‘TROUBLESHOOTING ‘TESTING AND ADJUSTING TROUBLESHOOTING ‘The 6V7830 Tetragauge Group can be used to make the pressure tests of the hydraulic system. Before any test is made, visually inspect the complete hydraulic system for leakage of oil and for parts that have damage. When testing and adjusting the hydrau system, move the machine toa smooth horizon- tal location and lower the mast and carriage to the ground. If the mast and carriage can not be on the ground, make sure they are blocked cor- rectly to keep them from a fall thatis not expect- ed. Move away from machines and personnel that are at work. There must be only one opera- tor. Keep all other personnel away from the ma- chine or where the operator can see the other personnel. Before any hydraulic pressure plug, line or component is removed, make sure all hydraulic pressure is released. ————— VISUAL CHECKS ‘A visual inspection of the hydraulic system and its components is the first step when a diagnosis of a problem is made. Lower the carriage to the floor and follow these inspections: 1, Measure the oil level. Look for air bubbles in the oil tank. 2, Remove the filter element and look for particles removed from the oil by the filter element. A mag- net will separate ferrous particles from non-fer- rous particles (piston rings, O-ring seals, etc). 3. Check all oil lines and connections for damage or leaks. 4, Check all the lift chains and the mast and carriage welds for wear or damage. PERFORMANCE TEST The performance tests can be used to find leakage in the system. They can also be used to finda bad valve or pump. The speed of rod movement when the eylinders move can be used to check the condition of the cylin- ders and the pump. Lift, lower, tilt forward and tlt back the forks several times. 24 I. Watch the cylinders as they are extended and re- tracted. Movement must be smooth and regular. 2. Listen for noise from the pump. 3. Listen for the sound of the relief valve. It must not ‘open except when the cylinders are fully extended or retracted, when the forks are empty. Hydraulic Oil Temperature (Too Hot) When the temperature of the hydraulic oil gets over 98.8°C (210°F), polyurethane seals in the system start to fail. High oil temperature causes seal failure to be- ‘come more rapid. There are many reasons why the temperature of the oi will get this hot. 1, Hydraulic pump is badly worn, 2. Heavy hydraulic loads that cause the relief valve to open. The setting on the relief valve is too low. Too many restrictions in the system. 3. 4, 5. Hydraulic oil level in the tank is too low. 6. High pressure oil leak in one or more circuits. 7, 1. Vet dirty oil 8. Air in the hydraulic oil. NOTE: If the problem is because of air in the oil, it must be corrected before the system will operate at normal temperatures. There are two things that cause air in the oil (aeration). a Return oil to the tank goes in above the level of the oil in the tank. b. Air leaks in the oil suction line between the pump and the tank. Hydraulic System and Mast During a diagnosis of the hydraulic system, remem- ber that correct oil flow and pressure are necessary for correct operation. The output of the pump (oil flow) increases with an increase in engine speed (rpm) and decreases when engine speed (rpm) is decreased. Oil pressure is caused by resistance to the flow of oil, Visual checks and measurements are the first step when troubleshooting a possible problem. Then do the Operation Checks and finally, do instrument tests with pressure gauges.‘TROUBLESHOOTING Use the 6V7830 Tetragauge Group, a stop watch, a ‘magnet, a thermometer, and an mm (inch) ruler for basic tests to measure: 1, The pressure of the oil to open the relief valve. Relief valve pressures that are too low will cause a decrease in the lift and the tilt characteristics of the lift truck. Pressures that are too high will cause a decrease in the life of hoses and components. 2. Drift rates in the cylinders. Cylinder drift is caused by a leakage past cylinder pistons, O-ring. seals in the control valve, check valves that do not, seat correctly or poor adjustment or fit in the control valve spools. 3. Cycle times in the lift and tilt circuits: Cycle times that are too long are the result of leakage, pump wear and/or pump speed (rpm). HYDRAULIC SYSTEM AND MAST PROBLEM: The hydraulic system will not lift the load. PROBABLE HYDRAULIC CAUSE: 1, There is an air leak, which lets air into the hydrau- lic system on the inlet side of the hydraulic pump. 2. The relief valve opens at low oil pressure. 3. The hydraulic pump has too much wear. 4, The load is too heavy. PROBABLE MECHANICAL CAUSE: 1, The mast is not in alignment with the other lifting components and does not move freely. 2. Not enough lubricant on the parts of the mast that move. 3. ‘The carriage or mast rollers and bearings are worn and do not move (seized). PROBLEM: Lift cylinder extends too slowly. PROBABLE HYDRAULIC CAUSE: 1. Not enough oil supply to lift cylinder. 2. Defective lift cylinder seals. PROBABLE MECHANICAL CAUSE: 1, The mast is not in alignment with the other lifting components and does not move freely. 2. Not enough lubricant on the parts of the mast that move. ‘TESTING AND ADJUSTING 3. The carriage or mast rollers and bearings are worn and do not move (seized). PROBLEM: Mast does not move smoothly. PROBABLE HYDRAULIC CAUSE: Air in the hydraulic system, 2. Relief valve sticks or defective, PROBABLE MECHANICAL CAUSE: 1. Not enough lubricant on the parts of the mast that move. 2. Load rollers defective or not adjusted correctly. PROBLEM: Mast wil not lower completely or will nt lower atall. PROBABLE HYDRAULIC CAUSE: 1. Lift eylinder damaged or bent. PROBABLE MECHANICAL CAUSE: Load rollers defective or not adjusted correctly. 2. Not enough lubricant on the parts of the mast that move. PROBLEM: The mast does not tilt correctly or moves too slowly. PROBABLE HYDRAULIC CAUSE: 1, There is an air leak, which lets air into the hydrau- lic system on the inlet side of the hydraulic pump. 2, The relief valve opens at low oil pressure. 3. The hydraulic pump has too much wear. 4, The internal valve of the tilt spool is stuck. 5. Control valve tilt spool has a restriction. PROBABLE MECHANICAL CAUSE: 1, Damage or failure of the piston rods on the tilt cylinders. PROBLEM: The carriage will not lower correctly. PROBABLE HYDRAULIC CAUSE: 1, There are restrictions in the lift line. 2, The lift spool in the control valve has a restriction caused by foreign material and does not operate freely. 3. The lift cylinder flow control valve has a restriction. 25‘TROUBLESHOOTING 4. Lift cylinder packing nut is too tight. 5. Air in the hydraulic system. PROBABLE MECHANICAL CAUSE: 1. The mast is not in alignment with the other lifting components and does not move freely. 2. Carriage chains need an adjustment, 3. Not enough lubricant on the part of the mast that moves. 4, The carriage or mast rollers and bearings are worn and do not move (seized), PROBLEM: The lift or tlt cylinders do not hold their posi- tion with the valve control levers in neutral position. PROBABLE CAUSE: 1, The valve spools do not hold their positions be- cause the springs for the valve spools are weak or broken, 2. Control valve leakage caused by worn valve spools. 