Testing And Adjusting Troubleshooting ‘Adhere to the following warnings when performing any tests or adjustments while the engine is running PMU ey Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. Exhaust fumes contain carbon monoxide (CO) ‘which can cause personal injury or death. Start and ‘operate the engine in a well ventilated area only. In an enclosed area, vent the exhaust to the outside. Troubleshooting can be difficult. On the pages that ‘ollow is alist of possible problems. To make a repair to a problem, make reference to the probable cause. This list of problems, causes and corrections will only give an indication of where a possible problem can be ‘and what repairs are needed. Normally, more or other repair work is needed beyond the recommendations in the list. Remember that a problem is not normally ‘caused only by one part, but by the relation of one part with the other parts. This list cannot give all possible problems and probable causes. The serviceman must find the problem and its source, then make the necessary repairs. There is a troubleshooting problem list for the gasoline fuel system, liquid petroleum fuel system and dual fuel system, For problems with the gasoline portion of a Dual Fuel System, see Troubleshooting Problem List: Gasoline Fuel System. For problems with the LP portion of a Dual Fuel System, see Troubleshooting Problem List: LP Fuel System When troubleshooting the Distributorless Ignition System (DIS) note the system does not have a distributor cap oF rotor. The DIS system timing is electronically controlled and cannot be adjusted. Therefore, some troubleshooting steps may not apply. Troubleshooting Problem List: Gasoline Fuel System 4. Engine crankshaft will not turn when the ignition switch is turned to the start position, . Engine wil not start . Engine mistires or runs rough. |. Engine idle not constant. 9. Stall at low engine speed (rpm) 3. Sudden changes in engine speed (rpm). . Not enough power. . Too much vibration, . Loud combustion noise 10. Loud noise from valve compartment 11. Oilin cooling system 12, Mechanical noise in engine 48, Fuel consumption too high 14. Loud noise from valves or valve drive components 15. Little movement of valves and too much valve clearance. 16. Valve spring ock's free. 17. Ol at the exhaust. 18, Little or no valve clearance. 19. Engine has early wear 20. Coolant in libricaton ci 21. Too much black or gray smoke. 22. Too much white or blue smoke. 23. Engine has low ol pressure. 24, Engine uses too much hibricaton ol 25. Engine coolant is too hot. 26. Short spark plug if. 21. Early combustion 28. Starting motor does not turn or turns too slow. 29. Armature turns, but pinion does nat engage fiywhee! ring gear. 1404 Engine 72 Testing And Adjusting30. With starting motor on, pinion engages ring gear, bbut engine does not crank. 31. Starting motor continues to run after ignition switch hhas been released. Pinion does not disengage after engine starts to ‘un. 33. Alternator does not charge. 34, Alternator charge rate is low or not regular. 35. Alternator charges too much, 96. Alternator is noisy Troubleshooting Problems: Gasoline Fuel System Problem 1: Engine crankshaft will not turn when the ignition switch is turned to the start position. Probable Cause: 1. Battery has low output Make reference to Problem 34, 2. Cirouit breaker open Push in the re-set button. 3. Wiring, ignition switch or directional control switch has defect: Check all the wiring and connections. Make an electrical test of the components parts for defects, 4. Starting motor solenoid has @ defect, Make reference to Problem 29, 5. Starting motor has a defect Make reference to Problem 28. 6. Inside problem prevents engine crankshatt trom turning: If the crankshaft cannot be turned after disconnecting the driven equipment, remove the ‘spark plugs and check for fluid in the cylinders while turning the crankshaft. If fluid in the cylinders is not the problem, the engine must be disassembled to check for other inside problems. ‘Some of these inside problems are bearing seizure, piston seizure, wrong pistons installed in the engine. Problem 2: Engine will not start. Probable Cause: 1. Slow cranking speed Make reference to Problem 28. 2. No fuel to cylinders: (Check gas supply. Check carburetor throttle, and linkage between the carburetor and the governor. 3. Weak or no spark to combustion chambers: Check the wiring for cracks and the connections for opens. (Check distributor cap for cracks and sensors for detects, Make sure the battery has good voltage. (Check the spark plugs and the ignition coil for correct operation. ‘See the test procedure for the respective Ignition System in Testing And Adjusting. 4. Dirty air iter: Check air intake filter for a dirty filter. ‘See the Operation & Maintenance Manual for the respective model 5. Dirty fuel Install a new fuel filter element. 6. Dirty or broken fue! lines: ‘Clean or install new fuel lines as necessary. 7. Bad fuel pump: Install a new fuel pump, 8. Bad quality fue! Remove the fuel from the fuel tank. Install anew {uel filter element. Put a good grade of clean fuel in the fuel tank, 8. Wrong ignition timing: Set engine tiring. See Ignition Timing Check And Adjustment in Testing And Adjusting. 10. Loose wiring connection in the starting system (Check and repair all wring connections. 1404 Engine 73 Testing And AdjustingProblem 3: Engine ires or runs rough. Probable Cause: 41. Weak spark to combustion chambers: ‘See Problem 2 for correction, 2. Spark plug wires, in fring order sequence, are next to each other: Place wires 0 they are not parallel with each other land are not next to each other in the firing sequence. 3. Carouretor adjustment not correct: Make adjustment as necessary. See Carburetor Adjustments in Testing And Adjusting, 4. Crossfiring (ignition voltage discharge) in distributor cap: Clean spark plug tip and check gap. Measure spark plug resistance (5K ohm max). (Check fuel mixture for being too lean under a load condition: Clean inside and outside of distributor cap. ‘Check and replace spark plug wires if necessary, 5. Fuel pressure is low: Make sure there is fuel in the fue! tank: Look for leaks or bad bends in the fuel ines. Look for air in the fuel system. Check fue! flow. See Fuel Flow System Test (Gasoline Fuel System) in Testing And Adjusting, 6. Engine timing is not correct ‘Set engine timing. ‘See Ignition Timing Check And Adjustment in Testing And Adjusting 7. Ignition system problem: ‘See Ignition System Test in Testing And Adjusting, 8 Valve clearance is not conect: ‘Make adjustment to vaive clearance. ‘See Valve Clearance Adjustment in Testing And Adjusting. 9. Intake or Exhaust valve leaks: Do 2 compression test See Cylinder Leakage Test in Testing And Adjusting Make a replacement or correction of the valves. 10. Head gasket leaks: Make a replacement of the gasket and other components as needed, 11. Bent or broken push rod: Make a replacement of the push rod, 12, Hot engine temperatures: Check the water pump operation See Cooling System in Tasting And Adjusting 13. Check resistor sending unit and powerlines to cools (LP only). ‘See Resistor Sending Unit in Specifications Problem 4: Engine idle not constant. Probable Cause: 1. Air leaks to and around carburetor: Tighten all sorews. Make sure the gaskets have a good seal Check the lines and connections for air leakage. 2. Carburetor idle speed adjustment is not correct: ‘Make an adjustment to carburetor idle speed. See Low lole Speed Adjustment in Testing And Adjusting, 3. Carburetor idle mixture adjustment needs adjustment ‘Make an adjustment to the idle mixture setting, See idle Mixture Adjustment in Testing And Adjusting. 4, Intake air restriction in the air intake system: ‘Check air intake filter for a dirty fier See the Operation & Maintenance Manual for the respective moda! 5. Operation of carburetor components is not correct: Inspect the carburetor operation, replace the components thal are worn and are damaged. 6. Fuel oressure is low: Make sure there is fuel in the fuel tank, Look for leaks or bad bends in the fue! line. Look for air in the fuel system, Check fue! flow. ‘See Fuel Flow Syston Test (Gasoline Fuel Systern) in Testing And Adjusting. 1404 Engine Testing And AdjustingProblem 5: Stall at low engine speed (rpm). Probable Cause: 4. Fuel pressure is low: Make sure there is fuel in the fuel tank. Look for leaks or bad bends in the fuel lines. Look for air in the fuel system Check fuel flow. ‘See Fuel Flow System Test (Gasoline Fuel System) in Testing And Adiusting 2. Idle rpm too low: Make adjustment to get the correct low idle speed. ‘See Low Idle Speed Adjustment in Testing And Adjusting. 3. Carburetor adjustments not correct: Make adjustments as necessary. ‘See Carburetor Adjustments in Testing And Adjusting. 4. Carburetor and accelerator linkage adjustment are ot correct: ‘Adjust the linkage, see Accelerator Linkage ‘Adjustment in Testing And Adjusting, Problem 6: Sudden changes in engine speed (rpm). Probable Cause: 1. Failure of governor: Install new parts for those that have defects or are ‘damaged, 2. Damaged accelerator or carburetor linkage: Repair or replace damaged components and adjust the linkage, See Accelerator Linkage Adjustment in Testing And Adjusting Problem 7: Not enough power. Probable Cause: 1. Failure of governor: Install new parts for those that have defects or are damaged. 2. Bad quality fuel: Remove the fuel from the fue! tank. Install a new ‘ue! filter element, Put a good grade of clean fue! in the fue! tank 3. Weak spark to combustion chambers: Check the wiring for cracks and the connections tor opens. Check distributor cap for cracks and sensors for defects, Make sure the batlery has good voltage. (Check the spark plugs and the ignition coll for ‘correct operation. See the test procedure for the respective Ignition System in Testing And Adjusting, 4, Adjustment of carburetor not correct: Make acjusiment to carburetor. ‘See Carburetor Adjustments in Testing And Adjusting. 5. Wrong ignition timing: Make adjusiment to ignition timing, See Ignition Timing Check And Adjustment in Testing And Adjusting, 6. Engine is too hot Make reterence to Problem 25, . Leaks in air inlet system: ‘Check for leakage at gaskets for inlet manifold and carburetor. Look for restrictions in the air cleaner or air inlet hoses. 8. Wrong valve clearance: Make adjustment to the valve clearance. See Valve Clearance Adjustment in Testing And Adjusting. 9. Restriction in exhaust system: ‘Check for bad muffler and exhaust pipes 10. Fus! pressure is low: Make sure there is fuel in the fuel tank Look for leaks, oF bad bends in the fuel ines. Look for arin the fuel system. Check fue! flow. See Fuel Flow System Test (Gasoline Fuel System) in Testing And Adjusting 1404 Engine 75 Testing And AdjustingProblem 8: Too much vibration. Probable Cause: 4. Loose bolts or nuts that hold pulleys onto ‘crankshaft: Tighten bolts). ‘See Crankshatt in Specifications. 2. Pulley has a defect: Install a new pulley. 3. Fan blade not in balance: Loosen or remove fan belts and operate engine for a short time at the ppm that the vibration was present. If vibration is not stil present, make a replacement of the fan assembly 4. Engine supports are loose, worn, or have a defect Tighten all mounting bolts, Install new components, if necessary. 5. Engine misfires or runs rough: Make reference to Problem 3 Problem 9: Loud combustion noise (detonation). Probable Cause: 1. Bad quality fue! Remove the fuel from the fue! tank, Install a new fuel fiter element. Put a good grade of clean fuel in the fuel tank © For gasoline engines equipped with DIS: Be sure timing sensor wire is nat grounded. 2. Wrong ignition timing: Make adjustment to ignition timing, ‘See Ignition Timing Check And Adjustment in Testing And Adjusting, Problem 10: Loud noise from valve compartment. Probable Cause: 1. Damage to valve spring(s) or locks: Install new parts where necessary. 2. Too much valve clearance ‘Make adjustment to valve clearance. ‘See Valve Clearance Adjustment in Testing And. Adjusting, 3. Not enough lubrication: ‘Check lubrication in valve compartment. There must be a constant flow of oil at engine high rpm, but only a small flow of ol at low rpm. Ci passages must be clean, especialy those that send oil to and from the cylinder head, Problem 11: Oil in cooling system. Probable Cause: 1. Defect in head gasket Install a new head gasket. 2. Oil cooler leak: Repair or replace the radiator oil cooler. Problem 12: Mechanical noise in engine. Probable Caust 1. Failure of connecting rod and/or main bearings: Inspect the bearings and the bearing surface on the crankshaft, Install new parts when necessary. See Crankshatt in Specifications, 2, Damage to timing gears: Install new parts where necessary, See Timing Gears in Specifications. 3. Damage to crankshaft Make replacement of the crankshaft, 4. Loose or broken pin in piston: Make replacement of parts as necessary, See Pistons And Rings in Specifications. Problem 13: Fuel consumption too high. Probable Cau: 1. Fuel system leaks: Large changes in fuel consumption may be the result. Make replacement of parts as necessary. 2. Bad spark plugs: Clean or make replacement as necessary. 3. Wrong ignition timing: Make an adjustment to ignition timing, ‘See Ignition Timing Check And Adjustment in Testing And Aajusting 4, Worn piston rings: Install new parts as necessary. See Pistons And Rings in Specifications. Problem 14: Loud noise from valves or valve drive components. Probable Cause: 1. Damage to valve springs: Make replacement of parts with damage. 1404 Engine Testing And Adjusting2. Damage to camshat: Make replacement of parts with damage. Clean ‘engine thoroughly 3. Damage to tappet (valve liter): Clean engine thorough. Make a replacement of the camshaft and tappets (valve lifters). Look for valves that do not move freely. Make an adjustment to valve clearance. See Valve Clearance Adjustment in Testing And ‘Adjusting. Damage to valves: Make replacement of parts with damage Problem 15: Little movement of valves and too much valve clearance. Probable Cause: 41. Too much valve clearance: Make adjustment according to Valve Clearance ‘Adjustment in Testing And Adjusting, 2. End of valve stern worn: Hf there is too much wear, install new valves. ‘See Valves in Specifications. Make adjustment of valve clearance according to Valve Clearance ‘Adjustment in Testing And Adjusting, 3. Tappets (valve liters) worn: I there is too much wear, install new tappets (vaive lifters), See Rocker Arms and Valve Litters in Specifications. Make adjustment of valve clearance according to Vaive Clearance ‘Adjustment in Testing And Adjusting, 4, Damage to tappets (valve lifters): Install new tappets (valve lifters) ‘Check camshatt for wear. ‘See Camshaft Lobe Measurement in Testing And Adjusting. Chock for free mavernent of valves or bent valve stem Clean engine thoroughly. Make adjustment of valve clearance according to Valve Clearance Adjustment in Testing And Adjusting. 