C40 45 50

SERVICE MANUAL
C 40 / 45 / 50s / 55s D
C 40 / 45 / 50s / 55s L
Capacity : 4000-5500 kg
Book No. SM 810
Copyrighted Material
Intended for CLARK dealers only
Do not sell or distribute
CONTENTS
CONTENTS
Group SA. Safe Maintenance Group 23. Brake System

Group PS. Periodic Service Group 25. Steering Column and Gear
Group 00. Engine Group 26. Steer Axle
Group 01. Engine Cooling System Group 29. Hydraulic Sump, Filters, and Pump
Group 03. Intake and Exhaust System Group 30. Hydraulic Control Valve
Group 06. Transmission Group 32. Tilt Cylinders
Group 13. Electrical system Group 34. Uprights
Group 20. Drive Axle Group 38. Counterweight and Chassis
Group 22. Wheels and Tires Group 40. Specifications
Group 34. Uprights

Group 32. Tilt Cylinders
Group 13. Electrical system
Group 25. Steering Column Group 23. Brake System

and Gear
Group 06. Transmission Group 30. Hydraulic Control Valve
Group 29. Hydraulic Sump, Filters,

and Pump
Group 00. Engine
Group 01. Engine Cooling

System
Group 22. Wheels and Tires
Group 03. Intake System
Group 26. Steer Axle
Group 38. Counterweight

and Chassis
Group 03. Exhaust System
SM 810 CONTENTS-1
GROUP SA
GROUP SA
SAFE MAINTENANCE
Safety ................................................................... Section 1
Lifting, Jacking, and Blocking the Truck ....... Section 2
Towing................................................................. Section 3
SM 810 SA-0
Group SA, Safe Maintenance
Section 1
Safety
Safety Signs and Messages Safe Maintenance Practices

Safety signs and messages in this manual and on the lift The following instructions have been prepared from cur-
truck provide instructions and identify specific areas rent industry and government safety standards applicble to
where potential hazards exist and special precautions industrial truck operation and maintenance. These recom-
should be taken. Be sure you know and understand the mended procedures specify conditions, methods, and
meaning of these instructions, signs, and messages. Dam- accepted practices that aid in the safe maintenance of
age to the truck, death, or serious injury to you or other industrial trucks. They are listed here for the reference and
persons may result if these messages are not followed. safety of all workers during maintenance operations.
Carefully read and understand these instructions and the
NOTE
specific maintenance procedures before attempting to do
This message is used when special informa- any repair work.
tion, instructions or identification is re-
quired relating to procedures, equipment, When in doubt of any maintenance procedure, please con-
tools, pressures, capacities, and other spe-cial tact your local Clark dealer.
data. 1. Powered industrial trucks can become hazardous if
maintenance is neglected. Therefore, suitable
IMPORTANT mainte-nance facilities, trained personnel, and proce-
This message is used when special precau- dures must be provided.
tions should be taken to ensure a correct
action or to avoid damage to, or malfunc-tion 2. Maintenance and inspection of all powered industrial
of, the truck or a component. trucks shall be done in conformance with the manu-
facturer’s recommendations.
3. A scheduled planned maintenance, lubrication, and
! CAUTION inspection program shall be followed.
This message is used as a reminder of safety
4. Only trained and authorized personnel shall be per-
hazards that can result in personal injury if
mit-ted to maintain, repair, adjust, and inspect indus-
proper precautions are not taken.
trial trucks. Work should be performed in accordance
with the manufacturer’s specifications.
! WARNING 5. Properly ventilate work area, vent exhaust fumes,
This message is used when a hazard exists and keep shop clean and floor dry.
that can result in injury or death if proper 6. Avoid fire hazards and have fire protection equip-
precautions are not taken. ment present in the work area. Do not use an open
flame to check for level or leakage of fuel, electro-
! DANGER
lyte, oil, or coolant. Do not use open pans of fuel or
flammable cleaning fluids for cleaning parts.
This message is used when an extreme haz-
ard exists that can result in injury or death 7. Before starting work on truck:
or serious injury if proper precautions are a. Raise drive wheels off of floor and use blocks or
not taken. other positive truck positioning devices.
b. Disconnect battery before working on the electri-
The above terms have been adopted by Clark. The same cal system.
terms may be used in different context in service literature 8. Before working on engine fuel system of gasoline- or
supplied directly or indirectly by vendors of truck compo- diesel-powered trucks, be sure the fuel shut-off valve
nents. is closed.
SM 810 SA-1-1
9. Operation of the truck to check performance must be 19. Modifications and additions that affect capacity and
conducted in an authorized, safe, clear area. safe truck operation must not be done without the
manufacturer’s prior written approval. Capacity,
10. Before starting to drive truck:
operation and maintenance instruction plates, tags, or
a. Be in operating position.
decals must be changed accordingly. This is an
b. Be sure parking brake is engaged.
OSHA requirement.
c. Put direction control in neutral.
d. Start engine. 20. Care must be taken to assure that all replacement
e. Check functioning of direction and speed con- parts, including tires, are interchangeable with the
trols, steering, brakes, warning devices, and any original parts and of a quality at least equal to that
load handling attachments. provided in the original equipment. Parts, including
tires, are to be installed per the manufacturer’s proce-
11. Before leaving truck
dures. Always use genuine CLARK or CLARK-
a. Stop truck.
approved parts.
b. Put directional control in neutral.
c. Apply the parking brake. 21. Use special care when removing heavy components
d. Stop the engine by turning off the ignition circuit. from the truck, such as counterweight, seat deck,
e. Put blocks at the wheels if truck is on an incline. upright, etc. Be sure that lifting and handling equip-
ment is of the correct capacity and in good condition.
12. Brakes, steering mechanisms, control mechanisms,
Also, this removal may upset the stability of the
warning devices, lights, governors, guards, safety
truck. The frame must always be safely blocked for
devices, and frame members must be carefully and
major component removal.
regularly inspected and maintained in a safe operat-
ing condition.
NOTE
13. Special trucks or devices designed and approved for
hazardous area operation must receive special atten- You should also be familiar with additional
tion to ensure that maintenance preserves the origi- operating and maintenance safety instruc-
nal, approved, safe-operating features. tions contained in the following publica-
tions:
14. Fuel systems must be checked for leaks and condi-
tion of parts. Extra special consideration must be ANSI / ITSDF B56.1 : Operator Control-Industrial Tow
given in the case of a leak in the fuel system. Action Tractors (Safety Standard For Powered Industrial Trucks).
must be taken to prevent the use of the truck until the
leak has been corrected. NFPA 505: Fire Safety Standard for Powered Indus-trial
Trucks: Type Designations, Areas of Use, Mainte-nance
15. The truck manufacturer’s capacity, operation, and and Operation. Available from: National Fire Protection
maintenance instruction plates, tags, or decals must Assoc., Inc., Batterymarch Park, Quincy, MA 02269.
be maintained in legible condition.
General Industrial Standards, OSHA 2206: OSHA Safety
16. Batteries, motors, controllers, limit switches, protec- and Health Standards (29 CFR 1910), Subpart N-Mater
tive devices, electrical conductors, and connections als Handling and Storage, Section 1910.178 Powered
must be inspected and maintained in conformance Industrial Trucks. For sale by: Superintendent of Docu-
with good practice. Special attention must be paid to ments, U.S. Government Printing Office, Washington, DC
the condition of electrical insulation. 20402.
17. To avoid injury to personnel or damage to the equip-
ment, consult the manufacturer’s procedures in
replacing contacts on any battery connection.
18. Industrial trucks must be kept in a clean condition to
minimize fire hazards and help in the detection of
loose or defective parts.
SM 810 SA-1-2
Section 2
Lifting, Jacking, and Blocking the Truck
! WARNING
Lifting or jacking any large piece of equipment such as your fork truck presents obvious haz-
ards. It must be done with great care and forethought. Consult the truck weight tabulations
in Group 40, “Specifications” to ensure that your lifting equipment is of adequate capacity.
SM 810 SA-2-1
Safe Parking Raising Drive Wheels Off Floor

Before working on truck: This procedure uses the upright as a lever to lift the drive
wheels off the floor and prevent accidents due to inadvert-
1. Park truck on a hard, level, and solid surface, such as
ent powering of the drive wheels.
a concrete floor with no gaps or breaks.
1. Park truck safely as described in “Safe Parking.”
2. Put upright in vertical position and fully lower the
Block steer wheels.
forks or attachment.
2. Be sure upright trunnion bolts are tight. Bolt torques
3. Put all controls in neutral. Turn key switch OFF and
must be 75-80 N⋅m (55-59 ft-lb).
remove key.
3. Start the engine. Tilt the upright fully back. Adjust
4. Apply the parking brake and block the wheels.
upright height as necessary to put blocking under-
neath the lower end of the upright.
! WARNING
4. Put a solid 100 x 100 mm (4 x 4 in) hardwood block
Defective equipment can cause accidents. All under the front section of each upright rail. Put a 3-6
tools and lifting equipment must be in good mm (.125-.250 in) steel plate on top of each block.
condition, meet the load capacity require-
ments and have OSHA labels when required.
Tools with defects can have failures causing
severe injury or death.
Lifting, Blocking, and Jacking Points

Use the following illustration to locate general lifting, Steel
blocking, and jacking points on the truck. Read the proce- Plate
dures for raising, blocking, or jacking specific compo-
nents of the truck to make sure you understand the correct, Block
safe procedures
5. Tilt upright fully forward. This raises the drive

wheels off the floor. Release the tilt control lever and
turn engine OFF.
Under Under Frame Under Upright