3. The check valves in the control valve are bad. 4, Leakage of the cylinder lines or piston seals. 5. There is foreign material in the control valve Hydraulic Gear Pump PROBLEM: Noise in the pump. PROBABLE CAUSE: 1, The oil level is low. ‘The oil is thick (viscosity too high). ‘The pump inlet line has a restriction in it, 2 3. 4, Worn parts in the pump, 5. Oiliis dirty. 6 . Air leaks into the inlet line. PROBLEM: The oil temperature is too high. PROBABLE CAUSE: 1, The oil level is low. 2. There is a restriction in an oil passage. 3. The relief valve setting is too low. 26 PROBLE! TESTING AND ADJUSTING The oil is too thin. There is air leakage in the system. The pump has too much wear. ‘The system operates at too high a pressure. a, Relief valve setting too high. b. Attachment components cause a restriction during movement. . Restrictions in flow control valve, check valve and in oil lines, feakage on the shaft seal. PROBABLE CAUSE: 2 3, 4. The shaft seal is worn, ‘There is a broken gasket behind the seal. The inner parts of the pump body are worn. - Operation with too low oil level in tank causes suction on the seal . Seal lips are dry and hardened from heat. PROBLEM: There is failure of the pump to deliver fluid. PROBABLE CAUSE: 1 ~ aw een Low level of the oil in the tank, . There is a restriction in the pump inlet line. ‘There is air leakage in the pump inlet line. The viscosity of the oil is wrong. ‘The pump has too much wear. . Failure of the pump shaft or coupling. . The bolts of the pump do not have the correct, torque. Hydraulic Control Valve PROBLEM: The control spools do not move freely. PROBABLE CAUSE: 1 2. 3 ‘The temperature of the oil is too high. ‘There is foreign material in the fluid. The fitting connections in the valve body are too tight.‘TROUBLESHOOTING 4, The fastening bolts of the valve assembly do not have the correct torque and have twisted the body. 5. Linkage of the lift and tilt levers does not operate smoothly. 6. Bent lift or tilt spools. 7. Damage to the return springs of the spools. 8. The valve oil is not at normal temperature for operation. PROBLEM: Control valve spools have leakage around the seals. PROBABLE CAUSE: 1. There is foreign material under the seal. 2. The valve spools are worn, 3. The seal plates are loose, 4, The seals have damage or are badly worn, PROBLEM: The load lowers when the lift spool is moved from the NEUTRAL position to the RAISE Position. PROBABLE CAUSE: 1. There is foreign material in the check valve area, The check valve poppet and seat show wear. 2 3. Sudden loss of pump oil pressure. 4 Damage to the relief valve which causes low oil pressure. Lift and Cylinders PROBLEM: Leakage around the piston rod. PROBABLE CAUSE: 1, Cylinder head (bearing) seals are worn. 2. Piston rod is worn, scratched or bent. PROBLEM: There is leakage of oil inside the cylinder or loss of litt or tlt power. PROBABLE CAUSE: 1, The piston seals are worn and let oil go through. 2. Cylinder has damage. PROBLEM: The piston rods show wear. ‘TESTING AND ADJUSTING. PROBABLE CAUSE: 1, The cylinders are not in correct alignment. 2. Oil is dirty. PROBLE! -oreign material behind the wiper rings caus- ing scratches on the cylinder rod. PROBABLE CAUSE: 1, The wiper rings show wear and do not remove dirt and foreign material. STEERING SYSTEM PROBLE! ‘20 much force needed totum steering wheel. PROBABLE CAUSE: 1. The pump operation is not correct. 2. Dirt in the steering system, 3. Steering gear operation is not correct. PROBLEM: Lift truck does not turn when steering wheel slowly turned. PROBABLE CAUSE: 1, The oil level of the tank is low. ‘There is air in the steering system. 2, 3. The pump operation is not correct. 4, Dirt in the steering system. 5. Steering gear operation is not correct, PROBLEM: The temperature of the oil is too hot. PROBABLE CAUSE: 1. The viscosity of the oil is wrong. 2. The relief valve in the steering pump is not set correctly 3. There is a restriction in an oil passage. 4, The pump has too much wear. PROBLEM: The output of the steering pump is low. PROBABLE CAUSE: 1, The oil level of the tank is low. 2. The viscosity of the oil is wrong. 3. The pump has too much wear. 27‘TROUBLESHOOTING PROBLEM: The pressure of the oil is low. PROBABLE CAUSE: 1, The steering relief valve opens at an oil pressure that is lower than the pressure in SPECIFICATIONS. 2. The pump has too much wear. BRAKE SYSTEM Wheel Brakes PROBLEM: Brakes make noise or pull (grab). PROBABLE CAUSE: 1, Brake shoe adjustment not correct. . Lining surface looks like glass (glazed) or is worn. . Oil or brake fluid is on the lining. 2. 3 4, Dirt on the brake drum lining surface. 5. Brake drum is worn or has grooves (scored). 6. Restriction in the brake line. 1 . Brake drum is out of round. PROBLEM: Both brake shoes will not release all the way (drag). PROBABLE CAUSE: 1, Brake shoe adjustment not correct. 2. Brake pedal adjustment not correct. 3. Mechanical resistance at the pedal or shoe. 4, Restriction in the brake line. 5. Bad wheel cylinder. PROBLEM: Pedal resistance is not solid (spongy). PROBABLE CAUSE: 1, Leakage or low fluid level 2. Air in the brake hydraulic system, 3. Master cylinder is loose. PROBLEM: Extra (excessive) pedal pressure needed for braking action. PROBABLE CAUSE: 1, Mechanical resistance on the pedal or shoe. 28 TESTING AND ADJUSTING 2. Brake shoe adjustment not correct. 3. Restriction in the brake line. 4, Bad master cylinder. 5. Lining surface looks like glass (glazed) or is worn. PROBLEM: Pedal gradually goes to the floor. PROBABLE CAUSE: 1. Leakage or low fluid level. 2. Bad master cylinder. PROBLEM: Extra (excessive) pedal travel. PROBABLE CAUSE: 1, Pedal adjustment is not correct. Leakage or low fluid level. . Air in the brake hydraulic system. 2, 3. 4, Bad master cylinder. 5. Lining surface is worn. 6. Operation of automatic adjustment is not correct. PROBLEM: Brake will not make application. PROBABLE CAUSE: 1. Leakage or low fluid level . Air in the brake hydraulic system. Linkage is not in correct adjustment or is bent. 2 3. 4, Lining surface looks like glass (glazed) or worn. 5. Oil or brake fluid is om the lining, 6 Bad master cylinder. PROBLEM: Not braking evenly or rough feeling or braking (chatter). PROBABLE CAUSE: 1. Lining surface looks like glass (glazed) or worn, Oil or brake fluid is on the lining. . Bad contact between the lining and drum, 2 3 4, Loose lining. 5. Brake drum out of round. 6. Loose wheel bearing,TROUBLESHOOTING 7. Bad wheel cylinder. Parking Brakes PROBLEM: Brake will not hold. PROBABLE CAUSE: 1. Brake puck surface looks like glass (glazed), caused by oil leaks. 