5. Wor lobes on camshaft: Check valve clearance. See Valve Clearance Adjustment in Testing And Adjusting, Check for free movement of valves or bent valve stems. Check for tappet (valve litter) wear, See Rocker Arms And Valve Lifters in Specifications. Install a new camshaft Make adjustment of valve clearance according to Valve Clearance Adjustment in Testing And Adjusting, 6. Worn push rods: If there is too much wear, install new push rods. Make agjustment of valve clearance according to Valve Clearance Adjustment in Testing And Adjusting. 7. Rocker arm worn at face that makes contact with valve stem: If there is too much wear, install new rocker arms. Make adjustment of valve clearance according to Valve Clearance Adjustment in Testing And Adjusting. 8. Not enough lubrication: (Check lubrication in valve compartment. There must be a constant flow of al at engine high rom, ‘but only a small flow of ol at low rpm. Oil passages must be clean, especially those that ‘send oll to and from the cylinder head. Problem 1 falve spring lock is free. Probable Cause: 1. Damage to locks: Locks with damage can cause the valve to be loose. Install new parts as necessary. 2. Damage to valve spring(s) Install new valve spring{s). Problem 1) il at the exhaust. Probable Cause: 4. Worn exhaust valve seats: Install new exhaust valve seats, Damaged or worn exhaust valve seals: Inspect and install new parts as needed. 1404 Engine Testing And Adjusting3. Too much oil in the valve compartment: Look at both ends of the rocker arm shaft. Be sure that there is a plug in each end, 4. Worn piston rings: Inspect and install new piston rings. ‘See Cylinder Leakage Check in Testing And Adjusting. Problem 18: Little or no valve clearance. Probable Cause: 1. Worn valve seat or face of valve: Reconditioning of valves and valve seats is needed. Make adjusiment of valve clearance according to Valve Clearance Adjustment in Testing And Adjusting, Problem 19: Engine has early wear. Probable Cause: 4. Dirt in lubrication oit Remove dirty lubrication oi Install a new fiter element, Put clean oil in the engine, 2. Air inlet leaks: Inspect all gaskets and connections. Make repairs if leaks are present. Problem 20: Coolant in lubrication oil. Probable Cause: 1. Failure of cylinder head gasket Install a new cylinder head gasket. Tighten the bolts that hold the cylinder head, according to Specifications 2. Crack or defect in cylinder head Install a new cylinder head. 3. Crack or defect in cylinder block: Install a new cylinder block Problem 21: Too much black or gray smoke. Probable Cause: 1. Timing advance does not operate correctiy: See Ignition Timing Check And Adjustment in Testing And Acjusting, Make a replacement of the advance timing components, if necessary. 2. Not enough air for combustion: Check air cleaner for restrictions. Check air inlet hose and air horn for restriction. 3. Low quality of fuel Remove the fuel from fuel tank. Install a new fuel iter element, Put a good grade of clean fuel in the fuel tank, Wrong ignition timing Make adjustment to timing. ‘See lgnition Timing Check And Adjustment in Testing And Adjusting 5. Valve adjustment not correct: Make adjustment according to Valve Clearance Adjustment in Testing And Adjusting 6. Carburetor has wrong adjustments: Make adjustments to carburetor. See Carburetor Adjustments in Testing And Adjusting, 7, Exhaust system restriction: Make visual inspection of exhaust system ‘Check the back pressure in the exhaust system. See Air Inet And Exhaust System in Testing And Adjusting Problem 22: Too much white or blue smoke. Probable Cause: 41. Too much lubricating oll in engine Remove extra oil See the Operation & Maintenance Manual for the respective model. 2. Engine mistires or runs rough: Make reference to Problem 3, 3. Wrong ignition timing Make adjustment to timing, See Ignition Timing Check And Adjustment in Testing And Adjusting, 4, Timing advance does not operate correctly See Ignition Timing Check And Adjustment in Testing And Adjusting. Replace the advance timing components, if necessary. 5. Coolant in combustion system: (Check for cracked head, 6. Worn piston rings: Install new piston rings, 1404 Engine Testing And Adjusting7. Carburetor has wrong adjustments: Make adjustment to carburetor. ‘See Carburetor Adjustments in Testing And Adjusting, 8. Plugged positive orankcase ventilation valve: Install a new PCV valve for crankcase ventilation. Problem 23: Engine has low oil pressure. Probable Cause: Install new light, gauge, or instrument panel 1. Not enough oil in system: ‘Add oil to the crankcase. See the Operation & Maintenance Manual for the respective model. 2. Dity oil: Remove dirty ol from engine Install new oil iter element, Put clean oil in engine, Check the ail filter assembly for defects. Install new parts if necessary. 3. Detect in oil pressure light or gauge 44, Broken shaft for oll pump drive: Install new parts as necessary. '5. Dirty screen on oll pump suction bel Clean screen, Remove dirty ail from engine Put clean oil in engine, 6. Relief valve for oil pump does not operate correctly: Clean valve and housing, Install new parts as necessary. 7. Oil pump has a defect: ‘Make repair or replacement of oil pump it necessary. 8. Too much clearance between crankshaft and crankshaft bearings: Install new crankshait or crankshaft bearings if necessary, 9. Too much clearance between camshaft and camshaft bearings Install new camshaft or camshaft bearings if necessary, Problem 24: Engine uses too much lubrication Probable Cause: 41. Too much lubrication oil in engine: Remove extra oil See the Operation & Maintenance Manual for the respective model 2. Oilleaks: Find all ol leaks. Make repairs as needed, 3. Oil temperature is too high: Make reference to Problem 25 4, Worn piston rings: Install new parts if necessary 5. Too much oil in valve compartment: Look at both ends of the rocker arm shaft. Be sure that there is a plug in each end, Problem 25: Engine coolant is too hot. Probable Cause: 1. Dirty radiator (plugged cores) A WARNING To prevent personal injury, never use air pressure that is more than 205 kPa (30 psi) Remove the dirt with an air hose in the direction ‘opposite fan air flow. 2. Loose or missing fan shrouds: ‘Shrouds are very important for cooling of the lift truck engine, Make sure the fan is centered in the shroud and is tightly fastened. 3. Loose or worn fan belts and worn pulleys: Replace any worn belts or pulleys. ‘See Belt Adjustment in Testing And Adjusting. 1404 Engine Testing And Adjusting4. Loose or detective radiator cap or low water level in radiator: Tighten or test the radiator cap. ‘See Cooling System Tests in Testing And Adjusting, Fill the radiator with coolant to the correct level. (Check hoses and connections for high pressure leaks, ‘See Cooling System Tests in Testing And Adjusting, Replace the parts that have wear. 5. Thermostat has a defect ‘Check and replace thermostat if defective ‘See Cooling System Tests in Testing And Adjusting. 6. Combustion gases in coolant: Find out where gases get into cooling system. Make replacement or repairs as needed. 7. Water pump has a defect Make replacement or repairs as needed, 8. Too much load on the it truck Decrease the load. 9. Wrong ignition timing: ‘Make adjustment to the timing, See ignition Timing Check And Adjustment in Testing And Adjusting 10. Transmission not operating correctly that causes an increase in the coolant temperature: Make correction to the transmission. See respective Power Train or Transmission service module. 11. Water temperature light or gauge has a defect: Install a new light, gauge or instrument panel Problem 26: Short spark plug life. Probable Cause: 41. Wire on wrong spark plug ‘Make reference to Ignition Sequence (Firing Order) in Specifications. 2. Spark plug gap too wide: Make adjustment to the gap for the spark plug, See Spark Plug in Specifications. Wrong spark plugs in engine. Install he correct spark plugs 4, Reverse Polarity Ifthe polarity at the ignition coil is wrong, reverse the position of the wires on the ignition col Problem 27: Early combustion. Probable Cause: 41. Wrong ignition timing: Make adjustment to timing See ignition Timing Check And Adjustment in Testing And Adjusting, 2. Fuel octane rating (too low): Use a good grade of clean fuel. 3. BTU content of fuel t00 low: Use the correct grade of fuel 4, High cooling system temperature: Refer to problem 25, 5. Carburetor adjustment not correct Make adjustments as necessary. ‘See Carburetor Adjustments in Testing And Adjusting. 6. Too much load on engine: Make a reduction to load on engine 7. Deposits in combustion chamber: Remove deposits from combustion chamber. Problem 28: Starting motor does not turn or turns too slow. Probable Cau: 1. Battery is discharged: Charge battery. 2, Battery is defective: Replace battery 3. Battery cable terminals loose, corroded or poor ‘ground connection: Tighten cable terminals, clean them and battery posts if corroded and apply anti-acid grease. 4, Starting motor terminals or brushes have short ‘circuit to ground: Remove short circuit 5. Brushes do not seat against commutator correctly. They stick in their holders, are worn, broken, oily or dirty: ‘Check brushes, clean or replace them. Clean brush holders if necessary. 1404 Engine 80 Testing And Adjusting6. Ignition switch or solenoid damaged (burned or loose parts) Replace ignition switch or solenoid 7. Excessive voltage drop in cables, damaged cables, loose cabble connections, or terminal connections corroded! ‘Check starting motor cables and their connections. NOTE: For more information on the starting motor, see the respective starting motor service module: Nippondenso Reduction Starting Motors, Form No. ‘SENR3828; or Delco Remy 10-MT Series Starting Motors, Form No, SENB8386. Problem 29: Armature turns, but pinion does not engage flywheel ring gear. Probable Cause: 1. Pinion ove overrunning clutch is detective Replace pinion drive/overrunning clutch. 2. Damaged flywheel ring gear: Replace flywheel ring gear. 3. Damaged or broken shift lever: Replace shift lover. 4. Damaged or broken solenoid: Repiace solenoid. 5. Damaged or broken armature, idler or clutch gear: Replace armature or idler gear or overrunning clutch as needed. NOTE: For more information on the starting motor, see the respective starting motor service module: Nippondenso Reduction Starting Motors, Form No. ‘SENR3826; or Delco Remy 10-MT Series Starting Motors, Form No. SENBE386. Problem 30: With starting motor on, pinion engages ring gear, but engine does not crank. Probable Cause: 1. Low battery: Charge battery. 2. Not enough brush pressure on commutator: ‘Check brush spring tension. Check brushes and ‘lean or replace them, 3. Excessive voltage drop in cabies: ‘Check cables and their connections. 4, Clutch section of pinion drive/overtunning clutch slips: Replace pinion crive/overrunning clutch, NOTE: For mare information on the starting motor, see the respective starting motor service module: ‘Nippondenso Reduction Starting Motors, Form No, ‘SENR3828; or Delco Remy 10:MT Series Starting Motors, Form No. SENBE3B6, Problem 31: Starting motor continues to run after ignition switch has been released. Probable Cause: 1. Detective ignition switch or solencid: Replace ignition switch or solenoid, Problem 32: Pinion does not disengage after engine starts to run. Probable Cause: 1. Solenoid return spring weak or broken: Replace solenoid return spring 2. Shift lever is binding or broken: Find cause of binding, Replace the shift lever it broken. 3. Detective ignition switch: Replace ignition switch. NOTE: For more information on the starting motor, see the respective starting motor service module: Nippondenso Reduction Starting Motors, Form No. ‘SENR3628; or Delco Remy 10-MT Series Starting Motors, Form No. SENB&386, Problem 33: Alternator does not charge. Probable Cause: 1. Loose dive belt for alternator: ‘Adjust the alternator drive belt See Belt Adjustment in Testing And Adjusting. 2. Loose alternator drive pulley Check the pulley for wear. I itis worn, install a ‘new pulley. Tighten the pulley nut to the corect torque shown in Specifications. 3. Charging or ground return circuit or battery Connections are defective Inspect all cables and connections. Clean and tighten all connections. Replace defective parts. 4. Rotor field winding or regulator is defective: Replace the rotor or regulator. 81 Testing And AdjustingNOTE: For more information on the alternator, see the respective alternator service module: Delco Remy 10-Si ‘And CS-121 Series Alternators, Form No. SENBE373; ‘or Bosch K1/N1 Series Alternators, Form No. ‘SENFGE85, Problem 34: Alternator charge rate is low or not regular. Probable Cause: 1. Loose drive belt for alternator: ‘Adjust the alternator drive belt See Belt Adjustment in Testing And Adjusting. 2. Loose alternator drive pulley: (Check the pulley for wear. if itis worn, install a ‘new pulley. Tighten the pulley nut to the correct, torque shown in Specifications. 3. Charging or ground return circuit or battery connections defective: Inspect all cables and connections. Clean and {ighten all connections. Repiace detective parts. Regulator is defective. Replace the regulator. 5. Reaiifior is defective: Replace the rectifier. 6. Brushes are worn or dirty Replace the brushes. NOTE: For more information on the alternator, see the respective alternator service module: Delco Remy 10'S! ‘And CS-121 Series Alternators, Form No, SENB8373; or Bosch K1/N1 Series Alternators, Form No. SENRSERS. Problem 35: Alternator charges too much. Probable Cause: 1. Alternator or regulator has loose connections: Tighten all connections to alternator or regulator. 