302825-000 Service Manual

SERVICE MANUAL
Manual Part Number 302825-000

CMX-65/80 CENTER CONTROL RIDER PALLET TRUCK CMX
Effective Serial Number 245334
Superseded
ISSUED AUGUST 1995
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TABLE OF CONTENTS PAGE #
Section 0.0 Maintenance
0.1 Truck Identification 0-1

0.2 System Operation 0-2
0.3 Specifications 0-3
0.4 Maintenance and Adjustments 0-15
0.5 Troubleshooting 0-22
0.6 Component Removal and Installation 0-22
0.7 Component Repair 0-22
Section 1.0 Transmission
1.1 Component Identification 1-2

Section 2.0 Electrical

Section 3.0 Hydraulic

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Section 4.0 Frame PAGE #

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0.0 MAINTENANCE
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0.1 Truck Identification
This repair manual covers the following BT Prime-Mover products:

CMX60 AND CMX80 CENTER CONTROL RIDER PALLET TRUCKS from
serial number 245334 and above.
These trucks are manufactured by The Prime-Mover Company in Muscatine,

Iowa, USA.
The Prime-Mover Company reserves the right to change the information and
specifications contained within this manual at any time without incurring any
obligation relating to such changes.
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0.2 System Operation
Federal and State laws require that operators be completely trained in the safe
operation of lift trucks.
An Operator's Manual is attached to every BT Prime-Mover lift truck when it is

manufactured. If the Operator's Manual is missing from the truck a new manual
may be obtained by contacting The Prime-Mover Company, 3000 North
Highway 61, Muscatine, Iowa, 52761-5810, (319) 262-7700.
This service manual is not a training manual. The information contained in this
manual is intended as a guide to help the authorized technician safely service
the truck.
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0.3 Specifications
0.3.1 Transmission CMX60 CMX80
Gear ratio 14.8:1 14.8:1

Oil type GL5 85W90 GL5 85W90
Oil capacity Approx. 1 liter Approx. 1 liter
Drive tire size 10.5 X 5 X 6.5 " 10.5 X 5 X 6.5"
0.3.2 Electrical
Battery amp draw: CMX60 CMX80
At top speed - 95 amps 95 amps

empty
Lifting - full load 95 amps 95 amps
Drive Motor: CMX60 CMX80
Min. brush length .75" .75"

New spring 56 oz. 56 oz.
tension
Min. commutator 2.625" 2.625"
diameter
Hydraulic Motor: CMX60 CMX80

New spring 32 - 40 oz. 32 - 40 oz.
tension
diameter
"Prime-Trak" hydraulic motor CMX60 CMX80

New spring 32 - 40 oz. 32 - 40 oz.
tension
diameter
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0.3.3 Hydraulic CMX60 CMX80
Type of Fluid:
Standard usage 10W40 CD 10W40CD
Freezer service Texaco 15 Texaco 15
Fluid capacity approx. 1 liter approx. 1 liter
Lift relief pressure 2800 psi 3100 psi
Prime-Trak relief 250 psi 250 psi
pressure
0.3.4 Frame CMX60 CMX80
Truck lifting 6000 lbs 8000 lbs

capacity
Lifting height travel 6" 6"
OAL fork height 3.25" 3.25"
Top travel speed - 7.5 mph 7.5 mph
empty
Top travel speed - 6.0 mph 6.0 mph
loaded
Load wheel size 3.25" X 6" 3.25" X 6"
Lubricating grease Texas Refineries Texas Refineries
C & C #880 C & C #880
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INCH (SAE) AND
METRIC
FASTENERS
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INTRODUCTION
Threaded fasteners like bolts, nuts, capscrews and studs are made to specifications
that describe the mechanical strength and hardness of the fastener. A fastener used
in a design application is selected according to its specifications. The Prime-Mover
Company buys parts from many countries. There are several standards used by
these countries in the manufacture of threaded fasteners. Many of these fasteners are
similar, but cannot be used as direct replacement.
Service persons must use replacement fasteners that have the same specifications.
Fasteners made to each specification have identification marks for that specification.
This specification is commonly called "Grade" for SAE standards and "property" for
metric standards. This section describes the identification of some common fasteners.
The metric system used by BT Prime-Mover is described as SI (International System
of Units, also called SI in all languages). The SI system of measurement is described
in ISO Standard 1000, 1973.
NOMENCLATURE, THREADS
The thread design is specified by a series of numbers and letters for inch and metric
fasteners. (See Figure 1). The diameter of the shank of the fastener is shown first in
the series [M12=12mm, M20=20mm (1/2=1/2 inch, 3/4=3/4 inch)].
The number of threads per inch is normally not shown for inch nomenclature and only
the UNC (Unified National Coarse) or UNF (Unified National Fine) is shown. This
number of threads per inch is not shown because a UNC or UNF fastener has a
standard number of threads per inch for a specific diameter.
The length of a shank is often indicated as part of the description of a fastener. This
length is shown in inches for inch fasteners and in millimeters for metric fasteners.
A capscrew will have the following description:
INCH METRIC
1/2 x 13 UNC x 1-1/2 M12 x 1.75 x 50
A B C D A B C
A= SHANK DIAMETER A= THREAD SIZE
B= NUMBER OF THREADS PER B= PITCH
UNIT OF LENGTH C= LENGTH
C= TYPE OF THREAD
D= SHANK LENGTH
FIGURE 1 - THREAD DESIGN
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STRENGTH IDENTIFICATION
The most common property classes for metric fasteners are 8.8 and 10.9. The
property class is marked with a number on the head of the capscrew or on a nut.
Property classes less then 8.8 are often not marked. Grades for inch bolts go from 2
to 8. Grade 2 fasteners normally do not have marks. The following tables show the
marks that identify the grades and property classes for different fasteners.
When fasteners must be replaced, the new fasteners must be of the
same strength or greater then the original fasteners. The new
fasteners must also be the correct size.
NOTE: IDENTIFICATION MARKS ARE ACCORDING TO BOLT STRENGTH. THE
HIGHER THE NUMBER OR THE INCREASE IN THE NUMBER OF MARKS
INDICATES INCREASED BOLT STRENGTH.
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TABLE 1 - BOLTS AND SCREWS
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TABLE 2 - STUDS AND NUTS
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TABLE 3 - TORQUE NUTS
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TABLE 4 - TORQUE NUTS WITH NYLON INSERT
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TABLE 5
CONVERSION TABLE FOR METRIC AND ENGLISH UNITS
AREA
MULTIPLY BY TO GET MULTIPLY BY TO GET
inches² 6.452 centimeters² centimeters² 0.155 inches² (in²)

(cm²)
feet² 0.093 meters² (m²) meters² 10.764 feet² (ft²)
LINEAR
inches 25.4 millimeters (mm) millimeter 0.039 inches (in)

feet 0.305 meters (m) meter 3.281 feet (ft)
yards 0.914 meters (m) meter 1.094 yards (yd)
miles 1.609 kilometers (km) kilometer 0.621 miles (mi)
MASS
ounces (oz) 28.35 grams (g) grams 0.035 ounces (oz)

pounds (lb) 0.454 kilograms (kg) kilograms 2.205 pounds (lb)
tons (2000 lb) 907.18 kilograms (kg) kilograms 0.001 tons (2000 lb)
tons (2000 lb) 0.907 metric ton (t) metric ton 1.102 tons (2000 lb)
POWER
horsepower 0.746 kilowatts (kW) kilowatts 1.34 horsepower

(hp)
PRESSURE
pounds/in² 6.895 kilopascal (kPa) kilopascals 0.145 pounds/in² (psi)

pounds/in² 0.007 megapascal megapascals 145.04 pounds/in² (psi)
(MPa)
TEMPERATURE
(°Fahrenheit-32) 0.56 ° Celsius (C) (°Celsius x 1.8) +32 °Fahrenheit (F)

TORQUE
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pound inches 0.113 Newton meter Newton meter 8.851 pound inches
(N.m) (lbf in)
pound feet 1.356 Newton meter Newton meter 0.738 pound feet
(N.m) (lbf in)
VELOCITY
miles/hour 1.609 kilometer/hour kilometer/hour 0.621 miles/hour

(km/h) (mph)
VOLUME
inches³ 16.387 centimeters³ centimeters³ 0.061 inches³ (in³)

(cm³)
inches³ 0.016 liters liters 61.024 inches³ (in³)
quarts, U.S. 0.946 liters liters 1.057 quarts, U.S (qt)
quarts, U.S. 0.83 quarts, Imp. (qt) quarts, Imp. 1.205 quarts, U.S.
(qt)
gallons, U.S. 3.785 liters liters 0.264 gallons, U.S.
(gal)
gallons, U.S. 0.83 gallons, Imp. gallons, Imp. 1.205 gallons, U.S.
(gal) (gal)
ounces 29.57 milliliters (ml) milliliters 0.034 ounces (oz)
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TABLE 6
TORQUE VALUES FOR COARSE THREADED METRIC FASTENERS
Property, Class Property, Class Property, Class

Size and Pitch 8.8* 10.9** 12.9***
N.m lbs ft N.m lbs ft N.m lbs ft
lbs in. lbs in lbs in
M5 x 0.8 5-6 44-53 7-8 62-71 8-10 71-88
M6 x 1 8-10 71-88 12-14 106-124 14-16 124-142
lbs ft lbs ft
M8 x 1.25 20-25 177-221 30-35 22-26 34-40 26-30
lbs ft
M10 x 1.5 40-45 30-33 60-65 44-48 70-75 52-55
M12 x 1.75 70-80 30-33 100-110 74-81 115-130 85-96

M14 x 2 110-125 52-59 155-180 114-133 180-210 133-155
M16 x 2 170-190 125-140 240-270 177-199 280-320 207-236

M20 x 2.5 340-380 251-280 450-500 332-369 550-600 406-443
M24 x 3 580-650 428-479 800-900 590-664 900-1050 664-774
M30 x 3.5 1150-1300 848-959 1600-1800 1180-1328 1850-2100 1364-1549
M36 x 4 2000-2250 1479-1660 2800-3150 2065-2323 3250-3700 2397-2729
* Property class 8.8, Protective Treatment CMHC Specification "H" (zinc phosphate), apply also to internally threaded
fasteners made of property class 8 material.
**Property class 10.9, Protective Treatment CMHC Specification "H" (zinc phosphate), apply also to internally threaded
fasteners made of property class 10 material.
*** Property class 12.9, Protective Treatment CMHC Specification "H" (zinc phosphate), apply also to internally
threaded fasteners of property class 12 material.
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0.4 Maintenance and Adjustments
0.4.1 Maintenance
Planned Maintenance is a critical part of safe pallet truck operation. By
following a regular schedule of planned maintenance procedures the correct
and safe functioning of the pallet truck can be better assured. A good planned
maintenance program will alert you to the need for adjustments and minor
repairs and will greatly reduce the potential for unexpected failures.
An effective planned maintenance program will include a daily inspection to be
made by the operator prior to each operating shift. This should include a visual
inspection for damage, leaks, and fluid levels as well as testing for the correct
operation of safety devices.
In addition to the operator's daily inspection a regular scheduled planned
maintenance service should be performed by a qualified BT Prime-Mover
technician. This service should include a thorough visual inspection, lubrication
of service points, operational checks and minor adjustments.
The basic planned maintenance visit should be made every 200 operating
hours or once every three months. Heavy truck usage is estimated at 200 hours
per month, more detailed service should be performed once a year. A
comprehensive schedule of planned maintenance operations and detailed
planned maintenance procedures are in the sections that follow.
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0.4.3 Planned Maintenance Procedures
This section describes how to perform the services listed in the Schedule of
Planned Maintenance Operations. As with the "Schedule" this section is sub-
divided into service intervals.
SERVICES TO BE PERFORMED DAILY OR AT EACH 8 HOUR OPERATING
SHIFT:
The daily inspection is to be made by the operator prior to each operating shift.
It is the operator's responsibility to report any defects to the proper authorities
and the truck should not be operated until it has been inspected and repaired
by a qualified technician. The operator is ultimately responsible for the safe
operation of this pallet truck.
Battery -
The battery should be charged when it reaches the 80% discharged level. This
is indicated on the optional Battery Discharge Indicator when the single red
LED bar on the far left is illuminated. A warning will be given at the 70%
discharged level by means of the two red LED bars flashing alternately on and
off. If the truck is equipped with the optional Lift Interrupt then lift lockout will
occur at the 80% discharged level. If the optional Battery Discharge Indicator is
not mounted then the battery should be charged after 6 to 8 operating hours.
Hydraulic System -
Inspect the entire truck for leaks; especially around the hydraulic pump
assembly and the lift cylinder. Any sign of oil on the floor under the truck is an
indication that the truck may be leaking hydraulic oil or transmission fluid.
Report any problems to the proper authorities and do not operate the truck until
it has been inspected and repaired by a qualified technician.
Frame/Sheet Metal -
Inspect the truck for loose, damaged or missing parts. All shields must be in
place and functional. Report any problems to the proper authorities and do not
operate the truck until it has been inspected and repaired by a qualified
technician.
Wheels/Tires -
Inspect wheels and tires for wear and damage. Trash wrapped around wheels
and axles will cause premature tire wear and bearing damage. Any trash
should be removed before operating the truck and the floors should be kept
clear of trash to prevent damage to the wheels and tires.
Functions/Operations -
Test the truck for the proper operation of all functions; including the travel
controls, lift and lower functions, the brakes and the emergency reverser button.
Safety devices must be operational. Report any problems to the proper
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authorities and do not operate the truck until it has been inspected and repaired
by a qualified technician.
SERVICES TO BE PERFORMED MONTHLY OR EVERY 200 OPERATING HOURS:
The monthly planned maintenance service should be performed by a qualified
technician.
Daily Inspection -
All of the services and inspections listed above for the daily inspection should
be performed at this time. The inspection procedure should be more thorough
and minor deficiencies should be corrected.
Transmission -
Check the transmission fluid level. The level check point is a plug on the side
cover of the transmission about 100 mm (4") above the bottom of the
transmission case. Remove the plug and inspect the level of the fluid inside
the transmission case. The fluid level should come to about 10 mm (3/8")
below the plug and should never be above the level of the plug.
Brakes -
The brakes should stop a fully loaded truck at full speed in approximately one
truck length and should hold the truck from rolling on a 10% incline. The
brakes should fully release when the brake control handle is in the release
position. Adjust the brake linkage as required.
Battery -
At the 200 hour or monthly service interval the specific gravity of the battery
should be measured with a battery hydrometer. The difference in the highest
cell and lowest cell readings should not be greater then 20 (.020) points.
An average battery will have a specific gravity of 1.170 at the 80% discharged
level. However, there are many different batteries on the market and only the
battery manufacturer can accurately determine the fully charged and 80%
discharged levels. Contact the battery manufacturer for this information.
Electrical Connections -
All electrical connections should be checked that they are clean and tight.
Plug-in connectors should be unplugged and plugged back in to clean the
terminals. If the truck is equipped with any of the cold-storage, freezer use, or
corrosive environment application packages then the di-electric compound in
the plug-in connectors should be renewed. This compound is available through
the parts department of your authorized dealer.
Contactor Tips -
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Inspect contactor tips for arcing, pitting, or burning. Minor pitting of the tips is
not a problem, however, if the tips are pitted through the tip to the copper bar
the tips should be replaced. DO NOT file tips and replace tips only in complete
sets. Some contactors have concealed tips or are fully sealed so that tips
cannot be replaced.
Motor Brushes -
Inspect the drive, the lift pump motor and the "Prime-Trak" pump motor for
brush wear and condition of the commutator. Minimum brush lengths are given
in the specifications section of this manual. As a rule of thumb the brushes
should be replaced if the brush spring is within 1mm of touching the brush
holder.
Drive Motor -
Blow out the drive motor fan and vents. Check for any signs of oil on the drive
motor fan and air vents. Check for any damage to the fan or air vents.
Compressed air used for cleaning MUST be reduced to less
than 30 p.s.i., and then only with effective chip-guarding and
personal protective equipment.
Hydraulic Reservoir -
Check the fluid level in the hydraulic reservoir. The level check point is the
breather cap on the reservoir. Remove the breather cap and check the level of
the hydraulic fluid by looking down inside the elbow that the breather cap
screws into. The fluid level should come up to the bottom of the elbow when
the pallet forks are fully lowered.
Frame Lube -
The pressure type grease fittings (zerk fittings) should be lubricated with Texas
Refineries #880 Crown and Chassis lubricating grease. The total number of
grease fittings depends on the truck options when built. A truck with a cold-
storage, freezer use, or corrosive environment application package will have
more grease fittings then a standard truck. Look for flush type grease fittings
on the load wheel axles and wheel fork pins. Regular fittings may be found on
the ends of the pull rods at the transmission mounting bearing, and the lift
cylinder mounting shafts.
Pivot Points -
There are some pivot points and other items that need to be lubricated but do
not have grease fittings. These include, but are not limited to, the brake control
linkage. Lubricate these non-greasable wear points with a drip oil can using 10
wt. machine oil.
SERVICES TO BE PERFORMED ANNUALLY OR EVERY 2000 OPERATING

