ELECTRONIC ENGINE CONTROL DESCRIPTION AND OPERATION H2.00-3.20XM (H40-65XM) HYSTERSAFETY PRECAUTIONS MAINTENANCE AND REPAIR ‘When lifting parts or assemblies, make sure that all slings, chains or cables are correctly fastened and that the load being lifted is balanced, Make sure that the crane, cables and chains have the capacity to support the weight of the load. Do not lift heavy parts by hand. Use a lifting mechanism. Wear safety glasses. DISCONNECT THE BATTERY CONNECTOR before doing any ‘maintenance or repair on electric lift trucks. Disconnect the battery ground cable on intemal combustion lift trucks. Always use correct blocks to prevent the unit from rolling or falling. See ‘How To Put The Lift Truck On Blocks” in the OPERATING MANUAL or the PERIODIC MAINTENANCE section. Keep the unit and working area clean and in order. Use the correct tools for the job. Keep the tools clean and in good condition. Always use HYSTER APPROVED parts when making repairs. Replacement parts must meet or exceed the specifications of the original equipment manufacturer. Make sure that all nuts, bolts, snap rings and other fastening devices are removed before using force to remove parts. Always fasten a DO NOT OPERATE sign to the controls ofthe unit when making repairs or if the unit needs repairs. Make sure you follow the DANGER, WARNING and CAUTION notes in the instructions. Gasoline, Liquid Petroleum Gas (LPG), and Diesel are flammable fuels. Make sure that you follow the necessary safety precautions when handling these fuels and when working on these fuel systems. Batteries generate flammable gas when they are being charged. Keep fire and sparks away from the area. Make sure the area has ventilationINTRODUCTION .. GENERAL DESCRIPTION FUEL CONTROL OPERATION Starting Mode .......- +--+ Clear Excess Fuel (clear flood) Mode Run Mode Acceleration Mode . Deceleration Mode . Fuel Cut-Off Mode . SPARK CONTROL OPERATION . IDLE SPEED CONTROL .. MAXIMUM RPM CONTROL COMPONENT OPERATION Electronic Control Module (ECM) Engine Coolant Temperature Manifold Absolute Pressure . FUEL METERING SYSTEM COMPONENTS Fuel Supply Components . Fuel Pump Electrical Circuit Throttle Body Injection (TBI) Unit . Throttle Position (TP) Sensor. Idle Air Control (IAC) Valve Fuel Injector .... Fuel Pressure Regulator IGNITION SYSTEM . Crankshaft Sensor. Ignition Coils. Ignition Control Module (ICM) Ignition Control (IC)... GOVERNOR SYSTEM .... POSITIVE CRANKCASE VENTILATION CONTENTS CORA At ot otote teat telat tet ate ee aun uaaan ‘This section is for the following models: 1H2.00-3.20XM (H40-65XM) © HYSTER COMPANY 1993“THE QUALITY KEEPERS” HYSTER APPROVED PARTSINTRODUCTION GENERAL DESCRIPTION This section has a description of the electronic engine control system. An Electronic Control Module (ECM) is the main component of this control system. The ECM has sensors give information about engine operation and the systems it controls, The ECM can do some diagnosis of itself and of other parts of the system. When a prob- Jem is found, the ECM tums on the “Malfunction Indi- cator” lamp on the instrument panel and a diagnostic trouble code will be stored in the ECM memory. FUEL CONTROL OPERATION ‘The function of the fuel metering system is to deliver the correct amount of fuel to the engine under all operating conditions. Fuel is delivered by the Throttle Body Injec- tion (TBI) unit, which is controlled by the Electronic Control Module (ECM), based on certain operating conditions. These conditions, which include engine speed, manifold pressure, engine coolant temperature, and throttle position, determine the “mode” of engine ‘operation. These modes are: Starting, Clear Excess Fuel (Clear Flood), Run, Acceleration, Deceleration, and Fuel Cut-off. Starting Mode ‘When the key is first tumed ON, the ECM turns “ON” the fuel pump relay for two seconds, and the fuel pump builds up fuel pressure at the TBI unit, The ECM then monitors the coolant temperature, throttle position, ‘manifold pressure, and ignition signal to determine the proper air/fuel ratio for starting, This ranges from 1.5:1 at 36°C (33°F) to 14.71 at 94°C 201°F). Clear Excess Fuel (clear flood) Mode If the engine does not start from excess fuel, it can be cleared by pressing the accelerator pedal all the way to the floor. The ECM then pulses the injector for an air to fuel ratio of 20:1 or more. The ECM maintains this in- Jector rate as long as the