2. Regulator is detective: Replace the regulator. NOTE: For more information on the alternator, see the respective alternator service module: Delco Remy 10'S! ‘And CS-121 Series alternators, Form No. SENB8373; ‘or Bosch K1/N1 Series Alternators, Form No. SENR3685. Problem 36: Alternator is noisy. Probable Cau: 1. Drive belt for alternator is worn or defective: Install a new drive belt for the alternator. 2. Loose alternator drive pulley Check the pulley for wear. If it is worn, install a ‘new pulley. Tighten the pulley nut to the corect {orque shown in Specifications. 3. Drive belt and drive pulley for alternator are not in alignment: Make an agjustment to put the drive belt and drive pulley in correct alignment, 4. Alternator bearings are worn’ Replace the bearings in the alternator. NOTE: For more information on the alternator, see the respective alternator service module: Delco Remy 10-S| And CS-121 Series Alternators, Form No. SENBE373; ‘or Bosch K1/N1 Series Alternators, Form No. SENR368S. Troubleshooting Problem List: Liquid Petroleum Fuel System 41. Engine wil not start 2. Engine runs, but loses power. 3. No fuel from converter to carburetor. 4. Converter leaks fuel into carburetor with too much primary pressure, 5. Converter leaks fue! into carburetor with normal primary pressure. Converter is freezing during normal operation. = Fuelock is freezing during engine operation. }- No fuel flow to converter. }. Rough idle oF runs too rich (vacuum fuelock models). NOTE: Other problems that have a relation with the ‘engine can be found in the Gasoline Fuel System troubleshooting, 1404 Engine Testing And Adjusting7. Wrong ignition timing: Make agjustment to timing, See ignition Timing Check And Adjustment in Testing And Adjusting 8. Carburetor component parts have wear or have foreign deposit: Make a replacement of the parts if necessary, or clean the part with brush and kerosene. 9. Over flow valve in tank closed (can happen soon after filing a tank which was low on fuel) Close fuel tank valve and open again siowly. 10. Fuel ine between tank and filteiock or fuelock has. damage (pinched) Replace fuel line. 11. Operation of the fuelock or vacuum switch not correct: Make repair or replacement if necessary. 12. Operation of the converter not correct Make repair of replacement if necessary. 13. Quick disconnect coupling, at fuel tank, not fully engaged, ‘Check the coupling, 14, Fuel tank valve not open: Open the valve. 15. Worn or damaged exhaust valves: Replace the exhaust valve. Make a diagnosis of the cause for the damaged valves, Problem 2: Engine runs, but loses power. Probable Cause: 1. Engine backtires: Check for old spark plugs or bad resistors in plugs. Replace if detective Check ignition and power wires for breaks. Replace if detective. (Check ignition timing. Check for leaks in the head gasket, See Ignition Timing Check And Adjustment in Testing And Adjusting, 2. Fuel system has a restriction: Check the system. Clean the system if necessary, 3. Too much heat in the intake air ‘Make sure intake air is being pulled in from outside the engine compartment. 44, Fuel system is in contact with too much heat that causes vaporization (vapor in the fuel system): ‘Check the lift truck for components that are too close to the fuel system. Remove the problem that ‘causes the heat, 5. Dirty fuel filter Clean or replace filter if necessary. 6. Fuel system has some freezing Coolant level too low and check for a restriction in the cooling system, 7. Engine is too hot: ‘Make reference to Problem 25 in Gasoline Fuel ‘System troubleshooting, 8. Fuel air mixture too lean: ‘Make adjustment to carburetor. ‘See Carburetor Adjustments in Testing And Adjusting, Problem 3: No fuel from converter to carburetor. Probable Cause: 41. Dirty fue! filter: ‘Clean or replace the filter i necessary. 2. Converter primary regulator spring is weak or has been removed: Replace the spring. ‘3. Converter secondary valve seat not operating correctly (stuck): Repair the valve seat 44, No carburetor vacuum to the converter and no manifold vacuum to the vacuum switch: Check for vacuum leak between the carburetor and converter or the manitold and vacuum switch. 5. Carburetor adjustment not correct Make ajusiment to carburetor. See Carburetor Adjustments in Testing And Adjusting, 6. Converter primary or secondary diaphragm is worn. ‘Make replacement of parts as necessary. Make replacement of parts as necessary. 7. Converter primary regulator valve not operating correctly (stuck): Repair the valve seat or replace if necessary. 3. Fuel flow restriction in the fuel tine: Check for bad bend, partially closed (pinched) fuel lines. 1404 Engine 83 Testing And Adjusting4, No carburetor vacuum to the converter and no manifold vacuum to the vacuum switch: (Check for vacuum leak between the carburetor ‘and converter or the manifold and vacuum switch 5. Carburetor adjustment not correct ‘Make adjustment to carouretor. ‘See Carburetor Adjustments in Testing And Adjusting. 6. Converter primary or secondary diaphragm is worn. Make replacement of parts as necessary. ‘Make replacement of parts as necessary. 7. Converter primary regulator valve not operating correctly (stuck): Repair the valve seat or replace if necessary. 8. Fuel flow restriction in the fuel line: ‘Check for bad bend, partially closed (pinched) fuel lines. Problem 4: Converter leaks fuel into carburetor with too much primary pressure. Probable Cause: 1. Primary valve seat is dirty or has damage: Clean or replace the valve seat. 2. Primary valve lever has damage or is worn: Replace the valve lever. 3. Pivot pin in primary valve lever is loose: Repair or replace the pin. 4. Secondary valve seat has damage (stuck open) Replace secondary valve seat Problem 5: Converter leaks fuel in carburetor with normal primary pressure. Probable Cause: 1. Secondary valve seat is dirty Clean or replace the valve seat 2. Secondary spring has damage, or is removed: Replace the spring. 3. Primary stays activated, Check the primer spring, Problem 6: Converter is freezing during normal operation. Probable Cause: 1. Low coolant level: Fill radiator. I there is leakage, repair. 2. Coolant lines have restriction: Repair or replace water hoses, lines or fitings if to0 small for adequate water flow. 3. Air in converter: Remove air from the coolant outlet hose. 4. Water pump has a defect or drive belt loose: Check drive belt. Repair or replace water pump. 5. Thermostat has a defect or is removed: Install 2 new thermostat ‘See Cooling System Tests in Testing And Adjusting, 6. Restriction in water passage of converter: Clean out rust or deposits. 7. Secondary regulator diaphragm has damage: Remove and make inspection. 8. Not enough antifreeze in coolant Add antireoze as needed. 9, Internal fuel leak Make inspection, replace the component that leeks if necessary, Problem 7: Fuelock is freezing during engine operation. Probable Cause: ‘Vacuum Fuelock Models: 41. Dirty fue! filter: Make a replacement of the fuel fer 2. Damaged Diaphragm: Make a replacement of the ciaphragm. 3. Fuslock valve outlet opening has a restriction Clean or make replacement to the parts as necessary, ‘4. O-Ring seel under valve operating pin damaged: Make a repiacement of the O-Ring seal. 1404 Engine 1g And AdjustingElectric Fuelock Models: 1. Fuelock valve outlet opening has a restriction: Clean or make replacement of the parts as necessary. Problem 8: No fuel flow to converter. Probable Cause: 1. Carburetor vacuum low to vacuum fuelock or converter: (Check for restriction in vacuum hose. (Check for manifold vacuum to vacuum switch and vacuum switch operation. Check fuel selector valve position (dual fuel only) (Check all wiring and connections. 2. Fuelock diaphragm has damage Make replacement of the diaphragm. 3. Fuelock valve closed (stuck): Replace the fuslock valve. 4, LP fuel tank valve closed: (Open LP fuel tank valve slowly Problem 9: Rough idle or runs too rich (vacuum fuelock models). Probable Cause: 1. Ong seal under valve operating pin, in tuelock LP chamber, damaged and allows LP fuel in vacuum line to carburetor: Make a replacement of the O-Ring seal. Troubleshooting Problem List: Dual Fuel System 41. Engine will not start 2. Engine runs rough and has no power. For problems with the gasoline portion of a Dual Fuel System, see Troubleshooting Problem List: Gasoline Fuel System. For problems with the LP portion of a Dual Fuel System, see Troubleshooting Problem List: Liquid Petroleum Fuel System. Troubleshooting Problems: Dual Fuel System Problem 1: Engine will not start. Probable Cause: 1. Electric fuel pump does not operate: Make 2 replacement of the electric fuel pump, 2. Selector valve switch does not operate: Make @ replacement of the switch on the selector valve. 3. Air leak between gasoline carburetor and LP ccartouretor (runs on gasoline but not LP) Look for bad gasket or gasket positioned wrong between elbow and LP carburetor. 4, Detective fuslock solencicKs} Make a replacement of the solenoid{s}. Problem 2: Engine runs rough and has no power. Probable Cause: 41. Both LP and gasoline fuels supplied to the ‘carburetor at the same time: Check LP fuelock operation. Must close when gasoline selected. Check gasoline fuelock operation. Must close when LP selected, NOTE: When switching from gasoline fuel to LP fuel, the selector switch should be left in the OFF position until the gasoline in the carburetor is used Up and the engine stops. 2. Choke cable is pulled out and choke is closed Push in choke cable. 1404 Engine 85 Testing And AdjustingIgnition System Adhere to the following warnings when performing any tests or adjustments while the engine is running PCIe) Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. A WARNING Exhaust fumes contain carbon monoxide (CO) which can cause personal injury or death. Start and ‘operate the engine in a well ventilated area only. In an enclosed area, vent the exhaust to the outside. Ifthe engine will not start, do the steps for ignition ‘Component Checks. Check the starting and the fuel systems for correct operation. If these systems are correct, use the procedures given in ignition System Test to check the ignition system, Ignition Component Checks wre Distributor Cap Inspection (a) Distributor cap. The procedures that follow are given as a guide. Use these procedures to find possible solutions for ignition problems. Tools Needed {6¥7070_ Digital Multimeter or Equivalent 1. Inspect distributor cap (1). Look for breaks, cracks (r dirt inside and on the oulside. Clean the distributor ‘cap inside and out, Inspection of Distributor Rotor (2)Distrbutor rotor. NOTE: Current models do not have a resistor in the rotor and do not need to be checked for resistance 2. Inspect rotor (2) for breaks and cracks. Check the resistance of the rotor, with a Digital Multimeter. Check the rotor blade ‘and the spring for tension, Check the rotor fit on the distributor shaft. Replace the rotor if the tension of its spring or its fit on the distributor shaft is too loose. For the correct resistance value of rotor, see Distributer in Specifications. ‘Spark Plug Wires Inspection 3. Inspect the spark plug wires and the ignition coil wire for wear, burnt and high voltage leaks. Check the resistance of the spark plug wires, with a Digital Multimeter. For the correct resistance value, see Spark Plug And Spark Plug Wires in Specifications, 1404 Engine 86 Testing And AdjustingNOTE: The 409176 Electrical System Analyzer can be used on the ohmmeter scale for the spark plug resistance test (Spark plus, 4. During installation of the spark plug wires, make sure the wire terminals make good connections in the distributor cap and on the spark plugs, Inspect spark plug (3) insulator for cracks. Clean the spark plug of any all or dirt before installation. Spark Plug Gap Check - aA 1. Clean the engine block in the area around the spark plugs. Engine Block Spark Plug 2. Remove the spark plugs from the engine. © For spark plugs (gasoline) 8. Clean any deposits of carbon from inside of the spark plugs, Make a replacement of the spark plug if too much carbon, or burnt electrode is present NOTE: Do not use a spark plug that has a defect rN Spark Plug Gap Check 4. Check the spark plug gap. The correct gap for the spark plug are: 0:89+0.05 mm (035 002 in). For spark plugs (C and D series LP) (0.89 + 0.05 mm (.035 + 002i). For spark piugs (E series LP and Duel Fuel) (0.64 0.05 mm (.025 + 002in), Make an adjustment to the gap as necessary. 5. Install the spark plug and tighten it to a torque of 36 £5 Nem 26 = 4 Ib th) 1404 Engine Testing And AdjustingBreakerless Ignition System Test ‘T30B-T60B; T30C-TCBOC; V30C-V50C; T40D SA- ‘TCS0D SA; V40D SA-VC6OD SA Models VOLTMETER TEST Position Sensor between 2 Teeth Tum Ignition Switch "On eenaense™ z ee © [ee | = | aE Bee LE xen Tse Hoe ce _ = eae eons Jgnition System Test ‘Toots Needed {BV7070 Digital Muttmeter or Equivalent 7 insulated Piers 1 Feeler Gauge 1 When the engine coes not start and the ionition system is suspected as the cause, perform the folowing steps in Sequence. 1. Check the battery voltage with the multimeter. Put the multimeter (+) probe on the (+) battery terminal and the (-) probe on the (-) battery terminal Measure and record (V-1). ‘if (V-1) is 12 to 13 volts, the battery is good. Do Step 2 ‘If (V-1) is less than 12 volts, the battery is low. Charge the battery, 2. Check the ignition col Py When the ignition system is checked for sparks, hold the ignition wire with special insulated pliers. Electrical shocks can be the result if the ignition wires are held with bare hands. Remove the ignition coil wire from the center of the distributor cap. Hold the wire with special insulated pliers so that the end of the wire is approximately 12.5, mm (.50 in) away from the engine block. Turn the engine with the starting motor. +f a spark is present, the ignition coil is good. Check for defects of the distrioutor cap, rotor, spark plugs and spark plug wires, 1404 Engine Ey Testing And AdjustingSee Ignition Component Checks in the Testing And Adjusting, ‘If no spark is present, there is a fault. Do Step 3. 