Steer
Axle Frame Mount
! WARNING
Do not attempt to lift the truck by the over-
head guard or the counterweight. Severe
injury may result and the truck can be dam-
aged.
SM 810 SA-2-2
6. Insert blocking under the frame behind the drive 3. To raise the front of the truck using the upright,
wheels or slip wheel cradles under the drive wheels. spread two chains on the outer rail tiebar of the
If using blocking, check for safe clearance between upright.
drive wheels and floor and blocks.
Place
chains
here
Rag
NOTE
When forks are raised as in illustration
above, use shop rags, paper, or bright tape on
fork tips to signal the danger of tripping.
7. Check for stable condition of the truck. Be sure that ! WARNING

the blocks are located securely under the truck frame Chain and hoist used to lift truck should be
before operating the drive or working on truck. checked to make sure they are of safe lifting
8. Lower the drive wheels to the floor and remove the capacity. See the truck data plate for infor-
blocks by reversing the above procedure. mation.
4. Slowly lift truck and lower drive wheels onto the cra-
dles or place blocking under frame prop points.
Raising Truck with A Hoist
When suitable equipment is available, the front of the
truck may be raised by means of a hoist, with wheel cra-
dles placed under the wheels or blocking placed under the
frame.
! CAUTION
When lifting the front of the truck watch
truck for signs of lateral instability. It may
tip sideways. You may have to support or
guide the side of the truck or overhead guard
to prevent tipping.
1. Park truck safely as described in “Safe Parking.” 5. When maintenance work is completed, lower the
Block rear steer wheels. truck to the floor by reversing the lifting procedure.
Check to be sure no tools or equipment are under the
2. Check trunnion bolts to make sure they are tightened
truck or wheels.
to correct torque. Bolt torques must be 75-80 N⋅m
(55-59 ft-lb).
SM 810 SA-2-3
Blocking the Upright In Raised

Position
Carriage
This procedure is used to safely provide clearance for
access from the front of truck to components on or near
the drive axle. Illustrations show upright with forks
removed however, fork removal is not necessary
2. Put blocks in front of and behind drive wheels.
3. Put wooden support blocks conveniently near upright
rails before raising the upright. Use two 100 x 100 Inner Rail
mm (4 x 4 in) hardwood blocks or equal, of about
300 x 300 mm (12 in) and 600 x 600 mm (24 in) Outer Rail
length.
NOTE Short Block
For standard uprights, block may need

length cut to suit. For triple stage uprights, 7. Reverse the procedure to remove blocking.
the carriage may be blocked up, as shown.
4. Start engine and raise the upright carriage. Raising Rear of Truck
5. Hold the taller block against inner rail and lower the The truck may be raised at the rear by jacking and block-
upright until carriage rests on block. ing under the center of the frame member at either the
front or rear steer axle mounting, or under the center sec-
tion of the steer axle.
Refer to truck data plate for truck weights.
! WARNING
Carriage
An incorrectly installed counterweight can
move or fall unexpectedly. Never lift or block
a truck using the counterweight. Failure to
follow procedures outlined in this manual
can result in injury or death.
1. Park truck safely as described in “Safe Parking.” Put

blocks at front and rear of drive wheels.
Inner Rail
Outer Rail
Tall Block
6. Hold the shorter block against the outer rail and

lower the upright until inner rail rests on the block.
SM 810 SA-2-4
2. Put a floor jack under the steer axle mounting frame 6. When maintenance work is completed, lower the rear
member, centered between the two wheels. of truck to the floor by reversing the above procedure
and lowering each side of the truck 50 mm (2 in) at a
! WARNING time:
• Put jack under frame and raise truck.
Never lift the truck by the counterweight. • Carefully remove blocks and lower truck.
• Remove jack and blocks from drive wheels.

Raising Entire Truck
Refer to truck data plate for truck weights.
Lower upright fully.
2. If necessary, drive truck onto boards to increase
underclearance.
NOTE ! WARNING
If there is insufficient clearance under frame SIDE-TO-SIDE TIPOVER. When jacking
for your jack, the truck may first be driven side of truck, be sure upright is lowered fully
onto shims, such as 25 x 150 x 300 mm (1 x 6 and do not raise one side of the truck more
x 12 in) pieces of board, to increase the truck than about 50 mm (2 in) higher than the
frame underclearance. other, to avoid tipping truck over laterally.
3. Raise the truck only as high as necessary to perform END-TO-END TIPOVER. If the upright and
the maintenance work. transaxle are removed while the truck is
blocked up, the truck will tip backwards due
4. Put blocks at both sides of the truck, fully under the
to the heavy counterweight. Both upright and
frame main side structure. Put the blocks in front of
counterweight must be removed before
but close to the counterweight and steer wheels for
attempting to raise the truck for transaxle
best truck stability.
removal. The back of the truck must be sup-
ported by blocking under the steer axle to
prevent movement.
The reverse is also true. If the counterweight

is removed while the truck is up on blocks,
the weight of the upright and transaxle will
cause the truck to tip on the front blocks and
fall forward.
Put an equal amount of blocks under each side of the truck

to provide a level working position.
5. Lower the truck onto the blocks and remove the jack.
! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
SM 810 SA-2-5
3. Put the jack under side frame near the center of the
truck. ! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
8. When maintenance work is completed, lower the

entire truck to the floor by reversing the lifting proce-
dure. Lower the truck one side at a time, while care-
fully removing the blocks. Check to be sure no tools
or equipment are under the truck or wheels.
NOTE
Jack truck Depending on jack height, shims under the
here tires may be needed for clearance to allow
removal of jack.
IMPORTANT
Be sure to put the jack squarely and fully
under the main side structure of the frame. Shipping Tie-Down Instructions
Do not put the jack under the outer covers 1. Front of Truck
which enclose the fuel and hydraulic sump a. With Upright and Carriage Installed
tanks. • Lower the carriage fully.
• Put a tie down (e.g., chain) between the carriage
4. Carefully raise the truck one side at a time, only as fork bars.
high as necessary to do the maintenance work and
not more than a maximum of 150 mm (6 in) total.
5. Put blocks under the side frame, at each side of the
jack. Spread the blocks close to the steer and drive
wheels for maximum stability.
b. Without an Upright and Carriage Installed

• Put a chain across the truck floor plate. Protect
6. If using one jack, lower the truck onto the blocks and
truck from chain damage by using covered chain
move the jack to the opposite side. Repeat the lifting
or protective material under the chain at contact
procedure.
points.
7. Put the same size blocks under each side of the truck
2. Rear of Truck
so it will be level.
• Attach the tie down to pocket in bottom of coun-
terweight.
SM 810 SA-2-6
Section 3
Towing
If your truck is disabled but can be moved freely on its 4. Check that the counterweight bolts on both trucks are
own wheels without further damage, use the following in place and properly torqued to 440-490 N⋅m (325-
procedures to tow the truck safely to a repair area. 361 ft-lb). These bolts are made of special, high-ten-
sile steel and are not commercially available. When
! WARNING necessary, replace these bolts only with a genuine
Clark replacement part.
It is important for your safety and to the care
of your lift truck to use the proper equipment 5. Use an approved, solid metal tow bar with towing
and carefully follow these recommendations couplers that connect to the towing pins in the coun-
for safe towing. terweights.
Do not tow a lift truck if there is a problem
NOTE
with the brakes or tires, or if the steering
DOT-approved towing equipment is avail-
cannot be operated.
able from your Clark dealer.
Do not tow the disabled truck up or down
ramps or steep inclines.
6. Release the parking brake on the towed vehicle.
Do not attempt to tow the disabled truck if
Place directional control lever in neutral.
traction or weather conditions are poor.
7. Tow the disabled truck backwards. An operator must
1. Be sure to apply the parking brake or block the drive be on the disabled truck.
wheels on the disabled truck while working around
it. ! CAUTION
2. When possible, raise the carriage (forks) on the dis- The power steering will not operate on the
abled truck 300 mm (12 in) from the floor or ground. disabled truck when the engine is not run-
Secure the carriage on the upright with a chain. ning. The steering handwheel will be difficult
3. Use a truck for towing that is of equal or larger to turn.
capacity than the disabled truck. Carry a partial load
on the tow truck for improved traction. 8. Tow the truck slowly. Careful towing is necessary to
prevent injury to personnel or damage to the disabled
truck. The truck should be towed at a speed of less
than 8 kph (5 mph, or a moderate walking speed)
with a driver in place and steering the disabled truck.
Direction of towing for distances of

300 meters (325 yards) or less.
Disabled truck with Tow truck moving at 8 kilome-
driver in place to steer. ters-per-hour (5 mph) or less.
Solid-metal
tow bar Partial
load
SM 810 Towing • SA-3-1
IMPORTANT
Do not lift the disabled truck or any wheels
! WARNING
off the floor while the truck is being towed. Always engage the parking brake when
parking a lift truck. The truck can roll and
9. Park the disabled truck in authorized areas only. cause injury or death to personnel near it.
Fully lower the forks on the floor, leave the direc-
tional control in neutral, turn the ignition switch to
OFF, and engage the parking brake. Remove the
ignition key and, when necessary, block the wheels
to prevent the truck from rolling.
SM 810 Towing • SA-3-2
GROUP PS
GROUP PS
PERIODIC SERVICE
Maintenance Schedules ............................ Section 1
The Planned Maintenance Program ....... Section 2
SM 810 PS-0
Group PS, Periodic Service
Section 1
Maintenance Schedules
“Periodic Service” and “Planned Determining Maintenance Intervals

Maintenance” Time intervals on the charts on the next four pages and
The term “periodic service” includes all maintenance elsewhere in this manual relate to truck operating hours as
tasks that should be performed on a regularly scheduled recorded on the hourmeter, and are based on experience
basis. Clark has found to be convenient and suitable under nor-
mal operation. Standard operating condition classifica-
The term “Planned Maintenance” indicates a formalized tions are:
program of basic inspections, adjustments, and lubrica-
tions that the Clark service organization provides custom- Normal Operation: Eight-hour material handling, mostly
ers at a prescribed interval, usually 50-250 hours. The in buildings or in clean, open air on clean, paved surfaces.
recommended basic “Planned Maintenance” procedure is Severe Operation: Prolonged operating hours or constant
given in Section 2 of this Group. usage.
The current Section,“Maintenance Schedules,” specifies Extreme Operation:
all maintenance tasks—including Planned Maintenance
tasks—that should be performed periodically, and sug- • In sandy or dusty locations, such as cement plants,
gests intervals at which they should be performed. lumber mills, and coal dust or stone crushing sites.
• High-temperature locations, such as steel mills and
foundries.
• Sudden temperature changes, such as constant trips
from buildings into the open air, or in refrigeration
plants.
If the lift truck is used in severe or extreme operating con-
ditions, the maintenance intervals should be shortened
accordingly.
IMPORTANT
MAINTENANCE INTERVALS. If the lift
truck is used in severe or extreme operating
conditions, the maintenance intervals should
be shortened accordingly.
Since the operating environments of lift

trucks vary widely, the above descriptions
are highly generalized and should be applied
as actual conditions dictate.
SM 810 PS-1-1
Service Chart/Lubrication Points