HOURS.
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The annual planned maintenance service will take a longer period of time to
complete then does the monthly service. This would be a good time to arrange
other repairs that have been noted on the monthly service.
Daily Inspection and Monthly Inspection -
All of the services and inspections listed above for the daily and monthly
inspection should be performed at this time. The inspection procedure should
be more thorough and minor deficiencies should be corrected.
Transmission -
The transmission fluid should be drained. The drain port is the lower left hand
bolt holding the side cover in place. Remove the bolt to drain the transmission
fluid. Flush the transmission case with safety solvent by pouring clean solution
into the level check plug in the side cover and allowing it to run out of the drain
port while the transmission is running with the drive tire off the ground. Stop
the flushing when the solution is running clean. Allow the solvent to drain well
before replacing the drain plug bolt. Replace the drain plug bolt. Refill the
transmission with the proper oil before operating truck.
Battery -
At the 2000 hour, or annual service interval it is recommended that the battery
be removed from the truck for cleaning. Use fresh water to wash the battery
and a soft, non-conductive brush to scrub the battery. Soda may be used to
neutralize acid on the outside of the battery but care must be taken so that
soda and water does not enter the battery cells. Also clean the battery
compartment in the truck.
About every three years the battery should be inspected and serviced by the
battery manufacturer's authorized service center.
Hydraulic System - (Lift and "Prime-Trak")
At the 2000 hour, or annual service internal hydraulic system should be
drained, flushed and refilled, and the pressure relief valve setting should be
checked and adjusted.
Disconnect and remove the hydraulic pump assembly. Remove hydraulic
reservoir from assembly. Drain the oil and clean the inside of the reservoir.
Drain oil from hydraulic hose and lift cylinder. Reassemble hydraulic pump
assembly and re-install on truck. Fill reservoir with proper fluid. Operate raise
and lower function several times to purge air from system. Re-check fluid level.
Put rated truck capacity load on forks and adjust pressure relief valve, if
necessary so that truck will lift rated load.
Brakes -
Remove brake drum and inspect brake shoe linings and brake drum for wear.
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If the brake drum is damaged or worn a new drum should be fitted. The brake
shoes should be replaced if the linings have worn down so much that the
brakes will not meet stopping and holding specifications. See the procedures
for adjusting brakes before replacing the brake shoes.
0.5 Troubleshooting
See individual sections on transmission, electrical, hydraulic and frame for
troubleshooting.
0.6 Component Removal and Installation
component removan and installation.
0.7 Component Repair
component repair.
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1.0 TRANSMISSION
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FIGURE # 1.1 TRANSMISSION ASSEMBLY
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FIG ITEM # FOR
# # NAME ASSY.
1.1 1 Seal, felt 1

1.1 2 Bearing 1
1.1 3 Seal, felt 1
1.1 4 Bearing 1
1.1 5 Case, gear 1
1.1 6 Dowel 2
1.1 7 Key 2
1.1 8 Pinion, gear 1
1.1 9 Nut (Torque 50 ft./lbs.) 2
1.1 10 Cover 1
1.1 11 Screw, socket head (Torque 14 ft./lbs.) 18
1.1 12 Plug, drain/fill pipe 2
1.1 13 Bearing 2
1.1 14 Washer, sealing 1
1.1 15 Set, gear 1
1.1 16 Bearing 2
1.1 17 Ring 1
1.1 18 Seal 1
1.1 19 Wheel, Flat rubber drive 1 Flat rubber
1.1 19 Wheel, Urethane drive 1 Urethane
1.1 19 Wheel, Non-marking XLC drive 1 Non-marking
1.1 19 Wheel, Traction-lug drive 1 Traction-lug
1.1 19 Wheel, Grip rubber shell drive 1 Grip rubber
1.1 19 Wheel, Siped rubber 1 Siped rubber
1.1 20 Wheel, drive 1
1.1 21 Tire, Flat rubber 1 Flat rubber
1.1 21 Tire, Urethane 1 Urethane
1.1 21 Tire, Non-marking XLC drive 1 Non-marking
1.1 21 Tire, Traction-lug drive 1 Traction-lug
1.1 21 Tire, Grip rubber shell drive 1 Grip rubber
1.1 21 Tire, Siped rubber 1 Siped rubber
1.1 22 Nut, flanged (Torque 250 ft./lbs.) 1
1.1 23 Bracket, brake cable 1
1.1 24 Motor, drive 1
1.1 25 Drum, brake 1
1.1 26 Brake assembly 1
1.1 27 Cam 1
1.1 28 Plate 1
1.1 29 Lever 1
1.1 30 Ring, retainer 1
1.1 31 Spring 2
1.1 32 Shoe 2
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FIGURE # 1.2 STEERING STEM ASSEMBLY
CONNNECT TO BRAKE ON FIGURE # 1.4

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FIG ITEM # FOR
# # NAME ASSY.
1.2 1 Stem, handle 1

1.2 2 Screw, socket flat head 6
1.2 3 Pin, yoke 1
1.2 4 Cotter, internal 1
1.2 5 Link, pivot 1
1.2 6 Bushing, flanged 2
1.2 7 Washer, shim (.030) 4
1.2 8 Pin, groove 2
1.2 9 Pin, spring 2
1.2 10 Bracket, hand brake 1
1.2 11 Control head assy. with Picking Knob 1
1.2 12 Control head assy. without Picking Knob 1
1.2 13 Cover 1
1.2 14 Handle, brake (AS SHOWN) 1 AS SHOWN
1.2 15 Grip 2
1.2 16 Bushing, sleeve 2
1.2 17 Pivot 2
1.2 18 Screw, socket head 2
1.2 19 Spring 2
1.2 20 Clevis 1
1.2 21 Nut, jam 1
1.2 22 Bar, brake link 1
1.2 24 Joint, ball 1
1.2 25 Nut 1
1.2 26 Handle, park brake 1
1.2 27 Nut, clip 2
1.2 29 Knob 1 "Prime-Trak"
1.2 30 Cover, "Prime-Trak" brake 1 STANDARD
1.2 30 Cover, STANDARD brake 1
1.2 31 Spring 1
1.2 32 Nut, jam 1
1.2 33 Anchor, spring 1
1.2 34 Cable, brake 1
1.2 35 Pin with cotter pin 1
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1.2 SYSTEM OPERATION
The CMX60 and CMX80 center control rider pallet trucks use the same transmission. This
transmission is of the double reduction type. The gears are a combination of helical and straight
cut gears for strength and low noise. The final drive gear is mounted on opposing tapered roller
bearings and the intermediate gear is mounted on ball bearings. Gears and bearings are
enclosed in an oil filled case. The drive motor is mounted externally with the drive motor pinion
gear mounted on the armature shaft. The brakes are on the drive motor.
1.3 SPECIFICATIONS
Gear Ratio 14.8:1

Oil Type GL5 85W90
Oil Capacity Approximately 1 liter
Drive Tire Size 10.5" x 5" x 6.5"
1.4 MAINTENANCE AND ADJUSTMENTS
Maintenance of the transmission is limited to the planned maintenance checks of the

transmission fluid level and periodic changes of the transmission fluid. If the transmission fluid
is discolored or has evidence of metal contamination then it is recommended that the
transmission be inspected further to determine the cause.
The brake mechanism is connected directly to the transmission and is covered in this section.
BRAKE THEORY OF OPERATION
The brake in the CMX center control pallet truck is a cable operated design. The brake has a
drum that is mounted on the drive motor armature shaft. The brake shoes are mounted on a
backing plate that is bolted directly to the drive motor. This design gives excellent braking and
long life since the drum and shoes are protected from dirt and other abrasive materials. Braking
is accomplished by operating either one of two levers on the control handle. The levers are
connected via a cable to the brake arm on the brake backing plate. The brake arm operates a
cam that forces the brake shoes against brake drum. This action clamps the brake shoes
against drum and provides braking any time the handle lever is operated. When the lever is
released a spring inside the brake drum returns the brake shoes and linkage to the "brake
released" position.
The control handle stem has a parking brake lever mounted on the side towards the operator
compartment. The parking brake is applied by lifting the lever and latching it in the slot
provided. It is released by lifting the lever out of the latching slot and allowing it to go back
down.
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BRAKE ADJUSTMENT
1. Disconnect battery, block drive wheel off floor and open front access door.
2. Place the parking brake linkage in the "brake released" position.
3. Loosen the cable sheath mounting nuts at the bracket by the drive motor and
adjust cable to increase or decrease braking action. To increase braking action
move the cable sheath away from the bracket. (Move the mounting nuts toward
the end of the cable.) To decrease the braking action move the cable sheath
towards the bracket. (Move the mounting nuts to allow more of the threaded end
of the cable to be exposed.)
4. After the proper cable adjustment is made tighten the mounting nuts to prevent the
cable sheath from moving.
5. Adjust brake interlock switch so that it operates as brakes are released and
applied. The switch should close when the brakes are released.
6. The brake drum may be removed and the operating lever moved one spline to
compensate for brake shoe wear.
1.5 TROUBLESHOOTING
Because of the uncomplicated nature of this transmission, troubleshooting is limited to

identifying whether problems are mechanical or electrical in nature. Fluid leaks are
obviously mechanical in nature and can be found by visual inspection. Unusual noise
and/or slow running could be mechanical or electrical in nature. Generally speaking, if
the problem is caused internally in the transmission then metal contamination will be
evident in the oil. If there is a mechanical problem outside of the transmission then it will
become evident by inspecting the drive motor and brakes.
1.6 COMPONENT REMOVAL AND INSTALLATION
1.6.1 TRANSMISSION REMOVAL AND INSTALLATION (ref. Figure #1.1 and 1.2).
OVERHEAD LIFTING DEVICE CAPABLE OF LIFTING 4000 LBS. IS REQUIRED.
REMOVAL
1. Disconnect the battery.
2. Open access door on front of truck and lift door off hinge.
3. Remove cover on front of truck.
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4. Disconnect power cables from drive motor, label and remove from
transmission case and housing. Cables may be left attached to control panel
on truck.
5. Remove the cotter pin and pin attaching the brake cable to the brake lever
at the motor. Remove the wires to the brake interlock switch and detach the
brake cable bracket.
6. Remove six (6) socket head screws (#36) that secure handle stem to
transmission pivot tube. Lift handle stem from transmission.
Caution: Transmission assembly is secured to truck frame with bolts

that mount control handle tube.
7. Use overhead lifting device to lift truck off of transmission. Bearing (Figure
#1.1; item #2) may be tight on transmission tube.
Transmission must be supported to keep it from falling over when tube

clears truck frame.
8. Remove transmission from under truck.
INSTALLATION (Refer to Figure # 1.1)
1. Place bearing cup (#4) into bore in bottom of truck frame (shown in dashed
lines). Bearing cup is a slip fit and may be retained using a dab of heavy
grease between cup and frame.
2. Place new felt seal material (#3) into groove formed by bearing cup and
frame.
3. Press bearing cone (#4) onto transmission case. Seat bearing tight on
case. Using an inductive bearing heater will facilitate this operation.
Prelube bearing after installation.
4. Raise truck frame with overhead lifting device and position transmission
under frame. Carefully lower frame onto transmission. Be careful to not
dislodge bearing cup or felt seal.
5. Install upper bearing cup and cone assembly (#2) and felt seal material (#1)
on top of transmission tube. Prelube bearing cone.
6. Route power cables and wires to the brake interlock switch through
transmission housing tube (#5). Connect cables to drive motor.
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7. Install brake cable bracket, install brake interlock switch wires and attach
cable to brake lever.
8. Install handle stem, using six (6) socket head screws (#36).
9. Adjust brakes and brake switch.
10. Install floor plate.
11. Install door.
1.6.2 DRIVE WHEEL REMOVAL AND INSTALLATION
REMOVAL
The drive wheel can be removed without removing the transmission by following
these steps:
1. Disconnect the battery, block truck with drive tire off floor (about 1 inch).
2. Open front door and remove floor plate on front of truck.
3. Remove axle hub and wheel retaining nut. Pull tire and wheel from axle.
4. Press drive tire from wheel hub. This is usually done in the same process
as pressing on a new tire. See INSTALLATION below.
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INSTALLATION
1. Press drive tire in wheel hub. This is usually done while pressing off old
tire. Press hub to center of tire.
2. Install drive tire and hub on axle. The drive tire retaining nut should be
torqued to 250 ft./lbs.
1.6.3 AXLE SEAL REMOVAL AND INSTALLATION
REMOVAL
The drive axle seal can be replaced without removing the gear case cover by
following these steps:
Before starting disassembly of any parts thoroughly clean outside of assembly with
safety solvent or other non-corrosive cleaning fluid. Air dry all parts.
1. Drain transmission oil.
2. Disconnect the battery, block truck with drive tire off floor (about 1 inch).
3. Open front door and remove floor plate from front of truck for access.
4. Remove drive wheel. See Section 1.6.2.
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5. Remove axle seal with seal puller or pry out with pry bar. Take care not to
damage sealing surface or mounting bore.
INSTALLATION
1. Check thread on hub and nut for damage.
2. Install new oil seal.
3. Install drive wheel and tire. The drive wheel retaining nut should be torqued
to 250 ft./lbs.
4. Install side cover over drive tire. Torque to 35 ft./lbs.
5. Lower truck off blocks.
6. Refill transmission case with new oil.
7. Install floor plate and close front door.
1.6.4 BRAKE SHOE REMOVAL AND INSTALLATION
REMOVAL
1. Disconnect battery and block truck with drive tire off floor (about 1 inch).
2. Open front door for access to drive motor and brake drum.
3. Engage parking brake and remove nut on brake drum.
4. Release parking brake.
5. Remove brake drum.
6. Lift brake shoes away from backing plate so that shoes come together in
center and springs relax. Shoes can now be removed from backing plate
together.
7. If the entire brake assembly with backing plate is to be replaced then