3. Prepare for a sensor gap check 7 MOL} Personal injury could result if the engine should start while this procedure is done. Do not turn the ith the starting motor. Turn the ignition switch OFF and disconnect the battery and turn the crankshaft or flywhee! by hand. ‘Sensor Gap Check (1) Sensor Remove the distributor cap, rotor and dust shield, Turn the flywheel or crankshait pulley until an alignment is made with one trigger wheel lobe and with the center of sensor (1) 4. Check and adjust the air gap between sensor (1) and the trigger whee! lobe with a feeler gauge. The air gap must be 0.20 mm (008 in). 5. Repeat Step 2 ‘*1f spark is present, the sensor is good. Ifthe ignition system is stl suspected of being faulty; check for defects of the distributor cap, rotor, spark plugs and spark plug wires, See Ignition Component Checks in the Testing And Adjusting, ‘1! there is stil no spark, there is a fault. Do Step 6. Ignition System Check (1) Sensor. (2) Trigger whee lobes. 6. Remove the distributor cap, rotor and dust shield. Make alignment of two of trigger whee! lobes (2) between the center of senso” (1). 7. Put the multimeter (+) probe on the (+) terminal of the ignition coil and the (—-) probe on a good ground. Turn the ignition switch ON. Measure (V-2) ‘If (V-2) shows between .5 and 1 volts lower than Step 1, the ignition col is good. Do Step 9 #1 (V-2) shows low voltage, there is a fault. Do Step 8. 8. Put the multimeter (+) probe on the (+) terminal of the battery and the (~) probe on the (+) terminal of the ignition coll. Turn the ignition swatch ON, Measure (V4). ‘if (V-4) shows 1 volt or less, (V-4) voltage is good. Do Step 8 ‘If (V-4) shows more than 1 volt, there is a fault. Check for a bad connection at one of the locations that follow: (+) Battery cable. Starting motor solenoid, Connectors. Ammeter or amp light. Ignition switch, 9. Put the multimeter (+) probe on the (-) terminal ot the ignition coil and the (—) probe on a good ground. Turn the ignition switch ON, Measure (V-3). If (V3) shows 4 to 8 volts, (V3) voltage is good. Do Step 10, 1404 Engine Testing And Adjusting‘1 (V3) shows lass than 4 volts, there is @ fait. Do the procedure that follows: Remove the wire from the (—) terminal of the igntion col. Turn the ignition switch ON, Measure v3) * If (V3) shows less than 4 volts, the igiton col is faulty, Replace the ignition col ‘ef (V-3) shows 12 to 13 volts, the distributor electronics are faulty. Repiace the electronic Greuits inthe cstributor boc, (V'3) shows more than 8 volts, there is a faut, Do the procedure that follows: Connect a wie from the distributor body to the battery (~) post. Turn the ignition switch ON Measure (V3) +I (V-3) shows 4 to 8 volts, the negative cicutt is. faulty. Repair the negative circuit between the distributor and the battery ‘#IF(V-3) shows more than 8 volts, the distributor electronics are faulty. Replace the electronic, ireuts in the distributor body 10. Put the blade of a screwdriver in front of sensor (1) face. Leave the multimeter probes connected as in Step 9. Turn the ignition switch ON. Measure (V3). ‘If (V3) shows 12 to 13 volts, the ignition coil is faulty Replace the ignition coil ‘If (V-3) shows less than 12 volts, the distributor ‘electronics are faulty. Replace the electronic circuits in the distributor body. c Engine rpm Check foals Needed COTTE Electrical System Analyzer NOTE: When testing distributorless ignition systems with an inductive pick-up, rpm reading must be divided by two. 41. Turn analyzer power switch "On" 2. Turn the analyzer selector switch to the "Lo" for low idle rpm, to "HY" for high idle cpm, 3. Clip inductive pick-up onto any spark plug wire with the arrow pointing to the spark plug. 4. Start the engine and check low or high idle speed. Sensor Gap Adjustment ‘Sensor Gap Measurement (1) Sensor ‘Measure the sensor gap with a feeler gauge. It must be 0.20 mm (.008 in) I the sensor gap is not correct, do the steps that follow to adjust it. Personal injury could result if the engine should start while this procedure is done. Do not turn the engine with the starting motor. Turn the ignition switch OFF, disconnect the battery and turn the crankshaft or flywheel by hand. 1. Turn the crankshaft pulley or flywheel until @ lobe of the trigger wheel is on the high point, opposite the center of sensor (1), Loosen the screw that holds the sensor (1). 3. Make an adjustment to sensor (1) until a 0.20 mm (.008 in) gap is between the trigger whee! lobe and sensor (1). 4, Tighten the screw that holds the sensor. Check the adjustment again. 1404 Engine 90 Testing And AdjustingIgnition Timing Check And Adjustment Ignition Vacuum Advance Components (T308-T608; TSOC- “ToB0C; V30C-V50C Shawn) (1) Vacuum advance valve. 2) Vacuum advance hose Tools Needed '3P8584 Timing Ught NOTE: Ignition timing is one of the most important and one of the most neglected (normally not done) ‘settings on the lift truck. Timing can be done rapidly and with accuracy with the use of a 56584 Timing Light 1, Remove vacuum hose (2) from distributor vacuum advance valve (1). Put a plug in the vacuum hose. '5P8584 Timing Light Group Connection (T308-760B; T30C: ‘TCB0C, V30C-V5OC Shown) (4) 5P6584 Timing Light (8} Clamp. () ed wire (positive) (6)Black wire (negative 2, Put wire clamp (3), from 5P6784 Timing Light (A), fon the No. 1 cylinder spark plug wire 1404 Engine 3. Connect red (positive) wire (4) ofthe timing light to the positive terminal (+) of the battery. 4. Connect black (negative) wite (6) ofthe ting light to the negative terminel(-) ofthe bettery NOTE: There are two diferent Step 5 procedures. Perform the Step 5 which pertains fo the model being tested, 5a, TS0B-T60B; T30C-TCBOC; V30C-VS0C Models: Flywmeet Timing Marks Location Remove the rear engine lifting eye bracket and cover Plate to see the tlywnee timing marks, Put white chalk ‘marks on the timing marks on the flywheel. This wil make the flywheel timing marks more easily seen 5b. T40D SA-TOGOD SA; V40D SA-VCBOD SA Models: Testing And Adjustingcosr7tP1 Timing Prat in Stored Position (© Tiring Pate cosrraet Timing Pate Rotated 180° (6) Timing pate Remove timing plate (6) from the converter housing. The flywheel shoulder has a single timing mark on it. Put a white chalk mark on it, soit can be seen more easily Rotate timing plate (6) 180° and mount it on the converter housing again, using the other mounting holes on plate (6). When plate (6) is mounted, the timing marks should be close to the flywheel as shown, 6. Start the engine. 7. Adjust the low idle speed to 600 rpm. ‘See Engine RPM Check in Testing And Adjusting. 8. Put the timing light in position over the stationary timing mark(s). 9. As the timing light “lashes” (goes ON and OFF), look at the alignment of the stationary timing ‘mark(s) with the flywheel timing mark(s) 10. The correct ignition timing for all models is as follows: Gasoline engines @ 600 rpm erste LP Fuel engines @ 600 1pm 14°BTC Dual Fuel engines @ 600 0M no nnnsnnes 6° BTC NOTICE For B.C and D model trucks, be sure to check and set, Dual Fu! ignition timing on gasoline fuel. Dual fuel engines timing must be 6° before top center (BTC). If the engine is to be run on LP fuel for a long period of time, the timing can be adjusted to 14° BTC for better performance. When the fuel is changed back to gaso- line, the timing must be 6° BTC. If the timing is at 14° BTC on gasoline fuel for a long period of time, the pistons will be damaged. For E model trucks, the timingis switched automatical- ly by the Distributerless Ignition Systems electronic ‘module and needs no adjustment. oeresr1 (Dstributor (Earl Ignition Wires Shown) (7) Clamp bot 11. Make adjustments to the ignition timing as follows: 1. Loosen distributor clamp bolt (7) b. To make an increase (advance) tothe ignition timing, turn the distributor clockwise a small amount, To make a decrease (retard) tothe ignition timing, turn the distributor counterclockwise a small amount. €c. When the timing is correct, tighten clamp bolt (7) to hold the distributor position in place. Again, check the ignition timing with the timing lignt. 1404 Engine Testing And Adjusting12, increase the engine speed to 2200 rpm and observe the change in the timing. I the timing does not change (advance) the correct amount, the operation of the mechanical advance system is not cortect in the distributor 1. The correct advance for the gasoline and dual fuel engines is 24° BTC. NOTE: If the ignition timing has been set at 14° BTC for LP fuel of the dual fuel engines, the timing advance will be 32° BTC. . The correct advance for the LP fuel engine is 32° BTC. 13, When the correct timing adjustment is completed, connect the vacuum advance hose to the distributor vacuum advance valve. Adjust the low ‘dle speed again if necessary. Distributorless Ignition System Tests Tools Needed (GV7070_ Digital Maltinetr or Equivalent 7 8V7070 Digital Mitimeter Refer to Special Instruction SEHS7734 for use of the 6V7070 Digital Multimeter. 1404 Engine 93 Testing And Adjustingee c4g048P1 Distributors lgnition System schematic {1} Col. 2) Sensor.) Interrupte disc 2) Electronic module (5) Connector. (6) Connector. (7)Resistor sending unit Electronic Module Tests 2. With the coll connected and power to the module, {and without cranking the engine, verify that there is 4. Check for ground continuity between Black wire (oin 4200 volts on the Brown and Red wires, G) and the chassis, 8. To verify that the coll will produce sparks, 2. Check for ground continuity between the battory disconnect the plug vires from 1 and 4 and replace negative terminal and the block them with spark plugs that are grounded tothe top of the engine. While power is apolied tothe col, 3. Check for a 12 volt power supply tothe moduie at insert a pin into the back side ofthe connector, the Red wire (pin J). making contact with the Brown wire (cylinder 1'and 4), Scratch the wire on a good grounded surface of the engine block, 3k for sparks at the pl Coil Tests the engine block, and check for sparks at the plugs. J. Re ‘ wire (cylin én Groond flethod 4, Repeat step 3 for the Red wire (cylinders 2 and 3) Ifthe coi 4, the coi 1. Check for a 12 volt power supply tothe coll at the 5: Hthe colle sali stip’ 4 ectace the oo module Blue wire (pin H) and at module Blue wire (on C) 1404 Engine 94 Testing And AdjustingContinuity Light Method 1 Disconnect call, connect a 12 volt continuity light ‘between the Blue wire (12 volt) and the Red wire in the harness, . Crank the engine, the light should flash once per engine revolution. This will indicate a pulse is being provided to the coil - Repeat step 1 and 2 for the Blue wire and the Brown wire Coil Resistance Method 1. Connect a 67070 Digital Multimeter to the Blue wire and the Red wire. Resistance should be approximately 0.5 ohms. Repeat step 1 with the Blue wire and the Brown wire. Resistance should be approximately 0.5 ohms. . Connect a 6V7070 Digital Multimeter to the Brown wire and the Red wire. Resistance should be approximately 1 ohm, NOTE: Move connector and tap wires during tests to Getermine if any wites are loose or broken. Broken wires will cause backfiring. Sensor Tests 1 Check to insure the sensor is connected to the ‘module. Turn ON supply power to the module. Connect 2 67070 Digital Multimeter to the Red wire and the Black wire (ground). The power at the ‘sensor should be 5.0 volts. 3, Disconnect the sensor from the module, Turn ON the supply power. 4, Connect a 6V7070 Digital Multimeter to the Red wire and the Black wire (ground). The meter reading should be 5.0 volts. 5. Connect a 6V7070 Digital Multimeter to the Green wire and the Blue wite. The meter reading should be 50 volts NOTE: The reading in step § may be slightly less than the reading in step 4 PUL Disconnect the 3 pin connector from the coil before Performing the following steps in the test. Acciden- tal starting of the engine could result in personal injury. 6. If the above tests were correct, reconnect the sensor, 7. Tum the power ON, rotate the engine by hand in the direction of rotation. 8. Connect a 6V7070 Digital Multimeter to the Green wire. The meter reading should vary between ground and 5.0 volts twice per engine revolution, The change from low to high reading will be at 6° Before Top Center (BTC). © Connect 2 6V7070 Digital Multimeter to the Blue wire. Normal condition for the Blue wire is to Ground. The meter reading should go to 5.0 volts ‘once per engine revolution. The high reading will be for a 20° duration 10. If the readings do not change on the Blue and Green wires when the engine is rotated, replace the sensor. 1404 Engine 95 Testing And AdjustingGovernor Adjustments Mechanical Governor ‘T308-T60B; T30C-TC8OC; V30C-V50C Models arsrassPt 7 Mecherical Governor And Cable Accelerator Linkage (1) Stop bot. (2) Accelerator pedal. () Accelerator cable. (8) Carburetor lever. (5) Fad assembly. (6) Governor lever. (7) Clam. (8) Clamp. NOTE: The mechanical governor adjustments that follow, apply to machines with cable accelerator linkage or mechanical accelerator linkage Governor Linkage Adjustment 11. With the engine not running, remove rod assembly 6) from the carburetor lever 2. Move carburetor lever (4) and governor lever (6) to the full open position (toward the radiator). 3. Make adjustments to rod assembly (5) lenath to fit Con the carburetor lever, with carburetor lever (4) and governor lever (6) in the full open position 4, Remove the end of rod assembly (6) at the ‘carburetor lever and tum it out (counterclockwise) ‘one complete turn. 5. Connect the rod assembly end to the carburetor lever. Tighten the jar nut to hold this adjustment 6. Start the engine and run at high idle, take note of the carburetor lever, for a moment it will almost make contact with the carburetor throttle stop. 1404 Engine 96 Testing And AdjustingHigh Idle Speed Adjustment Governor Assembly (Right Hand View) (9) Governor spring. 10) High ie screw. (11) Wire seal (12) Governor speed lever. (8) Governor spring hole. (8) Governor spring note. Do the procedure that follows to adjust the high idle speed, ‘Toots Needed “408176 Electrical System Analyzer 7 NOTE: Governor spring (8) should be connected to hole (A) i the governor lever has two holes. Hole (6) should not be used. Current models only have one hole. Also, make sure the accelerator pedal and linkage have free movement and do nat limit the movement of ‘governor speed lever (12) See Accelerator Linkage Adjustment. 1. Connect the 409176 Electrical System Analyzer as shown in Engine RPM Check in the Testing And Adjusting. 