A decal, similar to the illustration below, is located on the guide to periodic maintenance intervals and tasks. A more
underside of the truck’s engine cover. This decal is a basic detailed chart is supplied on the next page.
Every 8-10 Hours or daily

Every 50-250 Hours or monthly
Every 450-500 Hours or every 3 months
Every 900-1000 Hours or every 6 months
Every 2000 Hours or every year
Lift Chains Axle Oil
Brake Fluid
Upright Rollers
Brake Operation
Tilt Cylinder Pins
Lub Brake Discs
Axle Mounting All Wheel Lugs
& Fasteners
Transmission
Overhead Guard Fluid (LPG)
Mounting Bolts
Transmission
Fluid (Diesel)
Transmission Fluid
Filter (LPG) Diesel Eng-oil
Transmission Fluid Fuel Filter

Filter (Diesel) Diesel
Battery Hydraulic oil
Filter
Air Cleaner Hydraulic oil
(Diesel)
V-Belts
Air Cleaner
(LPG)
Radiator Coolant Engine Oil
and Core LPG
Steer Axle Steer Axle Wheel
Linkage Bearings
Counterweight Fuel Filter
Fasteners LPG
Overall Visual
Check
Check/Lubricate Check/Replace Clean/Air Clean
Check Monitor indicator on A/cleaner

Drain/Flush and Service as Required
A-Diesel Engine Oil : 15W40 B-Hydraulic Oil C-Engine Coolant D-EP2 Grease E-Transaxle Fluid F-Hydraulic Oil
Clark # 2776239 50/50 Mixture NLGI #2 Mobil fluid #424 used in Clark # 2776239
standard transaxle
LPG Engine Oil : 10W30
API,MORE THAN A CLASS SJ GRADE
Intervals refer to elapsed hour meter time and based on Clark's experience found to be suitable and convenient
under normal operating conditions.
Service and Maintain as per Service and Operator Manuals. Special or harsh conditions may need additional intervals.
SM 810 PS-1-2
Recommended Periodic Service Schedule

This chart lists maintenance tasks that should be done Apply as appropriate for diesel, gas, and LPG trucks.
periodically, the suggested time intervals, and the service Refer to Operator’s Manual for Daily Checks.
manual Group in which the task is covered.
Every 450- Every 900- Every 2000

Every
TASKS 1st 50 Hours 500 Hours 1000 Hours Hours
50-250 Hours
(or 3 months) (or 6 months) (or 1 year)
Group PS - Periodic Maintenance
Perform Planned Maintenance
inspections, lubrications, and •
adjustments
Group 00 - Engine
Exhaust smoke from gas engine -
inspect (blue-oil ; black-fuel)
•
Idle/governed rpm - check/adjust •
Mounts/brackets - inspect/tighten •
Oil change - drain/fill* • •
Oil filter cap & seal - clean/check •
Oil filter - replace • •
Oil level/condition - check • •
Stall rpm - check on standard
transaxle truck
•
Tune up - determine if needed by stall
check and/or functional test
•
Valve tappet adjustment - diesel engine •
Group 01 - Cooling System
Coolant level/condition - check/sample •
Coolant protection level - hydrometer test •
Coolant change - drain & flush •
Coolant hoses - inspect/replace • •
Fan blades - inspect loose/damaged •
Fan belt(s) - check tension, wear • •
Radiator cap - inspect/test • •
Thermostat - test/replace •
Water pump - check leaks/wear •
Group 02 - Fuel System
Carburetor idle/air - check/adjust •
CO level - check/adjust •
Diesel injectors/lines - clean/inspect •
Filler cap/screen - clean/inspect •
Fuel filter, diesel - replace •
Fuel filter, gas - replace •
LPG lock-off valve filter - inspect/replace •
LPG tank mounting/guard - inspect •
SM 810 PS-1-3

Every
50-250 Hours
LPG tank shut-off valve - inspect/test •
LPG vaporizer/regulator/hoses - inspect •
Throttle linkage - check/adjust •
* Oil change interval may be determined by laboratory analysis
Group 03 - Air Intake & Exhaust

Air filter element - replace • (Diesel) • (LPG)
Air hoses/clamps - inspect •
Exhaust pipe/muffler - inspect •
Group 06 - Transmission
Charging pump - stall test standard
transmission
•
Clutch pack operation - stall test standard
transmission
•
Pressure checks •
Fluid change - drain/fill • •
Fluid filter - replace • •
Fluid level/condition - check/sample • •
Inching operation - check/test •
Oil cooler/lines - inspect •
Transmission strainer - clean on standard
transmission
•
Group 12 - Ignition System
Diesel cold starting plug - test •
Distributor cap/rotor - inspect •
Electronic ignition - test •
Ignition timing - check/adjust •
Ignition wiring - inspect •
Neutral start - check •
Parking brake interlock - check •
Spark plugs - regap/replace •
Starter motor - inspect/test •
Starter solenoid - inspect/test •
Group 13 - Electrical System
Hourmeter - check •
Lamp check - at start-up •
Wiring harness - inspect •
Group 20 - Drive Axle
Axle and lube - clean/repack •
SM 810 PS-1-4

Every
50-250 Hours
Axle mounting bolts-inspect/tighten •
Oil change-drain/fill • •
Group 22 - Wheels And Tires
Wheel mounting bolts - tighten • •
Tire pressure/condition - check • •
Group 23 - Brake System
Operation - check •
Service brake - check wear •
Brake lines - check • •
Parking brake - check/adjust • •
Brake oil-check •
Brake oil change -drain/fill •
Group 26 - Steer Axle and Lines
Power steering relief pressure - check •
Steer axle mounting - inspect •
Steer wheel bearings - check •
Steer wheel bearings - lubricate/adjust •
Steering cylinder seals - check leakage •
Steering linkage - lubricate •
Group 29 - Hydraulic Pump, Sump, and Filter
Hydraulic fluid level/condition -
check/sample
•
Hydraulic fluid change - drain/fill •
Hydraulic suction screen - clean •
Hydraulic fluid filter - replace • •
Hydraulic tank breather - clean/replace •
Group 30 - Hydraulic Valve & Linkage
Hydraulic system relief pressure -
test/adjust
•
Group 32 - Tilt Cylinders
Tilt cylinder adjustment - check/adjust •
Tilt cylinder drift - test •
Tilt cylinder mounting - check/tighten •
Tilt cylinder rod ends -
check/tighten/lubricate
•
Tilt cylinder rod/seals - check for leaks •
Group 34 - Upright, Lift Cylinder, Carriage, Forks
Carriage and lift chain - lubircate •
Carriage chain condition - inspect/adjust •
SM 810 PS-1-5

Every
50-250 Hours
Forks, latches, stop pin -
inspect/check wear
•
Lift chain condition - inspect/adjust •
Load backrest •
Upright lift cylinder downdrift-test •
Upright rollers - check •
Upright mounting bolts - tighten •
SM 810 PS-1-6
Section 2
The Planned Maintenance Program
This Section defines a set of basic service procedures, known as the “Planned
Maintenance Program”, and describes systematic approach for performing
them.
SM 810 PS-2-1
Introduction to Planned Maintenance The Basic PM Procedures

A program of regular, routine inspections, lubrication, and The chart on the next page lists the basic PM tasks. The
other service tasks is important for the long life and trou- actual PM program may be modified to meet the specific
ble-free operation of the lift truck. needs of the truck application.
The Clark service organization offers customers a formal- The procedures beginning on page 4 outline a systematic
ized program—called Planned Maintenance, or PM—for approach to performing the PM tasks. These procedures
performing these tasks. consist of:
• External visual checks you make as you walk
PM Intervals around the truck with it turned off.
The PM inspections, adjustments, and lubrications are • Operational checks you make while operating the
typically performed on each covered truck at 50-250 hour truck.
intervals. (See Section 1, in this Group about defining ser- • Tests, adjustments, and lubrication you perform
vice intervals.) with the covers removed.
The PM Form
! CAUTION
As an aid to service technicians performing and docu-
• Do not make repairs or adjustments unless
menting PM inspections, Clark has prepared a “Gas, LPG
authorized to do so.
or Diesel Planned Maintenance Report” form. A black-
and-white copy of this form is inserted in Section 3 of this • Disconnect the battery ground cable (-) from
Group. the engine or frame before working on electrical
components.
We recommend that you use this form as a checklist and
• Always wear safety glasses.
to make a record of your inspection and truck condition.
This record can be used to inform the owner of needed • Wear a safety (hard) hat in industrial plants
repairs and help establish the optimal PM intervals. and in special areas where protection is neces-
sary or required.
When you have finished the PM inspections, be sure to
• Remove all jewelry (watch, rings, bracelets,
give a copy of the report to the person responsible for lift
etc.) before working on the truck.
truck maintenance.
SM 810 PS-2-2
The Recommended PM Task Chart
Listed by Service Manual Group
Group PS - The Basic PM Procedures Alternator - inspect/test