2. Brake disc is bent. 3. Bracket that holds brake caliper is bent, 4, Brake needs adjustment. ‘TESTING AND ADJUSTING 29HYDRAULIC SYSTEM ‘TESTING AND ADJUSTING HYDRAULIC SYSTEM RELIEF VALVE PRESSURE CHECK Single Stage Relief Valve Use the 6V7830 Tetragauge Group to check relief valve (1) pressure. Hydraulic oil, under pressure can remain in the hydraulic system after the engine and pump have been stopped. Personal injury can be caused if this pressure is not released before any work is done on the hydraulic system. To prevent possible injury, lower the carriage tothe ground, engine off and move control levers to make sure all hydraulic pressure is released before any fitting, plug, hose or component is loosened, tightened, removed or adjusted. Always move the lift truck to a clean and level location away from the travel of other machines. Be sure that other personnel are not near the machine when engine is running and tests or adjustments are made. CONTROL VALVE PRESSURE CHECK 1. Reliet valve. 2.Plug. 3. Control valve, 1, With the engine off, remove plug (2) and install the 6V7830 Tetragauge Group. 2. Start the engine and tilt the mast back to the end of its travel, 3. With the engine at high idle, hold the tilt control lever in the TILT BACK position and watch the ‘gauge. The indication of the gauge is the pressure of the oil that opens the relief valve. Forthe correct, pressure setting see Control Valve in SPECIFICATIONS. 30 4, Ifan adjustment to the relief valve setting is neces- sary, do the steps that follow: a. Stop the engine. b, Remove acorn nut (6) and loosen jam nut (5). c. Turn screw (4) either clockwise for an increase or counterclockwise for a decrease. 4. Hold screw (4) and tighten jam nut (5). Install acorn nut (6). 5. Check the relief valve pressure setting again, 4 5 -23095-1x2 SINGLE STAGE RELIEF VALVE 4. Adjustment serew. 5.Jam nut. 6. Acorn nut Double Stage Relief Valve 328476 8 DOUBLE STAGE RELIEF VALVE 3.Control valve. 7.Cap. 8. Screw.HYDRAULIC SYSTEM Hydraulic oil, under pressure can remain in the hydraulic system after the engine and pump have been stopped. Personal injury can be caused if this pressure is not released before any work is done on the hydraulic system. To prevent possible injury, lower the carriage to the ground, engine off and move control levers to make sure all hydraulic pressure is released before any fitting, plug, hose or component is loosened, tightened, removed or adjusted. Always move the lift truck to a clean and level location away from the travel of other machines. Be sure that other personnel are not near the machine when engine is running and tests or adjustments are made. Be sure there is enough overhead clearance for full mast extension before doing this test. Oe 1, With the engine off, remove plug (2) from control valve (3) as shown in the topic, Single Stage Relief Valve. Install the 6V7830 Tetragauge Group. 2. Start the engine and sideshift the carriage right or left to the end of its travel. 3. With the engine at high idle, hold the sideshift control lever in the SIDESHIFT RIGHT or LEFT position. The indication on the gauge is the pres- sure of the oil that opens the relief valve. This is the low pressure relief or auxiliary relief valve pres- sure. For the correct pressure setting, see Control Valve in SPECIFICATIONS. 4, [fan adjustment to the auxiliary relief setting is necessary, make the corrections that follow: a. Stop the engine and move the control levers to make sure the hydraulic pressure is released. b. Remove the tube that is connected from control valve (3) to relief valve cap (7). Remove cap (7) and install a plug in the tube passage of control valve (3), Start the engine and sideshift the carriage right or left to the end of its travel. 4. With the engine at high idle, hold the tilt control ever in the SIDESHIFT RIGHT or LEFT posi- tion and watch the gauge. e. Turn screw (8) either clockwise for an increase or counterclockwise for a decrease in the auxil- iary pressure setting of the relief valve. £. Stop the engine and move the control levers to make sure the hydraulic pressure is released. TESTING AND ADJUSTING @. Remove the plug from the tube passage of con- trol valve (3). Install cap (7) and tube that was removed in Step b. hh. Check the auxiliary relief setting again. 5. Check the high or main relief valve pressure set- ting as follows: a, Install the tetragauge as in Step 1 b. Make sure there is enough overhead clearance for full mast extension, and lift the mast to the end of its travel. ¢. Hold the lift contro! lever in the LIFT position and read the gauge. The indication on the gauge is the pressure of the oil that opens the relief valve. The gauge must have an indication of 5200 kPa (750 psi) more than the auxiliary re~ liefin Step 4. For the correct main relief setting, see Control Valve in SPECIFICATIONS. NOTE: Main relief can also be checked by holding the tilt lever in the TILT BACK position 4. There is no adjustment for the main relief pres- sure, Make a replacement of parts if relief pres- sure is not correct. SIDESHIFT SPEED CHECK 1. Lift the forks off the floor and move the carriage from full left to full right. Measure the time it takes the carriage to move from left to right. 3. The maximum speed should be 102 mm (4 in.) per second. Sideshift Speed Adjustment 8752232 SIDESHIFT SPEED ADJUSTMENT 1. Locknut. 2 Screw. 3. Restrictor. Use the procedure that follows if a sideshift speed adjustment is necessary. 31HYDRAULIC SYSTEM 1, Loosen locknut (1). . Turn screw (2) of restrictor (3) to get the correct sideshift speed. Turn screw (2) clockwise to de- crease or counterclockwise to increase the side- shift speed. 4, Tighten locknut (1) to hold the adjustment. LIFT CYLINDER AIR REMOVAL After the lift cylinder has been disassembled and then assembled again, it may be necessary to remove the air (bleed) from the cylinder. 1. With no load, lift and lower the mast and carriage through one complete cycle. 2. With the forks on the floor, check the oil level in the hydraulic tank. Add oil (if necessary) to bring, the oil level to the full mark. 3. With no load, lift and lower the mast and carriage again through four or five complete cycles. This should be enough to get the air out of the Standard Lift cylinders. Do the procedure that follows for the Full Free and Full Free Triple Lift cylinders. The oil will have high pressure present. To pre- vent personal injury, do not remove the bleed screws completely. Keep hands and feet away from any parts of the truck that move, because the forks will lower when the bleed screw is loose. ———— a. Lift the forks high enough to put a load on all, stages of the lift cylinders. ’b. Open bleed screws (1), and then (2) no more than one turn. The weight of the carriage will force air and hydraulic oil out of the cylinders through the bleed screws NOTE: The secondary cylinders on the Full Free Tri- ple Lift masts do not have bleed screws. The air will be removed the same way as the Standard Lift, by lifting and lowering the mast four or five times. c. Repeat Steps a and b until there are no air bub- bles at the bleed screws 4. After all the air is removed, tighten the bleed. screws. ¢. Fill the hydraulic tank to the full mark. ‘TESTING AND ADJUSTING LIFT CYLINDER AIR REMOVAL (FFL - Primary Cylinder Serew) 1.Bloed screw. LIFT CYLINDER AIR REMOVAL, (FFTL - Primary Cylinder Screw) 1. Bleed screw. LIFT CYLINDER AIR REMOVAL (FFL - Secondary Cylinder Screw) 2.Serew. f.Lift and lower the mast and carriage again through one complete cycle. If the mast does not, operate smoothly, repeat Step 3,MAST AND CARRIAGE ‘TESTING AND ADJUSTING. MAST AND CARRIAGE MAST ADJUSTMENT Load Roller Adjustment NOTE: The STD, FFL and FFTL mast load roller bearings all require the same adjustment procedure. ‘The FFL mast is shown in the following illustrations. To make the mast clearance adjustments, a 6V3050 ‘Mast Gauge and a 6V3051 Adapter for the mast gauge are needed. The mast must be removed from the lift truck. [STATIONARY MAST 1.63050 Mast Gauge. MAST GAUGES 1.63050 Mest Gauge. 