).
through the Linde Parts Department. Place coil (19) onto cartridge and tighten its nut to
48-60 in-lb (5.4-6.8 Nm).
• Attach return tubes (27, 34) to adapter (2) with
washers (28, 33), push-on rings (29, 32) and new • Install check valve (7). Tighten to 216-240 in-lb
O-rings (35, 37). (24.4-27.1 Nm). Install plug (5) and tighten to 210-
230 in-lb (23.7-25.9 Nm). Install plug (3) and a new
• Install new O-ring (43) on pump assembly (44). breather (6). Tighten each of these two to three
Install new O-ring (40) into adapter. Mount pump turns past finger tight.
assembly on adapter with screws (45). Tighten to
114-150 in-lb (12.9-16.9 Nm). • Place coupling (42) into adapter and engage with
shaft of pump assembly (44).
• Install new O-ring (41) in pump assembly (44) and
secure with O-ring retainer (46) and locking spring • Align motor assembly (1) on adapter with motor
(47) secured with screw (48). Wet tube (24) with shaft engaging coupling (42). Secure motor
clean hydraulic oil. While depressing locking assembly to adapter with the two motor mount
spring (47), insert tube into pump assembly until bolts.
it bottoms. Press new strainer (26) onto tube (24).
• Reinstall hydraulic unit with its two mounting
Do not reuse old strainer.
screws. Fill the reservoir with hydraulic oil up to
• Secure new O-ring (36) in place with retainer (30). lower level of filler plug (23). Install the plug one
Place new magnet (25) inside reservoir (21) and turn past finger-tight,
mount reservoir on adapter with screws (22).
• Reattach the coil wires and power cables per the
• Install new O-ring onto relief valve seat (4). Install illustration below.
the seat in relief valve recess of adapter using the
seat installation socket (Linde P/N 117777). • Set system pressure with adjusting screw (11)
Tighten to 125-135 in-lb (14.1-15.3 Nm). Install according to the procedure on page 07-03. Mark
new plunger (14), spring (13), gasket (10) and cap the position with a paint marker.
nut (9) in recess of adapter. Install new O-ring
(10) and adjusting screw (11) in cap nut (9). Turn
adjusting screw until flush with top of cap nut.
0
(30 in-lb max)
7
Wire 7
(2K1:2)
Wire 42
(2K1:1) to Battery
Negative
Wire 6
(Y2:1) to Fuse
(inside terminal -) 1F1
Wire 41
(Y2:2)
(40 in-lb max)
(outside terminal +)
1101 05162012-02
Hydraulic Pump Unit Wiring Connections

HYDRAULIC
PUMP MOTOR (2M1)

The pump motor is a 24 V, four pole, internally series Pump Motor Disassembly
connected DC motor. The pump motor output shaft is
slotted to receive a coupling through which the pump Clean the exterior of the pump motor thoroughly to
motor drives the hydraulic pump. The ball bearing on remove dust, dirt, grease and other foreign matter.
the output end of the shaft is supported in the hydraulic Disassemble only to the extent necessary to accomplish
pump adapter, which is part of the hydraulic unit repair as described in the following procedures; do not
assembly. Therefore, the pump motor cannot be operated disassemble any further than necessary.
unless it is mounted on the pump adapter. The • Remove screws (14).
commutator end of the motor shaft is supported by a
sleeve-type bearing in the head assembly. • Remove end shield (13) from housing (4).
• Remove brush screws (10) and washers (9) and
Pump Motor Removal and Installation remove brushes (6), sleeves (7), and springs (8).
The pump motor is part of the hydraulic unit assembly. • Remove terminals (11) and bearing (12) from end
This assembly must be removed first in order to remove shield.
the pump motor. Refer to the Hydraulic Pump Unit section
for these procedures. • Remove brush holder (5) from stator.
• Lift armature (3) out of housing. Use an arbor
press to remove bearing (2) from armature only if
damaged and in need of replacement.
0
7
1 Plastic shipping cap 8 Brush spring

2 Bearing 9 Washer
3 Armature 10 Brush screw
4 Stator 11 Terminal
5 Brush holder 12 Bearing
6 Brush 13 End shield
7 Brush sleeve 14 Screw