Visual inspection Alternator dirve belts - inspect/adjust
Functional performance check - test dirve Alternator output - test
Air cleaning of truck Battery condition - performance load test
Lubrication, filters, and fluid levels checks Battery electrolyte level - check/add
Critical fasteners torque check Battery terminals/cables - clean/tighten
Group 00 - Engine Neutral start - check
Exhaust smoke (blue-oil ; black-fuel) Starter cranking voltage - test
Idle RPM - check/adjust Group 22 - Wheels And Tires
Max no-load gov’d RPM - check/adjust Tire pressure/condition - check
Mounts/brackets - inspect/tighten Group 23 - Brake System
Oil filler cap & seal - clean/check Brake lines - check
Oil level/condition - check Check operation
Stall RPM - check Parking brake - check/adjust
Group 01 - Cooling System Service brake - check wear
Coolant hoses - inspect/replace Group 26 - Steer Axle & Lines
Coolant level/condition - check/sample Operation - check
Coolant protection level - hydrometer test Steer axle mounting - inspect
Fan belt(s) - check tension, wear Steer wheel bearings - check
Fan blades - inspect loose/damaged Steering cylinder seals - check leakage
Fan speed control - inspect Steering valve - check leakage
Group 02 - Fuel System & Exhaust Group 29 - Hydraulic Pump, Sump and Filter
Air hoses/clamps - inspect Hydraulic fluid level/condition - check/sample
Exhaust pipe/muffler - inspect Lines - check for leakage
LPG tank mounting/guard - inspect Group 30 - Hydraulic Valve & Linkage
LPG tank shut-off valve - inspect/test Hydraulic system relief pressure - test/adjust
LPG vaporizer/regulator/hoses - inspect Linkage and control handle operation - check
Throttle linkage - check/adjust Group 32 - Tilt Cylinders
Group 06 - Transmission Tilt cylinder mounting - check/tighten
Charging pump - stall test standard transmission Tilt cylinder rod ends - check/tighten
Clutch pack - stall test standard transmission Tilt cylinder rod/seals - check condition
Fluid level/condition - check/sample Group 34 - Upright, Lift Cylinders,
Inching operation - check/test Carriage, Forks
Oil cooler/lines - inspect Carriage/lift chain - lubricate
Group 12 - Ignition System Carriage chain condition - inspect/adjust
Distributor cap/rotor - inspect Forks, latches, stop pin - inspect/check wear
Ignition wiring - inspect Lift chain condition - inspect/adjust
Parking brake interlock - test Load backrest - inspect
Group 13 - Electrical System Operation of lift and tilt cylinder - check
Hourmeter - check Racking - check for
Indicator lights - check Upright mounting bolts - tighten
Wiring harness - inspect
SM 810 PS-2-3
Visual Inspection Carriage, Load Backrest, and Upright
First, perform a visual inspection of the lift truck and its (See Group 34 for detailed inspection procedure.)
components. Walk around the truck and take note of any Inspect the welds on the carriage, load backrest, and
obvious damage and maintenance problems. upright for cracks. Be sure that the mounting fasteners are
in place and tight.
Inspect the upright assembly: rails, carriage rollers, car-
riage fork bars, lift chains, and lift and tilt cylinders. Look
for obvious wear and maintenance problems and damaged
or missing parts. Check for any loose parts or fittings.
Check for leaks, any damaged or loose rollers and rail
wear (metal flaking). Carefully check the lift chains for
wear, rust and corrosion, cracked or broken links, stretch-
ing, etc. Check that the lift and carriage chains are cor-
rectly adjusted to have equal tension. Check that the lift
chain anchor fasteners and locking means are in place and
tight.
Be sure all safety guards and chain retainers are in place
Decals, Fasteners, and Leaks and not damaged. Inspect the carriage stops and cylinder
retainer bolts. Check all welded connections.
Check for loose fasteners and fittings.
Inspect all lift line hydraulic connections for leaks. Check
Check to be sure all capacity, safety, and warning plates the lift cylinder rods for wear marks, grooves and
and decals are attached and legible. scratches. Check the cylinder seals for leaks.
NOTE
Do not operate a lift truck with damaged or
missing decals and nameplates. Replace them Overhead Guard
immediately. They contain important infor-
Upright
mation. See Group 40 for decal locations.
Inspect the truck before and after starting engine for any
signs of external leakage: fuel, engine oil or coolant, Carriage
transmission fluid, etc.
Check for hydraulic oil leaks and loose fittings. DO NOT
USE BARE HANDS TO CHECK. Fork
! CAUTION
Hydraulic Fluid Pressure. Do not use your
hands to check for hydraulic leakage. Oil
may be hot or under pressure. Fluid under Forks
pressure can penetrate your skin and cause
serious injury. Inspect the load forks for cracks, breaks, bending and
wear as described in Group 34.
Overhead Guard
Be sure that the overhead guard and any other safety ! WARNING
devices are in place, undamaged, and attached securely. HEEL WEAR. If the fork blade at the heel is
Inspect welds and structural members for cracks or other worn down by more than 10 percent, the load
damage. Also check for loose or missing fasteners. capacity is reduced and the fork must be
replaced. See Group 34 for inspection proce-
dures.
SM 810 PS-2-4
Inspect the fork latches to ensure that they are in good Functional Tests
condition, operate freely, and lock correctly.
Be sure that:
Wheels and Tires • Parking brake is applied
Check the condition of the drive and steer wheels and • Directional control is in "N" (neutral).
tires. Remove objects that are embedded in the tread.
Test the horn, lights, and all other safety equipment. Be
Inspect the tires for excessive wear or breaks or "chunking
sure they are properly mounted and working correctly.
out.
Test all controls to ensure that they operate freely and
return to neutral properly.
Now prepare to start the truck and test its operation.
Starting System
A 3-position starter switch is standard equipment.
Check the neutral start function by placing the direction
control lever in forward or reverse and turning key switch
to “start” position. The starter must not engage until the
direction control lever is moved to “neutral” position.
Check all wheel lug nuts or bolts to be sure none are loose
or missing. Have missing bolts or lug nuts replaced and As you start the engine, check the instrument display. All
tightened to correct torque as explained in Group 22. indicator lights should come on for a 2-second lamp
check. The seat belt prompt light should remain on for 4
seconds, accompanied by a buzzer sound. The parking
brake light should remain on if the brake is set. If the truck
has a diesel engine, the glow plug preheat light should
remain on for 6 seconds. If the lights do not operate as
described, refer to Group 13 to diagnose the problem.
ON
OFF
Start
Engine Shut Down Mode

If the truck’s fault protection system detects low engine
! WARNING oil pressure, excessive transmission oil temperature, or
excessive engine coolant temperature, the truck will go
Check tire pressure from a position facing into “shutdown mode”—a buzzer will sound for 30 sec-
the tread of the tire, not the side. Use a long- onds, after which the truck will shut itself off. The truck
handled gauge to keep your body away. If may be restarted, but if the fault condition still exists, the
tires are low, the tire may require removal engine will again shutdown in 30 seconds.
and repair. Incorrect (low) tire pressure can
reduce truck stability. See “Specifications” in Parking Brake Interlock
Group 22 for proper inflation pressure.
The transmission should disengage when the parking brake
Brake and Inching Pedal Freeplay is on and reengage when the parking brake is released.
There should be no inching and 4~6mm braking pedal 1. Apply the parking brake.
freeplay. Both pedals should be at same the height. Adjust 2. Start the engine, if it is not already running.
as described in Group 23.
3. Place the direction control in forward or reverse.
Make sure the path is clear in the chosen direction.
SM 810 PS-2-5
4. Accelerate briefly. The truck should not move or put parking brake should hold a lift truck with rated load
any strain on the parking brake if the interlock sys- on a 15% grade.
tem is OK.
5. Release the parking brake (and service brake). Truck ! CAUTION
should move slowly in selected direction. (On hydro- If the service brake, parking brake, or inter-
static truck, depress accelerator pedal slightly.) lock is not operating properly, take the truck
out of service until it is repaired.
Accelerator, Brake/Inching System, Direction
Control, and Parking Brake Steering System
Check the steering system by moving the steering hand-
! WARNING wheel in a full right turn and then in a full left turn. Return
Fasten your seat belt before driving the the steer wheels to the straight-ahead position. The steer-
truck. ing system components should operate smoothly when the
steering handwheel is turned. Hard steering, excessive
Make sure that you on a level surface, the travel area is play(looseness), or unusual sounds when turning or
clear in front of the truck, the parking brake is release, and maneuvering indicates a need for inspection or servicing.
the truck is running.
1. Push the brake (right) pedal down fully and hold.
The brakes should apply before the pedal reaches the
floorplate. If the pedal continues to creep downward,
report the failure immediately. Do not operate the
truck until the brakes are repaired.
2. Move the direction control lever from neutral to for- If the truck has a steering system fault, take the truck out
ward. of service until it is repaired.
3. For standard transaxle trucks: Release the brake
pedal and let the truck travel slowly forward. Then
push down on the brake pedal to stop the truck. The
brakes should apply smoothly and equally.
4. For hydrostatic transmission trucks:
a. Release the brake pedal. The transmission should
not engage and the truck should not move.
b. Accelerate briefly, then release the accelerator
pedal. Do not depress the brake pedal. The truck
should decelerate to a stop briefly after the accel-
erator pedal is released.
c. Depress the brake pedal and depress the accelera-
tor pedal slightly, the truck should not move.
5. Be sure the travel area is clear behind the truck.
Repeat steps 2 through 4 in the reverse direction.
6. Drive the truck and check that it accelerates and
decelerates smoothly and stops properly.
7. Depress the inching (left) pedal and depress the
accelerator to see if the transmission disengages
properly.
8. Check the function of the parking brake. Park the
truck on a grade and apply the parking brake. The
SM 810 PS-2-6
Lift Mechanisms and Controls Auxiliary Controls

(See Group 34 for detailed test procedure.) If the truck is equipped with an attachment, test the con-
trol lever for correct function and operate the attachment
1. Check the function of the lift system and controls
to check its function
with the engine running.
When you have completed the operational tests, park and
2. Pull back on the tilt control lever and hold until the
leave truck according to standard shutdown procedures.
upright reaches the full back tilt position. Push for-
Be sure to make a record of all maintenance and operating
ward on the lever to return the upright to the vertical
problems you find.
position. Release the lever.
If there is excessive play between rails and channels,
upright adjustment is required. If there is racking, Air Cleaning the Truck
adjustment of the cylinder rod yokes is required.
! CAUTION
! CAUTION
Wear suitable eye protection and protective
Be sure that there is adequate overhead clothing.
clearance before raising the upright.
Open the hood and remove the floorplate. Then air clean
3. Pull back on the lift control lever and raise the fork the following: upright assembly, drive axle, radiator from
carriage to full height. Watch the upright assembly as both counterweight and engine sides, engine and accesso-
it rises. All movements of the upright, fork carriage, ries, driveline and related components, and steer axle and
and lift chains must be even and smooth, without steer cylinder.
binding or jerking. Watch for chain wobble or loose-
ness; the chains should have equal tension and move Use an air hose with special adapter or extension that has
smoothly without noticeable wobble. Release the a control valve and nozzle to direct the air properly. Use
lever. clean, dry, low-pressure compressed air. Restrict air pres-
sure to 30 psi (207 kPa), maximum. (OSHA requirement).
It is important to maintain a lift truck in a clean condition.
Do not allow dirt, dust, lint or other contaminants to accu-
mulate on the truck. Keep the truck free from leaking oil
and grease. Wipe up all oil or fuel spills. Keep the controls
and floorboards clean, dry, and safe. A clean truck makes
it easier to see leakage, loose, missing, or damaged parts,
and will help prevent fires. A clean truck will run cooler.
The environment in which a lift truck operates determines
how often and to what extent cleaning is necessary. For
example, trucks operating in manufacturing plants which
have a high level of dirt, dust or lint, (e.g. cotton fibers,
paper dust, etc.) in the air or on the floor or ground,
require more frequent cleaning. The radiator, especially,
may require daily air cleaning to ensure correct cooling. If
air pressure does not remove heavy deposits of grease, oil,
etc., it may be necessary to use steam or liquid spray
cleaner.
If the maximum fork height cannot be reached, this
indicates there is low oil level in the hydraulic sump
or severe binding within the upright.
4. Push forward on the lift control lever. Watch the
upright as it lowers. If you suspect a problem with
lifting or lowering speeds, refer to Group 34 to diag-
nose the problem.
SM 810 PS-2-7
Truck Chassis Inspection and Lubrication Under-the-Hood Inspection