2, 63051 Adapter. Use the procedure that follows to adjust the load rollers. 1, Use gauge (1) to find the narrowest point on the stationary mast in the area where the load roller bearings make contact. Move gauge (I) up and down the outer mast until the narrowest point is found, Adjust gauge (1) until its length is the same as the narrowest point of the stationary mast. 2. Put adapter (2) in position over gauge (1) so that the ends of the adapter make contact with the rollers of gauge (1). Adjust adapter (2) to the same ‘measurement as gauge (1). INNER MAST LOAD ROLLER BEARINGS 2. Adapter. 3, Install enough shims that have been divided into ‘two equal groups behind the load roller bearings so that when adapter (2) is installed over the load roller bearings, there is zero clearance (A) between, the adapter and the roller bearings as shown. At installation, there is to be contact (zero clearance (A)] between the roller bearing and the narrowest point of the stationary mast, with the mast at one of the channel laps that follow: High-Visibility Models: .- 610 mm (24 in.) 650 mm (26 in.) STD .. FFTL Al Other Models: STD, FFL 4, Use gauge (1) to find the widest point on the inner mast in the area where the load roller bearings make contact. Move gauge (1) up and down the inner mast until the widest point is found. Adjust gauge (1) until its length is the same as the widest point of the inner mast. 483 mm (19 in.) 33MAST AND CARRIAGE MAST ADJUSTMENT ‘A.Zero clearance. INNER MAST 1.63050 Mast Gauge. MAST GAUGES 1.63050 Mast Gauge. 2.6V3051 Adapter. 5. Put gauge (1) in position over adapter (2) so that the ends of the adapter make contact with the 34 ‘TESTING AND ADJUSTING rollers of gauge (1). Adjust adapter (2) to the same ‘measurement as gauge (1). 6. Install enough shims that have been divided into ‘two equal groups behind the load roller bearings so that when adapter (2) is installed between the roller bearings, there is zero clearance (A) between the adapter and the roller bearings as shown. At installation, there is to be contact [zero clearance (A)] between the roller bearing and the widest point of the inner mast, with the mast at one of the channel laps that follow: High-Visibility Models: STD ... 610 mm (24 in.) FFTL 650 mm (26 in.) All Other Models: STD, FFL .. 483 mm (19 in.) ‘OUTER MAST LOAD ROLLER BEARINGS 2. Adaptor. 7. After the mast adjustments are made, install the stop bolt in the outer stationary mast upright. CARRIAGE ADJUSTMENT NOTE: The STD, FFLand FFTL carriage load rollers all require the same adjustment procedure. The FFL carriage is shown in the following illustrations. To make the carriage adjustments, a 6V3050 Mast Gauge and a 6V3051 Adapter for the mast gauge are needed, The carriage must be removed from the mast.MAST AND CARRIAGE Load Roller Adjustment MAST CHECK 1.63050 Mast Gauge. |. Use gauge (1) to find the narrowest point on the inner mast in the area where the load roller bear- ings make contact. Move gauge (1) up and down the mast until the narrowest point is found. Adjust. ‘gauge (1) until its length is the same as the narrow- cst point of the inner mast. Mast GAUGES 9V3050 Mast Gauge. 2.6V3051 Adapter. 2. Put adapter (2) in position over gauge (1) so that the ends of the adapter make contact with the rollers of gauge (1). Adjust adapter (2) to the same ‘measurement as gauge (1). 3. Install enough shims (6) that have been divided into two equal groups behind load roller bearings (3) and (4) so that when adapter (2) is installed over the roller bearings, there is zero clearance (A). At installation, there is to be contact [zero clear- ance (A)] between the roller and the narrowest point of the inner mast. ‘TESTING AND ADJUSTING CARRIAGE LOAD ROLLER BEARINGS 2. Adapter. 4, Install and tighten screw (5) that holds the top roller bearings to the carriage toa torque of 307 Nem (22+ 5 Ib. ft). 5. Install enough shims (6) that have been divided into two equal groups behind middle load roller bearings (10) so that when adapter (2) is installed over the roller bearings, there is 1.6 mm (.06 in.) total clearance between the adapter and the load roller bearing. ‘CARRIAGE ADJUSTMENT 3. Lower load roller bearing. 4. Upper oad rol 5.Serew. 6. Shims. 7. Outer thrust roller. 8. Adjustme rut. @.Nut. 10. Middle load roller bearing. A. Zero Clearance. 35MAST AND CARRIAGE 6. Install outer thrust roller (7) with the washer, ad- justment nut (8) and nut (9) on each side of the carriage. 7. Turn adjustment nut (8) until contact is made with the widest area of the inner mast. Tighten nut, (9)toa torque of 135+ 14N-m (100+ 101b. ft.)to hold the outer thrust roller in position. Make an adjustment to the other thrust roller the same way. CHAIN ADJUSTMENTS Chain Adjustment Check (CHAIN ADJUSTMENT CHECK 4.Lift chain Lift the forks high enough to put their full weight on the carriage and chains (1). Check the chains, and make sure the tension is the same on both. Chain Adjustment If the tension is not the same on both chains, do the procedure that follows: Personal injury can be caused by sudden move- ment of the carriage. Blocks must be used to prevent the carriage from any movement while the adjustments are made. Keep hands and feet clear of any parts that can move. — 1, Lift the carriage and put blocks under it before the chain adjustments are made. Make adjustments to chain anchor bolts (2) for equal tension of inner and outer lift chains. NOTE: The STD and FFL masts have one set of lift chains and the FFTL mast has two sets. The adjust- 36 ‘TESTING AND ADJUSTING ‘ment nuts for all masts are in back of the mast. The adjustment nuts for the STD mast that is not High Visibility are behind the carriage at the bottom of the mast. 3. Put 983263 Thread Lock on the threads of the locknuts after the adjustment is completed. INNER AND OUTER LIFT CHAINS (Typical Example) 2.Chain anchor bots. Chain Wear Test Chain wear test is a measurement of wear of the chain links and pins. To test wear, a 6V28 Chain Wear Gauge is needed. Do the steps that follow to check chain wear, ‘CHAIN PITCH CHECK. 41.Chaln link, 2.6V28 Chain Wear Gauge. 