HYDRAULIC
Pump Motor Brush Inspection Inspection and Replacement of Parts
To inspect the brushes, first disconnect the battery and • Inspect housing (4), terminals (11), and end shield
then the motor terminal cables. Remove the two end (13) for cracks, chips, distortion and other damage.
shield screws (14), and pull the end shield off to expose
• Inspect field coils for frayed wrapping and damage
the commutator and brush holder (5). Individual brush
to wire insulation due to overheating. Check coil
and sleeve assemblies may be slipped out of the holder
sets for continuity and for resistance. (There are
for inspection.
two sets of two coils in the motor.) Resistance
New brushes are 0.67 in. (17 mm) in length. All brushes should be approximately 0.005 ohm per coil set.
must be replaced if it appears that any one brush will be Repair minor damage to field coil wrapping by
worn to 0.43 in. (11 mm) in length before the next rewrapping damaged or frayed areas with glass
inspection interval. Brush springs have a new fiber tape and applying electrical insulating varnish.
uncompressed length of 1.54 in. (39 mm). They should Do not attempt this repair if any field coil wire has
be replaced whenever brushes are replaced or if the been damaged.
uncompressed length is less than 1.46 in. (37 mm).
• Inspect all externally threaded parts and tapped
holes for stripped threads and other thread damage.
Cleaning Parts Repair minor thread damage, except on threaded
fasteners, with a thread chaser or tap; otherwise
replace damaged parts.
When using any volatile solvent, make sure • Replace armature if the shaft is damaged in any
it is used in a well ventilated area away from way, if solder has been thrown from the
sparks and flames. Avoid breathing the commutator, if the windings are shorted or open,
vapors. or if the windings or insulation are charred or burnt
due to overheating. If the commutator is pitted or
Wear protective glasses and goggles when grooved, true it up in a lathe. Do not remove any
drying parts with compressed air. Failure to more material than necessary to produce a smooth,
do so could cause eye injury and blindness. bright continuous surface on all segments. Clean
• Clean all metal parts with commercial parts all chips and slivers from between the segments.
cleaner. Dry parts with compressed air or place Permissible eccentricity is 0.002" or 0.05 mm.
on a clean, lint-free cloth and allow to air dry. • Inspect brush springs (8) for distortion, loss of
• Clean armature (3) and brushes (6) with a clean
cloth dampened with parts cleaner and either air
tension and discoloration from overheating.
Replace if damaged or if uncompressed length is
less than 1.46 in. (37 mm)
0
dry or dry with compressed air.
• Inspect brushes (6) for excessive wear. Minimum
length is 0.43 in. (11 mm). Also check that brushes
7
slide freely in sleeves (7).
• Inspect brush holder (5) for distortion, cracks or
other damage.
• Inspect bearings (2 and 12) for corrosion of races
and for damage to the inner or outer races which
would prevent a good fit during reassembly. Also
check bearings for roughness, excessive
looseness or wobble by holding the inner race
lightly between the fingers of one hand and slowly
rotating the outer race with the other hand in both
directions. Check for discoloration of the races as
evidence of overheating. Replacement of the
bearings is recommended at each reassembly.
However, bearings that have been subjected to

HYDRAULIC

HYDRAULIC PUMP
(Continued)
The pump repair is limited to replacing the input shaft
only a limited service may be reused if they pass
seal and the internal gasket between the two halves of
the preceding inspection requirements.
the housing.
Pump Motor Assembly (2M1) Pump Overhaul
• Use an arbor press to install bearing (2) onto shaft • To disassemble the pump, remove the four pump
of armature and bearing (12) into end shield (13). assembly screws and separate the pump housing
Insert armature and bearing into hydraulic unit halves.
adapter.
• Note the orientation of pump internal components
• Slide housing over armature. for reassembly.
• Install brush holder (5) into stator. • Remove the O-ring (1) from around the input shaft
boss.
• Install new brush assemblies (6, 7 & 8) into holder.
• Drive out the pump shaft seal (2).
• Install terminals (11) into end shield.
• Clean all parts thoroughly.
• Align armature shaft with end shield bearing and
fit end shield to housing. Rotate end shield to • Tap a new shaft seal into the shaft opening. Ensure
locate terminals correctly for pump unit wiring and the seal is seated in the opening.
to align mounting screws (14).
• Install a new O-ring onto the input shaft boss.
• Install screws (14). Align assembled motor to
• Identify the color of the internal gasket (3). The
pump unit adapter, ensuring armature shaft
gasket is color coded by thickness. Three colors
engages pump coupling. Align mounting screws
are possible: Silver (0.0005 in), Gold, (0.00075
(14) with holes in adapter and tighten.
in), and Amber (0.001 in). Select the correct
• Connect the wiring and battery and operate the replacement from the seal kit.
pump motor while listening to the motor. If any
• Reassemble the pump internal components.
binding or dragging is detected, loosen and
retighten screws (14). If the condition persists, • Reassemble the pump housing halves with the
0 disassemble the pump motor and correct the