throttle stays wide open and the engine speed is below 600 rpm. If the throttle position becomes less than 80%, the ECM retus to the Starting Mode, Run Mode ‘The Run Mode is the mode under which the engine oper- ates most of the time. In this mode, the engine operates ‘on normal amounts of fuel. Acceleration Mode When the ECM senses rapid increase in throttle position and manifold pressure, the system enters the Accelera~ tion Mode. In this mode, the ECM gives the extra fuel needed for smooth acceleration. Deceleration Mode ‘When deceleration occurs, the fuel remaining in the in- take manifold can cause backfiring. When the ECM ob- serves.a fast reduction in throttle opening and a sharp de- crease in manifold pressure, it causes the system to enter the Deceleration Mode. In this mode, the ECM reduces the amount of fuel detivered to the engine, When decel- eration is very fast, the ECM cuts off fuel completely for short periods. Fuel Cut-Off Mode ‘To prevent possible engine damage from over speed, the ECM will “cut-off” fuel from the injector at about 3600 rpm, Fuel “cut-off” remains in effect until engine speed drops below about 3600 rpm. (The governor would nor- mally not allow the engine to reach this condition.) SPARK CONTROL OPERATION ‘The Electronic Ignition (ED) System does not use the conventional distributor and coil. This ignition system consists of two separate ignition coils, an ignition mod- ule, crankshaft sensor, the related connecting wires, and the Ignition Control (IC) part of the ECM. This ignition system uses a “waste spark” method of spark distribution. Each cylinder is connected with the cylinder that is opposite it. That is, the ignition coils are made so that cylinders 1 and 4 and cylinders 2 and 3 are energized at the same time. The spark occurs at the same time in the cylinder coming up on the compression stroke and in the cylinder coming up on the exhaust stroke. The cylinder on the exhaust stroke requires a small amount of the available energy to fire the spark plugTOP VIEW ‘ASSEMBLY LINE DIAGNOSTIC LINK (ALDL) 1. AIR FILTER RESTRICTION SENDER 9. 2. FUEL INJECTOR 10. 3. THROTTLE POSITION SENSOR (TPS) 1" 4, IDLE AIR CONTROL (IAC) 12. 5. FUEL PUMP FUSE 13. 6 7, 8 FIGURE I. ARRANGI . FUEL INJECTOR FUSE 14, . POWER RECEPTACLE 15. IGNITION FUSE ECM FUSE FUEL PUMP PRIMER GOVERNOR MOTOR WATER TEMPERATURE SENDER (ECM) WATER TEMPERATURE SENDER, (GAUGE) FUEL PUMP RELAY MENT OF COMPONENTS FOR ELECTRONIC ENGINE CONTROL (I of 2)SIDE VIEW MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR, ECM OUTPUT . ELECTRONIC CONTROL MODULE (ECM) . DIRECT IGNITION COIL TACH CONNECTOR OIL PRESSURE/FUEL PUMP SWITCH ECM INPUT FIGURE 1. ARRANGEMENT OF COMPONENTS FOR ELECTRONIC ENGINE CONTROL (2 OF 2) The remaining energy will be used as required by the cylinder on the compression stroke. The same process is repeated when the cylinders reverse roles. The di ing, causes one spark plug to energize from the center electrode to the side electrode, The other plug energizes from the side electrode to center electrode. tion of current flow in the in the primary wind- ‘These systems use the IC signal from the ECM to con- trol spark timing. Under 400 rpm, the Ignition Control Module (ICM) controls spark timing (module timing mode) and over 400 rpm, the ECM controls spark timing (IC mode). ‘To correctly control ignition timing, the ECM uses the following information: ‘+ Engine load (manifold pressure or vacuum) Atmospheric (barometric) pressure Engine coolant temperature (Crankshaft position Crankshaft speed (Engine rpm) IDLE SPEED CONTROL ‘The ECM uses two basic items to control idle rpm. The Idle Air Control (IAC) valve and spark timing are ad- justed to give the correct idle rpm. During varying idle Toads and engine temperature the ECM must be able to keep the engine running at the correct rpm. Spark timing varies engine speed by varying the engine power output. IAC valve changes the air delivered to the engine which also changes the engine output. ‘Also remember that air can enter the engine in other areas. One is by the throttle plate and another is the PCV valve, Vacuum leaks can affect idle speed. MAXIMUM RPM CONTROL, In this application there are two items that control maxi- ‘mum rpm, One is the ECM fuel cut-off, and the other is a governor system, Fuel cut-off is used only if the gov- emor system malfunctions. Governor speed control is a lower rpm value. This