Lubrication requirements are given in the “Service Chart/ General Checks
Lubrication Points” chart in Section 1 of this Group. Also
Check all fluid levels and make sure that the following
see Lubricants and Shop Supplies” in Group 40 for parts
items are clean, secure, and in good condition:
information, and “General Specifications” in Group 40 for
lubricant specifications. • Hoses, lines, clamps, and fittings
Lubrication and inspection of truck chassis components • Wires, cables, and connectors
includes steer wheels, steer axle linkages, and steer wheel • Distributor, distributor cap, and rotor, coil, and
bearings, and drive wheel bearings. To check these items, plug wires (gas/LPG engine only)
the truck must be properly raised and blocked as described • Control linkages, pedals, and levers
in “Lifting, Jacking, and Blocking” in Group SA.
• Engine mounts
Check for play in wheel bearings by attempting to move • Fan and fan belts
the wheel side to side and up and down, by hand.
• Oil filler cap
Inspect the steering cylinder piston rods, seal, and fasten- • Steering gear (check for leaks).
ers for damage and leaks, and looseness.
Check linkages by observing whether the steer wheels lag ! CAUTION
when you turn the handwheel. To avoid the possibility of personal injury,
Lubricate the steer axle linkage rod ends and pivot points. never work in engine compartment with
Be sure to clean the grease fittings before lubricating. engine running except when absolutely nec-
Remove the excess grease from all points after lubricat- essary to check or make adjustments. Take
ing. Lubricate miscellaneous linkage as needed. extreme care to keep face, hands, tools, loose
clothing, etc., away from fan and drive belts.
Also, remove watches, bracelets, and rings.
Upright and Tilt Cylinder Lubrication Do not smoke.
Clean the fittings and lubricate the tilt cylinder rod end
bushings (forward end). Clean the fittings and lubricate Engine Air Cleaner
the tilt cylinder base rod end bushings (rear end). Clean Do not open the air cleaner to check the filter element.
and lubricate the upright trunnion bushings. The filter element should be replaced only at the specified
service interval or when the air filter light indicates that it
Lift Chain Lubrication is dirty.
Lubricate the lift chains as described in Group 34.

Fluid Checks
Battery
Inspect the battery for any damage, cracks, leaking condi-
tion, etc. If the terminals are corroded, clean and protect
them with CLARK Battery Saver (available from your
Clark dealer). If the battery has removable cell caps,
check to be sure the cells are all filled. If necessary, refill
with distilled water.
SM 810 PS-2-8
Engine Cooling System Fill the oil level above the LOW mark on the dipstick by
adding only the hydraulic fluid prescribed in Group 29.
Check coolant level in the coolant recovery bottle and in
DO NOT OVERFILL.
the radiator as described in Group 01.
! CAUTION
Low Full
STEAM. Do not remove the radiator cap

when the radiator is hot. Steam from the
radiator will cause severe burns.
Transaxle Fluid Level
Coolant should be checked on a daily basis in high-cycle Check the transaxle fluid level with the engine running, as
applications. explained in Group 06.
Engine Oil Fill to the FULL mark on the dipstick, using the transaxle
fluid specified in Group 06.
Oil Level: With the truck level and the engine shutdown
for at least 5 minutes, check the engine oil level.
Locate the engine oil dipstick. Pull the dipstick out, wipe
it with a clean wiper and reinsert it fully into the dipstick
tube. Remove the dipstick and check oil level.
FULL
Stall Test
ADD
On standard transaxle trucks, perform the stall test
described in Group 00 to determine engine and transaxle
condition.
Cranking Voltage Test

It is normal to add some oil between oil changes. Keep the To determine battery condition, check the cranking volt-
oil level above the ADD mark on the dipstick by adding age as described in Group 14.
oil as required. Use only the oil specified in Group 00.
Oil Change: Change oil as described in Group 00. Critical Fastener Torque Checks
Diesel Engine Oil Filter:Replace as described in Group
For safety it is important that the correct torque be main-
00.
tained on all critical fasteners of components which
directly support, handle or control the load and protect the
Hydraulic Fluid Level
operator.
Check the hydraulic sump tank fluid level as described in
Check torque of critical items, including:
Group 29. Correct fluid level is important for proper sys-
tem operation. Low fluid level can cause pump damage. • Drive axle mounting
Overfilling can cause fluid leakage. • Drive and steer wheel mounting
Hydraulic fluid expands as its temperature rises. There- • Counterweight mounting
fore, it is preferable to check the fluid level at operating • Overhead guard mounting
temperature (after approximately 30 minutes of truck
• Operator’s cell mounting
operation).
• Tilt cylinder mounting and yokes
• Upright mounting and components.
Critical fastener torque specifications are given in the gen-
eral specifications Section of Group 40.
SM 810 PS-2-9
SM 810 PS-2-10
GROUP 00(D-IVECO)
GROUP 00(D-IVECO)
ENGINE
(IVECO)
General Specifications .............................. Section 1
Fuel ............................................................ Section 2
Industrial Application .............................. Section 3
Overhaul And Technical Specifications .. Section 4
Tools ........................................................... Section 5
Engine Replacement ................................. Section 6
SM 810 00(D-IVECO)-0-1
Group 00(D-IVECO), Engine
Section 1
General Specifications
LUBRICATION From the pan, the lubrication oil flows to the driving shaft,
to the camshaft and to the valve drive.
Lubrication by forced circulation is achieved through oil
rotary expansion pump, placed in the front part of the Lubrication involves the heat exchanger (2,3), the
basement, driven by the straight-tooth gear splined to the turboblower for turbocompressed versions, and for any
shaft's bar hold. compressed air system.
All these components may often vary according to the
specific duty.
Routing of oil under pressure
Routing of oil return by gravity to sump
Introduction of oil
3 4
003237t
LUBRICATION SYSTEM LAYOUT (4 cylinder engine)

1. Lubrication oil pipe to supercharger 2. Heat exchanger body 3. Heat exchanger
4. Oil rotary expansion pump 5. Oil filter.
SM 810 00(D-IVECO)-1-1
OIL VAPOUR RECIRCULATING The remaining non-condensed vapours shall be properly

SYSTEM conveyed through the breather pipe (2), by suction as an
example (connection
On the tappet cap (3) there is a valve (1) whose duty is to towards these vapours shall be designed by the Engineer).
condense oil vapour inducing these to fall down because
of gravity, to the Tappet cap underneath.
003240t
1. Valve 2. Breather pipe 3. Tappet Cap
COOLING SYSTEM
The engine cooling system, closed circuit forced circula-
SM 810 00(D-IVECO)-1-2
tion type, generally incorporates the following compo- component as well will be specifically
equipped based on the engine’s development.
nents:
− Heat exchanger to cool the lubrication oil: even
− Expansion tank; placement, shape and dimen-
this component is part of the engine’s specific
sions are subject to change according to the
equipment.
engine’s equipment.
− Centrifugal water pump, placed in the front part
− Radiator, which has the duty to dissipate the
of the engine block.
heat subtracted to the engine by the cooling liq-
− Thermostat regulating the circulation of the
uid. Also this component will have specific
cooling liquid.
peculiarities based on the equipment devel-
− The circuit may eventually be extended to the
oped, both for what concerns the placement and
compressor, if this is included in the equip-
the dimensions.
ment..
− Visc pusher fan, having the duty to increase the
heat dissipating power of the radiator. This
TO RADIATOR
FROM RADIATOR
Water coming out from thermostat
Water recirculating in engine

003241t
Water coming into pump
COOLING SYSTEM LAYOUT (4 cyl. engines)
SM 810 00(D-IVECO)-1-3
AIR INDUCTION BOOST DIAGRAM The above mentioned air is then cooled by the radiator
and flown through the piston induction collector.
Description The turbocharger is equipped with a transforming valve to

regulate the pressure , that is located on the exhaust col-
The turbocharger is composed by the following main lector before the turbine and connected by piping to the
parts: one turbine, one transforming valve to regulate the induction collector.
boost feeding pressure , one main body and one compres-
sor. It’s duty is to choke the exhaust of the emissions , releas-
ing part of them directly to the exhaust tube when the
During engine working process, the exhaust emission boost feeding pressure, over the compressor, reaches the
flow through the body of the turbine, provoking the tur- prescribed bar value.
bine disk wheel’s rotation.
The cooling process and the lubrication of the turbo-
The compressor rotor, being connected by shaft to the tur- charger and of the bearings is made by the oil of the
bine disk wheel, rotates as long as this last one rotates,
engine.
compressing the sucked air through the air filter.
AIR FILTER TURBOCHARGER
EXHAUST
RADIATOR
74195
SM 810 00(D-IVECO)-1-4
Section 2
Fuel
4-CYLINDER ENGINESWITH BOSCH VE − Priming pump, assembled to the engine and