problem before returning the truck to service.
new gasket. Install the four assembly screws and
tighten to 114-150 in-lb (12.9-16.9 Nm).
7 3 1

HYDRAULIC
HYDRAULIC SCHEMATIC
10
2 3 5
8
0
1 9 7
1 Hydraulic Pump Unit (includes 2-9)
2 Pump Motor (2M1)
3 Pump (0.065 in3 (1.06 cc) per rev)
4 Check Valve
5 Relief Valve Assembly
6 Solenoid Valve (proportional)
7 Solenoid ValveCoil (Y2)
8 Suction Strainer
9 Reservoir
10 Coupling

HYDRAULIC
0
7

MAST
Table of Contents
This section is not applicable to ETR
0
8

MAST
NOTES
0
8

ACCESSORIES
Table of Contents
This section is not applicable to ETR
0
9

ACCESSORIES
NOTES
0
9

SCHEDULED MAINTENANCE
Table of Contents
Periodic Maintenance ...................................................................................... 10-2

Fluids and Lubricant Specifications .................................................................. 10-3
Capacities ....................................................................................................... 10-3
Periodic Maintenance - Every 50 Hours ............................................................ 10-4
Periodic Maintenance - Every 200 Hours .......................................................... 10-5
Periodic Maintenance - Every 1000 Hours ........................................................ 10-7
1
0
PERIODIC MAINTENANCE
The table below is a schedule for recommended periodic If truck use is heavy or trucks are used more than one
maintenance checks. The maintenance checks and shift daily, checks should be performed more often.
frequencies are intended for use as a basic guide in
establishing and maintaining a planned maintenance
program. Daily checks as indicated in the operator
manual should be performed at the beginning of each Remove all jewelry and wrist watches before
shift. All other checks should be performed at the inspection or service of electrical components.
frequency indicated under normal operating conditions.
MAINTENANCE SCHEDULE
Description 200 Hours 1000 Hours
Clean the truck (if necessary) X

Read out error log and delete. X
Enter the next maintenance interval X
Lubricate caster axles; Inspect caster tire condition X
Carry out functional test and test drive X
Check that cables and harnesses are correctly routed and tight X
Check for gear oil leakage. X
Lubricate the drive unit swivel (steering) bearing X
Check general condition of chassis X
Check drive tire condition X
Check brake drum, shoes, springs, and linkage (manual steer versions) X
Check brake mounting screws and air gap (electric steer versions) X
Check drive wheel fasteners and tighten if necessary X
Check the steering chain X
Check the adjustment and operation of the throttle linkage X
Clean the electrical components and controller power terminals with compressed air X
Check line contactor tips and power terminal connections. X
Check the battery condition, acid level, and acid density X
Check the breather on the hydraulic pump unit (ETR-X only) X
Check hydraulic oil level (ETR-X only). X
Check hydraulic pump unit for noises, leaks, and proper operation (ETR-X only). X
Check the hydraulic line for leaks (ETR-X only). X
Clean the breather on the hydraulic pump unit (ETR-X only). X
Change the gear oil. X
Check the drive motor, transmission, and control handle mounting. X
Lubricate the battery rollers if equipped. X
Change the hydraulic oil (ETR-X only). X
Check brush length and condition on the hydraulic pump motor (ETR-X only). X
1 NOTE:
When a new truck is first placed in service, the drive wheel fasteners must be checked for tightness every 10 hours
0 until no further loosening is detected.