disconnect brake cable and remove bolts holding backing plate to drive
motor.
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INSTALLATION
1. If a new backing plate is to be fitted it comes with new brake shoes. Do not
remove the brake shoes from the backing plate. Verify that the brake lever
is mounted at the proper angle of 41° as shown below. A clip on the shaft
retains the brake lever. Place backing plate with brake shoes attached into
place on the drive motor. Raise each brake shoe individually and install
mounting bolt into drive motor. Reconnect brake cable.
2. If only new shoes are to be fitted install springs to brake shoes before
installing shoes on backing plate. Place brake shoes and springs over
backing plate and press into position. Use caution to prevent springs from
flying out of place.
3. Install brake drum and torque retaining nut to 25 ft. lbs.
4. Adjust brake linkage and brake interlock switch (see Section 1.4).
1.6.5 REMOVAL OF HAND BRAKE ASSEMBLY (Figure #1.2)
1. Remove knob from parking brake handle (item #29).
2. Remove two (2) socket flat head screws (item #28) on hand brake cover
(item #30) and remove.
3. Remove cotter pin (item #4) and yoke pin (item #3).
4. Remove brake assembly cover (item #13).
5. Remove the two (2) flat head screws (item #2) on each side of the handle
stem that hold hand brake assembly and remove assembly.
TO INSTALL HAND BRAKE ASSEMBLY, REVERSE ABOVE PROCEDURE.
1.6.6 DISASSEMBLY OF BRAKE LEVER ASSEMBLY (Figure #1.2)
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1. Place assembly on bench with pivot link (item #5) up and brake lever toward
rear.
2. Remove spring (item #19).
3. Remove spring pins (item #9) from hand brake bracket plate.
4. Using a punch, remove groove pins (item #8) from pivots.
5. Remove brake levers (item #14) from assembly. Washer shims (item #7),
pivots (item #17), and pivot link (item #5), will come out at this time.
1.6.7 ASSEMBLY OF BRAKE LEVER
1. Place hand brake bracket on bench with top of plate up and to the rear.
2. Place brake handle lever (item #14) in hand brake bracket.
3. Install washer shim (item #7) on lever.
4. Install pivot (item #17) with spring pin up and pivot pointing toward rear.
Install groove pin (item #8) in pivot and lever, make sure lever is pointing up
away from table.
5. Install second washer shim (item #7) on lever.
6. Install remaining lever (item #14) in hand brake bracket with one washer
shim (item #7), pivot (item #17), and pivot link (item #5).
7. Install remaining washer shims (item #7) between pivot and pivot link. Place
shim between pivot and pivot link, pull lever out until washer lines up with
lever.
8. Push lever in and install groove pin in pivot and lever.
9. Replace spring pins (item #9) in hand brake bracket plate and install
springs.
1.7 COMPONENT REPAIR
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1.7.1 TRANSMISSION DISASSEMBLY AND ASSEMBLY
DISASSEMBLY
After draining gear case lubricant, thoroughly clean outside with safety solvent or
other non-corrosive cleaning fluid. Air dry all parts and proceed with disassembly
of transmission as follows:
1. Remove transmission from truck. See section 1.6
2. Remove gear case cover.
3. Block transmission with gear case side down. Allow room for gears to drop
between blocks.
4. Heat retaining collar with propane torch and press drive axle through collar
and bearing. Drive axle and intermediate gear will come out together.
5. Remove old bearings and races from gears and case. Clean transmission
case.
ASSEMBLY
Heat bearing cone on bearing heater to facilitate installation.
1. Install new bearings on intermediate gear.
2. Install new inner bearing cone on drive axle.
3. Install new bearing cups in transmission case.
4. Position transmission on work bench with gear case side up. Place drive
axle and intermediate gear in case as a unit with gears meshed. Because
of gear size and bearing interference these pieces cannot be installed
separately.
5. Use Loctite #515 "gasket eliminator" on mating surface and install gear case
side cover. Be sure that two dowel pins are in case to position cover.
Torque cover bolts to 14 ft./lbs.
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6. Reposition transmission case so that it rests on gear case cover.
7. Install drive motor in transmission case.
8. Install outer drive axle bearing cone and retaining collar:
a. Place bearing cone over shaft. Use a standard 1" x 14 nut, or reuse
old nut, and bearing installation tool to push bearing on drive axle. At
this time the bearing will not seat on shoulder of drive axle. Remove
nut and pusher.
b. Install drive axle seal in transmission case.
c. Install collar on drive axle. Use bearing installation tool and nut to
press collar on shaft. This should also press bearing down to seat on
shoulder. Turn axle shaft while you torque nut to 250 ft./lbs. Control
the drive axle turning by holding brake lever on drive motor.
9. Transmission assembly is now complete.
Install transmission in truck and reinstall control handle. Route electric
cables and control wiring through pivot tube. Liberally grease top and
bottom bearing cones on pivot bearing. Bottom cup of pivot bearing is a slip
fit in mounting frame, be certain that bearing cup has not fallen out of frame.
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2.0 ELECTRICAL
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THIS PAGE BLANK
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2.1 Component Identification
The CMX60 and CMX80 electric center control rider pallet trucks use the Curtis
PMC transistor controller for travel speed control. This system allows the
operator infinite variable speed control.
Electrical schematics and diagrams are shown on the following pages.
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FIGURE # 2.1 ELECTRICAL SCHEMATIC
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FIGURE # 2.2 ELECTRICAL SCHEMATIC SYMBOLS
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FIGURE # 2.3 ELECTRICAL ASSEMBLY
NOTE: USE HEAT CONDUCTING MATERIAL

DOW #340 BETWEEN PANEL ASSEMBLY
AND FRAME.
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FIG ITEM # FOR
# # NAME ASSY.
2.3 1 Panel assembly 1

2.3 3 Clamp 2
2.3 4 Screw, cap 2
2.3 5 Suppressor (used with "Prime-Trak") 2
2.3 6 Harness, wire 1
2.3 7 Switch, emergency disconnect 1
2.3 8 Switch, key 1
2.3 9 Display, gauge 1
2.3 9 Display, BDI/Hourmeter lift interrupt 1
2.3 10 Motor, drive 1
2.3 11 Connector assembly 1
2.3 12 Screw, flat head 2
2.3 13 Nut 2
2.3 14 Bracket, limit switch 1
2.3 15 Screw machine 8
2.3 16 Nut, twin 4
2.3 17 Cable 1
2.3 18 Cable 1
2.3 19 Cable 1
2.3 20 Cable 1
2.3 21 Sleeve (4 feet) As Req'd.
2.3 22 Cable 1
2.3 23 Cable 3
2.3 24 Breaker, circuit 1
2.3 25 Cable 1
2.3 26 Switch, "Prime-Trak" rocker 1
2.3 27 Prime-Trak pump assy. 1
2.3 28 Screw, thread form 4
2.3 29 Jumper (NOT used on 8000 lbs. trucks) 1
2.3 30 Harness, platform 1
2.3 31 Plug, diode 5
2.3 32 Resistor 1
2.3 33 Suppressor 3
2.3 34 Filter, horn 1
2.3 35 Lift pump assembly 1
2.3 36 Nut 1
2.3 37 Clamp 2
2.3 38 Lockwasher 1
2.3 39 Extension, terminal 1
2.3 40 Switch, overtravel 2
2.3 41 Harness, backrest (optional) 1
2.3 42 Clamp 1
2.3 43 Switch, rocker (optional) 2
2.3 44 Fitting, male wire tab 8
2.3 45 Switch, sealed 1
2.3 46 Nut, twin (with "Prime-Trak") 1
2.3 47 Screw machine (with "Prime-Trak") 2
2.3 48 Switch, sealed (with "Prime-Trak") 1
2.3 49 Fitting, male wire tab (with "Prime-Trak") 1
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FIGURE # 2.4 ELECTRICAL PANEL ASSEMBLY
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FIG ITEM # FOR
# # NAME ASSY.
2.4 1 Panel 1
2.4 2 Controller 1
2.4 2 Controller, remanufactured 1
2.4 3 Contactor 1
2.4 4 Breaker, control 1
2.4 6 Screw, machine 2
2.4 7 Nut, twin 1
2.4 8 Horn 1
2.4 9 Breaker, power 2
2.4 10 Relay 3
2.4 11 Contactor assembly, forward & rearward 1
2.4 12 Nut 4
2.4 13 Lockwasher 8
2.4 14 Screw, cap 7
2.4 16 Screw 6
2.4 17 Lockwasher 6
2.4 18 Fitting, male wire tab 8
2.4 19 Resistor assembly 1
2.4 20 Spacer, horn 1
2.4 21 Screw, cap 17
2.4 22 Screw, cap 2
2.4 23 Bracket, switch 1
2.4 24 Bar, buss 1
2.4 25 Bar, buss 1
2.4 26 Bar, buss 1
2.4 27 Bar, buss 1
2.4 28 Screw, cap 10
2.4 29 Suppressor 2
2.4 30 Bar, buss 2
2.4 31 Bar, buss 1
2.4 32 Resistor, field weakening 1
2.4 33 Contactor assembly, field weakening 1
2.4 34 Contactor assembly, 1A 1
2.4 35 Delay, time 1 sec. 2
2.4 36 Cable 1
2.4 37 Cable 1
2.4 38 Screw, cap 1
2.4 39 Decal, DO NOT STEAM CLEAN 1
2.4 40 Suppressor, 15 OHM 1
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2.2 System Operation
The BT Prime-Mover CMX60 and CMX80 electric center control pallet trucks
use a Curtis PMC transistor control to supply power to the series wound drive
motor. This allows the operator infinite variable speed control. These trucks
are equipped with the "Prime-Trak" traction control system that automatically
adjusts the stabilizing caster height to regulate the load on the drive tire for
easier steering and better traction depending upon the travel mode. The lift and
lower functions are directly controlled by the operator with the lift controls
having an automatic lift limit at 4" of lift. This can be over-ridden by the operator
releasing the lift button and pressing it again to obtain the full 6" of lift. All
circuits are protected against overload with automatic resetting circuit breakers.
These trucks are equipped with key switches for security, emergency
disconnects for safety, and brake interlock switches to prevent drive operation if
the brakes are applied.
During normal operation the following circuits are activated.
Battery connected and emergency disconnect push button switch

pulled out to "run" position.
Battery positive voltage will be available via the battery positive cable,
battery connector, and power cable to the positive side of the 110 amp
hydraulic motor circuit breaker. A power cable is connected from the
positive side of the hydraulic circuit breaker to the positive side of the
150 amp drive motor circuit breaker. A power cable connects the
negative side of the hydraulic circuit breaker to the positive side of the
hydraulic pump contactor and a buss bar connects the negative side of
the drive motor circuit breaker to the positive side of the line contactor.
Since neither contactor is energized no current is flowing, but voltage
can be read across the resistor.
Battery voltage is also available from the positive side of the 150 amp
circuit breaker via wire #28, 12 amp circuit breaker, wire #26,
emergency disconnect push button switch, and wire #27 to positive side
of the key switch and battery discharge indicator input on optional
BDI/HM. Because the BDI/HM display is connected directly to battery
negative via wire #13 the battery discharge indicator will be illuminated to
indicate the state of the battery charge.
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Key switch turned "on"
With the key switch turned "on" positive battery voltage is available via
the key switch and wire #6 to the brake interlock switch. Because the
parking brake is not released the brake interlock switch will be open and
no current will flow.
Positive battery voltage is also available via the key switch and wire #6
to the lift, lower, and horn switches in the control handle, to the auxiliary
lift and lower switches in the backrest handgrips.
Positive battery voltage is also available via the key switch and wire #6
to the hour meter display and to the optional cold storage heater circuit.
The hour meter will display the hours used but will not begin
accumulating hours until the truck is operated.
Parking brake released and brake interlock switch closed.
With the brake interlock switch closed positive battery voltage will be
available via wire #7 to the line contactor coil. Wire #13, battery
negative, is connected to the other side of the line contactor coil
therefore the line contactor coil is energized and the line contactor will
close.
When the line contactor closes positive battery voltage is available

through the line contactor to the B+ terminal on the Curtis PMC controller
and to the A1 terminal on the drive motor.
Positive battery voltage is also available via wire #7 to the directional

switch, "Prime-Trak" toggle switch and platform switch.
When the "Prime-Trak" toggle switch is closed, voltage is available through the switch
and wire #34 to the "Normally Closed" tips of the "Prime-Trak" relay to wire #41 to the
"Prime-Trak" release solenoid (L2) which is connected to battery negative. The
solenoid energizes and causes the "Normally Open" hydraulic valve to close. Voltage
is also available through wire #41, a time delay, wire #40, a caster limit switch, and
wire #47 to the "Prime-Trak" pump motor contactor coil (P2) which is connected to
battery negative. This causes the contactor coil to energize, the contactor to close,
and the "Prime-Trak" pump motor to turn on and pump oil into the stabilizing caster lift
cylinders. The pump will continue to run until the stabilizing caster linkage opens the
caster limit switch and power is cut off to the contactor coil. The stabilizing casters
will remain in the raised position to reduce the load on the drive wheel to allow easier
steering when the truck is used for order picking.
When the "Prime-Trak" platform switch is closed, voltage is available through the
switch and wire #35 to coil of the "Prime-Trak" relay since the relay is connected to
battery negative on the other side of the coil the relay will energize. With the "Prime-
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Trak" toggle switch closed voltage is available through the switch and wire #34 to the
"normally open" tips of the "Prime-Trak" relay to wire #18 to the "Prime-Trak" control
switch located in the control handle. When the "Prime-Trak" control switch is closed
voltage is available to wire #41 the time delay, to a caster limit switch wire #40, and
wire #47 to the "Prime-Trak" pump motor contactor coil (P2) which is connected to
battery negative. This causes the contactor coil to energize, the contactor to close,
and the "Prime-Trak" pump motor to turn on and pump oil into the stabilizing caster lift
cylinders. The pump will continue to run until the stabilizing caster linkage opens the
caster limit switch and power is cut off to the contactor coil. The stabilizing casters
will remain in the raised position to reduce the load on the drive wheel to allow easier
steering until the travel controls are turned far enough to a higher travel speed to open
the "Prime-Trak" control switch in the control handle or until the brakes are applied
and the brake interlock switch opens. When the brake interlock switch or the "Prime-
Trak" control switch opens current flow to the release solenoid is broken and the
solenoid returns to its "Normally Open" state allowing the hydraulic oil to flow out of
the stabilizer lift cylinders and more weight to be on the drive tire.
Wire #7 also supplies voltage to the 1A bypass contactor coil, and to a

terminal on the Curtis PMC controller to turn on the controller. On the
CMX60 wire #7 is connected through a jumper to wire #23 and on to the
time delay for the field weakening contactor coil. On the CMX80 wire #7
goes to a pressure switch, in place of the jumper, that is open when
there is hydraulic pressure in the system so that the field weakening
contactor coil can not energize. Although the truck is not moving the
Curtis PMC controller has been turned on to recognize SRO signal
inputs.
Reverse travel (fork direction) switch is closed.
When the reverse switch is closed to make the truck travel in the fork
direction positive battery voltage is made available via wire #3 to the
reverse contactor coil. Wire #3 also supplies battery positive voltage to
the PMC controller to signal it that a direction has been selected.
Wire #3 also supplies voltage through a diode to wire #37 and on to the
hour meter run input on the hour meter/BDI.
Battery negative for the reverse coil is supplied via wire #21 through the
PMC controller. When the controller has satisfied its safety circuits the
reverse contactor coil is energized and the reverse contactor will close.
At this time the Curtis PMC controller will start "pulsing" power to the
drive motor at a rate based on the accelerator potentiometer position.
The PMC power circuit and the accelerator potentiometer circuit are
described later.
Forward travel (control handle direction) switch is closed.
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When the forward switch is closed to make the truck travel in the control
handle direction positive battery voltage is made available via wire #2 to
the forward contactor coil. Wire #2 also supplies battery positive voltage
to the PMC controller to signal it that a direction has been selected.
Wire #2 also supplies voltage through a diode to wire #37 and on to the
hour meter run input on the hour meter/BDI.
Battery negative for the forward coil is supplied via wire #21 through the
PMC controller. When the controller has satisfied it safety circuits the
forward contactor coil is energized and the forward contactor will close.
At this time the Curtis PMC controller will start "pulsing" power to the
drive motor at a rate based on the accelerator potentiometer position.
The PMC power circuit and the accelerator potentiometer circuit are
described later.
Curtis PMC controller power circuits.
When either the forward or reverse contactors are closed current will flow
from the battery positive terminal through the battery cable, through the
150 amp circuit breaker, through the line contactor to the B+ terminal on
the Curtis PMC controller. From the B+ terminal through the drive motor
armature, A1 to A2, through the normally open (now closed) contacts of
the chosen direction contactor; through the drive motor field coils (S1 to
S2 or S2 to S1 depending on direction), through the normally closed
contacts of the opposite direction contactor, to the M- terminal of the
Curtis PMC controller.
The current flowing into the M- terminal will be connected internally in the
Curtis PMC controller to the B- terminal which is connected directly to
the battery negative terminal.
Inside the Curtis PMC controller a high power semi-conductor switch,