1. To check chain wear, chain pitch must be found first. In order to find chain pitch, do the steps that follow: a Lift the carriage enough to put tension on the lift chains. b. Put the stationary pointer of gauge (2) against the upper pin of chain link (1), c. Put the pointer that slides against the lower pin of chain link (1).MAST AND CARRIAGE d. Hold the pointer that slides in position and read, the scale on gauge (2). This is the chain pitch. NOTE: Always|ine the two pointers on the same posi- tion of both pins to get an exact reading. 2, Put the pointer that slides over one of the three boxes at the bottom of the scale of gauge (2). Put the window of the pointer over the square that contains the chain pitch found in Step 1 3. Hold gauge (2) against the other side of the lift chain with the stationary pointer against the upper pin of one of chain links. 4, With the full length of gauge (2) against the lift chain, move the pointer that slides until itis lined up with the upper pin of another chain link but keep the window of the pointer over the correct square found in Step 2. CHAIN WEAR CHECK 5. The colored line that is nearest the white line on ‘the pointer that slides is the chain wear indication, Each color stands for a degree in chain wear. Green is 1%, orange is 2%, red is 3% and blue is 4% Do not put a lift truck into service if the chain wear indication is 2% or more. A reading of 2% or more could cause damage or injury to persons. TT 6. If the chain wear indication is 2% or more, replace the lift chain. CARRIAGE HEIGHT ADJUSTMENT 1, Raise the lift truck and put blocks under it NOTE: The lift truck should have wood blocks under TESTING AND ADJUSTING it so there will be enough room to check the measurement, 2. Move the mast either forward or backward so it is in the vertical position. 3. Lower the carriage completely. CARRIAGE HEIGHT CHECK 4, Measure the distance from the bottom of the lower carriage roller bearings to the inner upright. 5. The measurement must be as follows: High-Visibility Models: STD ... soos TE 2mm (.28 + 08 in.) above inner upright 43 + 2 mm (1.69 + .08 in.) below inner upright FFTL All Other Models: 44.5 1.5 mm (1.75 £06 in.) below inner upright STD, FFL... 6, Make adjustments to the chains to get the correct, ‘measurement, See Chain Adjustments in TEST- ING AND ADJUSTING. FORKS PARALLEL CHECK Lift the carriage and tilt the mast until the top sur- face of the forks is parallel with the floor. Place two straight bars that are the same width as the carriage across the forks as shown. Measure the distance from the bottom of each end of the two bars to the floor. The forks must be parallel within 6.4 mm (.25 in.) for their complete length. Put one fork, one-third from the tip, under a fixture that will not move. Operate the tilt control until the rear of the truck just lifts off of the floor. Follow the same procedure for the second fork and then check the forks again 37‘MAST ANO CARRIAGE FORKS PARALLEL CHECK TILT CYLINDER ALIGNMENT Ifthe tilt cylinders are out of alignment, extra stress- es in the mast assembly and the mast hinge area will result, To prevent damage, the tilt cylinders must stop evenly at the end of the tilt back, and tilt forward strokes. Tilt Angle Check ‘The tilt angle of the mast must be checked in the full tilt back and full tlt forward positions. A tlt indicator ora protractor can be used to measure the angle. Both sides of the mast must be checked to make sure that the mast is not twisted. TILT ANGLE CHECK (Typical Example) 1, With the mast tilted completely forward, the tilt angle must be 3 + 1s" or 6 + '4*. This angle is determined by the tilt cylinders used. 38 ‘TESTING AND ADJUSTING 2, With the mast tilted completely to the rear, the tilt angle must be 10 + '4" on the Standard and Full Free Lift masts. On Full Free Triple Lift masts, the tilt angle must be 6 + 1s" with a lift height through 5450 mm (215 in.). With a lift height of 5675 mm, (223 in.) and up, the tilt angle must be 3%" 3. The above angles are for current production trucks. Tilt Cylinder Length Check Tilt the mast to full forward position. Measure the extended length of the cylinder rods from the cylinder housing to the mast. The length between the two cylin- der rods must be within 3.18 mm (.125 in.) of each other. ‘TILT CYLINDER LENGTH CHECK Tilt Cylinder Adjustment Tilt cylinder pivot eyes can loosen if the torque on the pivot eye clamping bolt or locknut is not tight enough. This will let the tilt cylinder rod turn in the tilt cylinder eye. The cylinder rod may then twist out of the pivot eye and the tilt cylin- der will be out of alignment or may let the mast fall and cause personal injury or damage. When the rod lengths are made even, the tilt angle differences or the mast alignment will no longer be a problem. —MAST AND CARRIAGE To correct the tilt angle or tilt cylinder length, an adjustment must be made to the tilt cylinder as follows: 1988597 and 388598 Cylinders 1. Bend wire (1) up off locknut (3). ‘TILT CYLINDER ADJUSTMENT 1. Wire. 2. Tit eylinder rod. 3. Locknut. 2. Loosen the locknut. Pull the wire back from the groove in the pivot eye. 3. Turn rod (2) into or out of the pivot eye to get the correct length. Put wire (1) back into position in the groove of the pivot eye. 4, Tighten locknut (3) finger tight until the correct adjustment is made, then tighten the nut to a torque of 205 + 25 Nem (150 + 20 Ib. ft.) 5. Bend wire (1) down on the locknut to hold this adjustment, 922768 Cylinders 4 coateaxt 5 TILT CYLINDER ADJUSTMENT 2.Titoylinder rod. 4. Bolt. 5. Pivot eye. ‘TESTING AND ADJUSTING 1, Loosen bolt (4) at pivot eye (5). 2. Turn rod (2) into or out of pivot eye (5) to get the correct length. 3. Tighten bolt (4) and the nut to torque of 100 14 Nem (75 + 10 Ib. ft.) 306981 Cylinders co2te4x1 7 TILT CYLINDER ADJUSTMENT 2.Tilt cylinder rod. 6. Pivot eye. 6, Washer. 7. Locknut. 1, Bend washer (6) up off locknut (7). 2. Loosen the locknut, Turn rod into or out of pivot eye (5) to get the correct length. 3. Tighten locknut (7) to 170 +25 Nem (125+201b, fi). 4, Bend washer (6) down over a flat of locknut (7). DRIFT TEST Drift is movement of the mast or carriage that is the result of hydraulic leakage in the cylinders or control valve, Before testing the drift: Personal injury can be caused by sudden move- ment of the mast or carriage. Use wood blocks and clamps to hold the mast in this position. Keep hands and feet clear of any parts that can mov ———— 1, Check the chain adjustment and tilt cylinder alignment, and make necessary adjustments. 2. Lift the mast approximately 762 mm (30 in.) 3. Check mast hinge bolts to make sure they are tight. 4, Remove the blocks and clamps and lower the mast. 39MAST AND CARRIAGE Drift Test For Lift System 1, Put a rated capacity load on the forks of the lift truck. Operate the lift truck through a complete liftand tilt cycle until the oil is at normal tempera- ture for operation, 38 to 49°C (100 to 120°F). 2. With the load on the forks and the mast at zero degrees of tilt, lift the carriage to a height so all cylinder stages have a hydraulic load. Make a mark on the mast outer assembly, even with the bottom of the forks. 