FLUID AND LUBRICANT

SPECIFICATIONS
Hydraulic Oil (ETR-X only)
Original Equipment Specification
The following grades of hydraulic oil are supplied from
the factory as original equiment:
ISO-L-HM 68 as per ISO 6743-4 for standard trucks
ISO-L-HM 15 as per ISO 6743-4 for freezer trucks
ISO-L-HM 32 as per ISO 6743-4 for cooler trucks
Gear Oil
SAE 80W-90 API GL5, multi-purpose gear oil, MIL-L-
2105 or equivalent
Grease
Lithium-based grease with MoS2
Do not mix non-lithium based greases with

lithium-based greases.
CAPACITIES
Hydraulic System (ETR-X only)
Hydraulic Oil: 2.7 quarts (2.6 liters)
Transmission
Gear Oil: 1.9 quarts (1.8 liters)
1
0
PERIODIC MAINTENANCE - EVERY 200 HOURS

Clean the Truck Check Cables and Wiring Harnesses
• Remove the battery and clean the truck as • Check that all cables and wiring harnesses are
necessaryto remove excess grease, dirt, or other correctly routed and secure. Inspect wiring
foreign material. Refer to the cleaning instructions harnesses for damage. Check connectors for
in the operator manual. Lubricate the transmission tightness or damage.
swivel (steering) bearing after any cleaning
operation using high pressure liquids. Check for Gear Oil Leakage
• Examine the drive unit for signs of leakage.
Read Out Error Log and Delete
Replace seals and check oil level if required.
• Connect a handset or PC to 6X2. If using a
handset, navigate to Faults>Clear Fault History. Lubricate Drive Unit Swivel (Steering)
Press the top (+) of the parameter adjustment key Bearing
on the handset to clear the fault history. If using a
PC, click on the Faults icon and select one or • Lubricate the bearing at the two grease fittings
more faults in the list. Right click and select Clear on either side of the drive motor. Jack up the truck
to delete the fault. so the drive wheel is clear of the floor and rotate
the drive unit as the fittings are lubricated.
Enter the Next Maintenance Interval
Check Condition of Chassis and Hitch
• Connect a handset or PC to 6X2. Navigate to
Parameters(Program)>Service Hourmeter>Reset • Inspect the chassis and hitch for cracks, bends,
Service Hours and select On. (If using a hand set, or damage. Repair as required.
press the + portion of the Parameter Adjustment
key. The value will display as "On" only Check Drive Tire
momentarily while the key is held.) This will reset
• Verify that the drive tire is not damaged or
the internal counter to zero. The parameter will
excessively worn.
automatically change back to "Off".
NOTE Check Brake Components
The counter is called "Service Timer" in the • Check the brake backing plate for secure mounting
software and its value may be checked at any to the drive motor.
time at Monitor>User Information>Service
Timers. Time remaining until the interval is • Inspect each brake shoe lining for lack of bond
reached is shown at "Service Due in". with the shoe or excessive wear. Replace brake
shoes in pairs if either lining is worn to less than
• Navigate to Parameters(Program)>Service 3/32" (3mm) thick at any point or if it is suspected
Hourmeter>Hours at Next Service Interval and the linings will be completely worn down before
check the interval shown. The counter will count the next scheduled inspection.
up to the number of hours shown and then limit
the truck to creep speed until reset. The interval • Replace any excessively worn, cracked, distorted
may be changed if desired. or otherwise damaged parts.
Check Casters Check Brake Components (Electric Steer)
• Lubricate caster axles. Inspect casters for damge • Check the brake mounting screws for tightness.
to wheels or excess wobble. Repair as required. • Check the air gap and adjust if necessary
according to the procedure in section 01.
Carry Out Test Drive
1 • Test all functions of the truck and confirm normal

operation and absence of unusual noise.
Check Drive Wheel Fasteners
• Verify that all drive wheel fasteners are tight.
0 Tighten to 103 ft-lb (140 Nm) if necessary.