consisting of an array of paralleled power MOSFET transistors, controls
the current through the drive motor. The transistors are turned on and
off at the rate of 15,000 times per second by the control circuitry, while
the ratio of the on and off times is regulated by the input of the
accelerator potentiometer. This is called Pulse Width Modulation. When
the transistors are on, current flows through the drive motor and builds
up energy in the motor's magnetic field. When the transistors turn off,
this stored energy continues to flow in the drive motor through the
freewheel, or flyback diode. Thus, the average motor current is greater
then the average battery current and smooth, stepless control of the
power delivered to the drive motor is achieved with very little power loss
in the control components.
Accelerator Potentiometer Circuits
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The accelerator potentiometer is used to signal the Curtis PMC controller
of the desired motor speed. By controlling the position of the accelerator
potentiometer the operator can control the travel speed of the truck.
The accelerator potentiometer is connected between terminals 2 and 3

on the Curtis PMC controller. When in neutral the resistance through the
accelerator potentiometer is high, approximately 5200 ohms. As the
truck controls are operated to a higher travel speed the resistance
through the accelerator potentiometer decreases. The resistance should
decrease to below 50 ohms at full speed.
The resistance of the accelerator potentiometer is used to regulate the

voltage potential on terminals 2 and 3 of the Curtis PMC controller. In
neutral with a high resistance through the accelerator potentiometer the
voltage potential, with respect to battery negative will be 1.85 volts +/-
10% on terminal 3 and 5.20 volts +/- 10% on terminal 2. When the
controls are operated to high speed and the resistance through the
accelerator potentiometer is at a minimum the voltage potential, with
respect to battery negative, will equalize at 4.3 volts +/- 10% on both
terminals 2 and 3.
Because the accelerator potentiometer is not polarity oriented it does not

matter which lead of the potentiometer is connected to either terminal 2
or 3.
A foot pedal switch is connected in the accelerator potentiometer circuit

to allow limited travel speed with the "walk-along" controls when the
operator is walking along side the truck. When the foot pedal is not
depressed the accelerator circuit is forced to go through an additional
resistor by the open foot pedal switch. This causes the accelerator
circuit to not go to high speed. When the operator is standing on the
foot pedal the switch is closed and full travel speed is available with the
accelerator controls.
Lift Pallet Forks
As stated previously when the key switch is turned on battery voltage is

available via wire #6 to the lift switches.
When the lift switch bar or either lift switch on a handgrip is pushed the
lift switch closes and positive battery voltage is supplied via wire #5 and
lift limit switch to the lift contactor coil. The other side of the lift contactor
coil is connected to battery negative via wire #13 or through the circuitry
in the lift interrupt battery discharge indicator and so the lift contactor coil
energizes and the lift pump contactor closes.
If the truck is equipped with the optional lift interrupt system then the
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negative wire from the lift contactor coil is connected to the BDI/HM/Lift
Interrupt gauge. If the battery voltage is above the lift interrupt threshold
voltage then the lift contactor coil negative is connected to battery
negative internally through the gauge/controller. If the battery voltage is
below the lift interrupt threshold voltage then the lift contactor coil
negative will not be connected to battery negative inside the
gauge/controller.
When the lift contactor closes positive battery voltage is supplied through
the 150 amp circuit breaker and the lift contactor to the lift motor. The
other side of the lift motor is connected to battery negative and the motor
starts running and the lift pump rotates.
When the pump motor runs the pallet forks will raise. When the pallet
forks reach the set height of lift limit switch (full 6 inches of lift) the limit
switch will open and voltage to the lift contactor coil (P1) will no longer
be available causing the coil to de-energize and lifting stops.
Lower pallet forks
When any lowering switch bar is pushed the lowering switch closes and
positive battery voltage is supplied to the lowering solenoid valve coil via
wire #4. The other side of the coil is connected directly to battery
negative via wire #13 and the solenoid valve energizes to release the oil
in the lift cylinders, and the pallet forks lower.
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2.3 Specifications
2.3.1 Fuse and Circuit Breaker Ratings
Control Circuit Breaker 12 amp

Power circuit breaker (auto reset) 150 amp
2.3.2 Amp Draws (battery amps) CMX60 CMX80
Travel - full speed - empty 95A 95A

Lifting - full load 95A 95A
2.3.3 Motor repair specifications
Drive motor:
Minimum brush length .75"
New brush spring tension 56oz
Minimum commutator diameter 2.625"
Pump motor:
New brush spring tension 32-40oz
"Prime-Trak" motor
New brush spring tension 32-40oz
2.4 Maintenance and Adjustments
2.4.1 Maintenance
The electrical system requires little maintenance. Connections must be

kept clean and tight and electrical components should be protected from
moisture. Motor brushes should be inspected for minimum length at
each month planned maintenance service and the motors should be
cleaned using an approved compressed air blower. If the truck is
equipped with cold storage, freezer, or corrosive environment application
package then the di-electric compound in the plug-in connectors should
be renewed periodically. This compound is available through the parts
department of your authorized dealer.
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2.4.2 Adjustments
Lift Limit Switch #1 (3") and #2 (6")
The lift limit switch is accessible by opening the door on the front of
the truck. The switch operates off the lift linkage arms.
To adjust switch:
1. Open door on front of truck.
2. Loosen mounting screws on limit switch and move lift limit switch
away from lift linkage arm.
3. Raise pallet forks to maximum height (9 1/4"). Do not stall

hydraulics against relief.
4. Adjust lift limit switch to open at this point and tighten mounting
screws.
5. Close front door.
Accelerator Potentiometer
The accelerator potentiometer is accessible inside the control handle

head by removing the switch plate. The accelerator potentiometer
operates off a gear toothed shaft (rack) that is moved when the travel
controls are twisted.
To adjust the accelerator potentiometer:
2. Remove the six (6) outside screws securing the raise/lower/horn

switch plate to the control handle head. Do not remove the center
screw on the switch plate. Remove the switch plate and lay it
over to one side.
3. The accelerator potentiometer leads must be disconnected from

the controller before connecting an ohmmeter for adjusting.
Remove the sheet metal console cover and disconnect wires #9

and #22 from the controller.
4. Connect ohmmeter leads to the accelerator potentiometer leads.
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5. In neutral the ohmmeter reading should be 5500 to 6000 ohms
and will reduce to below 50 ohms as the travel controls are
operated to high speed.
6. Loosen the mounting screws for the accelerator potentiometer

mounting bracket and slide bracket up or down as necessary to
make adjustments. Hold the bracket snug against the handle
housing while taking measurements.
If the slotted holes in the bracket do not allow enough adjustment

then the bracket may be lifted slightly and the potentiometer drive
gear can be rotated by one tooth.
7. Tighten bracket mounting screws and reassemble switch plate and

covers.
Brake Interlock Switch
The brake interlock switch is located on the brake cable bracket at

the drive motor. It is activated by the brake lever. Its purpose is to
shut off electrical power to the control of the drive motor when the
brake is applied by opening the control circuit. To adjust the interlock
switch:
1. Turn steering fully to left for access to brake interlock switch.
2. Disconnect battery.
3. Apply parking brake.
4. Loosen the two (2) bolts holding switch to bracket.
5. Adjust switch so that it is just opened.
6. Test switch operation. Switch should close when brakes are

released.
Hourmeter with battery discharge indicator and lift interrupt
The lift interrupt controller is built into the combination hour meter and
BDI gauge. On the back of the gauge are two adjusting
potentiometer labeled "discharge" and "reset". Adjustment is made
by using a small screwdriver to rotate these potentiometer to the
desired setting. The alphabetic settings and the linear markings are
accurately calibrated and are precision repeatable from unit to unit.
The RESET potentiometer on all units leaves the factory set at
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RESET "B", this means the gauge will reset to "Full" if the voltage of
a newly installed battery is above 2.09 VPCl (volts per cell).
Turning the potentiometer clockwise from "B" to "E" increases the

voltage per cell required to reset the gauge. Turning it counter-
clockwise toward "A" decreases the voltage per cell required to reset
the gauge.
Example: With the new generation batteries, particularly those of the

high acid type, open circuit voltage can be a bit higher then in lower
acid batteries. In such cases, to properly align the unit to the
particular battery characteristics, simply adjust the RESET
potentiometer to a level above the "C" marking for reset to occur
when the battery's voltage is above 2.12 VPC, the higher open circuit
voltage.
Example: In those circumstances when shutdowns cannot be

tolerated because of the negative effect on productivity and it is
necessary to use a partially charged battery, the gauge reset level
can be decreased from 2.09 VPC to as low as 2.00 VPC. Though
the gauge initially reads "Full" once it resets, as the equipment is
used it will quickly catch up with the battery and provide a correct
reading of the actual state-of-charge of the partially charged battery.
Keep in mind that RESET adjustments must be made prior to

connecting the battery to the equipment. RESET adjustments made
after battery/equipment connection have no effect. The RESET
action is instantaneous. The gauge will reset or not within seconds.
If reset does not occur and it is necessary to readjust the
potentiometer setting, first unplug the battery and equipment, wait at
least 10 seconds, adjust potentiometer to new setting and reconnect
the battery.
The DISCHARGE potentiometer on all units leaves the factory set at

DISCHARGE "N", this means the discharge profile is set for a final
end point of 1.73 VPC, where lockout will occur. This profile has
proven to be average.
Turning the potentiometer clockwise from "N" to "P" decreases the

depth of discharge and, in turn, the operating time of the equipment.
Turning it counter-clockwise from "N" to "K" increases the depth of
the discharge and, in turn, the operating time of the equipment.
Example: On occasion, equipment is required for work beyond its

normally assigned work cycle and time does not permit changing of
battery. In these cases, lift lockout can be delayed by increasing the
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depth of discharge from the standard 1.73 VPC ("N" setting) to as low
as 1.56 VPC (beyond "K" setting).
Example: Equipment and battery are sized for the type of work they
are used for. On occasion, equipment designated for heavy work
might be used for light tasks. Lighter work means low-current drain
which, in turn, means the recommended 80% depth of discharge
lockout point will be at a higher voltage level. In these cases, to
properly align the low-current work profile and the required higher lift
lockout point, the DISCHARGE potentiometer can be adjusted to the
"O" (1.78 VPC) or the "P" (1.82 VPC) settings.
It is important to note that adjustments of the DISCHARGE

potentiometer can be made at any time during a work cycle prior to
lift lockout. However, DISCHARGE potentiometer adjustments made
late in a work cycle have little or no effect in delaying lift lockout in
that particular work cycle. Once lift lockout does occur, the gauge
must be reset before DISCHARGE potentiometer adjustments can
have an effect.
TABLE OF POTENTIOMETER SETTINGS AND ASSOCIATED VOLTAGES PER

CELL
DISCHARGE RESET
P 1.82 VPC* E 2.18 VPC
O 1.78 D 2.15
N 1.73 C 2.12
factory
set
M 1.68 B 2.09
factory
set
L 1.63 A 2.06
K 1.57 Beyond 2.00

A
Beyond 1.56
K
*The DISCHARGE voltage of the unit is not an instantaneous voltage,

nor a measure of the open circuit voltage at the time of lift lockout.
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Controller adjustments
This figure shows the locations of the adjustment potentiometer on the PMC
controller. To make the adjustments:
1. Remove the socket head screw (1/8" Allen) for the adjustment you
want to make.
2. Adjust the small internal potentiometer with a small trim pot

adjustment tool. This is a 270 degree turn potentiometer.
NOTE: If the proper tool is NOT used to adjust these potentiometers,

it is possible to damage the printed circuit board causing the
controller to fail.
3. Replace the socket head screw and nylon seal washer. Tighten to 8
inch/pounds.
4. These adjustments can be made to suit the operator.
Higher plugging current will mean a shorter stopping distance when

plugging. This distance should not be shorter then 10 feet.
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2.5 Troubleshooting
Troubleshooting can be broken down into individual circuits. By knowing the

exact symptoms of the truck operation many hours of troubleshooting time can
be saved. If the proper contactor operates for the chosen direction and speed
then the problem can be found in the power circuit of that function. If a
particular contactor does not operate when a function is chosen then the
problem can generally be found in the control circuit of that function.
Only the travel functions are controlled by the transistor controllers. Lift, lower,
and horn functions operate separately.
To use this troubleshooting guide locate the failure symptom in the index on the
following pages then go to the expanded outline and follow the testing
procedures described.
Voltage tests are made with the negative lead of the volt meter connected to
battery negative. If the negative lead is connected to a negative terminal on the
electrical panel you must first verify the negative connection to the battery by
touching the positive meter lead to the positive battery post. The battery
voltage must be at least 25.2 volts for a 24 volt system. If the battery voltage is
below 22 volts (no load) then the controller may not operate properly. You will
then have to charge the battery before starting the troubleshooting procedures.
When testing voltage, the "POSITIVE SIDE" of any component refers to the
terminal on that component that is closest electrically to the battery positive
terminal. The "NEGATIVE SIDE" of any component refers to the terminal on
that component that is farthest electrically from the battery positive terminal. It
is possible, and in many cases desirable, to measure battery voltage on the
negative side of a component.
"Forward" direction refers to travel in the direction of the control handle with the
forks trailing. "Reverse" direction refers to travel with the forks leading.
After the final test is completed the truck should be repaired and operating
properly. If it is not, then you must verify your test results and possibly re-
evaluate the failure symptoms. If you still have not repaired the truck then you
should call your local BT Prime-Mover dealer for assistance. When you call,
the following information is required: Truck model and serial number, service
meter hours, actual battery voltage at open circuit and at hydraulic operation
under full load, the precise operating symptoms, and the exact results of the
testing you have done. Authorized BT Prime-Mover dealers may call the
factory directly if necessary.
The first steps of any troubleshooting procedure are to:
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1. Inspect the truck for physical damage or mechanical malfunction.
Contactors must be free to move and the tips must not be welded or burnt.
2. Check for ground faults from the electrical system to the frame with an
ohmmeter. A minimum of 20,000 ohms resistance from the frame to any
and all wiring is acceptable.
3. Check that the battery is fully charged and connected.
4. Operate the truck in all modes to determine the exact symptoms. Do not
forget that these systems are equipped with safety circuits that prevent
operation in the event of improper operating procedures.
The following troubleshooting charts describe a course of testing and repair for
each problem listed. If the given test is NOT successful, perform the repair
listed with the test. If the given test IS successful, move on directly to the next
test or follow the special instructions given.
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TROUBLESHOOTING CHART INDEX
2.5.1 Dead truck, nothing operates. No travel, no lift, "Prime-Trak" does not
engage, no lower, no horn.
2.5.2 No travel, line contactor does not close. "Prime-Trak", lift, lower, and horn
function okay.
2.5.3 No reverse travel (forks leading); reverse contactor will not close when travel
controls are operated. The lift, lower, and horn functions work okay.
"Prime-Trak" engages properly.
2.5.4 No forward travel (forks trailing); forward contactor will not close when
travel controls are operated. The lift, lower, and horn functions work okay.
2.5.5 No reverse travel (forks leading); reverse contactor does close when travel
2.5.6 No forward travel (forks trailing); forward contactor does close when travel
2.5.7 Truck travel speed does not respond to controls properly. Contactors close
for chosen direction but truck does not have full speed control.
2.5.8 "Prime-Trak" pump will not operate, when truck is not moving, and operator
is off of the platform. Lift, lower and horn operate properly.
2.5.9 "Prime-Trak" pump runs, but cylinders do not extend.
2.5.10 "Prime-Trak" pump will not operate, platform switch closed, toggle switch
closed and direction switch in neutral. Forward and reverse direction, lift,
lower and horn operate properly.
2.5.11 "Prime-Trak" pump runs when high speed forward or reverse is selected.
Forward and reverse direction, lift, lower and horn operate properly.
-
2.5.12 "Prime-Trak" pump will not operate. All other functions operate properly.
2.5.13 Lift function does not operate.
2.5.14 Lowering function does not operate.
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TROUBLESHOOTING CHARTS
2.5.1 Dead truck, nothing operates. No travel, no lift, "Prime-Trak" does not
engage, no lower, no horn.
Conditions for testing:
Truck raised and blocked with drive tire off ground.