3. Check the drift after five minutes. The carriage or ‘mast must not drift more than the values shown, below. For higher oil temperatures, see Hotter Oil ‘Temperature Chart. sTD 76.2 mm (3.00 in.) FFL... 50.8 mm (2.00 in.) FFIL. 63.5 mm (2.50 in.) NOTE: On FFL and FFTL models, check the drift for the mast and the carriage. The primary cylinder con- trols the carriage and the secondary cylinders control the mast. Drift Test For The Tilt System 1. With the hydraulic oil at normal temperature for operation, 38 to 49°C (100 to 120°F), lift a rated capacity load [at 610 mm (24 in.) load center] until the forks are even with the top of the cowl. 40 ‘TESTING AND ADJUSTING 2. Tilt the mast completely to the rear. Make a mark on the outer assembly 610 mm (24 in.) up from the mast hinge. Measure the distance from the edge of the cowl to the mark on the outer assembly. ‘TILT DRIFT CHECK 3. The mast must not drift more than 13.2 mm (.52 in.) in five minutes. For higher oil temperature, see Hotter Oil Temperature Chart. HOTTER O TEMPERATURE CHART ‘OIL TEMPERATURE TEST TIME 49 10 54°C (121 10 10°F) “minutes 10 seconds 155 10 60°C (181 10 140°F) ‘minutes 20 seconds 61 16 65°C (141 to T50"F) 2 minutes 45 seconds (65 10 71°C (151 to 160°F) 2 minutes 80 secondsSTEERING SYSTEM ‘TESTING AND ADJUSTING STEERING SYSTEM STEER WHEEL BEARING ADJUSTMENT BEARING ADJUSTMENT 1.Nut. 2. Lock. 1. Tighten nut (1) slowly to 70 Nem (50 Ib. ft.) while turning the wheel to put the bearing into place. 2. Loosen nut (1) completely. Tighten nut (1) again to 30+ 5 Nem (22 + 4 Ib. ft.) 3. Bend lock (2) over nut (1) to hold the nut in position. STEERING AXLE ADJUSTMENTS. Steer Axle Stops Adjustment Use the procedure that follows to make an adjust- ment to the steer axle turning angle. 1. Loosen locknut (1) and make an adjustment to bolt (3) to give angle (Y) 76". 2. Tighten locknut (1) to hold this adjustment. 3. Turn the steer axle hubs the opposite direction and loosen locknut (2). 4, Make an adjustment to bolt (4) to give angle (X) 56°, 5. Tighten locknut (2) to hold this adjustment. 1 STEER AXLE A.Locknut, 2.Locknut. 3.Bolt. 4.Bolt. X.56° Angle ¥.76" Angle. Steering Knuckle Bearing Preload Adjustment Use the procedure that follows to adjust the steering knuckle bearing preload. 1 2 3 soe 5 6 7 8 3 STEERING KNUCKLE (SIDE VIEW) 41. Steering knuckle. 2. Upper cover assembly. 3. Upper bearing. "4. Lower bearing. 5. Lower cover. 6. Bolts. 7.Shims. 8. Axle beam assembly. 9. Kingpin. 41‘STEERING SYSTEM 1. Install the upper and lower seals in steering knuck- le (1) and put 5P960 Multi-purpose Grease on the lips of the seals that face the axle beam assembly 2. Put steering knuckle (1) in position on axle beam. assembly (8). Put 5P960 Multi-purpose Grease on. kingpin (9) and install the kingpin through the knuckle and axle beam assembly. Install and tight- en the lockscrew to hold the kingpin in position. 3. Install the upper spacer on the kingpin, Install upper bearing (3) against the spacer. 4, Install upper cover assembly (2) and tighten four bolts (10) and (12) to a torque of 135 + 14 Nem (100+ 101b. ft). Tighten two bolts(11)toatorque of 270 + 20 Nem (200 + 15 Ib. ft.) 5. Install the lower spacer on the kingpin. Install low- cr bearing (4) against the spacer. 6. Install lower cover (5) without shims and install and tighten two opposite bolts (6) toa torque of 5.7 Nem (50 Ib. in.) 7. Use a feeler gauge to check the gap between the cover and knuckle (1) at each bolt location 8. Find the average of the two measurements. This is, the thickness of shims (7) that must be installed between lower cover (5) and the steering knuckle. (829749-1X1 12 STEERING KNUCKLE (TOP VIEW) 2. Upper cover assembly. 10. Bolts. 11. Bolts. 12. Bolts 9. Remove the cover, install the shims, install cover (5)and the bolts. To check the preload adjustment of the bearings, use the procedure that follows: |. Put @ pound-inch torque wrench on one of the upper cover bolts so that the handle of the wrench is angle (A) 90° from the center of the bolt directly 42 TESTING AND ADJUSTING opposite the bolt that the torque wrench is on, 2. Check the torque required to turn the steering knuckle, NOTE: The steer wheel and steering link must be re- moved before the check is made. 3. The indication must be 4.5 to 6.8 Nem (40 to 60 Ib, in.), If the indication is too high, add shims be- tween the lower cover and knuckle. If the indica- tion is too low, shims must be removed. ROLLING TORQUE CHECK ‘A. 90° Angle. ‘STEERING GEAR ADJUSTMENTS Use the procedure that follows during assembly of the steering gear: 1. Thoroughly clean all of the parts with solvent. Dry the parts with air. Inspect all of the parts for wear and make a replacement of parts that show large (excessive) amounts of wear. (See SPECIFICA- TIONS section for exact wear permitted). NOTICE Do not put oil on the parts before assembly. Be extra careful to keep the work area and all parts extra clean, 2. Assemble the parts of steering shaft (1). Place spring (2) in the groove on the outside of spool (3) and then place actuator ball (4) in its seat inside of the spool. NOTE: Make sure actuator ball (4) is in the ball seat and not in the through hole opposite the ball seat.STEERING SYSTEM STEERING SHAFT INSTALLATION 1. Steering shat. 2 Spring. 3. Spool. 4, Actuator ball 3. Install the washer (wave spring) onto the steering, shaft. Put the shaft in position in the spool with actuator ball in alignment with the groove in the shaft. Turn the shaft slowly counterclockwise and. push on it until the shaft is completely installed in the spool, 4. Use torsion bar (5) as a gauge to put the spool in the center of its movement. This is the “NEU: ‘TRAL” position of the spool. Put the bar in posi nn between the washer and spool as shown, NOTE: The spool must be in the “NEUTRAL” posi- tion before installation of drive ring (6) in the spool. The drive ring can be installed in the wrong position in the spool if the spool is not in the “NEUTRAL” position, 5. Put drive ring (6) in the spool. Tilt the spool and let the drive ring slide in the spool onto the shaft. Remove the bar. DRIVE RING INSTALLATION 5. Torsion bar. 6. Drive ring. ‘TESTING AND ADJUSTING 6. Install spacer (8) and torsion bar (5) in the spool, Make an alignment of the hole in the torsion bar and the hole in the shaft. Install pin (7) in the hole. ‘The end of the pin must be approximately 0.8 mm, (.03 in.) below the outside diameter of the shaft. yy ‘TORSION BAR INSTALLATION 5. Torsion bar. 7.Pin. 8. Spacer. 7. Install the seals, bushing and ring into cover (9). 8. Install spacer (12), shaft and spool assembly (11) nd original thickness of shims (10) into housing (3). 9. Place the O-ring seal on the cover. 10. Put the cover in position on the housing respective to the marks put on the housing and cover at disassembly. NOTE: Ifa replacement of the cover has been made, the cover can be installed in any position. HOUSING ASSEMBLY 9.Cover. 10.Shims. 11.Shaft and spool assembly. 12, Spacer. 13. Housing. 11, Install the screws. Tighten the screws to a torque of 25 +3 Nem (20 £2 1b. ft.) 43‘STEERING SYSTEM 12, Put the housing and spool in position on blocks. While the shaft is held, use drive the spool until the end of the spool is even with the finished surface of the housing. 