Check Throttle Linkage Operation
• Check the electrolyte specific gravity in at least
• Verify that the throttle linkage operates smoothly half of the cells with a hydrometer. Specific gravity
and returns to the neutral position when released. should be 1.250 to 1.280 for a fully charged battery.
Verify that travel speed is proportional to the A specific gravity of 1.150 or less indicates that
amount of directional control rotation. the battery must be charged.
• Check the vents in the fill caps for obstructions.
Clean the Electrical Components and
Cap vents must be open at all times to allow gases
Controller Connections
formed in the battery to escape. Plugged cap vents
• Use low pressure air to remove any dust or loose may be cleaned in a solution of baking soda and
dirt from electrical components and cable water.
connections.
Check Hydraulic Pump Unit Breather (ETR-X
Check LIne Contactor Terminals and Tips only)
• Inspect all parts for cracks, chipping, distortion, • Check the breather fitting on the hydraulic pump
corrosion, discoloration or scorching denoting unit for accumulated dirt. Clean as outlined in
overheating as a result of electrical overloading, Periodic Maintenance - 1000 hours if necessary.
and other damage. Tighten any loose
connections. Replace the contactor if damaged Check Hydraulic Oil Level (ETR-X only)
or if the tips are worn out.
• Lower any connected trailers completely and verify
NOTE: that there is adequate oil in the reservoir. Level
should be approximately 3/4 inch (19 mm) below
Darkening of contact tips does not
the bottom of the filler plug opening. Add hydraulic
indicate burning; this darkening is normal.
oil as necessary. See the Fluid and Lubricant
Burning is judged by actual loss of
Specifications section for oil specifications.
contact material. Contact tips themselves
may be used until the contact material
has been almost completely worn away. Check Hydraulic Pump Unit Operation (ETR-
Replace contactor when there is not X only)
sufficient tip material remaining to last until • Operate the lift function and observe the pump unit
the next regular maintenance interval. for leakage, loose mounting, or noisy operation.
Repair as required.
Check Battery Condition
Check Hydraulic Line for Leaks (ETR-X only)
• Operate the lift function and observe the hydraulic
Never lay metal tools or other metal objects on top of hose for leakage.
the battery; sparks or arcing could occur, causing
battery gases to explode. Personal injury or damage to
the truck could result. Do not wear any jewelry, rings or
wrist watches while working on the battery or severe
burns could result. Always wear eye protection and
gloves when working around the battery.
• Check the battery connector for loose terminals
or damaged casing. Check battery cables for
fraying and damage. Remove minor deposits of
corrosion.
• Check the electrolyte level in the battery. The
electrolyte level should be 1/4 inch above the top
1
of the internal plates in the battery. Add distilled
water as required. 0
Clean Hydraulic Pump Unit Breather (ETR-X Change the Hydraulic Oil (ETR-X only)
only)
• Fully lower any trailers and disconnect them.
• Remove the breather (1) from the hydraulic pump Disconnect the supply hose at the hydraulic pump
unit and clean with solvent. Dry with low pressure unit and connect a service hose to this fitting or
air. Reinstall the breather and tighten only two to port. Direct the end of the service hose to a
three turns past finger tight. container and operate the lift function until the unit
is empty of oil.
When using any volatile solvent, make sure

it is used in a well ventilated area away Do not continue to operate the lift
from sparks and flames. Avoid breathing function after the hydraulic pump unit
is out of oil. Damage to the unit will
result.
• Reconnect the supply hose to the unit and fill the
unit with hydraulic oil. See the Fluid and Lubricant
Specifications section for capacity and oil
specifications.
Check Pump Motor Brushes and

Commutator (ETR-X only)
• Check brushes and brush spring tension in pump
1 motor and blow out carbon dust with low pressure
compressed air. Inspect commutator surface
condition for flat or burnt spots. See section 07
for the brush inspection procedure.
the vapors.
Change Transmission Oil

• Disconnect the battery, jack up the truck, and
place a shallow pan beneath the transmission.
Remove the drain plug and replace it after all the
old oil has drained out. Replace the plug, remove
the filler plug, and fill the transmission up to the
filler plug level with gear oil. See the Fluid and
Lubricants section for oil specifications.
Check Component Mounting