sys- tem uses a cable drum that is driven by a motor. The mo- tor is controlled by a governor module, When a cali- brated rpm is reached, the ECM sends a signal to the ‘module which in turn runs the motor, The throttle plate on the throttle body is driven toward the closed position to limit engine rpm. COMPONENT OPERATION Electronic Control Module (ECM) (See FIGURE 2.) ‘The Electronic Control Module (ECM) is the control center of the fuel injection system. It constantly moni- tors the information from. the sensors, and controls the ‘components and systems which affect engine operation. ‘The ECM also performs the diagnostic function of the stem. It can sense problems, activate the “Malfu tion Indicator” lamp, and store a diagnostic trouble code or codes (DTC).FIGURE 2. ECM Engine Coolant Temperature (ECT) Sensor (See FIGURE 3.) ‘The Engine Coolant Temperature (ECT) Sensor is a re- sistor that changes its resistance when the temperature changes (themistor). It is installed in the engine coolant system. Low coolant temperature causes high resis- tance; 100,0C0 ohms at 40°C (40°F). High tempera ture causes low resistance; 70 ohms at 130°C (266°P), ‘The ECM applies 5 volts to the coolant sensor and moni- tors the voltage on a signal line. The sensor provides a path to ground through its thermistor. The voltage will be high when the engine is cold, and low when the en- gine is hot. By monitoring the voltage, the ECM deter- ‘mines the engine coolant temperature. Engine coolant temperature affects most of the ECM functions. 1, TEMPERATURE SENSOR 2. ELECTRICAL CONNECTOR 3. LOCK TAB FIGURE 3. COOLANT TEMPERATURE SENSOR (CTS) Manifold Absolute Pressure (MAP) Sensor (See FIGURE 4.) ‘The Manifold Absolute Pressure (MAP) sensor is a pressure transducer that measures pressure changes in 4 the intake manifold. Pressure changes are the result of engine load and speed changes. ‘The MAP sensor con- verts these pressure changes to a signal voltage to the ECM. A closed throttle causes a low pressure (high engine vac- ‘uum) in the intake manifold. This low pressure causes a low voltage signal from the MAP sensor to the ECM. A. fully opened throttle causes a higher pressure (low en- gine vacuum) in the intake manifold. This higher pres- sure causes a higher voltage signal from the MAP sensor to the ECM. These pressure changes indicate the toad on the engine and sends a signal to the ECM. The ECM then calculates the spark timing and fuel requirements for best engine performance, ‘The MAP sensor also measures barometric pressure when the key switch is tumed to ON anc before the en- ‘gine is started. The ECM “remembers” the barometric pressure (BARO signal) after the engine is running. This method enables the ECM to automatically adjust for different altitudes and atmospheric conditions, ‘The ECM supplies 5 volts to the MAP sensor and moni- tors the voltage on a signal line. The sensor provides a path to ground through its variable resistance, The MAP sensor signal affects fuel delivery and ignition timing controls in the ECM, 1. SENSOR 2. ELECTRICAL CONNECTOR FIGURE 4. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR FUEL METERING SYSTEM COMPONENTS The fuel metering system consists of the following: © Fuel § lines). ipply Components (Fuel tank, pump and ‘© Fuel Pump Electrical Circuit# Throttle Body Injection (TBI) unit Fuel Supply Components ‘The fuel supply is kept in the fuel tank, An electric fuel pump, located in the fuel tank, supplies fuel through a filter to the TBI unit. (See FIGURE 5.) The pump deliv- cers fuel ata pressure greater than is needed by the injec- tor. A pressure regulator, part of the TBI assembly, keeps fuel available to the injector. Fuel that is not used is returned to the fuel tank by a separate line. OUTLET FUEL LINE RETURN FUEL LINE ‘AND FUEL PUMP ‘SUPPORT .. CLAMP (2) |. FLEXIBLE COUPLING . FUEL PUMP AND MOTOR . SCREEN FIGURE 5. FUEL PUMP Fuel Pump Electrical Circuit When the ignition switch is tumed to the ON position (engine not running), the ECM tums the fuel pump relay “ON” for two seconds. This action quickly raises the fuel pressure to the fuel injector. If the engine is not started within two seconds, the ECM deenergizes the fuel pump relay and the fuel pump goes to OFF. When the engine is cranked by the starter, the ECM energizes the fuel pump relay again so that the fuel pump operates. AS a parallel system to the fuel pump relay, the