13. Remove the drive link. Put the groove in the end of the drive link in alignment with the pin in the torsion bar and install the drive link. 14, Measure the distance between the end of the spool and the housing with feeler gauge (15). The end of the spool must be between .000 to .064 mm (.0000 10.0025 in.) of the finished surface on the housing. Add or remove shims between the cover and wash- er to get the above specification. Install two guide bolts. NOTICE Be extra careful not to cause damage to the finished surfaces of the spacer, stator and rotor, manifold, commutator, and cover. The finished surfaces must be free of scratches. 15, Install the spacer. The side of the spacer with the groove must be installed toward the housing. 16. Put clean hydraulic oil on the rotor. Put the stator in position on the rotor and measure the clearance between the rotor lobe and stator. The clearance ‘must not be more than 0.18 mm (.007 in.). Mea~ sure the thickness of the rotor and stator. The difference in thickness must not be more than 0.05 ‘mm (002 in.) If these specifications are not cor- rect, a replacement of the rotor group must be made. TESTING AND ADJUSTING ROTOR CLEARANCE 15, Feeler gauge. 16. Rotor. 17. Stator. 17, Install rotor (16) and stator (17) over the drive link and onto the spacer. NOTICE springs must be down in their grooves with no part of the spring above or below the rotor group. 18, Put manifold (18) in position on the rotor and stator. Install commutator ring. The groove (slot) in the ring must be toward the manifold ‘SHIM CHECK 14. Drive link. 15.Feeler gauge. 44 [MANIFOLD INSTALLATION 18. Maniold.STEERING SYSTEM 19, Install the commutator. Make sure the end of the rive link is in alignment with the hole that is not round (elongated hole) in the commutator. Make sure the machined out (countersunk) area at the center of the commutator is installed toward the cover. 20. Install the seal and put the retainer in position over the seal. 21, Put a small amount of clean hydraulic oil on the commutator and manifold. Put the washer in posi- tion on the cover. Use clean grease to hold the washer in place. Install the cover and washer. ‘Make sure the pin in the cover isin alignment with the hole at the center of the commutator. BOLT TIGHTENING SEQUENCE 22, Install five bolts and tighten them finger tight. Remove the two guide bolts and install and tighten the two remaining bolts finger tight. NOTICE Tighten the bolts as shown in Steps 23 and 24. Donotovertighten as it will cause damage to the steering gear. 23. Tighten all the bolts to a torque of 3 to 4 Nem (2to 3 Ib. ft.) in the sequence shown. 24, Tighten all the bolts again to a final torque of 23 3. Nem (17 + 2 Ib. ft.) in the sequence shown. TESTING AND ADJUSTING AIR REMOVAL FROM THE STEERING SYSTEM 1. Fill the hydraulic tank nearly full, Be ready to add oil when the engine is started. Do not let the oil level go below the outlet to the pump. NOTICE To prevent damage to the steering pump, keep the oil level in the hydraulic tank above the out- let to the pump. 2. Start the engine and run it at low idle. Add oil immediately to the tank as needed. NOTE: This oil will now flow from the pump, through part of the steering gear, then to the tank and back to the pump. When no more oil can be added and oil is clear, do the procedure that follows: 3. Lift a capacity load to take the weight off of the steer axle, Turn the steering wheel as rapidly as possible to remove the air in the steering cylinder and lines. 4, Add oil immediately when the valve spool is act vated to replace oil that flows through the circuit. NOTICE Do not hold steer wheels stops for an extended period of time. This will cause the oil to get hot and damage the components. 5. Turn the steer wheels until they have reached the stop in one direction, then quickly turn the steer ing wheel in the opposite direction to the opposite stop. 6. This procedure must go on approximately 15 to 20 times, to remove the air from the system. Add oil as required, NOTE: The oil in the lines to the steering cylinder stops at the piston. The oil in the cylinder does not flow in a circuit. As the piston moves backward and for- ward, the oil moves backward and forward in the lines. Airin these lines, and in the cylinder, may move slowly (0 the steering control valve and then to the tank. To prevent personal injury, do not operate vehi- cle until air is removed. The steering will not operate correctly until the removed. ee] 45STEERING SYSTEM 7. When the oil in the tank is clear (not cloudy), the system is free of air. 8, Fill the tank to the recommended level. STEERING HYDRAULIC SYSTEM PRESSURE CHECK If the operation of the steering system is not correct, check the hydraulic tank for the correct oil level and the hoses and connections for leakage. Ifall these items are correct, remove plug (1) and put the 6V7830 Tetragauge Group in the steering pump pressure line. Start the engine and turn the steer wheels to the left or right against the stops and make a note of the indication on the tetragauge. 870161x1 PRESSURE TAP LOCATION 1. Pressure tap plug. 3. Pressure line. If the indication is lower than 10 300 + 690 kPa (1500 + 100 psi), stop the engine and use the 6V7830 Tetragauge Group and a 18937 Valve (shutoff) to check the steering pump pressure. Before any hydraulic pressure plug, ponent is removed, make sure all hydraulic pressure is released by the movement of the steer wheels to the left and right and then straight forward direction. SS Use the procedure that follows to check the steering pump pressure: 1, Turn the engine off, disconnect pressure line (3) from the elbow. TESTING AND ADJUSTING 4 ‘STEERING PUMP PRESSURE CHECK 1. Presture tap. 2. Steering pump. 3.Prossure line. 4188097 Valve. 5.6V7830 Tetragauge Group. 2. Connect 1$8937 Valve (4) to the pressure line (see schematic), Connect the pressure line and valve to the elbow. 3. Remove pressure tap plug (1). Install the 6V7830 Tetragauge Group in the hole. 4, Turn valve (4) to the full open position. Start the engine and operate the hydraulics until the oil is at normal temperature for operation, NOTICE Donotlet valve (4) be closed for more than 3 or 4 seconds or serious damage can be caused to the steering system components. 5. Close the valve and make a note of the indication on the tetragauge. Open the valve. 6. The indication must be 10 300 + 690 kPa (1500 100 psi). If the indication is not correct, the steer- ing pump is bad and must be removed for repair or replacement, If the pump pressure is correct, use the procedure that follows to check the steering gear and steering cylinder.STEERING SYSTEM ‘STEERING GEAR HYDRAULIC CHECK ‘gear. 7. Line (to rod ond of cylinder (to head end of cylinder. 8.Line 1. With the engine off, remove hydraulic lines (7) and (8) from hydraulic steering gear (6). Put plugs in the openings. NOTICE To prevent damage to the steering gear, do not keep full pressure on the steering gear for more than a few seconds. 