2. Do the steps in Governor Linkage Adjustment 3. Start the engine and check the high idle rpm. The ‘analyzer indication should be 2360 to 2400 rpm. If the high idle needs to be adjusted, do steps 4 thru 7. 4. Remove wire (11) and the seal 5. Loosen the jam nut on high idle screw (10). Adjust the high idle screw to increase or decrease the engine high idle rpm. Adjust high idle screw (10) to get 2350 to 2400 rpm. NOTICE High idle should not be adjusted at any location other than at screw (10). 6. Governor speed lever (12) should make contact with high idle screw (10) with the engine running 7. Install new wire (11) and the seal Velocity Governor High idle Speed Adjustment - Hoof Governor ‘40D SA-TCBOD SA; V40D SA-VCEOD SA Early Models 9675001 Hoot Governor ()Serew. Tools Needed 408176 Electrical System Analyzer i {396252 ATV Siloone Sealant 4. Connect the 4C9176 Electrical System Analyzer as shown in Engine RPM Check in the Testing And Adjusting. 2. Run the engine until itis at normal temperature of operation, 1404 Engine 7 Testing And Adjusting'3. Run the engine at high idle speed. Take note of the rpm indication on the analyzer. 4. The correct high idle is 2500 = 100 rpm. 5. I the high ide is not correct, do the procedure that follows: a. Remove the silicone material from adjustment screw (). . Turn screw (1) clockwise to increase the rpm or counterclockwise to decrease the rpm, . Put some 386252 RTV Silicone Sealant on screw a High Idle Speed Adjustment - Aisan Governor ‘T40D SA-TC6OD SA; V40D SA-VCBOD SA Later Models & T40E-TC60E; V40E-VO60E Aisan Velocity Governor (3) Agustment wheel (2) Serew. Tools Needed “409176 Electrical Sysiem Analyzer 7 4. Connect the 409176 Electrical System Analyzer as shown in Engine RPM Check in the Testing And Adjusting. 2. Run the engine unti it is at normal temperature of operation, 3. Run the engine at high idle speed. Take note of the rpm indication on the analyzer. 4, The correct high idle is 2500 +t 100 rpm. 5. If the high idle is not correct, do the procedure that follows: ‘a. Hold center screw (2) from turning. Turn wheel (1) to change the high id’e speed. . Clockwise rotation of wheel (1) increases engine speed. Counterciockwise rotation of wheel (1) decreases engine speed. 6. I surge occurs, the center screw (2) can be turned in up to two turns, Repeat step 5. NOTE: Turning center screw (2) changes the number of active spring coils, The minimum number of spring coils which can be active is six. 1404 Engine Testing And AdjustingAccelerator Linkage Adjustment Cable Linkage T30B-T60B; T30C-TC60G; V30C-V50C Models averaeiPh 1 i ‘Mechanical Governor And Cable Acosierater Linkage (1) Stop boit. (2) Accelerator pedal. (3) Accelerator eable. (6) Carburetor lever. (6) Rod assembly. 6) Governor lever. (7) Clamp. (8) Clamp. 1. With the engine OFF, loosen the locknut and turn stop bolt (1) in (clockwise) unti it makes contact with the floor plate, 2. Slowly push down on accelerator pedal (2) until {governor speed lever (12) makes contact with high idle screw (10), 3. tf accelerator cable (3) will not let governor speed lever (12) make contact with the high idle sorew, do the procedure that follows: 1. Loosen the screws that hold clamps (7) and (8) . Push the accelerator pedal farther down until governor speed lever (12) makes contact with high idle screw (10), . Tighten the screws on clamps (7) and (8) 1404 Engine 99 Testing And AdjustingAccelerator Cable Support (18) Cable support NOTE: If more adjustment is needed to move the accelerator control cable, with the screws loose, move the position of clamp (7) in the groove of its support (13). 4. While the pedal is in the down position, and the ‘governor speed lever is against the high idle screw, turn the stop bolt out (counterclockwise) until itis against the accelerator pedal. Then turn stop bolt (1) in (Clockwise) one half turn. Tighten the locknut to hold this adjustment, NOTICE The accelerator linkage should not be adjusted so tight against the high idle screw that the cable becomes bent or twisted. Adjust the cable so that governor speed lever (12) just makes contact with high idle sorew (10), 1404 E engine 100 Testing And AdjustingMechanical Linkage ‘T30C-TCBOC Models 1 2 « 904761 % ” ‘Accelerator Mechanical Likage (T30C-TCB0C Models) (1) Stop Bot. (2) Accelerator pedal (14) Accelerator rod. (1) Accelerator ro. (16) Bal join assembly. (17) Locknut. 2. Siowly push down on accelerator pedal (2) unt ‘governor speed lever (12) makes contact with high idle screw (10), 3, If accelerator rods (14) and (15) will not let governor speed lever (12) make contact with the high idle screw, do the procedure that follows: ‘a. Disconnect accelerator rods (14) and (16) and loosen locknuts (17), 'b. Adjust ball joint assemblies go that accelerator rods (14) and (15) will allow governor speed lever (12) to make contact with the high idle screw. . Tighten locknuts (17) to hold this adjustment scouse2 Governor Assembly (Right Hand View) (40) High ie screw. (12) Governor speed lover. ‘1. With the engine OFF, loosen the locknut and turn ‘bolt (1) in (clockwise) until it makes contact with the floor plate. 1404 Engine 101 Testing And AdjustingAcoelrater Pedal (1) Stop bot 4, While the pedal isin the down position and the governor speed lever is against the high idle screw, turn stop bolt (1) out (counterclockwise) unti itis against the accelerator pedal. Turn stop bolt 1) in (Clockwise) one-half turn. Tighten the locknut to hold this adjustment, NOTICE ‘The accelerator rods should not be adjusted so tight against the high idle screw that the accelerator rods, become bent or twisted. Adjust rods (14) and (15) so that governor speed lever (12) just makes contact with high idle screw (10). 1404 Engine 102 Testing And AdjustingV30C-V50C Models ‘Accelerator Mechanical Lirkage (V80C-VS0C Models) (1) Stop bott. (2) Accelerator pedal. (14) Rod. (15) Rod. 18) Lever assembly. 19} Bracket. (20) Spring, (21) Prot assembly.) 85.0: 1.5 mm. (35 = 06 in, 1. With the engine OFF, adjust rod (15) so that when pedal (2) is up and lever assembly (18) 's against ts stop, the lower governor arm is at idle position with 10 load on the governor arm. Adjust pedal stop bolt (1) so that when the pedal is in the down position, the governor arm is against its maximum rpm stop with no load on the governor arm. 3. Now, turn bolt (1) down an additional two turns and tighten the nut to hold the adjustment 4, Make sure pivot assembly does not contact anything before pedal (2) contacts stop bolt (1). '5. With the pedal in the up position, adjust spring (20) Until it's installed length is (X) 85.0 1.5 mm (3.35 06 in), 6. Adjust bracket (19) 50 the linkage can move freely, it necessary. 103 Testing And Adjusting‘T40D SA-TCSOD SA; V40D SA-VC6OD SA Models: 3 ae7s0rs ‘Accelerator Control Linkage (1) Accetrator pedal lever. (2) rkage rod. @) Aovelerator pedal stop batt. (4) Clevs. (6) Stop. (6) Lever assembly, (7) Carburetor ro, 3. Put the pedal against stop bolt (3). Put rod (2) in the {ull throttle position. ‘4. Adjust clevis (4) on rod (2) until it can be connected to pedal lever (1). Then, turn clevis (4) on to rod (2) fone complete tur, to insure full throttle. Tighten the locknut, 5. Connect the clevis to the pedal lever NOTE: If lever assembly (6) contacts stop (5) during {ull throttle, lengthen rod (2) and repeat Steps 3.5, 6, Release the accelerator pedal and make sure the ‘Acclerator Stop Bolt carburetor returns to the low idle stop. if not, adjust (3) Acelerator pedal lever. (3) Acoeertor peda top batt. 10d (7) as needed and repeat Steps 35, Use the procedure that follows to adjust the accelerator linkage. 4. With the engine OFF, disconnect clevis (4) from accelerator pedal lever (1). 2. Adjust stop bolt (3) so that when the accelerator pedal is depressed for ful throttle, bolt (3) stops lever (1) just before it contacts the floor plate Tighten the locknut 1404 Engine 104 Testing And AdjustingC TADE-TC6OE; V40E-VO60E cesoures ‘Acooerator Contral Linkage (1) Accelerator pedal lever. (2) Lirkage rod. (@) Accelerator pedal stop bolt () Cevs. (5) Stop (6) Lever assembly. (7) Carburetor ro. Accelerator Stop Bolt (Typical Exam) (1) Accelerator pedal lever. (3) Accelerator pedal stop bolt. Use the procedure that foliows to adjust the accelerator linkage. 41. With the engine OFF, disconnect clevis (4) from accelerator pedal lever (1), 2. Adjust stop bolt (3) so that when the accelerator pedal is depressed for full throttle, bolt () stops lever (1) just before it contacts the floor plate. Tighten the locknut 3. Put the pedal against stop bolt (3). Put rod (2) in the: full throttle position 4. Adjust clevis (4) on rod (2) until it can be connected to pedal lever (1). Then, turn clevis (4) on to rod (2) ‘one complete tum, to insure full throttle. Tighten the locknut 5. Connect the clevis to the pedal lever. NOTE: If lever assembly (6) contacts stop (6) during full throtle, lengthen rod (2) and repeat Steps 35, 6. Release the accelerator pedal and make sure the ‘carburetor returns to the low idle stop. i not, adjust rod (7) as needed and repeat Steps 35. 105 Testing And AdjustingGasoline Fuel System ‘Adhere to the following warnings when performing any tests or adjustments while the engine is running Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. Exhaust fumes contain carbon monoxide (CO) which can cause personal injury or death. Start and ‘operate the engine in a well ventilated area only. In an enclosed area, vent the exhaust to the outside. Carburetor Adjustments In the following procedures use the illustration which represents the carburetor in question ‘Throttle Linkage Adjustment Throttle Adjustment (Holley Carbureton) (1) Fast ide serew. (2) Fast ide cam (2) Theol pate stop screw. (a) Throttle lever 7503 Throttle Adjustment (Facet Carburetor) (1) Fast ite screw. (2) Fast ile cam. (3) Theotle plate stop screw (a) Twotte lever 1. Turn the ignition switch to the OFF position 2. Push the choke cable completely in, 3. Hold fast idle cam (2) and throttle lever (4) in the fully clockwise position (choke is wide open). 4. Adjust fast idle screw (1) until the head of the screw does not contact fast idle cam (2) 5. Adjust throttle plate stop screw (3) until the screw does not contact throttle lever (4). The throttle plate is now fully closed. 8. Recheck Step 4 to make sure the head of screw (1) sil does not contact fast idle cam (2) 7. Turn throttle piate stop screw (3) clockwise (in) until it contacts throte lever (4). The throttle plate is stil fully closed. 8. Tum throttle plate stop screw (3) clockwise (in) an ‘additional one fourth turn. The throtte piate will not close completely. 1404 Engine Testing And AdjustingLow Idle Speed Adjustment Holley And Facet Carburetors Tools Needed 08176 _ Electrical System Analyzer fl Aisan Carburator iS 4 e casos Low le Speed Adjustment (Asan Carburetor) (6) Low ide sew. (7) Throtle linkage lever. 41. Connect the 409176 Electrical System Analyzer to the engine. ‘See Engine RPM Check in the Testing And Adjusting 2. Start the engine and put pressure on the accelerator pedal to activate low idle circuit. 3. Remove the pressure on the accelerator pedal and look at the engine low idle speed on the analyzer. 4. The correct low idle speed must be ‘T30B-T60B; T30C-TOBIC; Va0C-VS0C Models 600 + 50 1pm. T40D SA-TCE0D SA; V40D SA-VCEOD SA; T40E- ‘TCBOE; VA0E-VCEOE 800 + 50 rpm. 5. I the low idle speed is not correct adjust low idle screw (6) against throttle linkage lever (7) to get the correct low idle speed. assert Low le Speed Adjustment (Holey Carburetor) (8) Torte position solenoid low ale screw). (6) Nut. (7) Throttle Irkage lever. Low ide Speed Adjustment Facet Carburetor) (6) Trotte position solenekd (ow sce serew) (6) Nut. (7) Throttle linkage lever. 1. Connect the 409176 Electrical System Analyzer to the engine See Engine RPM Check in the Testing And Adjusting, 2, Start the engine and put pressure on the accelerator pedal to activate solenoid (5) 1404 Engine Testing And Adjusting3. Remove the pressure on the accelerator pedal and look at the engine low idle speed on the analyzer. 4, The correct low idle speed must be: ‘T20B-T60B; T30C-TC6OC; V30C-VS0C MOdAIS ssn exes 800-60 Fp, ‘TAOD SA-TCEOD SA; V40D SA-VCEOD SA; T40E- TCBOE; V40E-VCB0E ‘800 + 60 rpm. 5. If the low idle speed is not correct, loosen nut (6) ‘and adjust solenoid (5) against throttle linkage lever (7)to get the correct low idle speed. 6. Tighten nut (6) to 45 +: 7 Nem (35 :t 5 Ib ft) to hold this adjustment C Idle Mixture Adjustment cesar Ie Mixture Adjustment (Aisan Carburetor) {@)lole moxture serew. asceraet Inle Mixture Adjustment (Holley Carburetor) @ldle moure screw Idle Mocture adjustment (Facet Carburetor) (@)icie mixture screw. — ‘Toots Needed 1. Connect the 409176 Electrical System analyzer to the engine See Engine RPM Check in the Testing And Adjusting, 1404 Engine 108 Testing And Adjusting2. Turn idle mixture screw (8) clockwise (in) until itis positioned in its seat. Then tum idle mixture screw ‘counterclockwise (out) one and one-half to one and. three-fourths turns. NOTICE Do not force screw (8) nto its seat. The seat or screw could be damaged. 3. Start the engine and adjust screw (8) to get ‘maximum engine rpm. 4. Then turn screw (8) counterclockwise (out) one: fourth of a turn. 5. Check and adjust the low ile speed. See Low ile Speed Adjustment in the Testing And. Adjusting, Fast Idle Linkage Adjustment assi7703 4 5 Fast Idle Linkage Adjustment (Holey Carburetor) (Ci) Fast de sore, (2) Fast sie cam. (4) Thotle lover. (6) Thettle position solenod. (x) 0.60 0:90 mm (031 2.012 in) Clearance, 0750 5 Fast dle Linkage Adjustment (Facet Carburetoe) (1) Fast die serew. (2) Fast ole cam. (4 Trott lever. (5) Thotte postion solenoia (x) 0.80 0.30 mm (031 + .012 in) clearance. NOTE: This procedure is not to be used to set the high idle speed. 1404 Engine 109 Testing And AdjustingSee Governor Adjustments in the Testing And 3. Measure the distance from the gasket surface to the Adjusting fuel level 1. Turn the ignition switch to the ON position and put 4, The distance must be (X) 25.4 mm (1.00 in). pressure on the accelerator only 10 activate solenoid 6) 5. ifthe distance is not correct, bend float tang (3) Until the measurement is correct. 2. With the idle speed and idle mixture adiusted correctly, turn throttle lever (4) against the stem of 6. install the gasket and carburetor top (1). Install and solenoid (6) (fully clockwise). tighten the screws to 3.4 Nem (30 Ib in). 