fuel pump also can be tumed “ON” by the oil pressure switch. The oil pressure sender has two internal circuits. One circuit operates the oil pressure indicator or gage in the instrument cluster, and the other is a normally open switch that closes when oil pressure reaches approxi- mately 28 kPa (4 psi). Ifthe fuel pump relay has a fault, the oil pressure switch runs the fuel pump. Throttle Body Injection (TBI) Unit (See FIGURE 6.) ‘The TBI unit consists of two major assemblies; the Throttle Body and the Fuel Meter Body. The parts of the ‘Throttle Body are the Throttle Position (TP) Sensor, Idle Air Control (IAC) Valve, Throttle Valve and the Tube Module Assembly. The Fuel Meter Body has the Fuel Injector and the Fuel Pressure Regulator 1. FUEL PRESSURE REGULATOR 2. FUEL METER ASSEMBLY 3. FUEL INJECTOR 4, THROTTLE POSITION SENSOR 5. VACUUM PORT MODULE 6. IDLE AIR CONTROL VALVE FIGURE 6. THROTTLE BODY INJECTION (TBP UNIT Throttle Position (TP) Sensor ‘The Throttle Position (TP) Sensor is a potentiometer that is connected to the throttle shaft on the throttle body. It senses the position of the throttle plate and sends that information to the ECM. This information permits the ECM to generate the correct pulses to the fuel injector for fuel control. Ifthe throttle position sensor indicates a fully opened throttle to the ECM, the ECM then in- creases the pulse width to the fuel injector. ‘The TP Sensor electrical circuit has a 5 volt supply line and a ground path Line, both from the ECM. A third wireis used as a signal line to the ECM. By monitoring the voltage on this signal line, the ECM calculates throttle position. As the throttle plate angle is changed (acceler- ator pedal moved), the signal voltage of the TP Sensor also changes. At a closed throttle position, the signal of the TP Sensor is below 1.25volts. As the throttle plate ‘opens, the signal voltage increases, so that at wide open throttle, itis approximately 5 volts. & 1, THROTTLE BODY ASSEMBLY 2. THROTTLE POSITION SENSOR, 3, THROTTLE SHAFT FIGURE 7. THROTTLE POSITION SENSOR Idle Air Control (IAC) Valve (See FIGURE 8.) The idle speed of the engine is controlled by the ECM through the Idle Air Control (IAC) valve. The idle air control valve has a linear DC step motor that moves a pintle valve to control the idle air system. See FIGURE 8. The step motor moves the pintle one step for each “count” that it receives from the ECM. Each volt- age pulse from the ECM to move the pintle valve is a count. This movement of the pintle valve controls the flow around the throttle plate. (When the pintle valve is EXTENDED, it decreases air flow and when RE- TRACTED, it increases air flow.) This air flow controls the engine idle speed at all operating temperatures. A minimum setting is for engine idle at sea level and nor- mal conditions. A heavier load from the alternator, hy- draulic pump or other accessories will cause the ECM to set a higher number of counts on the pintle valve. ‘The number of counts that indicates the position of the pintle valve can be seen when the “scan” tool is con- nected for troubleshooting. Pintle Extended = Decrease rpm = Lower Counts. Pintle Retracted = Increase rpm = Higher Counts. 6 AIR FLOW AN N N N N N N N N N \ N 1. THROTTLE BODY 2. LINEAR DC STEP MOTOR 3. PINTLE VALVE FIGURE 8. IDLE AIR CONTROL VALVE Fuel Injector ‘The fuel injector is a solenoid that is controlled by the ECM. When the ECM energizes the solenoid, a normal- ly closed ball valve is lifted off its seat, The fuel is under ‘constant pressure and is injected in a cone spray pattern into the bore of the throttle body, above the throttle plate. ‘The fuel that is not used by the fuel injector flows, through the pressure regulator and retums to the fuel tank. Fuel Pressure Regulator ‘The fuel pressure regulator is part of the fuel metering assembly of the TBI. The function of the fuel pressure regulator is to maintain a constant fuel pressure at the in- Jjector during all operating modes. An air chamber and a fuel chamber are separated by a diaphragm-operated re- lief valve and a calibrated spring. Fuel pressure at the fuel injector is controlled by the difference in pressure on each side of the diaphragm. The fuel pressure from the fuel pump on one side of the diaphragm acts against the force of the calibrated spring on the other side of the diaphragm. The system operates in a pressure range of 62 10 90 kPa (9 t0 13 psi). ‘The fuel meter assembly includes a vapor relief hole that relieves system pressure when the engine is turned OFF.