Battery fully charged and connected to truck.
Emergency disconnect pushbutton switch pulled out to the "run" position.
Key switch turned "on".
Test for voltage at:
A. Positive side of 150 amp power circuit breaker.
Repair open power cable between battery positive terminal and 150 amp
power circuit breaker.
B. Positive side of 12 amp control circuit breaker, wire #28.
Repair open wire #28 between 150 amp power circuit breaker and 12
amp control circuit breaker.
C. Negative side of 12 amp control circuit breaker, wire #26.
Replace 12 amp control circuit breaker.
D. Positive side of emergency disconnect pushbutton switch, wire #26.
Repair open wire #26 between 12 amp control circuit breaker and
emergency disconnect pushbutton switch.
E. Negative side of emergency disconnect pushbutton switch, wire #27.
Replace emergency disconnect pushbutton switch.
F. Positive side of key switch, wire #27.
Repair broken wire #27 between emergency disconnect pushbutton

switch and key switch.
G. Negative side of key switch, wire #6.
Replace key switch.
H. If truck is not functioning re-evaluate symptoms and troubleshoot

individual functions.
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2.5.2 No travel, line contactor does not close. Lift, lower, and horn function
okay.

Test for battery voltage at:
A. Positive side of brake interlock switch, wire #6.
Repair wire #6 between key switch and brake interlock switch.
B. Negative side of brake interlock switch, wire #7.
Adjust or replace brake interlock switch.
C. Positive side of line contactor coil, wire #7.
Repair open wire #7 between brake interlock switch and line contactor
coil.
D. Negative side of line contactor coil, wire #13.
Special instructions:
If battery voltage is found here then repair open wire #13 to battery
negative.
If no battery voltage is found here then replace line contactor coil.
2.5.3 No reverse travel (forks leading); reverse contactor will not close when
travel controls are operated. The lift, lower, and horn functions work
okay. "Prime-Trak" engages properly.

Travel controls operated to travel in the reverse direction (forks leading).
A. Wire #7 terminal on transistor controller.
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Repair open wire #7 between brake interlock switch and transistor
controller.
B. Positive side of reverse direction control switch, wire #7.
Repair open wire #7 between brake interlock switch and reverse

direction control switch.
C. Negative side of reverse direction control switch, wire #3.
Replace reverse direction control switch.
D. Positive side of reverse contactor coil, wire #3.
Repair open wire #3 between reverse direction control switch and

reverse contactor coil.
E. Negative side of reverse contactor coil, wire #21.
Repair or replace contactor.
F. Pin #3, wire #21, at seven-pin, plug-in connector on PMC controller.
0 volts - unplug seven-pin connector and retest pin #3, wire #21. If still 0
volts, repair open wire #21 between negative side of rearward contactor
coil and pin #3 on seven-pin connector.
Battery volts - PMC controller is failed. Verify operating sequence

procedure. Verify testing procedure. Replace controller.
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2.5.4 No forward travel (forks trailing); forward contactor will not close when
travel controls are operated. The lift, lower and horn functions work
okay. "Prime-Trak" engages properly.

Travel controls operated to travel in the forward direction (forks trailing).
A. Wire #7 terminal on transistor controller.
Repair open wire #7 between brake interlock switch and transistor

controller.
B. Positive side of forward direction control switch, wire #7.
Repair open wire #7 between brake interlock switch and forward

direction control switch.
C. Negative side of forward direction control switch, wire #2.
Replace forward direction control switch.
D. Positive side of forward contactor coil, wire #2.
Repair open wire #2 between forward direction control switch and

forward contactor coil.
E. Negative side of forward contactor coil, wire #21.
Repair or replace contactor.
F. Pin #3, wire #21, at seven-pin, plug-in connector on PMC controller.
0 volts - unplug seven-pin connector and retest pin #3, wire #21. If still 0
volts, repair open wire #21 between negative side of rearward contactor
coil and pin #3 on seven-pin connector. I
Battery volts - PMC controller is failed. Verify operating sequence

procedure. Verify testing procedure. Replace controller.
2.5.5 No reverse travel (forks leading); reverse contactor does close

when travel controls are operated. The lift, lower, and horn
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functions work okay. "Prime-Trak" engages properly.

Emergency disconnect pushbutton switch pulled out to the "run"
position.
Travel controls operated to travel in the reverse (forks leading)
direction with reverse contactor closed.
A. Positive side of 150 amp circuit breaker.
Repair open power cable between battery positive terminal and 150
amp circuit breaker.
B. Negative side of 150 amp circuit breaker.
Replace 150 amp circuit breaker.
C. Positive side of line contactor tips.
Repair open power cable between 150 amp circuit breaker and line
contactor.
D. Negative side of line contactor tips.
Repair or replace line contactor.
E. B+ terminal on transistor controller.
Repair open power cable between line contactor and transistor

controller.
F. A1 terminal on drive motor.
Repair open power cable between transistor controller B+ terminal

and drive motor A1 terminal.
G. A2 terminal on drive motor.
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Repair drive motor.
H. S1 terminal on drive motor.
Repair open power circuit between drive motor A2 terminal and drive
motor S1 terminal. NOTE: This includes the normally open (N.O.)
reverse contactor tips.
I. S2 terminal on drive motor.
Repair drive motor.
J. M- terminal on transistor controller.
Repair open power circuit between drive motor S2 terminal and M-

terminal on transistor controller. NOTE: This includes the normally
closed (N.C.) forward contactor tips.
K. B- terminal on transistor controller.
Special Instructions:
If battery voltage is found here then repair open power cable to

battery negative.
If no battery voltage is found here then it is possible that the transistor

controller has failed. Before replacing the transistor controller perform
the tests for the accelerator potentiometer listed in chart 2.5.7.
2.5.6 No forward travel (forks trailing); forward contactor does close

when travel controls are operated. The lift, lower, and horn
functions work okay. "Prime-Trak" engages properly.

position.
Travel controls operated to travel in the forward (forks trailing)
direction with forward contactor closed.
A. Positive side of 150 amp circuit breaker.
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B. Negative side of 150 amp circuit breaker.
C. Positive side of line contactor tips.
Repair open power cable between 150 amp circuit breaker and line
contactor.
D. Negative side of line contactor tips.
Repair or replace line contactor.
E. B+ terminal on transistor controller.
Repair open power cable between line contactor and transistor

controller.
F. A1 terminal on drive motor.
Repair open power cable between transistor controller B+ terminal

and drive motor A1 terminal.
G. A2 terminal on drive motor.
Repair drive motor.
H. S2 terminal on drive motor.
Repair open power circuit between drive motor A2 terminal and drive
motor S2 terminal. NOTE: This includes the normally open (N.O.)
forward contactor tips.
I. S1 terminal on drive motor.
Repair drive motor.
J. M- terminal on transistor controller.
Repair open power circuit between drive motor S2 terminal and M-

terminal on transistor controller. NOTE: This includes the normally
closed (N.C.) reverse contactor tips.
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K. B- terminal on transistor controller.
If battery voltage is found here then repair open power cable to

battery negative.
If no battery voltage is found here then it is possible that the transistor

controller has failed. Before replacing the transistor controller perform
the tests for the accelerator potentiometer listed in chart 2.5.7.
2.5.7 Truck travel speed does not respond to controls properly.

Contactors close for chosen direction but truck does not have full
speed control.
NOTE: There are two series of tests for the accelerator potentiometer
circuits. The first series will test the resistance through the potentiometer
circuit and the second series will test the control voltages on the
transistor controller.
Resistance testing
Battery disconnected from truck.

Truck blocked to prevent it from rolling.
Wires #9 and #22 removed from transistor controller.
Access cover removed from control handle to allow access to
accelerator potentiometer.
Test Procedure A:
Connect an ohmmeter with at least a 10K ohm scale to wires #9 and

#10 that are connected to accelerator potentiometer. The purpose is
to test the resistance through the accelerator potentiometer as the
travel controls are operated through full range. Operate travel
controls slowly and smoothly to full speed in both directions; read
ohmmeter.
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Test Results:
In neutral the resistance should be approximately 5000 ohms

through the accelerator potentiometer. As the controls are
operated to high speed the resistance through the accelerator
potentiometer should drop smoothly to below fifty (50) ohms.
Recommended Action:
If the test indicates an open circuit between wires #9 and #10 then
replace the accelerator potentiometer.
If the test indicates zero (0) ohms resistance between wires #9

and #10 then replace the accelerator potentiometer.
Test Procedure B:
Connect one lead of the ohmmeter to wire #9 at the accelerator

potentiometer and the other lead of the ohmmeter to wire #9 that was
removed from the transistor controller.
Test Results:
The ohmmeter should indicate zero (0) ohms resistance in wire

#9.
Recommended Action:
If the ohmmeter indicates significant resistance in this wire

than repair or replace wire #9. Be sure to check wiring
harness connectors for corrosion when repairing wire.
Test Procedure C:
Conditions for testing
Same as for test A and C, except with battery plugged in, so high
speed relay can be energized when platform switch is closed.
Connect one lead of the ohmmeter to wire #10 at the accelerator
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potentiometer and the other lead of the ohmmeter to wire #22 that was
removed from the transistor controller. Read resistance indicated on
meter and then press the high speed "platform" switch, read resistance
measured on meter again.
Test Results:
The first resistance reading should be in the approximately of

1800 ohms and when the "platform" switch is pushed the
resistance should drop to zero (0) ohms.
Recommended Action:
If the resistance readings are not correct then repair or replace

wire #10 or #22, or repair or replace the high speed "rabbit" switch
or 1800 ohm resistor in parallel with the switch.
Voltage Testing
Wires #9 and #22 reconnected to transistor controller.

position.
Test Procedure:
Connect a volt meter with at least a 20 volt DC scale to the terminals

on the transistor controller with wires #9 and #22 connected. The
purpose is to test the voltage differential between wires #9 and #22
as the travel controls are operated through their full range in both
directions. Operate travel controls slowly and smoothly to full speed
in both directions. Read volt meter.
Test Results:
In neutral the voltage difference should be 5 to 6 volts DC. As the

controls are operated to high speed the voltage should drop to close to
zero (0) volts difference.
Recommended Action:
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If the test indicates proper accelerator voltage then replace the transistor
controller. NOTE: Some mechanical problems, such as brake
adjustment, could cause the same symptoms. Be sure that this is not
the case before replacing the transistor controller.
If the test indicates improper accelerator voltage then verify correct

resistance tests before replacing transistor controller.
2.5.8 "Prime-Trak" pump will not operate. when truck is not moving, and
operator off of the platform. Lift, lower, and horn operate properly.
Conditions for test:

Key switch closed.
Prime-Trak toggle switch closed.
Platform switch open.
Directional control in neutral.
A. Positive side of Prime-Trak toggle switch.
Repair wire #7 between toggle switch and key switch.
B. Negative side of Prime-Trak toggle switch.
Replace toggle switch.
C. Position 5- wire # 34 on relay.
Repair wire #34 between toggle switch and position 5 on relay.
D. Position 1 - wire #41 on relay.
Replace relay.
E. Positive side of one (1) second time delay module.
Repair wire #41 between relay and one (1) second time delay module.
F. Negative side of time delay module after one (1) second.
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Replace time delay module.
G. Positive side of R.E.S.S. (Reduced Effort Steering System) limit switch.
Repair wire #40 between time delay and limit switch.
H. Negative side of limit switch.
Adjust or replace limit switch.
I. Positive side "Prime-Trak" pump contactor.
Repair wire #47 between limit switch and pump contactor.
J. Negative side of "Prime-Trak" pump contactor.
0 Volts - Replace contactor.
If battery voltage IS measured here repair wire #13 between contactor and
battery negative.
2.5.9 "Prime-Trak" pump runs, but cylinders do not extend.

Key switch closed.
"Prime-Trak" toggle switch closed.
Platform switch open.
Directional control in neutral
A. Positive side of "Prime-Trak" L2 lowering valve coil.
Repair wire #41 from position 1 on relay.
B. Negative side of L2 lowering valve coil.
0 volts - Replace the coil.
If battery voltage IS measured here repair wire #13 between the coil and
battery negative.
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2.5.10 "Prime-Trak" pump will not operate when operator is on the truck, with
direction switch in neutral. Forward and reverse direction, lift, lower,
and horn operate properly.

Key switch closed.
Platform switch closed.
Directional control in neutral.
A. Positive side of platform switch.
Repair wire #7 between interlock switch and platform switch.
B. Negative side of platform switch.
Replace platform switch.
C. Position 7 - wire #35 on relay.
Repair wire #35 between platform switch and position 7 on relay.
D. Position 8 - wire #13 on relay.
0 volts-Replace relay.
If battery voltage IS measured here repair wire #13 between the relay and
battery negative.
E. Position 3 - wire #16 on relay.
Replace relay.
F. Positive side of "Prime-Trak" master switch.
Repair wire #16 between relay and master switch.
G. Negative side of "Prime-Trak" master switch.
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Replace master switch.
H. Perform test 2.5.8 steps E thru J.
2.5.11 "Prime-Trak" pump runs when high speed forward or reverse is

selected. Forward and reverse direction, lift, lower, and horn operate
properly.

Key switch closed.
Platform switch closed.
Forward or reverse direction selected.
"Prime-Trak" master switch open.
A. Position 3 - wire #16 on relay.
0 volts - Perform test 2.5.10 steps A thru E.
B. Position 1 - wire #41 on relay.
MUST be 0 volts - If battery voltage IS measured here replace relay.
C. Negative side of "Prime-Trak" master switch.
If battery voltage is measured here replace master switch.
"Prime-Trak" electrical power circuit
2.5.12 "Prime-Trak" pump motor will not operate. Forward and reverse, lift,
lower and horn operate properly.
P2 contactor closed.
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A. Power positive side of P2 contactor.
Repair power wire between circuit breaker and P2 contactor.
B. Power negative side of P2 contactor.
0 volts - replace P2 contactor tips
If battery voltage IS measured here repair wire negative power wire between
contactor and battery negative.
2.5.13 Lift function does not operate.

Lift switch bar pushed to close lift switch when stated in test.
Pallet forks fully lowered with lift limit switch closed.
A. Positive side of lift limit switch , wire #5.
Repair open wire #5 between key switch and lift limit switch.
B. Negative side of lift limit switch , wire #17.
Adjust or replace lift limit switch.
C. Positive side of lift contactor coil, wire #17.
Repair open wire #17 between lift limit switch and lift contactor coil.
D. Negative side of lift contactor coil, wire #13
If truck is NOT equipped with Lift Interrupt System follow step "a". If
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truck IS equipped with Lift Interrupt System follow step "b".
(a) For trucks WITHOUT Lift Interrupt System.
If battery voltage is measured here then repair open wire #13

between lift contactor coil and battery negative.
If battery voltage is NOT measured here continue testing with

test E.
(b) For trucks WITH Lift Interrupt System.
Test for battery voltage at terminal 6 on back of BDI gauge,

wire #43.
If battery voltage is NOT measured here then repair open wire

#43 between lift contactor coil and BDI gauge.
If battery voltage IS measured here then continue to test (c).
(c). Test for battery voltage at negative terminal on back of BDI

gauge, wire #13.
If battery voltage IS measured here repair open wire #13

between BDI gauge and battery negative. Also verify that
battery voltage is sufficient for Lift Interrupt System to allow lift
function to operate.
If battery voltage is NOT measured here replace BDI gauge

which contains the Lift Interrupt System.
(d) ALL testing to resume with test O.
E. Positive side of 110 amp circuit breaker.
F. Negative side of 110 amp circuit breaker.
G. Positive side of lift contactor.
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Repair open power cable between 110 amp circuit breaker and lift
contactor.
H. Negative side of lift contactor.
Replace lift contactor.
I. A1 terminal on lift motor.
Repair open power cable between lift contactor and lift motor.
J. S2 terminal on lift motor.