3. Hold fast idle cam (2) in the clockwise direction and adjust fast idle screw (1) until clearance (X) of 0.80 NOTICE + 0.30 mm (.031 + 012 in) is reached. Use a feeler Make sure accelerator pump cup goes into its bore and gauge between the head of fast idle screw (1) and does not stay on top of the bore and turn inside out, fast idle cam (2) — Float Height Adjustment - Holley Carburetor ‘On Machine (Wet) peaeusrs 4 ‘Wet Float Height Adustment (1) Carburetor top. 2) Float. (8) Float tang, (4) Main body. (X) Float height 1. Start the lift truck and run it for a minimum of 30, ‘seconds. Turn the truck off. Keep fuel away from the exhaust manifold and away from sparks that could cause a fire. 2. Remove carburetor top (1) and the gasket. 1404 Engine 110 Testing And AdjustingOff Machine (Dry) avesner2 5 Dry Flea Height Aajustment (1) Carburetor top, 2) Float. (8) Float tang (4) Main body.) Float toe. Carburetor (Pump discharge weight. (7) Pump discharge valve. 1. Remove carburetor top (1) and the gasket NOTICE Remove pump discharge weight (6) and pump dis ‘charge valve (7) before the main body is turned over or they could fall out of the main body and be damaged. 2. Turn main body (4) over unti float (2) is on the bottom side and hold the hinge of float (2) Fat Adjustment (6) Flot toe. (8) Straight edge 3. Put straight edge (8) across the gasket surface of ‘main body (4). 4, Float toe (6) should just come in contact with straight edge (8) 5. If fioat toe (5) does not come in contact with the straight edge or if itis extended beyond the straight, ‘edge, bend float tang (3) unti float toe (6) isin the correct position 6. Turn carburetor back over and install pump discharge valve (7) and weight (6). NOTICE Make sure accelerator pump cup goes into its bore and doesn't stay on top of the bore and turn inside out. 7. Install gasket, carburetor top (1) and screws, Tighten the screws to 3.4 Nem (30 tb in). 1404 Engine Testing And AdjustingFloat Height Adjustment - Facet Carburetor iss A e766! Distance (Y) is 1.89 mm (0625 in) ‘Adjust tab (1) to get distance (Y) between float toe and gasket surface of carburetor with fuel valve seated Carouretor must be positioned upside down during adjustment, Fuel Pump Fuel Flow System Test It the engine is dificult to start, possibly the problem is {uel flow to the carburetor. Check the fue! level in the fuel tank first, then check the fuel ines for bends, leaks and loose connections, Make an inspection, and if necessary a replacement of fue! filter. If these possible problems seem to be in good working order, test the fuel pump as follows: When any type of service work is to be done on the fuel system, move the truck to a safe and clean work area. Be sure there is no active smoking mate- rialsin the area. Do not let gas get on a hot engine or electrical components. 41. Disconnect the fuel line from the carburetor and put a small container under the line opening. 2. Turn the engine with the starting motor 3 to 4 crankshaft revolutions, 3. Thee must be full fuel flow into the container. 4. If there fs not full fuel flow look for a restricted fue! line or replace the fuel pump. Fuel Pump Pressure Test Fuel Pump Pressure Test (1) Fuel pump. (2) Fuel pump tne 1. To test fue! pump (1) pressure, put a pressure gauge between fue ine (2) and fuel pump (1). Line (2) g0es to the carburetor. 2. Start and run the engine for 10 seconds. The Correct fuel pressure is 31 to 50 kPa (4.5 to 7 psi. 3. If the fuel pressure is not correct, replace the fue! pump. 1404 Engine Testing And Adjustingiquid Petroleum Fuel System ‘Adhere to the following warnings when performing any tests or adjustments while the engine is running: Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. Exhaust fumes contain carbon monoxide (CO) which can cause personal injury or death. Start and operate the engine in a well ventilated area only. In an enclosed area, vent the exhaust to the outside. NOTE: The governor and accelerator linkage adjustments forthe LP Fuel System are the seme as those forthe Gasoline Fuel System. For Governor anc Accelerator Linkage Acjusments, see Gasoline Fuel System in the Testing And Adjusting Carburetor Adjustments Low Idle Speed Adjustment a ' | Low late Speed Agjustment (Type) (dle speed screw. Tools Needed GR176 _ Elcirical System Analyzer 1. Make sure the setting for ignition timing is correct. ‘See Ignition Timing in the Testing And Adjusting. 2. Connect the 4C9176 Electrical System Analyzer as shown in Engine RPM Check in the Testing And Adjusting 3. Start and run the engine until the engine reaches normal operating temperature. 4. Adjust screw (1) to get the correct low idle speed. 5. Check low idle speed. The Correct low idle speed is: T20B-T608; T30C-TC60G; V30C-VS0C Models 600+50rpm, 40D SA-TC8OD SA; V400 SA-VCBOD SA; T40E: TC6OE; V40E-VCROE Models 80050 rpm, Idle Mixture Adjustment Mocture Adjustments (Typical) (2) Power intre knob, (3) Idle mixture screw Tools Needed 409176 Electrical Systm Analyzer 4. Connect the 409176 Electrical System Analyzer to read engine rpm, See Engine RPM Check in the Testing And Adjusting, 2. Check to be sure the ignition timing is set correctly. See lgnition Timing Check And Adjustment in the Testing And Adjusting, 1404 Engine Testing And Adjusting8, Run the engine until normal operating temperature is reached. 4. Check to be sure the low idle speed is set correctly. ‘See Low Idle Speed Adjustment in Testing And Adjusting. 5. Turn idle mixture screw (3) clockwise or counterclockwise to obtain the maximum smooth ‘pm, 6. Check and readjust (if required) the low idle speed again See Low Idle Speed Adjustment in Testing And Adjusting. Power Mixture Adjustment The method of adjustment depends upon the test equipment that is available. The power mixture can be adjusted using a CO meter, vacuum gauge or electrical system analyzer. The CO meter method is the preferred method for reduced emissions. The vacuum {gauge method is the next most accurate method if CO. measuring equipment is not available. The engine ‘speed method is the easiest but least accurate method. Engine Speed Method Tools Needed 409176 Electrical System Analyzer f 41. Connect the 409176 Electrical System Analyzer to read engine pm. See Engine RPM Check in Testing And Adjusting 2. Check to be sure the ignition timing is set correctly. ‘See Ignition Timing Check And Adjustment in Testing ‘And Adjusting. 3. Run the engine until normal operating temperature is, reached. 4, Turn the power mixture knob (2) midway between lean (L) and rich (R) 5. Accelerate the engine to high idle 1pm. Put a load (on engine by holding the tit cyinder against relief 6. Turn the power mixture knob toward lean (L) until engine rpm drops. 7, Turn the power mixture knob toward rich (R) until the rpm recovers. 7 & The correct mixture will be that setting just before the engine rom drops. CO Meter Method Tools Needed CO Meier 7 fr Exhaust Analyzer Testing Equipment ‘The power mixture adjustment must be done with the engine in a load condition. & CO meter or exhaust analyzer testing equipment must be used to measure the CO content in the exhaust fumes. To adjust the ower mixture, turn knob (2) either toward the “L" (lean) 1°" (ich) fuel flow mixture for a 1.0 to 1.5 percent CO indication on the test equipment. Start the adjustment with knob (2) in the maximum *R" (rich) position NOTE: A lift truck, that does not operate with a heavy load all the time, can operate efficiently with a leaner ower mixture setting (less than 1.0 to 1.5 percent CO). This is because the truck will not be in operation constantly in a load condition for a long period of time. During heavy load and high speed conditions the lit truck requires a richer power mixture setting (1.0 10 1.5 Percent CO). ‘Vacuum Gauge Method Tools Nesded Vacuum Gauge 7 1. Connect the vacuum gauge to the intake manifold Start and run the engine until normal operating temperature is reached 2. Run the engine at high idle. Turn power mixture knob (2) to the maximum *R” (rich) positon. 3. Put aload on the engine by operating the hydraulic system. Monitor the vacuum gauge reading. Turn power mixture adjustment knob (2) toward the “L" (lean) position, unt the vacuum starts to drop. The correct ‘mixture is the point at which the vacuum starts to top. 1404 Engine Testing And AdjustingOuter Fuel System Leak Check LP gas is highly flammable. To prevent personal injury, keep fire and flammable materials away from the lift truck when work is done on the fuel system. Combustion gases from LP gas fuel system can be danger. To tind LP gas leaks, use soap and water solution or other foaming bubble solvent around fue! line connections and on other components that possibly cause LP gas leaks. The soap and water ‘method is the best, use this method after repair competion on the fuel system or after the fuel system has been connected together again, Fuel Filter Check {An indication ofa dirty fel fter that needs replacement is when frost (freezing vapor) is seen on the filler housing (fuelock housing on vacuum fuslock models) or the Rousing is very cold to touch. dirty filter causes a fuel pressure drop across the iter, the fuel becomes a vapor and freezes. In this concition, engine power output decreases because of the lesser ful flow. To replace the filter, see the Operation & Maintenance Manual for the respective model. Vacuum Fuelock Inner Leakage Check ‘T308-T60! 931a1e3 Fuetock inner Leekage Check (1) Carburetor. (2} Vacuum hose, (3) Vacuum fuelock and fue iter. arensira LP Fuel Chamber (4) Valve spring. (5) Vale seat Do the procedure that follows i the engine runs rough during idle or runs too rich, 4. With the engine running at idle speed, squeeze vacuum hose (2) between fuelock (3) anc carburetor (1) tight 2. If the engine idle becomes smooth, there is fuel leaking through hose (2) and into the carburetor. 3. Remove the tuslock and replace the Oving seal under valve spring (4), valve seat (5) and the valve operating pin. NOTE: The O-ing is also included in the repair kit for the fuelock. 1404 Engine 115 Testing And AdjustingInner Fuel System Leak Check ‘nner Fuel System Leakage Check (Vacuum Fuelock, T30B-T608: T306-TC80C; V30C-VE0C Models) (1) Converter (2) Fuelock. (8) Carburetor cover. (4) Primer button, (6) Vacuum hose, 8967513 Inner Fuel System Leakage Check (Eletre Fuetock, T400 SA. ‘TOB0D SA; V&0D SA-VC800 SA; TAUE-TCEOE: VAUE-VCBDE Noceis) (1) Converter. (2) Fuslock. (3) Carburetor cover. (4) Primer button. (5) Low pressure fuel swricn NOTE: Low pressure fuel switch on early T40D SA. ‘TCB0D SA; V40D SA-VOBOD SA models oniy. 1404 Engine Carburetor Components (Carburetor Shown Removed For Better Iiustration| (6) Spring. (7) Backup plate and chaphrag. (8) Ait valve ring (@) Ar-gas vate assembly. (10) nner carburetor body Remove carburetor cover (3), spring (6), backup plate and diaphragm (7), air valve ring (8) and air {gas valve assembly (9) 2. Slowly turn the LP fuel ON at the tank. 8. Check the inlet uel jet for fuel flow (leakage) in carburetor body (10). 4. If the operation of fuelock (2) and converter (1) are correct, there will be no fue! flow. 5. If there is fuel flow, the leakage prablem must be found either in the fuelock or the converter. 6. Push in primer button (4) on the converter to open the converter fuel regulator valve. 7. A small amount of fue! wil flow through the carburetor inlet fuel jet as the fuel from fuelock (2) flows out of the hose. 8. If the operation of fuelock (2) is correct, the fuel flow will stop as soon as the system is empty 9. On vacuum fuelock models, remiove fuelock vacuum hhose (5) at the carburetor. Push in on converter ‘primer button (4) and then make a light suction on the fuelock vacuum hose. 10. Ifthe fuel flows immediately and stops when the ‘suction is removed, then the converter operation is not correct. ‘Testing And AdjustingConverter And Vacuum Fuelock Pressure Test To check the converter and vacuum fuelock for leakage after repair, do the procedure that follows: 1. Put a plug in the fue! outlet openings. 2. Put compressed air in the fUel inlet openings, up to ‘a maximum of 725 kPa (120 ps) 3. Wait ten minutes and then check the converter or fuelock for ar leaks. Listen for air to come out around gaskets or seals. 4, I there are no air leaks, then the converter and fuelock are good. 5. Hf air does come out, then the converter or fuelock will have to be disassembled to find the problem, Recommendation For LP Fuel Systems. In freezing temperature conditions run the engine at fast idle unt the engine coolant temperature is between 10° to 16°C (50° to 60°F), A low idle in cold temperature conditions can damage the engine because of poor circulation of the engine oil. Running the engine to move the lift tuck short distances and then stopping the engine without the coolant being heated can cause the LP fuel to be trapped (cannot be released) in the converter. As this trapped fuel changes to @ vapor with the engine stopped, this change causes too much pressure in the converter The force from the pressure is put on the primary regulator valve against its seat. If this occurs often, the primary regulator valve in the vaporized area of the converter will be damaged. Dual Fuel System NOTE: The Dual Fuel System is a combination of Components from the Gasoline Fuel Systems and Liqui¢ Petroleum Fuel Systems. Refer to Governors for mechanical and velocity governors and accelerator linkage adjustments. Refer to the Gasoline Fuel System for gasoline carburetor adjustments and fuel pump tests. Refer to the Liquid Petroleum Fuel Systems for LP carburetor adjustments and fuelock checks. The T30C-TOBIC; V30C-V50C Models have a vacuum fuelock system and the TA0D SA-TCBOD SA; Va0D SA \VCE0D SA; TADE-TCEOE; VAOE-VCEDE Models have an electric fuelock system for the LP fue! ‘Adhere to the following warnings when performing any tests or adjustments while the engine is running Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. Exhaust fumes contain carbon monoxide (CO) which can cause personal injury or death. Start and ‘operate the engine in a well ventilated area only. In an enclosed area, vent the exhaust to the outside. High Idle Speed Adjustment ‘Adjust the high idle speed while the machine is ‘operating on LP fuel. For proper adjustment of the high | idle speed, refer to the respective Governor Adjustments in the Gasoline Fusl System. When {gasoline fuel is selected, the high idle speed will be ‘approximately 50 rpm higher. Low Idle Speed Adjustment Low ide Speed Adjustment (Typical) (ple mixture sere. (2) Throttle postion solenoid Tools Needed ] 409176 Elocrcal Syston Analyzer 1 The low idle speed is adjusted at solenoid (2). tm be adjusted on LP fuel only. The gasoline low idle speed will be correct when the LP low idle speed adjustment is correct. Do the procedure that follows to adjust the low idle speed. ust 1404 Engine 17 Testing And Adjusting1. Make sure all air intake components are in place 5. Check to be sure the low idle speed is set correctly ‘and in proper working order. See Low Idle Speed Adjustment in Testing And 2. Make sure the setting for ignition timing is correct Adjusting, See Ignition Timing Check And Adjustment in the 6. Tum idle mixture screw (1) clockwise or Testing And Adjusting counterclockwise to obtain the maximum smooth pm, 3. Connect the 409176 Electrical System Analyzer to read engine rpm. 7. Check the low ide speed again ‘See Engine RPM Check in the Testing And Adjusting See Low idle Speed Adjustment in Testing And Adjusting. C 4. Start and run the engine until the engine reaches normal operating temperatures. - Electric Fuel Pump Pressure Test 5. Put pressure on the accelerator pedal to activate solenoid (2) . ~ 6. Remove the pressure on the accelerator pedal and look at the engine low idle speed on the analyzer. © 7. The correct low idle speed is: ‘T30B-T60B; T30C-TO6OC; v300-VS0C. Models 600 +50 rpm. ‘T40D SA-TCEOD 8A; V40D SA.VCBOD SA; T40E- ‘TC6OE; VAOE-VCB0E ‘800 +50 rpm. 8. If the low idle speed is not correct, loosen the solenoid lockrut and adjust solenoid (2) against the throttle linkage lever to get the correct iow idle speed. 