‘This hole also helps release vapors from the injector and regulator for starting a hot engine. IGNITION SYSTEM (See FIGURE 9.) ‘Crankshaft Sensor ‘The ignition system uses a magnetic crankshaft sensor ‘that is mounted in the engine block. The sensor extends into the block within approximately 1.3 mm (0.050in) of the crankshaft reluctor, The reluctor is a special whee! cast on the crankshaft with seven slots machined into it, six of which are equally spaced (60° apart). A seventh slot is 10° from one of the other slots and creates a ‘syne-pulse”. As the reluctor rotates as part of the crankshaft, the slots change the magnetic field of the sensor, creating an induced voltage pulse. . INTEGRATED IGNITION COILS AND IGNITION MODULE CRANKSHAFT SENSOR |. CRANKSHAFT RELUCTOR |. SPARK PLUG (4) FIGURE 9. DIRECT IGNITION SYSTEM ‘The pulses created by the crankshaft sensor cause the ignition contro! module (ICM) to send reference signals to the ECM. These pulses are used to indicate the speed and position of the crankshaft. The ICM continues to send these reference pulses to the ECM at a rate of one per each 180° of crankshaft rotation. The ECM acti vates the fuel injector by sensing every other reference pulse beginning at a crankshaft position of 120° after top dead center. By comparing the time between pulses, the ICM can see the pulse from the seventh slot “syne pulse” and start the timing that fires the ignition coils. The second erank pulse following the “sync pulse” tells the ICM to fire the number 2 and 3 ignition coil and the fifth crank pulse tells the ICM to fire the number I and 4 ignition coil, Ignition Coils ‘Two separate coils are installed on the ICM assembly. Each coil provides the spark for two plugs at the same time (Waste Spark Distribution). Ignition Control Module (ICM) ‘The Ignition Control Module (ICM) monitors the crank sensor signals. The ICM uses these signals to send a ref- erence signal to the ECM so that correct spark and fuel injector control can be maintained during all operating conditions. During cranking, the ICM monitors the “syne-pulse” to begin the ignition sequence. At engine speeds below 400 1pm the ICM controls spark advance by energizing ceach of the two coils based on engine speed only. Above 400 rpm the ECM controls the Ignition Control (IC) sig- nal and compensates for all operating conditions. The ICM must receive a “syne-pulse” and then a crank sig- nal in that order to let the engine to start Ignition Control (IC) This system uses the same Ignition Control (IC) to ECM circuits that distributor type systems use, Following is a brief description for each of the EST circuits. Ignition Reference ~ Circuit GY ‘The crankshaft sensor sends a signal to the ignition con- trol module that results ina reference pulse being sent to the ECM. The ECM uses this signal to determine crank- shaft position and speed. Ignition Reference Ground - Circuit HX This wire is makes sure that the ground circuit has no voltage difference between the ignition control module ground and the ground for the ECM. A bad ground con- nection can affect engine performance.Bypass - Circuit GZ At approximately 400 rpm, the ECM applies 5 volts to this circuit to switch spark timing control from the igni- tion control module to the ECM. IC - Circuit GW ‘The ECM uses the reference signal to send a signal (IC) that will be sent back to the module. This signal is the timing that the ECM has calculated from its different in- puts. Therefore, while the engine is under 400 rpm, the ‘module controls the ignition timing. When the engine speed is more than 400 rpm, the ECM applies 5 volts to the bypass line to switch the timing to ECM control (IC). ‘The ICM is not repairable. When a module is replaced, the remaining ignition components must be transferred. 1. COIL FOR CYLINDERS 2 AND 3 2. COIL FOR CYLINDERS 1 AND 4 3. DIS MODULE. 