driven by the camshaft
4/12 F ROTARY MECHANICAL PUMP
− Fuel filter (assembled to the engine in different
positions according to equipment application
General information and duty)
Fuel feed system is composed by:
− Fuel feed rotary pump
− Fuel tank (placed on the machine)
− Injector feed pipeline (from fuel feed pump to
− Fuel delivery and back-flow to tank injectors)
− Fuel pre-filter (if available, it is usually placed − Injectors
close to the engine on the machine frame)
2
1
4
1. Injector feed pipes 2. Fuel exhaust pipes from injectors 3. Fuel feed rotary pump
4. Connector for LDA pressure gauge pipe within suction collector
74168
5. KSB thermal bulb 6. Electro-valve 7. Injector.
SM 810 00(D-IVECO)-2-1
Description of working principles bladed type; its duty is to increase fuel pressure in corre-
spondence with the increase of the number of revolutions.
Fuel is sucked from the fuel tank by the priming pump.
This last one is placed on the engine basement and is The fuel arrives therefore to the valve gauging the pres-
driven by the camshaft. sure inside feed pump.
Throughout the filter/s, the fuel is piped to the union fit- The distribution plunger further increases this pressure
ting vacuum chamber of the transfer pump. (For applica- and delivers fuel throughout the delivery pipe fitting to the
tions to be equipped in cold climate areas, the fuel filter is injectors.
provided with heater). The fuel drawing from the injectors is recovered and
Transfer pump is placed inside the feed pump, and is delivered to the tank again.
3
2
75807
1. Fuel filter 2. Feed pipeline from filter to fuel pump
3. Feed pipeline from priming pump to filter 4. Priming pump.
SM 810 00(DIVECO)-2-2
FEED PUMP
The rotary type pump is driven by a gear mating the camshaft’s one.
Example of identification
V = Distribution rotary plunger
E = Pump dimensions
4 = 4 cylinders engine
12 = Distribution plunger in mm.
1150 = N. of pump revolutions per minute
LV = Left direction of rotation
1
15
2
14
3
5
13
12
7
8
9
11
10
Injection pump longitudinal section

1. Diagram 2. Locking nut 3. Pivot 4. Drive lever 5. Speed gauge 6. Transfer pump 7. Drive shaft 30454
8. Cam disk 9. Advance converter 10. Distribution plunger 11. Delivery pipe fitting 12. Hydraulic head
13. Drive plate 14. Gauge pin 15. Counteracting spring.
SM 810 00(DIVECO)-2-3
PRIMING PUMP
in the tank and convey it to the feed pump inlet. It is
This pump has the specific duty to prime the fuel available
assembled to the engine block and driven by the camshaft.
2 3246t
1. Priming pump 2. Camshaft.
88209
1. Priming pump 2. Drive lever 3. Camshaft.
SM 810 00(DIVECO)-2-4
FUEL FILTER age; on the bearing for those equipment applications

requiring it (cold climate areas), there can be a heater
The filter is assembled close to the feed and priming pump assembled to and a temperature sensor. On some versions,
and has the specific duty to provide barrier to the impuri- a water presence sensor is present at filtering cartridge
ties and separation of water from fuel. base.
On the filter cartridge base there is a water dump screw,
throughout which it is possible to provide regular drain-
5 1
3 3
3243t
3244t
1. Fuel filter bearing 2. Heater 3. Water dump screw

4. Filter cartridge 5. Temperature sensor.
SM 810 00(DIVECO)-2-5
Section 3
Industrial Application
NOTE
Data, technical specifications and perfor-
GENERAL INFORMATION mances granted shall be valid only if the Set-
NEF engines have been designed and developed by Iveco terwill follow and comply with all installation
Motors specifically for transportation by land and farming prescriptions provided by Iveco Motors. Fur-
equipment in general. thermore, the expanders assembled by the
Setter must always comply with couple,
They are characteristed by diesel cycle 4 stroke atmo- power and number of revolutions based on
spheric or supercharged 4 and 6 cylinders each with 2 which the engine has been designed.
valves. The section herein described is composed or four directo-
Feed is provided by rotary mechanical pump or on line ries:
according to the equipment application. − directory of mechanical overhaul prescribed in
accordance to the engine’s specific duty, illustrat-
It differs from other applications because of the provision ing all necessary operations to remove and assem-
of different power, power take-off for the different collec- bly the external components of the engine,
tor configuration, priming pump, oil pan and boost tur- including cylinder heads, gearbox of the timing
bine. system and of the front part cover;
− electrical directory, describing the connections of
NOTE the different components, of the pre-post heating
The picture shows application designed for 4 gearbox (only for some versions) and of the sen-
sors assembled to the engine;
cylinders version, 2 valves per cylinder, hav-
− troubleshooting directory;
ing fuel feed mechanical pump. − directory of preventive and regular maintenance
operations, providing instructions for the execution
of the main operations..
03220t
SM 810 00(D-IVECO)-3-1
ENGINE CHARACTERISTICS
IVECO F4GE9454C
Type {IVECO F4GE0454A}
ɋ Compression ratio 17. 5 : 1

Max. output kW 68
PS 91
rpm 2300
Max. torque Nm 389 { 337 }
kgm 38.9 { 33. 7 }
rpm 1300 { 1400 }
Loadless engine
idling rpm 850
Loadless engine
peak rpm 2300
Bore x stroke mm 104 x 132
Displacement cm 3
4500
SUPERCHARGING without intercooler
Direct injection
Turbocharger type HOLSET HX25W

LUBRICATION Forced by gear pump, relief valve single action
oil filter
Oil pressure (warm engine)

bar
- idling bar 0. 70
- peak rpm bar 3. 50
COOLING By centrifugal pump, regulating thermostat, heat

exchanger, intercooler
Water pump control Through belt
Thermostat
- start of opening ºC 81 ± 2
FILLING
15W40 ACEA E3 engine sump* liters 13
engine sump + filter* liters 14

* First filling operation
¢GGGG¤GzGGlwhG{GYGGGU
NOTE
Data, features and performances are valid only if the setter fully complies with all the installation pre-
scriptions provided by Iveco Motors. Furthermore, the users assembled by the setter shall always be in
conformance to couple, power and number of turns based on which the engine has been designed.
SM 810 00(D-IVECO)-3-2
OVERHAUL OF THE 4 CYLINDER Warning: the oil filter contains inside aprx. 1
kg. of engine oil. Provide for oil recovery and
ENGINE PROVIDED WITH MECHANI- disposal in compliance with the law and reg-
CAL ROTARY PUMP ulations in force..
2
Preface
Part of the operations illustrated within this section can be
partially executed while the engine is assembled on the
vehicle, depending on the room available for access to the
engine and on the equipment application as well.
NOTE
With regard to the engine disassembly opera-
tions, please apply for information consulting
the specific manual. All operations of engine 3 1
disassembly operations as well as overhaul 75670
operations must be executed by qualified Figure relevant to turbocompressed versions
engineers provided with the specific tooling
and equipment required. Only for turbocompressed versions
The following information relate to the engine overhaul − disassemble lubrication oil exhaust pipe from the
operations only for what concerns the different compo- turbo-blower:
Underneath the turbo-blower loosen the two
nents customising the engine, according to its specific screws (2), loosen the screw (3) fixing the pipe
duties. throughout the stop collar (4) fixing the block;
finally loosen and remove the union (5) fromthe
NOTE block; plug the pipe ends and the exhaust of the
For specific application exigencies, some turbo-blower.
units can be assembled to the engine in dif-
ferent positions.
Within ”General overhaul” section, all the operations of
block overhaul have been contemplated. Therefore the
abovementioned section is to be considered as following 2
the part hereby described.
Engine setting operations for the assembly

on turning stand
3
In order to apply the brackets 99361037 to the engine
block to fix it on to the stand 99322205 for the overhaul, it 4
is necessary to perform the following operations:
On the right hand side:
− disassemble pipes (1) from the union (2) fitting the
lubrication oil filter (assembled on the opposite 1
side): unlock the nuts fixing the pipes (1) and
remove themfrom the union (2); drain the oil even- 5
tually still inside the pipes and plug them properly
in order to avoid impurity inlet.
NOTE 75671
For some versions, the oil filter (3) is directly

assembled on to the heat exchanger:in such
case it shall be disassembled using tool
99360076.
SM 810 00(D-IVECO)-3-3
− Disassemble the starter; − Assemble the second bracket 99361037 throughout

Properly hold the starter (1) and loosen the two fix- the screw-threaded ports (1).
ing screws (2); assemble the bracket bearing − Lift the engine using the rocker arm 99360595 and
99361037 using the four screw threaded ports (3). put it on the turning stand 99322205.
− Drain the oil through the cap underneath the plug.
3 ! WARNING
Warning: avoid contact of engine oil with the
skin: in case of skin contamination, rinse in
running water.
Engine oil is highly pollutant: provide for
disposal in compliance with the law and reg-
2 ulations in force.
1 1
75672
On the left hand side:

− - Disassemble oil filter (1) and bracket aswell (for
versions with engine oil filter not directly assem-
bled on to the exchanger);
Using tool 99360076 operate on oil filter;
Loosen the screws (3) removing the bracket
together with the filter bearing (4 and 5).
! WARNING
Warning: the oil filter contains inside aprx. 1 75674
kg. of engine oil. Provide tank with sufficient
capacity to contain the liquid.
Warning: avoid contact of engine oil with the
skin: in case of skin contamination rinse in
running water. Engine oil is highly pollutant:
provide for disposal in compliance with the
law and regulations in force.
− Remove the oil level rod together with guide pipe

(2); (loosen the guide pipe disassembling from the
block); properly pipe the screw-threaded port to
avoid inlet of foreign matters.
3
4
2
75673
SM 810 00(D-IVECO)-3-4
Disassembly of application components NOTE

To disconnect fuel pipelines (2 and 3, Figure
For turbocompressed versions
8), in low pressure from the relating pipe fit-
proceed disassembling the supercharger:
tings, it is Necessary to press the locking fas-
− loosen the fixing nut (1) and remove the lubrica-
tion pipe from the supercharger. Analogously carry tener (1) as shown in picture B.
out the same operation on the other end of the pipe After having disconnected the pipeline, reset
and remove it from the upper part of the heat the locking fastener (1) in lock position as
exchanger. shown in. picture A, to avoid any possible
− Loosen the screw nuts fixing the supercharger on deformation of the fastener itself.
the exhaust manifold.
− Hold up
70126
75675
− Disconnect the LDA pipe (1) from the head and

− Place a container under the fuel filter and screw out from the feed pump. Pipe the ends of the pipelines
the condense drain faucet underneath said filter. as well as the feed pump and the engine head.
Carry out complete drainage of the fuel contained
therein.
− Screw out completely the faucet and, using equip-
ment 99360076 disassemble oil filter (1).
− Disconnect fuel pipelines (2 and 3) respectively
from priming pump to filter bearing and from this
last one to the feed pump.
− Remove the fuel filter bearing (4) from the bracket
fixed to the engine head.
1
75677
90502
SM 810 00(D-IVECO)-3-5
3
7
4
6 5
1. Rear bracket fixing screw (on suction collector plate) 2. Fuel recovery pipeline to pump 3. Rotary feed pump
4. Connection nut to pumping elements 5. Injector 6. Bracket fixing screw to injection pump side
7. Front bracket fixing screw (on suction collector plate).
− Disconnect the pipelines (1) and (2) that provide − Loosen the two fixing screws and disassemble
feed and fuel recovery between pump and injec- priming pump.
tors; screw out the nuts fixing the pipes to the
pumping elements; loosen the fuel recovery pipe
collar on the injection pump; operate on the nuts
assembled to the injectors and loosen the screws
fixing the fuel recovery pipeline; loosen the screws
holding the fixing brackets of such pipelines (1,6, 1
and 7, Figure 11); pipe the pipeline ends.
− Disassemble the injectors and remove them from
their slot: remove the gaskets.
1 1
2
75678
2 − Remove tappet caps:

Loosen the four fixing screws (1) and lift the caps
(2); remove the gaskets.
75679
SM 810 00(D-IVECO)-3-6
NOTE − Disassemble water temperature transmitter (1).