9. After the adjustments are completed, tighten the solenoid locknut to hold the low idle speed Fuel Pump Pressure Test adjustment, (1) Foe! pump. (2) Fuel pump tne. NOTE: When the fuel is changed to gasoline, the low idle speed will be approximately 60 rpm higher. 1. To test fuel pump (1) pressure, put a pressure ‘gauge between fue! line (2) and fuel pump (1). Line (2) goes to the carburetor. Put the selector valve Idle Mixture Adjustment ‘switch in the Gas position. Toots Needed Turn the ignition ewitch ON, but do not start the “TORT _ Gectrcal System Analyzer ; engine, The correct fuel pressure is 31 to 62 kPa. (45 to 9 psi. 3, Il the fuel pressure is not correct, make a C 4. Make sure all air intake components are in place replacement of the fuel pump. and in proper working order. 2. Connect the 409176 Electrical System Analyzer to read engine rpm. See Engine RPM Check in the Testing And Adjusting, 3. Check to be sure the ignition timing is set correctly, ‘See ignition Timing Check And Agjustment in the Testing And Adjusting, 4. Run the engine until normal operating temperature is reached, 1404 Engine 118 Testing And AdjustingDual Fuel System Electrical Checks a 4 pstsears GIL Electrical Diagram (T30C-TCB0C: V30C-VE0C Models) (1) Selector valve switch. (2) Fuel sump. (3) Gasoline fuclock 8) Conector G/LP Electrical Diagram (T40D SA-TOBOD SA; VA00 SA \VCE00 SA) Mocels le {G/LP Electrical Diagram (T40E-TCGOE: V40E-VC6OE) Mocels as1304e1 .GS/LPS Electrical Diagram (T30¢-TCOC; V30C-V50C Medes) (1) Selector valve switch. (2) Fuel pum. (8) Connector. (5) Gasoline Fuelock (main supply) (6) Fue reserve switch (7) Gasoline fusloc (reserve supply) Tools Needed VOTO _Digtal Multmeter or Equivalent 7 ‘Troubleshoot the electrical system using the respective electrical diagram above. Turn the ignition switch ON {and trace the voltage per the electrical diagrams. On the °C’ models, +BAT to the fuslocks is switched and ‘uslocks are connected to GND all the time. On the " models, GND to the fuelocks is switched and the fuelocks are connected to +BAT all the time. The resistance of the solenoids within the fuelocks is approximately 18 ohms, 1404 Engine Testing And AdjustingCooling System ‘Adhere to the following warnings when performing any tests or adjustments while the engine is running Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, ean cause personal injury. Exhaust fumes contain carbon monoxide (CO) ‘which can cause personal injury or death. Start and ‘operate the engine in a well ventilated area only. In ‘an enclosed area, vent the exhaust to the outside. This engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The first advantage is that the cooling system can have safe operation at a temperature that is higher than the normal baling (steam) point of water. The second advantage is that this type system prevents cavitation (the sudden making of low pressure bubbles in liquids by mechanical forces) in the water pump. With this, type system, itis more difficult for an air or steam pocket to be made in the cooling system, The cause for an engine getting too het is generally, because reguiar inspections of the cooling system ‘were not made. Make a visual inspection of the cooling system before testing with testing equipment. Cooling System Visual Inspection yc Donot loosen the filler cap or pressure cap on a hot engine. Steam or hot coolant can cause severe burns. 1. Alter the engine is cool, loosen the filler cap (on a radiator with a pressure cap, turn it to the first stop) to let pressure out of the cooling system. Then. remove filer or pressure cap. 2. Check coolant level in the cooling system, '3. Look for leaks in the system, 4. Look for bent radiator fins. Be sure that ir flow ‘through the radiator does not have a restriction. 5. Inspect the drive belts for the fan. 6. Check for damage to the fan blades, 7. Look for air or combustion gas in the cooling system, 8. Inspect the filler cap and the surface that seals the cap. This surface must be clean 9. Look for a large amount of dirt in the radiator core and on the engine. 10. Check for loose or missing fan shrouds that cause poor flow of cooling air Cooling System Tests azearraPs ‘COOLING SYSTEM PRESSURE crue BOILING POINT OF WATER Remember that temperature and pressure work together. When making a diagnosis of a cooling system problem, temperature and pressure must both be checked. Cooling system pressure will have an effect (on cooling system temperatures. For an example, look at the chart to see the effect of pressure and height above sea level on the boiling (steam) point of waler. Pressure Cap Test Tools Needed ‘9S6140__ Cootng System Pressuriaing Pump Group 1404 Engine Testing And Adjustingorss961 a lorccncies Pressure Cap Diagram (a) Sealing surface of cap and radiator. Pressure Cap () Pressure cap, (One cause for a pressure loss in the cooling system can be a bad seal on the pressure cap of the system, Inspect the pressure cap carefully. Look for damage to the seal or the sealing surface. Any foreign material or deposits on the cap, seal or sealing surface must be removed. To check the pressure cap opening pressure, do the following procedure. Ifthe engine has been in operation and the coolant is hot, slowly loosen the pressure cap to the first stop and let the pressure out of the cooling system, then remove the pressure cap. Pressure Cap Test 2. Put the pressure cap on the 988140 Cooling System Pressurizing Pump Group. 3. Look at the gauge for the pressure that makes the pressure cap open. It must be as follows: 379497 Cap 41.410 55.8 kPa (6 0t08.1 psi) 4W4487 Cap... 44.8 1055.1 kPa (6.5to8 0psi) 703006 And 7W2892 Caps ...... 98KPa (142 ps) NOTE: The T40D SA-TC8OD SA; T40E-TCBOE; VA0E \VC60E Models have two radiator caps. The larger cap is to be used only for radiator fil. The smaller cap is, ‘connected to the recovery tank (coolant recovery tank) 4. I the pressure cap is bad, install a new pressure cap. Cooling System Leak Check To test the cooling system for leaks, use the following procedure: Tools Needed |[[3s8140 Cooling System Pressurizing Pump Group 1 If the engine has been in operation and the coolant is hot, slowly loosen the pressure cap to the first stop and let the pressure out of the cooling system, then remove the pressure cap. 1. Remove pressure cap (1) from the radiator. 1. Remove pressure cap (1) from the radiator 2. Make sure the radiator is full (hot) or nearly full (Coid) of coolant, 1404 Engine 121 Testing And Adjusting(cooing System Leak Oheck 3. Attach the 988140 Cooling System Pressurizing Pump Group to the radiator filer neck. 4, Pump the pressure to 20 kPa (3 psi) more than the rated pressure of the cap, 5. Check the radiator for outside leakage. 6. Check all connections and hoses of the cooling system for outside leakage. 7. If there is no outside leakage and the pressure reading on the gauge is stil the same after S minutes, the radiator and cooling system do not have leakage. Ifthe reading on the gauge goes down and there is no outside leakage, there is leakage on the inside of the cooling system, Make repairs as necessary, ‘Thermostat Test To test the thermostat opening temperature, use the following procedure: ‘The pan, water and thermostat will be very hot and can cause burns. Do not touch the pan, water or thermostat. Handle the components with an insulat- ed device for protection. 1, Remove the thermostat from the engine. 2. Hang the thermostat in a pan of water. Put a thermometer in the water. Put the thermostat completely under water. Do not et the thermostat make contact with the pan. 3. Put heat to the pan of water. Make the water in the: pan move around. This keeps all of the water at the ‘same temperature, 4. The thermostat must start to open when the temperature is 80 to 84°C (176 to 184°F), The thermostat must be fully open at 94°C (202°F) Cooling System Heat Problems To check if there is a good reason for heat problems do the checks that follow. 4. The indications of a heat problem are as follows: a. High coolant temperature indicator ligt is on or needle of coolant temperature gauge is in red range. . Coolant boils out (comes out because of too much heat) of the cooling system during operations. ©. Coolant boils out on the floor when the engine is stopped. d. Coolant must be added at the end of each shift but Steps b and ¢ are not present. 2. tt indication in Step 1a is only present, itis possible the problem is only a damaged gauge, light or sender. Make a replacement of the defective part 3. I indication in Step 1b is present, do the procedure that follows: 1. Run the engine at mecium idle (1200 rpm) for three: minutes after high idle operation. This cools off the hottest parts of the engine before itis stopped. . Install a coolant recovery system on the truck, if not already equipped. 4. I indications in Step 1b, 1c or 1d are present, but Step 1a is not and the high temperature indicator light does work, the problem can be a damaged radiator cap seal or there can be a leak in the cooling system. Complete the procedure that follows: ‘a. Do the Pressure Cap Test, Cooling System Leak Check, Thermostat Test and Belt Adjustment in the Testing And Adjusting . Clean the radiator with hot water (steam clean) at ow pressure and use detergent or air according to the different types of deoris that caused the radiator to be dirty (plugged). ©. Check the engine high idle setting ‘See High Idle Speed Adjustment in the Testing And Adjusting, 1404 Engine Testing And AdjustingNOTE: Another condition that can cause heat problems is the ignition timing. Retarded (ate) timing causes the engine to send more heat to the cooling system. Advanced (early) timing causes the engine to send less heat to the cooling system, ¢ Cooling System Recommendation Coolant Information NOTICE Caterpillar recommends that the coolant mix contain 50% commercially available automotive antifreeze, or equivalent. To prevent damage to your engine, never add coolant toan overheated engine. Allow the engine to cool first. Dowtherm 209 fulfill coolant will lower the water ump cavitation temperature and coolant boiling point. ‘These lowered temperatures will cause overheating at a lower ambient temperature than an ethylene glycol land water mix. If Dowtherm is used, follow the instruc- tions provided and use only the inhibitor package rec- ‘ommended by the supplier. If the lit truck is to be stored in, or shipped to, an area with freezing temperatures, the cooling system must be protected to the lowest expected outside (ambient) temperature. ‘The engine cooling system is protected with a com- mercially available automotive antifreeze, when shipped from the factory. Check the specific gravity of the coolant solution fre- uently in cold weather to ensure adequate protection. Clean the cooling system if it is contaminated, if the engine overheats or if foaming is observed in the radiator. Coolant should be drained, system cleaned and new coolant added as recommended with the commercially available automotive antireezes that is being used. Filing at over 20 liters (S U.S. gallons) per minute can ‘cause air pockets in the cooling system, Aiter draining and refiling the cooling system, operate the engine with the radiator cap removed unti the coolant reaches normal operating temperature and the coolant level stabilizes. Add coolant as necessary to fill the system to the proper level Operate with a thermostat in the cooling system all year-round. Cooling system problems can arise without a thermostat. Coolant Water Hard water, or water with high levels of celcium and ‘magnesium ions, encourages the formation of insoluble ‘chemical compounds by combining with cooling system additives such as silicates and phosphates. The tendency of silicates and phosphates to precipitate out-of solution increases with increasing water hardness. Hard water, or water with high levels of calcium and magnesium ions encourages the formation of insoluble chemicals, especially after a number of heating and cooling cycles. Caterpillar prefers the use of distled water or ‘deionized water to reduce the potential and severity of chemical insobilty. MINIMUM ACCEPTABLE WATER ‘Water Content Limits argal (pam) ‘Ghorides (Ct 2.4 (40) maximum Suifates (50,) 5.9 (100) maximum “Total Harcness 10 (170) mania Total Solas 20 (@40) maxim pa 351090 ‘Bp = parts per mon Using water that meets the minimum acceptable water requirement may not prevent drop-out of these ‘chemical