If battery voltage IS measured here then repair open power cable
between lift motor and battery negative.
If battery voltage is NOT measured here then repair lift motor.
2.5.14 Lowering function does not operate.
position.
Lowering switch bar pushed to close lowering switch.
A. Positive side of lowering switch, wire #6. (Test each lowering
switch.)
Repair open wire #6 between key switch and lowering switch.
B. Negative side of lowering switch, wire #4. (Test each switch.)
Adjust or replace lowering switch and bar assembly.
C. Positive side of lowering valve coil.
Repair open wire #4 between lowering switch and lowering valve
coil.
D. Negative side of lowering valve coil, wire #13.
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If battery voltage IS measured here then repair open wire #13
between lowering valve coil and battery negative.
If battery voltage is NOT measured here then check operation of
lowering valve coil by holding a screwdriver next to coil. If
screwdriver is magnetically attracted to coil the problem is likely
hydraulic contamination preventing valve from operating. If
screwdriver is not magnetically attracted to coil then problem is
likely a failed lowering valve coil. Replace valve and/or coil as
necessary.
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2.6.1 DRIVE MOTOR REMOVAL AND INSTALLATION
REMOVAL
1. Disconnect the battery, block unit from moving and remove cover
door.
2. Disconnect brake linkage at clevis and remove brake cable

bracket from case.
3. Disconnect power cables and note their proper position.
4. Remove four (4) motor mounting bolts (motor will be loose when
bolts are removed).
5. Place drive motor assembly on a bench to continue disassembly.
6. Remove locknut and pinion gear from motor armature shaft.
7. Remove locknut and brake drum from motor armature shaft.
By lifting one brake shoe of the brake assembly at a time, the

mounting bolts can be removed without disassembling the brake
assembly.
8. Clean gasket eliminator from face of motor and transmission

housing. Surfaces must be thoroughly cleaned.
9. To disassemble motor see the section in this manual covering the

motor assembly.
INSTALLATION
The drive motor can be reinstalled without removing the gear case
cover by following these steps:
1. Thoroughly clean all parts with safety solvent or other non-

corrosive cleaning fluid. Air dry all parts.
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2. Install brake assembly by lifting one brake shoe at a time and
installing mounting bolts.
NOTE: LOCATION OF ACTIVATING LEVER SHOULD BE AS SHOWN.
3. Install brake drum on the armature shaft over the key.
4. Install pinion gear on drive motor over the key and tighten
locknut. Placing a wrench on both locknuts tighten nut to 30
ft./lbs.
5. Apply gasket eliminator (Loctite 515) on mating faces of motor

and transmission.
6. Slide drive motor in gear case and work it around until the
pinon gear lines up with intermediate gear.
7. Install the four (4) motor mounting bolts and torque to 35 ft./lbs.
8. Connect the power cables to their proper terminal.
9. Install brake cable bracket and linkage.
10. Reinstall cover door.
11. Remove blocks, connect battery and test operation of unit.
2.6.2 DRIVE MOTOR BRUSH REMOVAL AND INSTALLATION
REMOVAL
1. Disconnect battery before beginning work.
2-44
Return
2. Remove the shields around motor end cover to expose
brushes.
4. Remove screw holding brush lead.
5. Lift spring off brush, remove brush from holder.
INSTALLATION
1. Place new brushes in holder in same orientation that old

brushes were removed and tighten screws on brush leads.
2.6.3 PUMP AND MOTOR REMOVAL
The hydraulic pump and motor assembly must be removed from the
truck in order to separate the pump and motor. The lift frame must
be fully lowered before removing pump.
1. Lower lifting frame to release pressure in system.
2. Disconnect battery, remove access doors, and key switch

mounting bracket.
3. Disconnect hydraulic hose and electrical cables. Disconnect

solenoid control wiring.
4. Unbolt pump and motor mounting bracket and remove

assembly.
5. Remove motor end cover for access to through bolts that hold
motor to adapter.
6. Remove through mounting bolts and separate motor from

pump adapter.
2.6.4 PUMP MOTOR BRUSH REMOVAL AND INSTALLATION
The brushes are accessible under the pump motor end cover and can
be replaced without separating the motor and pump. Lift the brush
spring and pull brush from holder, unscrew lead and remove brush.
Check that new brushes are properly seated during installation.
2.6.6 CONTACTOR TIPS
2-45
Return
CONTACTOR TIP REMOVAL AND INSTALLATION
SHOCK HAZARD!!! Disconnect battery before doing any

work on/or around contactor panel assembly.
CONTACTOR TIP/BAR REPLACEMENT
1. Contactor tips are the only serviceable part of contactors. The

bars should be replaced when tips have worn through the
silver contact in any area.
2. Disconnect buss bars from contactors.
3. Remove screws holding contactor cover in place.
4. Remove cover, being careful not to drop springs.
5. Install new bars and tips.
6. Install cover with springs in correct place.
2.6.7 DIRECTION CONTROL SWITCHES
The direction control switches are mounted in the control handle

head. It is not necessary to remove the head to change the switches.
Refer to Figure 4.3
1. Remove the screws around the outer edge of the switch cover
plate on the control handle head. Do not remove the center
screw. Lay cover to side.
2. Remove two screws holding forward/reverse switch bracket to

housing.
3. Remove switch wires from wire harness plug and remove

switches and bracket.
4. The switches may now be replaced by unbolting them from the

bracket.
5. Reconnect switch wires and reinstall bracket in housing.
6. Test switch operation and adjust bracket before installing
2-46
Return
switch cover plate.
2.6.8 RAISE, LOWER AND HORN SWITCHES
There are raise, lower, and horn switches mounted in the switch
cover plate on the control handle head. There are also a set of raise
and lower switches mounted in the hand grips on the operator
compartment backrest. The switches in the control handle are
molded into the switch bar so the switch bar and switch will be
replaced together as a single part. It will be necessary to remove the
head to change the switches.
To replace switches in the control handle:
Refer to Figure 4.3
1. Remove the screws around the outer edge of the switch cover
plate on the control handle head. Do not remove the center
screw at this time.
2. Remove the control handle head (See 4.6.1).
3. Remove center screw and nut holding switch bar retainer to

cover plate. The switch bars and springs will now be free to
come out.
4. Push wire terminals for the failed switch out of the wiring
harness connector plug.
5. Install new switch wire terminals into plug.
6. Position switch bars and springs into switch cover plate and
reinstall switch bar retainer with one screw and nut.
7. Reinstall control handle head.
8. Reinstall switch cover plate.
2-47
Return
2.6.9 POTENTIOMETER
The accelerator potentiometer is accessible inside the control handle

head by removing the switch plate. The accelerator potentiometer
operates off a gear toothed shaft (rack) that is moved when the travel
controls are twisted.
2. Remove the six (6) outside screws securing the

raise/lower/horn switch plate to the control handle head. Do
not remove the center screw on the switch plate. Remove the
switch plate and lay it over to one side.
3. Remove the control handle head.
4. Push wire terminals for the potentiometer out of the wiring

harness connector plug.
5. Remove the two (2) screws that secure the potentiometer

bracket to the switch housing and remove the potentiometer,
bracket, and gear as an assembly.
6. Support the potentiometer side of the gear and using a small

punch, tap the potentiometer from the gear.
7. Remove the nut and washer securing the potentiometer to the

bracket.
8. Mount the new potentiometer into the bracket aligning the pin
on the potentiometer with the hole in the bracket. Secure the
potentiometer to the bracket with the star washer and nut.
9. Push the gear onto the potentiometer until the gear is flush
with the end of the potentiometer shaft.
10. Install the new wire terminals in same position of wiring

harness connector plug as the wires removed in step #4.
11. Adjust the potentiometer per the instructions in section
2-48
Return
2.7.1 DRIVE MOTOR DISASSEMBLY
1. Remove motor brushes.
2. Remove four screws holding brush end bell to field housing.
3. Separate end bell from field housing. The armature will come
out with end bell.
Troubleshooting
When a motor has trouble in operation, a reasonable decision has to be

made as to the proper corrective course action. We have reviewed many
troubleshooting guides, and have reduced them to a few which seem to be
the most effective Symptom/Cause relationships.
Table 1 - Indications, causes and correction of unsatisfactory brush

performance.
Table 2 - Primary sources of unsatisfactory brush performance.
2-49
Return
TABLE #1
INDICATIONS, CAUSES AND CORRECTION OF UNSATISFACTORY BRUSH
PERFORMANCE
INDICATIONS IMMEDIATE CAUSES PRIMARY FAULTS
Sparking Commutator surface 1-2-3-43-44-45-46-49-59-
condition 60
Over-commutation 7-12-31-33
Under-commutation 7-12-30-32
Too rapid reversal of
current 7-12-30-32
Faulty machine
adjustment 8-9-11
Mechanical fault in 6-14-15-16-17-18-19-20-
machine 21-28-29
Electrical fault in machine 25-27-28-29
Bad load condition 38-39-40-41-42
Poor equalized parallel
operation 7-13-23-34
Vibration 51-52
Chattering of brushes See "Chattering or Noisy
Brushes"
Wrong brush grade 55-57-59
Fluctuating contact drop 50
Etched or burned bands Over commutation 7-12-31-33
on brush face Under commutation 7-12-30-32
Too rapid reversal of
current 7-12-30-32
Pitting of Brush Face Glowing See "Glowing at brush
face"
Embedded copper See "Copper in brush
face"
Rapid Brush Wear Commutator surface See specific surface fault
condition in evidence. Also see 50.
See "Sparking"
Severe sparking
Imperfect contact with 11-14-15-16-51-52
commutator 54-58
Wrong brush grade
Glowing at Brush Face Embedded copper See "Copper in brush
face"
Faulty machine
adjustment 7-12
Severe load condition 38-39-41-42
Bad service condition 46-47
Copper in Brush Face Commutator surface
condition 2-3
Bad service condition 43-46-47-48-49
Wrong brush grade 59-61
2-50
Return
TABLE #1 (cont.)
INDICATIONS, CAUSES AND CORRECTION OF UNSATISFACTORY BRUSH
PERFORMANCE
Flashover at Brushes Machine condition 14-35
Bad load condition 38-39-41-53
Lack of attention 5-11
Chattering or Noisy Commutator surface See specific surface in
condition evidence
Looseness in machine 15-16-17
Faulty machine adjust 10-11
High friction 6-43-45-49-52-58-59
INDICATIONS APPEARING AT COMMUTATOR SURFACE

Brush Chipping or Commutator surface See specific surface fault
Breakage condition in evidence
Looseness in machine 15-16-17
Vibration 52
Chattering See "Chattering or Noisy
Brushes"
Sluggish brush movement 14
Rough or Uneven Surface 1-2-3-4-17
Dull or Dirty Surface 5-44-60
Eccentric Surface 1-19-22-52
High Commutator Bar Sparking 17
Low Commutator Bar Sparking 2-25
Streaking or Threading of Copper or foreign material 43-44-45-46-49-59
Surface in brush face 2-3-46-47-48-61
Glowing See "Glowing at Brush
Face"
Bar Etching or Burning Sparking 2-3-7-12-30-31-32-33
Flashover 5-11-14-35-38-39-41-53
Bar Marking at Pole Sparking 25-37
Pitch Spacing
Bar Marking at Slot Sparking 7-12-30-57-60
Pitch Spacing
2-51
Return
TABLE #1 (cont.)
INDICATIONS APPEARING AT COMMUTATOR SURFACE
Flat Spot Sparking 19-23-25-41-53
Flashover 5-11-14-35-38-39-41-53
Lack of attention 1-5-11
Discoloration of Surface High temperature See "Heating at
Commutator"
Atmospheric condition 44-46
Wrong brush grade 60
Raw Copper Surface Embedded copper See "Copper in Brush
Face"
Bad service condition 43-45-47-49
Wrong brush grade 59-61
Rapid Commutator Burning 2-3-11-14
Wear with Blackened Severe Sparking See "Sparking"
Surface
Rapid Commutator Foreign material in brush 43-45-47-49
Wear with Bright Surface face
Copper Dragging Wrong brush grade 61
Brush vibration 39-52-58-59
INDICATIONS APPEARING AS HEATING

Heating in Windings Severe load condition 38-41-42-53
Unbalanced magnetic field 18-19-20-21-27-28-29
Unbalanced armature
currents 8-19-22-25-27-28-29-37
Poorly equalized parallel
operation 7-13-23-24
Lack of ventilation
Heating at Commutator Severe load condition 38-41-42
Severe sparking 7-8-9-12-20-33-45-57
High friction 10-11-36-43-45-49-58-59
See specific surface fault
Poor commutator surface in evidence
6-24
Depreciation 56
High contact resistance
2-52
Return
TABLE #1 (cont.)
INDICATIONS APPEARING AS HEATING
Heating at Brushes Severe load conditioin 38-41-42
Faulty machine 7-10-11-12-26
adjustment
Severe sparking See "Sparking"
Raw streaks on See "Streaking or
commutator surface Threading of Surface"
Embedded copper See "Copper in Brush
Face"
Wrong brush grade 57-58-59-61-62
2-53
Return
TABLE 2
PRIMARY SOURCES OF UNSATISFACTORY BRUSH PERFORMANCE
PREPARATION AND CARE OF MACHINE
1. Poor preparation of commutator surface
2. High mica
3. Feather-edge mica
4. Bar edges not chamfered after undercutting
5. Need for periodic cleaning
6. Clogged ventilating ducts
MACHINE ADJUSTMENT
7. Brushes in wrong position
8. Unequal brush spacing
9. Poor alignment of brushholders
10. Incorrect brush angle
11. Incorrect spring tension
12. Interpoles improperly adjusted
13. Series field improperly adjusted
MECHANICAL FAULT IN MACHINE
14. Brushes tight in holders
15. Brushes too loose in holders
16. Brushholders loose at mounting
17. Commutator loose
18. Loose pole pieces or pole-face shoes
19. Loose or worn bearings
20. Unequal air gaps
21. Unequal pole spacing
22. Dynamic unbalance
23. Variable angular velocity
24. Commutator too small
ELECTRICAL FAULT IN MACHINE
25. Open or high resistance connection at commutator
26. Poor connection at shunt terminal
27. Short circuit in field or armature winding
28. Ground in field or armature winding
29. Reversed polarity on main pole or interpole
MACHINE DESIGN
30. Commutating zone too narrow
31. Commutating zone too wide
32. Brushes too thin
33. Brushes too thick
34. Magnetic saturation of interpoles
35. High bar-to-bar voltage
36. High ratio of brush contact to commutator surface area
37. Insufficient cross connection of armature coils
2-54
Return
LOAD OR SERVICE CONDITION
38. Overload
39. Rapid change of load
40. Reversing operation of non-interpole machine
41. Plugging
42. Dynamic braking
43. Low average current density in brushes
44. Contaminated atmosphere
45. "Contact poisons"
46. Oil on commutator or oil mist in air
47. Abrasive dust in air
48. Humidity too high
49. Humidity too low
50. Silicone contamination
DISTURBING EXTERNAL CONDITION
51. Loose or unstable foundation
52. External source of vibration
53. External short circuit or very heavy load surge
54. "Commutation factor" too high
55. "Commutation factor" too low
56. Contact drop of brushes too high
57. Contact drop of brushes too low
58. Coefficient of friction too high
59. Lack of film forming properties in brush
60. Lack of polishing action in brush
61. Brushes too abrasive
62. Lack of carrying capacity
2-55
Return
DISASSEMBLY
1. Remove the cover band from the commutator end of the motor (if equipped).
2. Use a brush hook to reach into the motor and lift the brush springs. Pull the
brushes out of the brush holders. Either position the brushes outside the
motor or remove the brush retaining screws and remove the brushes from
the motor.
3. Scribe or center punch locating marks in the end head and the frame.
Although locating marks are not always necessary because of locating pins
in some motors, they can save a lot of time when the motor does not have
locating pins.
4. Remove the commutator end head retaining screws. Almost all motors have
a slip fit bearing at the commutator end, and the end head can be removed
with very little trouble.
On motors that have a shaft extension on both ends of the armature,
the attachment on the commutator end of the shaft must be removed
before the end head can be separated from the motor.
2-56
Return
5. Remove the drive end head retaining screws, if necessary. Some of the
smaller pump motors retain the drive end head with the motor through bolts.
Separate the armature and drive end head as an assembly from the frame
and field coil assembly.
6. Separate the armature from the drive end head. This operation is usually
done by pressing the armature out of the drive end bearing. On some of the
larger motors, the end head and bearing will have to be removed with a
puller.
When a puller is used, protect the end of the armature shaft with a nut or a
thick flat washer. If the shaft, coupling, or spline is damaged when
removing the end head, the armature or the drive spline usually has to be
replaced. Use caution and do not damage the armature.
2-57
Return
7. Separate the bearing from the end head. On larger motors, the bearing is
retained with a snap ring. Remove the snap ring. Then press the bearing
out of the end head.
PRESSING END HEAD BACK ON ARMATURE SHAFT
2-58
Return
8. The ventilation fans are cast aluminum. Once these fans have been
pressed onto the armature, they must be heated to be removed without
damage.
A puller is installed and a slight pressure exerted against the fan.
Use a small propane torch to heat the area of the fan around the
shaft. When the fan becomes loose on the shaft, as evidenced by
the puller becoming loose, it should be removed as quickly as
possible.
9. When the fan is reassembled on the shaft, make sure it is a tight fit. Use
"Loctite Retaining Compound 40" or equivalent on the inside of the fan hub
when reassembling fan.
10. After the motor has been separated into all its major subassemblies, the
components should be cleaned and inspected for wear or damage.
2.7.2 CONTROLLERS
No internal repairs can be made to the transistor controllers. Contact
the parts department for exchange units.
2-59
Return
THIS PAGE BLANK
2-60
Return
3.0 HYDRAULICS
Return
FIGURE # 3.1 LIFT HYDRAULIC SCHEMATIC
Return 3-2
FIGURE # 3.2 LIFT HYDRAULIC SCHEMATIC SYMBOLS
COMPONENT ENCLOSURE
HYDRAULIC LINES JOINING
MOTOR (ELECTRIC)
HYDRAULIC PUMP
FILTER
RESERVOIR (VENTED)
CYLINDER (SINGLE ACTING)
CYLINDER (DOUBLE ACTING)
CHECK VALVE
HYDRAULIC LINES CROSSING
Return 3-3
FIGURE # 3.3 LIFT HYDRAULIC SYSTEM ASSEMBLY
Return 3-4
FIG ITEM # FOR
# # NAME ASSY. UNIT
3.3 1 Hydraulic pump and motor assembly 1