In the picture, the front cap has already been
2
removed.
On the central cap there is a blow-by valve
for the lubrication oil vapours.
All the gaskets shall always be replaced dur-
ing assembly.
1 2
1
75683
-For applications with automatic belt stretcher

− Remove the belt tightener (2).
− Remove the belt (4) of the ancillary members by
acting on the alternator fixing bracket (1).
− Remove the alternator (3), the water pump (6), the
fan pulley (5) and the jockey pulley (7).
− Remove the pulley support (8).
− Remove the engine block cooling system connec-
tor (3).
75681
− Disassemble suction and exhaust manifolds:

loosen the 8 screws (1) fixing the suction manifold
plate to the cylinder head (two of them have
already been screwed-out since fixing the pipe
brackets to the injectors); from the exhaust mani- 86571
fold side; loosen the (2) fixing screws; remove the

gaskets. For F4BE engines
− Remove belt tensioner (3).
2 − Remove belt (5) for auxiliary members operating
on bracket (1) securing the alternator.
− Remove alternator (2), water pump (4), fan pulley
(7) and guide pulleys (6).
− take support off pulley (8).
1
75682
− Disassemble rocker arm bearings; loosen the two

fixing screws (2) and remove the complete rocker
armbearing; withdraw tappet rods. Repeat the
operation for all the remaining rocker arm bear-
ings. 90503
SM 810 00(D-IVECO)-3-7
For applications with traditional belt stretcher − Loosen the screws (1) and withdraw the alternator
− Loosen screw (1) and relevant nut on belt stretcher bearing (2).
bracket (3).
− Loosen screw (2, Figure 20) in order to slide out NOTE
POLY-V belt (2). The shape and the dimensions of the support
− Remove the belt stretcher bracket (3). of the alternator vary according to the use of
− Disassemble the driven pulleys and the guide roll- the engine.
ers. The relevant pictures provide a general guide
of the procedure that is to be carried out.
The procedures described are always appli-
cable.
88089
− Disassemble thermostat unit; loosen the three fix-

ing screws (1) and disassemble the thermostat unit
(2) together with the bracket (3); remove the gasket 88091
(4) and the thermostat (5).
− - Assemble the bracket in the original position fix-
ing itwith the screws of the thermostat unit. − Loosen the screws (4) and disassemble the oil pres-
sure/temperature sensor (3) (if fitted).
− Loosen the screws (1) and disassemble the oil fil-
1 ter/heat exchanger bearing (2), interlayer plate (6)
and relating gaskets.
4 − Disassemble oil level sensor (5) (whether pro-
vided).
− Disassemble injection pump (see specific proce-
dure) and the power take-off underneath.
5
2
3
75685
− Properly hold the alternator (1) separating it from

its bearing by loosening the screw (2); remove
screw nut and washer.
1 2
75810
75686
SM 810 00(D-IVECO)-3-8
− Disassemble cylinder head; − Loosen the screws (1) and disassemble the pulley
loosen the screws (1) and (2) fixing the cylinder (2).
head (3); hook the brackets with metal ropes and,
throughout a hoist withdraw cylinder head from
the block.
90504
4
75688
− Remove the engine drive shaft fixing ring from the
front cover. Use the tool 99340055 (4) to operate
− Use the tool 99360339 (2) to operate on the fly- on the front tang (2) of the engine drive shaft.
wheel cover box (1) in order to block flywheel Throughout the tool guide ports, drill the internal
rotation (3). holding ring (1) using Ø 3,5 mm drill for a 5mm
(Utilise starter holding down studs and fixing depth. Fix the tool to the ring tightening the 6
screwnuts). screws specially provided.
− Loosen the flywheel fixing screws (4) to engine Proceed withdrawing the ring (1) tightening the
drive shaft. screw (3).
NOTE
In some versions there is provided 99360351
tool checking the flywheel.
78256
3 − Using the specially provided tie rod (3) for the tool
99363204 and the lever (4), withdraw the external
holding ring (2) from the front cover (1).
4 75692
00904t
SM 810 00(D-IVECO)-3-9
− Loosen the screws (1) and remove the front cover − Screw up two medium length screws in the ports
(2). (4) to sling the flywheel with a hoist.
Throughout two guide pins (2) previously screwed
NOTE up into the eng
Take note of the screw (1) assembly position, −
since the screws have different length. − ine drive shaft ports (3) control the engine flywheel
withdrawal by means of a hoist.
1 4
70149
75690
− Loosen the screws (1) and remove oil pump (2). − Remove the flywheel cover box fixing ring using
the tool 99340056 (3) to operate on the back tang
(5) of the engine drive shaft. Throughout the tool
guide ports, drill the internal holding ring using Ø
3,5 mm drill for a 5mm depth.
− Fix the tool 99340056 (3) to the ring (1) tightening
the 6 screws specially provided (4).
− Proceed with drawing the ring (1) tightening the
screw (2).
− Using the specially provided tie rod (3) for the tool
99363204 and the lever (4), withdraw the external
holding ring of the flywheel cover box.
75811
− Screw out the opposite screws (1) fromthe ports-

where the withdrawal pins shall be introduced (see
picture following).
− Loosen remaining flywheel fixing screws (3) to the
engine drive shaft (4).
− Remove the flywheel block tool (2).
1 2
00903t
3
75691
SM 810 00(D-IVECO)-3-10
− Loosen the screws (2) and remove the flywheel Version with suction rose type A
cover box (1). − Loosen the screws (1) and disassemble the oil suc-
tion rose pipe (3).
NOTE − Loosen the screws (2) and remove the stiffening
Take note of the screw (1) assembly position, plate (4).
since the screws have different length.
70155
70153
Version with suction rose type B
− Remove the screws (1) and (4) and disassembled
the suction rose (5).
− Turn the engine upside-down. − Remove the screws (2) and disassemble the stiffen-
− Loosen the screws (2), disassemble the plate (3) ing plate (3)
and remove the oil pan (1).
NOTE
The shape and dimensions of the pan and of
the rose pipe may vary according to the
engine application. The relating illustrations
provide general guidelines of the operation to
be performed. The procedures described are
applicable anyway.
86601
Version with additional masses

By means of pin (1) lock the additional masses (2) in the
P.M.S. Loosen the fixing screws (3) and remove the add
tional masses (2).
88046
86578
SM 810 00(D-IVECO)-3-11
− Loosen the screws (1) and disassemble the gear NOTE

from the camshaft (2).
Take note of the screw (1) assembly position,
87422
− Remove the gear (1) transmitting motion to the

ignition pump and the relevant support.
90505
− Loosen the screws (2) and disassemble the timing

gearbox (1).
NOTE
Take note of the screw (2) assembly position,
87655
− Remove the screws (1) and disassemble the gears

(3) and (4) from the camshaft (2).
70157
Version with reduced distribution

− Loosen the screws (2) and remove the flywheel
cover box (1).
87424
SM 810 00(D-IVECO)-3-12
Installation of rear components NOTE

Before assembly, always check that the
− Accurately clean the timing gearbox (1) and the
engine block. threads of the ports and of the screws have
no evidence of tear and wear on dirt.
NOTE
1
It is necessary and essential to clean the sur-
face to be sealed in order to achieve a per- 9 10
fectly tight seal.
Apply sealing LOCTITE 5205 on the box in 6
order to form a bead of a few mm diameter. 8
It must be uniform (no crumbs), with no air 4 3
blisters, thinner or irregular zones.
Any eventual imperfection should be cor-
rected as soon as possible. 2
1
Avoid using material in excess to seal the
joint. Too much sealing material would drop 7 5
out on both sides of the joint and obstruct
lubricant passages.
Couplings must be assembled within 10 min- 75711
utes after completing the sealing operation. DIAGRAM SHOWING SCREW

TIGHTENING TO FIX REAR GEARBOX
− With a penmarker,mark the tooth (1) of the driving

gear assembled to the engine drive shaft with (2) ()
timing notch.
NOTE
Screw up two pins to facilitate operation of
engine drive shaft rotation.
1
75712
DIAGRAM SHOWING SEALING LOCTITE 5205

APPLICATION WITH IN GEARBOX AREAS
− Reassemble to box (1) to the engine block.