• Check the mounting screws of the drive and pump
motors, the transmission, and the control handle.
Lubricate the Battery Rollers (optional

equipment)
1 • Lift out each battery roller, withdraw its axle and

lightly hand grease the bearing on each end of
each roller.
0
1
0
KION
North America Corporation
2450 West 5th North Street
Summerville, SC 29484
(803) 875-8000 FAX (803) 875-8329

1103 Service Manual 04-2016

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ETR, ETR-X Service Manual

Service Manual: ETR, ETR-X 11038012040 US 04/2016

FOREWORD - HOW TO USE THIS MANUAL

INDICATES OR IDENTIFIES SPECIAL INSTRUCTIONS OR PROCEDURES WHICH, IF NOT STRICTLY

IDENTIFIES SPECIAL INSTRUCTIONS OR PROCEDURES WHICH, IF NOT CORRECTLY FOLLOWED, COULD

PARTS AND SERVICE:

ABBREVIATIONS USED IN THIS MANU

Service Manual: ETR, ETR-X 11028012040 US 04/2016 01-1

PLATED BOLTS (METRIC)

REGULAR THREAD FINE THREAD

M4 1 (1) 2 (2.7) 2.8 (3.8)

UNPLATED BOLTS (METRIC)

TORQUE ft-lbs (Nm)

M4 1 (1) 2 (2.9) 3 (4.1) 3.5 (4.9)

01-2 Service Manual: ETR, ETR-X 11028012040 US 04/2016

ABBREVIATIONS CONVERSION TABLE (continued)

Service Manual: ETR, ETR-X 11028012040 US 04/2016 01-3

mm .................................................... 0.03937 in gram ............................................. 15.432 grains

liter ...................... 2.202 lb of fresh water at 62° sq cm ........................................... 0.1 550 sq in

01-4 Service Manual: ETR, ETR-X 11028012040 US 04/2016

Service Manual: ETR, ETR-X 11028012040 US 04/2016 01-5

Drive Motor ...................................................................................................... 01-3

Service Manual: ETR, ETR-X 11038012040 US 04/2016

Drive Motor Arrangement - Manual Steer

• Remove the two screws from the tilt mechanism

Service Manual: ETR, ETR-X 11038012040 US 04/2016 01-3

• Attach lifting equipment to the drive motor.

THE MOTOR MUST RISE STRAIGHT UP UNTIL THE

FAILURE TO LIFT THE DRIVE MOTOR STRAIGHT

• Note the orientation of the motor with respect to the

01-4 Service Manual: ETR, ETR-X 11038012040 US 04/2016

• Slowly lower the drive motor straight down. It may be

• Once the motor is seated onto the transmission,

• Move the steering column back into position and install

• Position the slave cylinder bracket onto the drive

• Position the swivel block on the brake linkage into its

• Install the three steering shaft yoke bolts (1), washers

• Reassemble the remaining components in the reverse

• Tighten the drive wheel nuts in a cross-wise sequence

Wheel mounting hardware sometimes

Service Manual: ETR, ETR-X 11038012040 US 04/2016 01-5

Drive Motor Arrangement - Electric Steer

• Disconnect the motor tachometer/temperature

• Remove the three socket head drive motor mounting

• Attach lifting equipment to the drive motor. Remove

THE MOTOR MUST RISE STRAIGHT UP UNTIL THE

FAILURE TO LIFT THE DRIVE MOTOR STRAIGHT

• Note the orientation of the motor for reassembly,

01-8 Service Manual: ETR, ETR-X 11038012040 US 04/2016

• Carefully place the steering column (with brake) onto

• Reinstall the tilt mechanism anchor block.

• Orient the brake as noted during disassembly and

• Remove the two brake override screws.

Service Manual: ETR, ETR-X 11038012040 US 04/2016 01-9

01-10 Service Manual: ETR, ETR-X 11038012040 US 04/2016

The temperature sensor is epoxied into

to remove the temperature sensor from

Inspection and Replacement of Parts

01-12 Service Manual: ETR, ETR-X 11038012040 US 04/2016

Drive Motor Test Specifications

Service Manual: ETR, ETR-X 11038012040 US 04/2016 01-13

Brake Arrangement - Manual Steer

1 Brake shoe 11 Washer 21 Nut

01-14 Service Manual: ETR, ETR-X 11038012040 US 04/2016