2. With the 188937 Valve completely open, start the engine. Turn the steering wheel completely to the left and then to the right. Take note of the indica tion on the 6V7830 Tetragauge in both directions. Ifthe indication is approximately the pressure set- ting as in Step 6 above, then there is hydraulic pressure loss in the steering cylinder. If the indica- tion is below the indication, then hydraulic steer- ing gear (6) has hydraulic pressure loss. Find the problem in the steering cylinder or steering gear and make the necessary repairs or replacements. TESTING AND ADJUSTING 47BRAKE SYSTEM TESTING AND ADJUSTING BRAKE SYSTEM BRAKE SYSTEM AIR REMOVAL When the brake pedal resistance is spongy (not solid) itis usually an indication that there is air in the Brake Hydraulic System. The cause may be low fluid level, leakage in the system, a broken brake line or a brake line that is not connected. To correct this problem: (MASTER CYLINDER LOCATION 1. Filer cap. 1. Remove the floor plate and master cylinder filler cap (1), 2. Fill the master cylinder reservoir through the hole that cap (1) was removed from. The fluid level should be above the screen in the standj The brake fluid will have high pressure at the bleed screws when they are opened. Do this ‘operation ina place and position where the fluid ‘cannot make contact with anyone. Brake fluid is harmful to the skin and eyes. LS BLEED SCREWS LOCATION 2. Bleed screw. 3. Put pressure on the brake pedal and open one of bleed screws (2) to let air out of the wheel cylinder. Close bleed screw (2) while pressure is still on the brake pedal, then let the pedal return to the orig inal position. 4. Do Steps 2 and 3 again as many times as necessary until the brake fluid is free of air. 5. Use the procedure in Steps 2, 3 and 4 again to remove the air from the other wheel cylinder. 6. Fill the master cylinder reservoir again until the fluid level is above the screen in the standpipe. BRAKE ADJUSTMENT ‘The brakes make an adjustment automatically when an application is made in reverse, but only after an application has been made in the forward direction. With each reverse brake application there will be an adjustment made, until the lining-to-drum clearance is ‘made small enough to stop the movement of the auto- matic adjustment linkage. Manual brake adjustment is necessary only when new brake shoes are installed and the automatic adjust- ment has been moved, To make a manual adjustment to the brakes:BRAKE SYSTEM BRAKE ADJUSTMENT 1.Hole, 2. Drum. Wood blocks or jack stands of the correct ca- pacity must be used under the machine to pre- vent the machine from a fall thatis not expected. Failure to do so can result in injury or death. TS 1, Put wood blocks or jack stands of the correct ca- pacity under the machine and remove the drive wheels. 2, Turn the drum until hole (1) is in alignment with adjustment screw (3) of the brakes. 3. Puta brake adjustment tool through hole (1) and into a tooth on the adjustment screw (3). BRAKE ASSEMBLY 3. Adjustment screw. 4. Adjustment lever. ‘TESTING AND ADJUSTING 4, Turn adjustment screw (3) up until a heavy resis- tance (drag) is felt on the brake shoesas the drum is turned. 5, Puta thin blade screwdriver into hole (1) and hold adjustment lever (4) away from the adjustment screw. NOTE: The adjustment lever must be held away from the adjustment screw when the adjustment screw is turned backwards. 6. Put the brake tool through hole (1) into a tooth on the adjustment screw and turn screw (3) backward until the brake shoes are free of resistance (drag). 7. Install the wheels. Test the brakes to be sure both wheels stop evenly when a brake application is made. PEDAL ADJUSTMENT ‘The brake pedal must have enough free play to let the ‘master cylinder piston return to the release position and open the relief outlet. Hydraulic pressure in the wheel cylinders goes back through this relief opening and releases the brake shoes. If there is no pedal free play, the pressure can not 20 back through the relief opening, and the brakes will tighten and not release. If there is too much free play, the brake pedal will be low even with the correct brake adjustment. Adjust free play atthe brake linkage rod (2). The rod free play must be 1.52 to 6.35 mm (.060 to .250 in.) before the rod makes contact with the master eylinder piston, ‘To make the pedal free play adjustment, do the pro- cedure that follows: ‘BRAKE PEDAL ADJUSTMENT 1. Locknut, 2. Rod. 49BRAKE SYSTEM 1, Loosen locknut (1). Turn rod (2) in or out as needed. 2. Tighten locknut (1) to hold the adjustment, PARKING BRAKE ADJUSTMENT Do the procedure that follows to adjust the parking, brake. 1, With parking brake control lever (6) in the off position, loosen the allen screw and adjust the handle so that when lever (6) is in the on position there is distance (Y) 73.0 mm (2.87 in.) between, the pins as shown, Tighten the allen screw. Benow J = PARKING BRAKE CONTROL LEVER 6. Parking brake control lever. Y.73.0 mm (2.87 in.) 2. With the brake control lever in the released posi- tion, make an adjustment to clevis (1) until angle (A) between lever (5) and disc (3) center is 90° PARKING BRAKE 4.clovis. 2.Nut. 3.Disc. 4.Puck. 5.Lever. A. 90° Angle. 50 ‘TESTING AND ADJUSTING 3. Check the total clearance between puck (4) and disc (3). The total distance must be 0.38 to 0.51 mm (,015 to .020 in.). If necessary, turn nut (2)to correct the adjustment. Turn nut (2) clockwise to decrease the clearance or counterclockwise to in- ‘crease the clearance. 4, Make an application of the parking brake control lever, it must have a tight over the center action. 5, After the parking brake has been adjusted, make an adjustment to the transmission interlock link- age as follows (powershift transmission models only): A. Put the transmission control levers in the neu- tal position. B. Put parking brake lever (6) in the engaged posi- tion (up), C. Make an adjustment to clevis (8) until lever assembly (7) makes contact with block assem- bly (10), D. Loosen locknut (11). E. Make an adjustment to setscrew (9) to obtain clearance (X) of 1.0 to 1.5 mm (.04 to .06 in.) between lever assembly (7) and block assembly (10). F. Tighten locknut (11) to hold this adjustment. PARKING BRAKE CONTROL LINKAGE 7. Lever assembly. 8.Clevis. 9. Setscrew. 10. Block as- sembly. 11. LocknutBRAKE SYSTEM e12878x1 PARKING BRAKE LINKAGE 6.Parking brake control lever. 7.Lever assembly. 8.Clevie, ‘TRANSMISSION INTERLOCK LINKAGE. 7. Lever assembly. 8.Clovis. 9. Setscrew. 10. Block as- X10 to 1.5 mm (08 to .06 In) ‘TESTING AND ADJUSTING PARKING BRAKE TEST 1. Drive the lift truck fully loaded up a 15% incline 27 1059% PARKING BRAKE TEST The operator must be ready to use the service brake if the parking brake is not adjusted cor- rectly and the lift truck starts to move. ——— 2. Half way up the incline, stop the lift truck with the service brake. Make an application to the parking brake. 3. If the parking brake has the correct adjustment, the lift truck will be held in this position. 4, Ifthe parking brake does not hold, repeat the Steps in Parking Brake Adjustment. SI