3.3 2 Hose assembly 1
3.3 3 Adapter 1
3.3 4 O ring 2
3.3 5 O ring 1
3.3 6 Cylinder assembly 1
3.3 7 Body, cylinder 1
3.3 8K Ring, retainer 1
3.3 9 Rod, cylinder 1
3.3 10K Seal, rod 1
3.3 11K Wiper, rod 1
3.3 K Kit, seal 1
(CONTAINS ITEMS MARKED WITH "K")
3.3 13 Hose assembly 1
3.3 14 Switch, pressure 1
3.3 15 Clamp 1
3.3 16 Screw, taplite 1
3.3 17 Washer, flat 1
3.3 18 Bolt, shoulder 1
Return 3-5
FIGURE # 3.4 "PRIME-TRAK" HYDRAULIC SCHEMATIC
Return 3-6
FIGURE # 3.5 "PRIME-TRAK" HYDRAULIC SCHEMATIC SYMBOLS
COMPONENT ENCLOSURE
HYDRAULIC LINES JOINING
MOTOR (ELECTRIC)
HYDRAULIC PUMP
FILTER
RESERVOIR (VENTED)
CYLINDER (SINGLE ACTING)
CYLINDER (DOUBLE ACTING)
CHECK VALVE
HYDRAULIC LINES CROSSING
Return 3-7
FIGURE # 3.6 PRIME-TRAK HYDRAULIC SYSTEM ASSEMBLY
Return 3-8
FIG ITEM # FOR
# # NAME ASSY. UNIT
3.6 1 Hydraulic pump and motor assembly 1

3.6 2 Elbow, 45° 1
3.6 3 Adapter 1
3.6 4 Hose (2 feet) As Req'd.
3.6 5 Connector, wire 2
3.6 7 Nut, twin 1
3.6 8 Cylinder assembly, with switch plate 1
3.6 9 Cylinder assembly 1
3.6 10K Wiper, rod 1
3.6 11K Seal, rod 1
3.6 12 Rod, cylinder 1
3.6 13K Ring, retainer 1
3.6 14 Tube, cylinder, with switch plate 1
3.6 15 Tube, cylinder 1
3.6 17 Hose 2
3.6 18 Tee 1
3.6 19 Adapter 1
3.6 20 Screw, cap 2
3.6 21 "Prime-Trak" pump & motor assembly 1
3.6 22 Elbow, 90° 1
3.6 23 Elbow, 90° 1
3.6 24 Elbow, 90° 1
3.6 K Kit, cylinder seal 1
(CONTAINS ITEMS MARKED WITH "K")
Return 3-9
FIGURE # 3.7 "PRIME-TRAK" PUMP & MOTOR ASSEMBLY
Return 3-10
FIG ITEM # FOR
# # NAME ASSY. UNIT
3.7 1 Pump assembly 1

3.7 2 Cap, relief valve 1
3.7 3 O ring 1
3.7 4 Screw, adjusting valve 1
3.7 5 Spring 1
3.7 6 Ball 1
3.7 7 Seal, oil 1
3.7 8 Ball 1
3.7 9 Spring 1
3.7 10 Plug 1
3.7 11 Valve, NO solenoid 1
3.7 12 Coil 1
3.7 14 Bracket, mounting 1
3.7 15 Spacer 1
3.7 16 Coupler 1
3.7 17 Motor assembly 1
3.7 * Set, brush 1
3.7 18 Boot 2
3.7 19 Cable assembly 1
3.7 20 Switch Assembly 1
3.7 21 Solenoid 1
3.7 22 Wire assembly 1
3.7 24 Lockwasher 2
3.7 25 Pin, dowel 1
3.7 26 Adapter, pump 1
Return 3-11
3.2.1 Raise pallet forks
When the lift pump and motor are running, fluid is drawn from the reservoir through
a pick up screen to the inlet of the gear pump. As the gear pump rotates, oil is
forced out the pressure port and is blocked from returning to reservoir by the
closed relief valve and lowering valve. The oil continues to flow to the base of the
cylinder and pushes against the end of the cylinder rod to extend the rod from the
cylinder barrel.
When the motor is shut off and the gear pump is not turning, the cylinder is held
extended by the closed check valve and normally closed lowering valve.
3.2.2 Lower pallet forks
Hydraulic fluid is retained in the hydraulic cylinder by the check valve and electrical
solenoid lowering valve. When the solenoid is energized, an oil passage from the
cylinder to the reservoir is opened. Due to the load on the lift cylinder, fluid is
forced out of the cylinder and back to the reservoir while the cylinder is retracting.
This process allows the machine to lower.
3.2.3 "Prime-Trak"
The "Prime-Trak" traction control system is a hydraulic powered linkage that

changes the pressure of the stabilizing casters depending on the travel speed of
the truck. The system is contolled by a switch in the accelerator control linkage.
When the truck is at rest with the brakes released power is supplied to close a
normally open hydraulic solenoid (L2) and the "Prime-Trak" hydraulic motor is
engaged after a short time delay. When the hydraulic motor runs, fluid is forced by
the pump into the "Prime-Trak" caster cylinders causing the casters to carry more
of the truck weight thus making the truck easier to steer as weight is taken off the
steer wheel. The pump motor is turned off when the "Prime-Trak" linkage opens a
limit switch at its full lift height.
When the travel controls are operated to select a faster travel speed a switch in
the control handle opens and removes electrical power from the "Prime-Trak" lift
contactor and from the solenoid valve. The valve returns to its normally open state
and allows fluid to leave the caster cylinders. This allows more weight on the
drive tire to assure good traction for stopping.
3.3 SPECIFICATIONS
Hydraulic fluid type
Standard truck HYDO 32

Freezer application Texaco 15
Hydraulic fluid capacity 1 quart
Return 3-12
Lift system relief pressure CMX60 - 2800 PSI
CMX80 - 3100 PSI
"Prime-Trak" relief pressure. 250 PSI
3.4.1 Maintenance
The hydraulic fluid level must be checked periodically; see the Planned
Maintenance Schedule. If the reservoir regularly requires the addition of oil to
maintain the proper level then a leak is indicated and must be repaired. When
scheduled, the reservoir should be removed and drained for cleaning. When the
system is refilled, or if the truck seems to not lift a full load, then the pressure
relief setting should be checked and adjusted. During normal operation the
pressure relief setting will not change. As the pump wears with age some loss of
pressure and volume will be experienced. When this loss becomes severe the
pump should be replaced.
3.4.2 Adjustments
The only adjustment is the pressure relief setting. This adjustment is made by
removing the screw cap on the pressure relief valve and turning the screw to make
the adjustment. Turning the screw in clockwise will increase the pressure relief
setting.
Return 3-13
3.5 TROUBLESHOOTING (lift and "Prime-Trak")
NOTE: Proper care and cleanliness should be observed in servicing so as to insure the
oil does not become contaminated. Dirt or other foreign material can be drawn in the
pump so as to stick or score pump which will cause failure of the pump assembly.
IF HYDRAULIC PUMP ASSEMBLY DOES NOT OPERATE PROPERLY A FEW

PRELIMINARY CHECKS SHOULD BE MADE:
1. Proper oil level

2. All electrical connections tight
3. Battery fully charged
After the preliminary check is accomplished, install a 0-5000 PSI pressure gauge in the
pressure line near the 1/8" NPTF outlet port in the adapter. The installation of the
pressure gauge is required to insure proper observation of what is occurring in the unit
during trouble shooting. Start the pump and raise the cylinder to its upper limit stops to
develop maximum pressure of the unit, which will normally be passing all flow over the
relief valve. The pressure gauge should be reading the set pressure of the relief valve.
Remove pressure on the system by actuating the solenoid operated release valve.
The normal troubles that may occur with the pump assembly have been grouped under
three headings: Failure to (A) Raise (B) Hold (C) Lower the load. One or more of the
listed trouble sources may be causing improper operation. Refer to the proper heading
(i.e. relief valve) for detailed instructions for disassembly, check and adjustment of parts
to remedy the trouble.
A. If pump operates but will only develop low pressure or slow lift:
1. Relief valve seat scored, foreign particles under ball or relief valve out of
adjustment (see relief valve).
2. Dirt in solenoid operated release (see solenoid operated release valve).
3. Pump worn - replace pump.
B. If pump develops pressure but will not hold:
1. Dirt in solenoid operated release (see solenoid operated release valve).
2. Relief valve seat scored, foreign particles under ball or relief valve out of
adjustment (see relief valve).
C. If pump develops pressure but will not release load:
1. No electrical contact to solenoid operated release valve (see solenoid

operated release valve).
Return 3-14
2. Solenoid in solenoid operated release valve burned out.
3. Relief valve bottomed causing pressure to go beyond the unloading limit of

the solenoid release valve (see relief valve).
RELIEF VALVE
Remove hex cap on relief valve. If relief valve is causing the low pressure condition, the
pressure can be increased by screwing in the adjusting screw, recycling the pump and
noting pressure gauge reading. Be sure the final adjustment on the screw is at least 1/2
turn from bottoming position. If the trouble is not remedied by the relief valve adjustment,
remove adjustment screw and spring and ball. Valve seat should be clean and not
scored. Replace spring and ball in cavity. Insert 1/4" drive pin punch down through
spring coils and hold ball against valve seat. Tap gently on drive pin punch with ball
peen hammer to seat the ball. Reassemble the relief valve parts. Adjust relief valve and
recycle the pump per above. Do not operate motor/pump at relief valve setting any
longer then is necessary (NO LONGER THEN 10 SECONDS AT ANY ONE PERIOD).
REMOVING SOLENOID OPERATED RELEASE VALVE.
Clean surface around valve before starting to avoid foreign matter from falling into cavity.
Disconnect wires from terminals on coil, loosen and remove nut. Remove coil. Using
wrench on flat surface, loosen and remove tube sub-assembly unit. Inspect and clean or
replace strainer as required.
INSTALL SOLENOID OPERATED RELEASE VALVE.
Clean and inspect valve cavity to be sure it is free of all foreign matter.
CAUTION: DO NOT BEND OR APPLY PRESSURE TO CENTER STUD OR HOLD

CARTRIDGE BODY ANY PLACE BUT ON FLAT SIDES OF SUB-ASSEMBLY.
Be sure o-ring and Teflon ring are in place. Apply a small amount of clean grease to all
three rings. Be sure strainer is in place. Hand screw sub-assembly in place and tighten
to a maximum of 35 ft./lbs. for die cast metal. Assemble coil on spool assembly and
tighten nut to a maximum of 5 ft./lbs. Connect wires to terminals on coil.
Return 3-15
3.6.1 LIFT PUMP AND MOTOR REMOVAL AND INSTALLATION
The hydraulic pump and motor assembly must be removed from the truck in order
to separate the pump and motor. The lift frame must be fully lowered before
removing pump.
1. Lower the lifting frame to release pressure in system.
2. Disconnect battery, open front door, remove access covers.
3. Disconnect hydraulic hose and electrical cables. Disconnect solenoid

control wiring.
4. Unbolt pump and motor mounting bracket and remove assembly.
3.6.2 REMOVING AND INSTALLING RESERVOIR AND LIFT PUMP
It is necessary to remove the reservoir for access to the pump.
REMOVING RESERVOIR
Drain reservoir of oil. Set unit in vertical position with reservoir end up. Remove
four 1/4" screws holding on reservoir. Tap reservoir lightly to loosen. Wiggle the
reservoir sideways while pulling up at the same time.
REMOVING THE LIFT PUMP
Remove pump inlet tube. Remove screws holding pump to adapter. Lift pump off.
INSTALLING THE LIFT PUMP
Oil o-ring lightly and install on pump pilot. Align splines on motor drive and pump
shaft. Gently push pump pilot in adapter.
When pump is flush with adapter, pump and motor are connected. Replace
screws, torque to 10-12 ft./lbs. Check strainer for clogging. Wash in suitable
solvent, blow out with 30 P.S.I air hose from inside out. Insert inlet tube in pump.
INSTALLING THE RESERVOIR
1. Examine the inside leading edge of reservoir for any burrs or nicks that may
cut o-ring during installation. Wipe the inside of the reservoir clean.
2. Oil the o-ring in the groove on adapter.
3. Start the reservoir over the flange on the adapter up to the o ring. Make
sure it is aligned properly with the holes as well as not cocked.
Return 3-16
4. Rest a block of wood on the back of the reservoir and strike it squarely with
a sharp blow in the center of the reservoir end. The reservoir should move
into position.
5. Install four (4) screws in position and tighten to snug condition.
REMOVING "PRIME-TRAK" PUMP ASSEMBLY
1. Open front door.

2. Drain oil from lift hydraulic reservoir.
4. Disconnect fitting (#24 figure 3.5) from the pump.
5. Disconnect fitting (#23 figure 3.5) from the pump.
6. Remove bolts (#20 figure 3.5) from under the truck.
7. Remove pump from the truck.
REMOVING THE "PRIME-TRAK" PUMP
Remove pump inlet tube. Remove screws holding pump to adapter. Lift pump off.
INSTALLING THE "PRIME-TRAK" PUMP
Oil o-ring lightly and install on pump pilot. Align splines on motor drive and pump
shaft. Gently push pump pilot in adapter.
When pump is flush with adapter, pump and motor are connected. Replace
screws, torque to 10-12 ft./lbs. Check strainer for clogging. Wash in suitable
solvent, blow out with 30 P.S.I air hose from inside out. Insert inlet tube in pump.
INSTALLING "PRIME-TRAK" PUMP ASSEMBLY
1. Place pump in frame of truck.