compounds totally, but should minimize the rate to acceptable levels. Antifreeze NOTICE Caterpillar recommends that the coolant mix contain ‘50% commercially available automotive antifreeze, or equivalent, and acceptable water to maintain an ade- quate water pump cavitation temperature for efficient water pump performance. Premix coolant solution to provide protection to the lowest expected outside (ambient) temperature. Pure undiluted antifreeze will freeze at -23°C (- 10°F} ‘Only use a greater concentration (above 50%) of com- ‘mercially available automotive antifreeze as needed {for anticipated outside (ambient) temperatures. Donot ‘exceed the recommendations, provided with the com- mercially available automotive antifreeze, regarding the coolant mixture of antifreeze to water. Most commercial antifreezes are formulated for {gasoline engine applications and wil, therefore, have high silicate content 1404 Engine 128 Testing And Adjusting‘Make proper antifreeze additions. ‘Adding pure antifreeze as a makeup solution for odling system top-up is an unacceptable practice. It increases the concentration of antifreeze in the cooling system which increases the concentration of dissolved solids and undissolved chemical inhibitors in the ccodling system. Add antifreeze mixed with water to the same freeze protection as your cooling system. ‘Additional cooling system information may be found in Coolant And Your Engine publication SEBD0970. Belt Adjustment T30B-T60B; T30C-T60C; V30C-V50C Models: sores ‘Adjust belts so they have @ deflection (will move in) of 9.53 mm ($4) under a force of 110 N (25 Ibs). Tension shauld be checked half way between the fan and water pump pulleys and between the crankshat and alternator pulleys, C T40D SA-TCBOD SA; V40D SA-VCBOD SA; TA0E- ‘TC60E; VA0E-VCB0E Models 67521 Tools Needes Boroughs Tool Gauge No. ‘The 12.7 mm (1/2 in) alternator (fan) belt should be adjusted using a Boroughs Tool Gauge No. BT-33-97 (or BT-33-95 (older). Gauge reading; new belt nn. 310: 20N (70+ 5b) Readiust tension of a new belt after 30 minutes of ‘operation to s» 265 20N (60: 5b) Gauge reading; used belt 265 £20N (6045 1b) 1404 Engine 124 Testing And AdjustingLubrication System ‘Adhere to the folowing wernings when performing any tests or adjustments while the engine is running: Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, ‘can cause personal injury. POL ey Exhaust fumes contain carbon monoxide (CO) which can cause personal injury or death. Start and ‘operate the engine in a well ventilated area only. In an enclosed area, vent the exhaust to the outside. Lubrication System Problems ‘One of the problems in the list that follows will generally be an indication of @ problem in the lubrication system for the engine. ‘* Too much oil consumption. Low oil pressure ‘* high oil pressure ‘* Too much component wear, ‘Too Much Oil Consumption ‘*Engine outside oil leakage Check for leakage at the seals at each end of the Crankshaft. Look for leakage at the oll pan gasket and all lubrication system connections. Check to see if ol comes out of the crankcase breather. This can be caused by combustion gas leakage around the pistons. A ditty crankcase breather will cause high pressure in the crankcase, and this will cause gasket and seal leakage. ‘Combustion area oil leakage Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are three possible ways for oil eekage into the combustion erea Of the cylinders: 41. Ol leakage between worn valve guides and valve stems, 2. Worn or damaged piston rings, or dirty oil return holes. '3. Compression ring and/or intermediate ring not installed correctly. NOTE: Too much oil consumption can also be the result if oil wth the wrong viscosity is used. Oil with a thin viscosity can be caused by fuel leakage into the ‘crankcase, or by increased engine temperature Low Oil Pressure It the ail light comes on, indicating the pressure is low, check for the causes that follow: 1. Low oil level in the crankcase. 2. Defect in the oil pressure indicator light or oi pressure sensor unit 3. Restriction to oil pump screen. 4, Leakage at the olline connections, '5. Worn connecting rod or main bearings. Worn gears in the olf pump. 6. Oil pressure relist valve worn or stuck in the OPEN position il filter bypass valve stuck open. Oil filter is restricted. Replace oi iter. High Oil Pressure il pressure will be high if the oll pressure relief valve in the oil pump cannot move from the closed position. ‘Too Much Component Wear ‘When some components of the engine show bearing ‘wear in a short time, the cause can be a restriction in an oil passage. A broken oil passage can also be the cause. Hf an oil pressure check is done and the oil pressure is correct, but a component is worn because it does not {get enough lubrication, look at the passage for oll ‘Supply to that component. A restriction in a supply ‘passage will nat let enough lubrication get to a ‘component and this will cause early wear. 1404 Engine 125 Testing And AdjustingOil Pressure Check (0 Pressure Chock (1) Ol pressure sencer. (2) iter adapter. ‘Toots Needed CSI _Eleciroal System Analyzer o “404890 Fitings Group 4 T0845 Pressure Gauge: 1 4. With the engine OFF, make sure the oil level i correct. Connect the analyzer to the engine as shown in Engine RPM Check in the Testing And Agjusting, Before the oil pressure sender is removed, the en- gine must be stopped. Make sure oil pressure is released to prevent personal injury. 2. Remove oil pressure sender (1) or switch. Install the pressure gauge in ol filter adapter (2) 3. Start the engine and allow it to warm up to normal operating temperature 4, Run the engine at 1200 rom. Read the pressure gauge. 5. The oll pressure must be approximately 280 kPa (40 psi) at 1200 rpm. There is no adjustment to the oll pressure relief valve. Ifthe oil pressure is less than 125 kPa (18 psi) For the possible cause see Lubrication System Problems in Troubleshooting, NOTE: A lower pressure indication, 50 kPa (7 psi), is normal at low idle speed. Ai Inlet And Exhaust System ‘Adhere to the following warnings when performing any tests or adjustments while the engine is running Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. Exhaust fumes contain carbon monoxide (CO) which can cause personal injury or death. Start and operate the engine in a well ventilated area only. In an enclosed area, vent the exhaust to the outside. Restriction Of Air Inlet And Exhaust There will be a reduction of engine power and cfficiency of the engine if there is a restriction in the air inlet or exhaust system. Air flow through the air cleaner must not have a restriction of more than 381 mm (15 in) of water difference at 2200 rpm in pressure Back pressure from the exhaust (pressure difference measurement between exhaust outlet elbow and atmosphere) must not be more than 864 mm (34 in) of water. Cylinder Leakage Test ‘An engine that runs rough can have a leak at the valves, or a valve that need adjustment. Run the engine at the Speed that gives rough running. to find the cylinder that has low compression or does not have 900d fuel ignition, use special insulated pliers to remove the spark plug wire from each cylinder, one at a time. This will cause that cylinder to stop firing. Do this for each cylinder unt a removed spark plug wire makes no difference in the engines rough running. This could be the cylinder with low compression or a bad spark plug or spark plug wire. Be sure to reinstall each plug wire before the next spark plug wire is removed. 1404 Engine Testing And Adjusting‘The cylinder leakage test is a way of finding the smallest of cylinder leaks. Airis applied to the cylinder at a controlled volume and pressure measures the percentage of air leakage. It is normal for an engine to leak 2 small amount of air past the rings into the crankcase. However, any leak through an intake valve, an exhaust valve, head gasket, head, or block and excessive leakage past the piston rings indicates trouble. To perform a cylinder leakage test use the procedure that follows: 41. Fun the engine athe speed that gives rough running until tis at normal temperature for ‘operation. Stop the engine. » . Clean the area around the spark plugs. Put ‘dentification on the spark plug wires. Remove the wires and the spark plugs. » . Remove the crankcase oll filer cap and the radiator filler cap. 4. Set the cylinder leakage tester by adjusting the air ‘supply to the correct pressure at the input air ‘connection, o 5. Adjust the regulator on the pressure tester to give 7zer0 (0) leakage reading on the gauge. 6. Select the proper adapter and install adapter in the Spark plug hole of cylinder number 1 7. Rotate crankshaft by hand until the cylinder being tested is at top center (TC) on the compression stroke. In this position the valves of the cylinder will be agains! their seats. 8. Connect the tester hose to the adapter hose and ote the percentage of leakage on the tester gauge. © . Listen for escaping air through the carburetor, the exhaust oF tall pipe, and the crankcase filler location. Check for bubbles in the radiator. 10. Disconnect the tester hose from the adaptor and. rotate the engine for inspection of the next cylinder. 11. Remove the adaptor and install iin the next cylinder to be tested 42. Continue this procedure until all cylinders have been tested. Record the readings from each cylinder so that they may be analyzed to determine the condition of the engine. 18. Gauge readings should be about the same for all cylinders. Readings of 20 percent leakage or more indicate excessive leakage and loss in ‘compression. 14, Air escaping through the carburetor indicates a leaking intake valve. Air escaping through the ‘exaust pipe indicates a leaking exhaust valve. 15. High leakage on cyjinders next to each other can be caused by # leaking head gasket or a crack in the cylinder head 16. Air escaping through the radiator indicates cylinder is leaking into the water jacket. 17. Air escaping through the crankcase filer indicates a crankcase leak, the resuit of worn piston rings Valve Clearance Adjustment ‘The valve clearance with the engine stopped and at normal operating temperature is: Exhaust Intake (0.64 mm (,025 in) (0.38 mm (.016 in) NOTE: The recommendation for valve lash (stroke) ‘setting adjustments is to be done the first 500 hours of ‘operation and when required after. To check or adjust the clearance (lash) of the engine valves, do the procedure that follows: 1. Move the lit truck to a clean level area. Lower the forks to the ground. Put the transmission in NEUTRAL position. Apply the parking brake. Run the engine until itis at normal operating ‘temperature. 2. Stop the engine. Raise the seat support and hood assembly. 1404 Engine 127 Testing And AdjustingFy Donot turn the engine with the starting motor or set valves while the engine is running. Lift trucks that use LP fuel, close the fuel tank control valve. Start the engine and run until all the fuel is out of the lines and the engine is stopped. Put the ignition switch in the OFF position. Disconnect the battery. This pro- cedure can prevent personal injury. Rotation Of Crankshaft With Fiwhee! (1) Valve cover. 3, Remove valve cover (1). 4, Turn the crankshaft clockwise (as seen from front of engine) by rotating the flywheel until No. 1 piston is at top center (TC) on the compression stroke. The timing marks will be at "0" on the flywheel or timing Plate when the piston is at TC. Put a mark on the crankshaft pulley in reference to the fywheel position Cylinder Valve Location Valve Clearance Adjustment (2) Feeter gauge. (3) Adjustment screw.) Locknut 5. Measure the intake valve clearance for No. 1 and No. 2 cylinders, and exhaust valve clearance for No. 1 and No. 3 cylinders. To make the adjustment, oosen locknut (4). Turn adjustment screw (3) until the feeler gauge (2) will go between the end of the valve stem and the rocker arm. 6. Alter the adjustment is complete, hold adjustment ‘screw (3) and tighten locknut (4) to 10 to 20 Nem (7 to 16 Ib f). After the locknut is tightened, check the valve clearance again. 7. Turn the crankshaft 360° clockwise (as seen from front of engine). The reference mark made on the crankshaft pulley in Step (4) will be back in the original position. 8. Measure the intake valve clearance for No. 3 and No. 4 cylinders, and the exhaust valve clearance for No. 2 and No. 4 cylinders. Adjust when necessary, as explained in Steps 5 and 6. 1404 Engine Testing And Adjusting‘When the adjustment of the valve lash needs to be done several times in a short period of time, this can ‘be an indication of wear in a different part of the engine. Find the problem and make any necessary repairs to prevent more damage to the engine. ‘Not enough valve lash, if not corrected, can be the cause of rapid wear of the camshaft and valve lifters. "Not enough lash can also be an indication of the seats (exhaust seat) for the valves being bad. Some reasons {or the seats for the valves to become bad are: ‘The carburetor (wrong air and fuel mixture) Restriction to the inlet air or dirty air filters, Wrong engine timing. ‘The use of the engine on loads that are too large for the engine, Too much valve lash, if not corrected, can be the ‘cause for broken valve stems, push rods, or spring retainers. A fast increase in valve lash can be an indication of any of these that follow: Worn camshaft and valve litters. Worn rocker arms, Bent push rods. Loose adjustment sorew for the valve lash, Broken socket on the upper end of a push rod. the camshaft and vaive lifters show signs of rapid ‘wear, look for dirty lubrication oil as a possible cause when the necessary repairs are made. Camshaft Lobe Measurement > —_1r__ 74239P1 (Camshaft Lobe Measurement (Lobe lit: (8) Lobe height (©) Base ice To find lobe lift (A) of the camshaft, use the folowing procedure, 1. Measure lobe height (B) of one exnaust and one intake lobe. 2. Measure base circle (C) of one exhaust and one intake lobe. 3. Subtract base circle (C) dimension (Step 2) from lobe height (6) dimension (Step 1). The difference is ‘actual lobe lift (A). 4, The specified (new) lobe lift (A) is: Exhaust lobe... 6.78 0.03 mm (267 +.001 in) Intake lobe 6.78 £0.03 mm (267.001 in) 5. The maximum permissible citference between actual lobe lft (Step 3) and specified lobe lft (Step 4) is 0.25 mm (.010 in) 1404 Engine 129)