4. CRANK SENSOR FIGURE 10. IGNITION PARTS GOVERNOR SYSTEM (See FIGURE 11.) ‘The govemor motor is ar electric DC motor that is actu- ated and controlled by the Electronic Control Module (ECM) through the governor control module (governor motor driver circuit). The governor prevents engine speeds above specifications when operating with light Toads, and permits the throttle to open for full power for heavy loads ‘The components of the governor system are the ECM, the govemnor control module and the governor motor as- sembly and cables, The cables and drum allow the throttle control to be split. This split arrangement allows, the govemor motor drum to close the throttle plate, yet, ‘open them indirectly. The first drum is turned by the ac- celerator pedal. A spring located inside the drum pushes ‘on the second drum. This action allows the operator to ‘open the throttle when under heavy load, but the motor will rotate the drum, against the spring, to close the throttle plate under light load-high rpm. Using engine speed and load, the governor controls the actual position of the throttle plate, within that range of possible open- ing. |. SENSOR INPUTS . ELECTRONIC CONTROL MODULE (ECM) |. KEY SWITCH |. GOVERNOR CONTROL MODULE GOVERNOR TBI UNIT ‘THROTTLE (MONOTROL) PEDAL THROTTLE CABLES PNoesene FIGURE 11, GOVERNOR SYSTEM ‘The engine sensors, such as the Throttle Position (TP) ‘Sensor, Manifold Absolute Pressure (MAP) sensor, and. crankshaft reference pulses (rpm) gives constant in- formation on engine operating conditions to the Elec- tronic Control Module (ECM). The ECM uses the in- formation on throttle plate position and engine rpm to determine whether or not governed operation is needed.At low engine speeds, below calibration rpm, the gover- nor drive motor is not energized. At higher engine speeds, above calibration rpm, where the governor is, needed, the ECM sends a signal to the governor control module to increase current flow to the govemor motor. ‘The govemor motor rotates the drum and this causes the throttle plate to rotate toward the closed position. Con- trol of the throttle plate is determined by the TP Sensor and engine speed signals to the ECM. When engine load increases and pm decreases, the electrical current to the ‘motor is reduced by the ECM through the governor con- trol module, thus allowing the throttle plate to open far- ther. POSITIVE CRANKCASE VENTILATION (See FIGURE 12.) ‘The Positive Crankcase Ventilation (PCV) system is used as a vent for vapors from the crankcase. Clean air from the air cleaner is supplied to the crankcase, mixed with gases from the valve cover. This mixture then goes through the Positive Crankcase Ventilation (PCV) valve into the intake manifold. For correct engine idle, the PCV valve restricts the flow when there is high vacuum at the intake manifold. ‘The incorrect operation of the PCV system can be: Rough idle Stalling or slow idle speed High idle speed Oil leak © Oilin the air filter A. PCV VALVE B. PCV VALVE HOSE C. AIR FILTER D. CRANKCASE VENT HOSE => CLEANAIR + MIXTURE OF AIR AND. FUMES FIGURE 12. POSITIVE CRANKCASE, VENTILATION SYSTEMNOTESSAFETY PRECAUTIONS MAINTENANCE AND REPAIR ‘When lifting parts or assemblies, make sure that all slings, chains or cables are correctly fastened and that the load being lifted is balanced. Make sure that the crane, cables and chains have the capacity to support the weight of the load. Do not lift heavy parts by hand. Use a lifting mechanism. ‘Wear safety glasses. DISCONNECT THE BATTERY CONNECTOR before doing any maintenance or repair on electric lift trucks. Disconnect the battery ground cable on internal combustion lift trucks. Always use correct blocks to prevent the unit from rolling or falling. See “How To Put The Lift Truck On Blocks” in the OPERATING MANUAL or the PERIODIC MAINTENANCE section. Keep the unit and working area clean and in order. Use the correct tools for the job. Keep the tools clean and in good condition. Always use HYSTER APPROVED parts when making repairs. Replacement parts must meet or exceed the specifications of the original equipment manufacturer. Make sure that all nuts, bolts, snap rings and other fastening devices are removed before using force to remove parts. ‘Always fasten a DO NOT OPERATE sign to the controls of the unit when ‘making repairs or if the unit needs repairs. ‘Make sure you follow the DANGER, WARNING and CAUTION notes in the instructions. Gasoline, Liquid Petroleum Gas (LPG), and Diesel are flammable fuels. Make sure that you follow the necessary safety precautions when handling these fuels and when working on these fuel systems. Batteries generate flammable gas when they are being charged. Keep fire and sparks away from the area. Make sure the area has ventilation.Hyster Easy Language Program HYSTER tecunicat pusiications 2200 SRM 525 4/93 Litho in U.S.A.