2. Install bolts (#20 Figure 3.5) from under side of truck.
3. Connect fitting (#23 Figure 3.5) to the pump.
4. Connect fitting (#24 Figure 3.5) to the pump.
5. Fill hydraulic reservoir with proper oil.
6. Test for proper operation and leakage at the fittings.
3.6.3 LIFT CYLINDER REMOVAL
Reference Figures #3.3 and #4.1
1. Raise and block lifting frame of truck. Release pressure in cylinder by

activating lowering valve.
2. Block the carrier frame so it will not tip when the lift cylinder links are
removed.
3. Disconnect and remove battery from unit to prevent accidental operation.
Return 3-17
4. Remove front door and plastic cover.
HOT OIL under pressure may be present. Be certain truck is safely

blocked and pressure is released. Some spillage of hydraulic oil may
occur.
5. Remove hydraulic line.
6. Remove bolt securing lift cylinder rod to the carrier frame.
7. Remove the set screws (#8 Figure 4.1) securing pins (#2 Figure 4.1).
8. Remove pins (#2 Figure 4.1) from the carrier frame and lift frame.
9. Remove lift cylinder and upper links from the truck.
10. Thoroughly clean outside of cylinder before removing hydraulic hose.
The bushing in the upper links can be replaced at this time as well as resealing the
lift cylinder.
11. Place on a clean bench for disassembly.
CYLINDER INSTALLATION
1. In order to prevent air from filling the cylinder it is recommended to install

the cylinder with rod retracted.
2. Install upper links on cylinder, install pins (#2 Figure 4.1) and new set
screws (#8 Figure 4.1).
3. Connect hydraulic hose and use the pump to extend the cylinder.
4. Install bolt securing cylinder rod to the carrier frame.
5. Raise and unblock lifting frame of unit.
6. Install and connect battery to unit.
7. Test operation of cylinder and look for leakage around fitting and cylinder
rod.
8. Install front door and plastic cover.
"PRIME-TRAK" CYLINDER REMOVAL
Reference Figure 4.2
1. Open front door.
Return 3-18
2. Disconnect battery.
3. Jack up truck so casters are 2"-3" off of the floor.
4. Disconnect hydraulic hoses from cylinders.
5. Loosen jam nut (#13).
6. Loosen cap screw (#14).
7. Remove cylinder from truck.
"PRIME-TRAK" INSTALLATION
1. In order to prevent air from filling the cylinder it is recommended to install

the cylinder with rod retracted.
2. Place cylinder in caster spring.
3. Connect hydraulic hoses to the cylinders.
4. Lower truck to the floor.
5. Adjust caster springs as per instructions on page 4.8.
6. Test operation of cylinder and look for leakage around fitting and cylinder
rod.
3.7.1 The pumps have no serviceable parts. If repair is necessary a new pump should
be installed.
3.7.2 LIFT AND "PRIME-TRAK" CYLINDER DISASSEMBLY
1. Thoroughly clean outside of cylinder assembly.
2. Position rod so end of rod and snap ring can be seen through inlet port.
3. Insert screwdriver in inlet port and slide snap ring into deep groove in rod
assembly.
4. Remove rod assembly from barrel assembly.
5. Remove wiper seal and seal from inside diameter of barrel assembly.
6. It is not necessary to inspect wiper seal, seal or lock ring. These parts
should be replaced as new items and are included in the seal repair kit
available for this cylinder.
INSPECTION
1. Thoroughly clean all parts and remove all nicks and burrs with emery cloth.
2. Inspect inside surface of barrel assembly for excessive wear or scoring.
3. Inspect outside surface of rod for nicks, scratches or scoring.
ASSEMBLY
Return 3-19
1. All parts should be cleaned and dried thoroughly. Metal parts should be
lightly oiled prior to reassembly.
2. Install new seal in inside diameter of barrel. Install new wiper seal with lips
facing inward to bottom of barrel.
3. Install new lock ring in deep groove of rod end.
4. Oil outside of piston rod and carefully insert rod in barrel assembly.
5. Push rod in barrel assembly until snap ring area of rod can be seen through
port.
6. By using screwdriver through port, move snap ring to lock position.
7. Extend rod to full out position to make sure snap ring is locked in place.
Return 3-20
4.0 FRAME
Return
FIGURE # 4.1 FRAME ASSEMBLY
Return 4-2
FIG ITEM # FOR
# # NAME ASSY.
4.1 1 Frame, lift 1

4.1 2 Pin 4
4.1 2 Pin (FREEZER/ CORROSION) 4
4.1 3 Bushing, iron 12
4.1 5 Fork, load wheel 2
4.1 5 Fork, load wheel 84"/94" 2
4.1 6 Pin, load wheel 2
4.1 6 Pin, load wheel (FREEZER/ CORROSION) 2
4.1 7 Fitting, grease 2
4.1 8 Screw, set 14
4.1 9 Pin, concentric 2
4.1 9 Pin, concentric (FREEZER/ CORROSION) 2
4.1 10 Fitting, grease 17
4.1 11 Pin 2
4.1 11 Pin (FREEZER/ CORROSION) 2
4.1 12 Rod, pull (for 36" long fork) 2 36" forks
4.1 12 Rod, pull (for 84",93" long fork) 2 84",93" forks
4.1 12 Rod, pull (for 1150mm long forks) 2 1150mm
4.1 13 Link, lower 4
4.1 14 Bearing 2
4.1 15 Link, upper 1
4.1 16 Link, upper 1
4.1 17 Frame, carrier 27/28 1 27" Wide
4.1 17 Frame, carrier 22/23 1 22" Wide
4.1 18 Isolator 2
4.1 19 Screw, socket lock 3
4.1 20 Shim 2
4.1 21 Bracket, harness 1
4.1 22 Screw, cap 1
4.1 23 Nut 1
4.1 24 Clamp 1
4.1 25 Pin, lower link 2
4.1 25 Pin, lower link (FREEZER/ CORROSION) 2
4.1 26 Pin, lower link 2
4.1 26 Pin, lower link (FREEZER/ CORROSION) 2
4.1 28 Fitting, 90° grease 8
4.1 29 Isolator 2
4.1 31 Bracket, limit switch 1
Return 4-3
FIGURE # 4.2 CASTER TORSION ROD ASSEMBLY
Return 4-4
FIG ITEM # FOR
# # NAME ASSY.
4.2 1 Nut, hex 4

4.2 2 Frame, carrier 1
4.2 3 Pivot 2
4.2 4 Screw, cap 4
4.2 5 Bushing 2
4.2 6 Bar, torsion 1
4.2 7 Screw, cap 8
4.2 8 Caster, solid 2
4.2 9 Nut, hex 8
4.2 10 Spring, suspension 2
4.2 11 "Prime-Trak" hydraulic system assembly 1
4.2 12 Retainer, spring (without "Prime-Trak") 2
4.2 13 Nut, hex 2
4.2 14 Screw, cap 2
Return 4-5
FIGURE # 4.3 CONTROL HANDLE HEAD ASSEMBLY
Return 4-6
FIG ITEM # FOR
# # NAME ASSY.
4.3 1 Cover 1
4.3 2 Spring 4
4.3 3 Bracket 1
4.3 4 Screw, self tapping 6
4.3 5 Pin, roll 3
4.3 6 Cam 1
4.3 7 Return 1
4.3 8 Spring, return 1
4.3 9 Housing, switch 1
4.3 10 Bushing 2
4.3 11 Shaft, cam 1
4.3 12 Control, thumb 2
4.3 13 Pin, threaded 2
4.3 14 Block 2
4.3 15 Coupler 2
4.3 16 Pin, roll 2
4.3 17 Grip, fixed 2
4.3 18 Knob assembly 2
4.3 20 Screw, socket (not part of handle assy.) 2
4.3 21 Guard 1
4.3 22 Screw, shoulder 1
4.3 23 Pin, roll 1
4.3 24 Potentiometer and wires 1
4.3 25 Gear 1
4.3 26 Bracket, potentiometer 1
4.3 28 Lockwasher 8
4.3 29 Bracket 1
4.3 30 Switch, "Prime-Trak" 1
4.3 31 Nut 4
4.3 32 Switch, forward 1
4.3 33 Spacer 1
4.3 34 Switch, rearward 1
4.3 35 Heater, freezer pkg. 1
4.3 36 Switch, lower 1
4.3 38 Cover 1
4.3 39 Switch, lift 1
4.3 40 Spring, return 6
4.3 41 Switch, horn 1
4.3 42 Bracket, switch 1
4.3 43 Nut 1
4.3 44 Clamp, cable 1
4.3 45 Harness, head 1
Return 4-7
The center control rider pallet trucks use a hydraulic cylinder coupled through a series of
linkages to a lifting frame to lift the forks a maximum of six (6) inches. Support at the
ends of the forks is provided by the 6 inch wide load wheels. The carrier frame is
stabilized with casters that are load compensated by the "Prime-Trak" system.
4.3 SPECIFICATIONS
Lowered height 3.25 inches

Lifting height 6 inches
Load wheel dimensions 3.25 x 6 inches
Drive tire dimensions 10.5 x 5 x 6.5 inches
Normal maintenance of the truck frame consists of lubricating the bushings on the lift
linkages periodically. See Planned Maintenance Schedule. If the optional lube or cold
storage package has not been fitted on the truck during production then lubrication
consists of dripping 10 wt. machine oil onto the pivot points so that it soaks into the
bushings. In wet or corrosive environments it will be necessary to reduce the time
between planned maintenance intervals.
4.4.1 Caster adjustment
Reference Figure 4.2

1. Loosen lock nuts (#13) and cap screws (#14) until they are free of the
cylinder rod (#11).
2. Tighten bolts (#14) until they contact the "Prime-Trak" cylinder rod (#11),
then four (#4) full turns for proper caster adjustment.
4.5 TROUBLESHOOTING
Very little troubleshooting is necessary on the frame assembly. Most faults can be found
by visual inspection. These usually are evidenced by unequal fork height or improper
raised or lowered height. The usual cause is wear in the bushings of the pull rod
linkages connecting the rear of the fork frame to the load wheels. Other problems, such
as slow raise and lower speeds and excessive noise during operation can also be caused
by lack of lubrication which will lead to more serious problems if not quickly corrected.
Occasionally a truck with unequal fork heights will be found to have been bent by
overloading one fork. This condition may not be repairable.
Return 4-8
4.6.1 CONTROL HANDLE HEAD
Remove the six screws around the outer edge of the front switch bar cover on the
control handle head. Do not remove the center screw. Lift the cover off.
Remove two socket head screws accessible from inside the head assembly that
bolt the head to the handle. Lift the head assembly away from the handle and
disconnect the wiring harness plug before removing head from handle.
Reassemble in reverse order.
4.6.2 LOAD WHEELS
The load wheel is a single wheel with a ball bearing at each end. Removal is
accomplished by raising the forks to the maximum height. Block the forks in a safe
manner and remove set screw out of the axle shaft and remove axle.
When pressing bearings into the load wheel the sealed side of the bearing goes to
the outside.
Re-install wheel and axle. Screw in set screw to lock axle in place.
4.6.3 PULL ROD BUSHINGS
PULL ROD BUSHINGS REMOVAL AND REPLACEMENT

(Reference Figure #4.1)
To replace pull rods and/or bushings it is easiest to work with machine upside
down. Remove battery before turning truck over. Some hydraulic oil may leak
from hydraulic reservoir.
1. Remove set screws (#8) securing pins (#2,11, 26).
2. Remove pins (#9, 11, 25)
3. Remove the wheel fork (#5), load wheel , pull rod (#12) and lower links
(#13) as an assembly.
4. Remove set screws (#8) securing pins (#9, 25).
5. Remove pins (#9, 25).
6. Install new bushings and set screws in pull rods, lower links, and wheel
forks.
7. Re-assemble pull rods, lower links, wheels, and wheel forks.
8. Re-connect assembly to lift frame.
9. Place truck upright and install the battery, connect battery, test operation of
the lift frame.
4.6.4 CARRIER FRAME BUSHINGS
The bushings on the upper links of the carrier frame can be replaced by removing
Return 4-9
Return
the links and lift cylinder.
See section 3.6.3 Lift Cylinder rremoval.
Return 4-10
THE PRIME-MOVER CO.
3000 NORTH US HIGHWAY 61
MUSCATINE, IOWA 52761-5810
PROUDLY
Made in AMERICA
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302825-000 Service Manual

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SERVICE MANUAL

Manual Part Number 302825-000

Effective Serial Number 245334

ISSUED AUGUST 1995

Section 0.0 Maintenance

0.1 Truck Identification 0-1

Section 1.0 Transmission

1.1 Component Identification 1-2

Section 2.0 Electrical

2.1 Component Identification 2-2

Section 3.0 Hydraulic

3.1 Component Identification 3-1

4.1 Component Identification 4-1

This repair manual covers the following BT Prime-Mover products:

These trucks are manufactured by The Prime-Mover Company in Muscatine,

An Operator's Manual is attached to every BT Prime-Mover lift truck when it is

0.3.1 Transmission CMX60 CMX80

Gear ratio 14.8:1 14.8:1

Battery amp draw: CMX60 CMX80

At top speed - 95 amps 95 amps

Drive Motor: CMX60 CMX80

Min. brush length .75" .75"

Hydraulic Motor: CMX60 CMX80

Min. brush length .25" .25"

"Prime-Trak" hydraulic motor CMX60 CMX80

0.3.4 Frame CMX60 CMX80

Truck lifting 6000 lbs 8000 lbs

FIGURE 1 - THREAD DESIGN

inches² 6.452 centimeters² centimeters² 0.155 inches² (in²)

MULTIPLY BY TO GET MULTIPLY BY TO GET

inches 25.4 millimeters (mm) millimeter 0.039 inches (in)

MULTIPLY BY TO GET MULTIPLY BY TO GET

ounces (oz) 28.35 grams (g) grams 0.035 ounces (oz)

MULTIPLY BY TO GET MULTIPLY BY TO GET

horsepower 0.746 kilowatts (kW) kilowatts 1.34 horsepower

MULTIPLY BY TO GET MULTIPLY BY TO GET

pounds/in² 6.895 kilopascal (kPa) kilopascals 0.145 pounds/in² (psi)

MULTIPLY BY TO GET MULTIPLY BY TO GET

(°Fahrenheit-32) 0.56 ° Celsius (C) (°Celsius x 1.8) +32 °Fahrenheit (F)

MULTIPLY BY TO GET MULTIPLY BY TO GET

MULTIPLY BY TO GET MULTIPLY BY TO GET

miles/hour 1.609 kilometer/hour kilometer/hour 0.621 miles/hour

MULTIPLY BY TO GET MULTIPLY BY TO GET

inches³ 16.387 centimeters³ centimeters³ 0.061 inches³ (in³)

Property, Class Property, Class Property, Class

M12 x 1.75 70-80 30-33 100-110 74-81 115-130 85-96

M16 x 2 170-190 125-140 240-270 177-199 280-320 207-236

M24 x 3 580-650 428-479 800-900 590-664 900-1050 664-774

M30 x 3.5 1150-1300 848-959 1600-1800 1180-1328 1850-2100 1364-1549

M36 x 4 2000-2250 1479-1660 2800-3150 2065-2323 3250-3700 2397-2729

SERVICES TO BE PERFORMED ANNUALLY OR EVERY 2000 OPERATING

1.1 1 Seal, felt 1

CONNNECT TO BRAKE ON FIGURE # 1.4

1.2 1 Stem, handle 1

Gear Ratio 14.8:1

1.4 MAINTENANCE AND ADJUSTMENTS

Maintenance of the transmission is limited to the planned maintenance checks of the

BRAKE THEORY OF OPERATION

2. Place the parking brake linkage in the "brake released" position.

Because of the uncomplicated nature of this transmission, troubleshooting is limited to

1.6 COMPONENT REMOVAL AND INSTALLATION

1. Disconnect the battery.

3. Remove cover on front of truck.