− Tighten the fixing screws in the same position as
found out during disassembly and fix the screws to
the locking couples listed here below, following
the order as shown in the picture. 70211
Screws M12.................................... 65~89Nm

Screws M8...................................... 20~28Nm
Screws M10.................................... 42~52Nm
SM 810 00(D-IVECO)-3-13
− Orient engine drive shaft (3) and camshaft (4) tak- − Tighten the screws (1) fixing the gear to the cam-
ing care that in phase of assembly of the driving shaft (3) and lock them to the prescribed couple.
gear (2) to the camshaft, the notches marked on the
gears (1 and 2) shall match.
90508
90506
− Position comparator (1) on timing system gear (2)

and check that the clearance between gears (2) and
(3) is within 0.076 0.280 mm range.
NOTE
face to be sealed in order to achieve a per-
fectly tight seal.
Apply sealing LOCTITE 5205 on the box in
order to form a bead of a few mm diameter.
It must be uniform (no crumbs), with no air
blisters, thinner or irregular zones.
rected as soon as possible.
joint. Too much sealing material would drop
90507 lubricant passages.
Couplings must be assembled within 10 min-
utes after completing the sealing operation.
SM 810 00(D-IVECO)-3-14
− Apply to engine drive shaft rear tang (6), the detail

(5) of the tool 99346252, fix it tightening the
screws (4) and key the new holding ring on it (3).
− Place detail (1) on detail (5), tighten the screw nut
(2) until complete assembly of the fixing ring (3)
into the flywheel cover box (7).

APPLICATION.
− Reassemble the box (1) to the engine block, tighten 0901t

the fixing screws in the same position as found out
during disassembly and fix the screws to the lock-
ing couples listed here below, following the order
as shown in the picture. − In case of engine coupling with mechanical gears
in presence of friction, verify surface status of the
Screws M12.................................... 75~95Nm flywheel and eventually work it out to maintain
Screws M10.................................... 44~53Nm rated engine flywheel thickness, which is 49.6 ±
0.13 mm.
NOTE
NOTE
threads of the ports and of the screws have Check the conditions of the rim teeth (2). If
no evidence of tear and wear or dirt. tooth breakage or excessive wear is detected,
disassemble the rim from the engine flywheel
using a common driver and replace with a
1
16 15 new one, previously heated to 150ºC degrees
14 for 15~ 20 seconds, bevelling must be made
8 7
17 towards engine flywheel direction.
6
18 13
5
19 12 1 2
11
20 1
2
21
4 9 10 3
75709
DIAGRAM SHOWING SCREW

TIGHTENING TO FIX FLYWHEEL COVER BOX.
75696
SM 810 00(D-IVECO)-3-15
Installation of rear components with reduced − Place the dial gauge (1) on the timing gear (2) and
check that the slack between the gears (2) and (3)
distribution is included in the range between 0,076 0,280 mm.
− With a penmarker,mark the tooth (1) of the driving
gear assembled to the engine drive shaft with (2) (
← ) timing notch.
NOTE
Screw in two pins to facilitate operation of
engine drive shaft rotation.
87653
− Fit the screws (1) fastening the gears (2) to the

camshaft (3) and tighten them to the prescribed
pair.
70211
− Orient the engine drive shaft (3) and the camshaft

(4) ensuring that while assembling the conveyed
gear (1) on the latter, the marks printed on the
gears (1 and 2) coincide.
87654
− Spline the gear (1) transferring motion to the igni-

tion pump.
87652
87655
SM 810 00(D-IVECO)-3-16
− Fit the power take-off gear (2) (if available) into − Tighten the fastening screws (2) to the same posi-
the specially provided housing and fasten the tion detected before disassembly.
screws (1),
NOTE
threads of the ports and of the screws have
no evidence of tear and wear or dirt.
87656
NOTE
87658
face to be sealed in order to achieve a per-
− Apply to the rear tongs hold (3) of the engine drive
fectly tight seal. shaft the part (6) of the tool 99346253, fix it with
Apply sealing LOCTITE 5205 on the box in the screws (1) and spline the new tight ring to it
order to form a bead of a few mm diameter. (2).
It must be uniform (no crumbs),with no air − Place the part (5) on the part (6), tighten the nut (4)
until tight ring assembly (2) into the flywheel box
blisters, thinner or irregular zones. is completed.
rected as soon as possible.
joint. Too much sealing material would drop
lubricant passages.
Couplings must be assembled within 10 min-
utes after completing the sealing operation.
87659
87657

APPLICATION
− Re-assemble the box (1) to the engine basement.
SM 810 00(D-IVECO)-3-17
Flywheel installation
− Screw up two hooks or trail rings in the flywheel 1
(1) threaded ports (4) for handling .
− Using a hoist, handle the flywheel to place it in its
housing inside the flywheel cover box.
2
− Screw up to pins (2) having appropriate length, in
the shaft ports (3) and using them as guide, assem-
ble the engine flywheel (1) properly placing it
inside the flywheel cover box.
1 4
75695
Installation of front components

3 − Assemble oil pump (1).
− Tighten fixing screws (2) and lock themto the pre-
75690
scribed couple.
− Tighten the screws (4) fixing the engine flywheel

(3) to the engine shaft. Use tool 99360339 (2) to
operate on the flywheel cover box (1) to block
engine flywheel rotation.
70220
4 − Apply to the water pump (1) a new fixing ring (2).

75692
Tighten the engine flywheel (1) fixing screws (2) in two

phases:
− 1st phase; tightening by means of dynamometric
wrench
− to couple 30 ± 4 Nm;
− 2nd phase, 60 º ± 5 º angle dwell.
NOTE
Angle dwell shall always be performed using
99395216 tool. 70221

SM 810 00(D-IVECO)-3-18
− Assemble the water pump (1). − Accurately clean the contact surface of engine
− Tighten the screws (2) and lock them to the pre- block and apply sealing LOCTITE 5205 on it in
scribe couple. order to form a uniform and continuous bead with
no crumbs.
76112
− Remove the fixing ring (2) from the front cover

(1), accurately clean the plug surface.
75710
− Assemble the front cover (2) to the block and

tighten the screws (1) fixing them to the prescribed
couple.
70223
75812
SM 810 00(D-IVECO)-3-19
− Apply on engine drive shaft front tang (6) the Assembly of additional masses
detail (4) of the tool 99346252, fix it with the
screws (5) and key the new holding ring on it (7). Fit the additional masses (2) and tighten the screws (3) on
− Place the detail (2) on the detail (4), screw-up the the engine block.
threaded nut until carrying out the complete assem- Remove the lock pin (1) of the additional masses.
bly of the holding ring (7) to the front cover.
00902t
86578
− Assemble the plate (1), the rose pipe (2), tighten

the fixing screws (3) and fix them to the prescribed
couple.
87260
− Assemble the plate (3), the suction rose (5) and

tighten the fixing screws (1, 2 and 4) to the pre-
scribed torque.
86601
SM 810 00(D-IVECO)-3-20
Timing of additional masses

Version with reduced distribution
Match the signs (A) engraved on the gears for timing, insert the pin in the hole (B) on the balancing mass.
86614
1. Injection pump gear 2. Camshaft control gear

3. Injection pump control gear (reduced distribution) 4. Additional masses.
SM 810 00(D-IVECO)-3-21
− Provide for new gasket replacement (1) of the oil − Assemble the pulley (1) to the engine drive shaft ,
pan (2). and the distance ring (3).
− Tighten the fixing screws (2) and lock them to the
NOTE 68 7 Nm couple.
The pictures illustrating the pan and of the
rose pipe may not correspond to the ones of
your model.
However the procedures described are appli-
cable anyway.
1 2
− Assemble oil pan (1), apply the plate over it (2).
Tighten the screws (2) and lock them to the pre- 75697
scribed couple.
NOTE
Before assembly, always check that the − Assemble the following elements to the block: new
threads of the ports and of the screws have gasket (1), heat exchanger (2), new gasket (3), oil
filter bearing (4).
− Tighten the screws (5) and lock them to the pre-
scribed couple.
NOTE
75814
88046
SM 810 00(D-IVECO)-3-22
− Lubricate the fixing ring (2) using engine oil and

place it on the oil filter (3).
− Manually start the oil filter (3) on the bearing
union (1) until counter-boring, further screw up the
oil filter (3) by 3/4 turn.
− Place a new fixing ring on the block housing (6).
− Apply, (if needed) new fixing ring on the oil tem-
perature/pressure sensor (4) and assemble it to the
bearing (1) tightening the fixing screws to the pre-
scribed couple.
NOTE
In some applications, the bearing of the
exchanger shall be assembled to a screw 76114
threaded union connected to the filter on the − Connect the alternator (1) to the support.
opposite side of the engine, throughout two − Tighten the screw without locking it (2).
pipelines.
1 2
75686
76113
− Place the gasket (1) over the block.
The choice of the gasket’s thickness shall be made
in consideration of the cylinder protrusion mea-
sured with respect to the block’s upper surface.
NOTE NOTE
The shape and the dimensions of the alterna- Verify that the engine block stand is clean.
tor support vary according to the use of the Do not grease the gasket. It is recommended
engine. to keep the gasket inside packaging until
Therefore the relevant pictures provide a assembly to the cylinder head.
general guideline of the procedures that are Gasket assembly shall be made following the
to be carried out. However the procedures direction of wording printed on the gasket
described are applicable. itself so that this will be readable as indicated
in the picture.
− Assemble the alternator bearing (1) ensuring that
the pins (3 and 4) are against the engine block.
− Tighten the screws (2) and lock them to the pre-
scribed couple.
NOTE
no evidence of tear and wear nor dirt.
87759
SM 810 00(D-IVECO)-3-23
− Place the head (3) over the block and insert screws − Carry out the assembly of the rocker arms after
(1) and (2). previous check of the components.
NOTE
If the valves have been removed from the 4
head, it is necessary to assemble them before
assembling the head itself on the engine 1
3
block.
2
1 2
2 1 3
75705
3 ROCKER ARM UNIT COMPONENTS:
1. Elastic ring 2. Spacer 3. Rocker arms
4. Support
4 Check the coupling surfaces of bearing and shaft: no evi-

75688 dence of excessive wear shall be detected or damages.
Replace if necessary.
− Lubricate cylinder head bolts and install to head.
− Bolts must be torqued using stitching pattern start- 18.975
ing with the centre bolts and moving out. Bolts to
be torqued in stages: all bolts torqued to snug 18.963
torque, then 90 degrees rotation for all bolts. Then
a further 90 degrees for the M12 x 140 and M12 x
180.
M12 x 70 ................................... 90Nm + 90deg’s
M12 x 140 ................................. 40Nm +180deg’s
M12 x 180 ................................. 70Nm +180deg’s
19.000 19.000
19.026 19.026
75704
10 4 1 5 11
SHAFT AND ROCKER ARM BASIC DATA
13 7 2 8 14
9 3 6 12 − If unscrewed, check adjustment quota.
− Tighten the screw-threaded nut (1) to the i 0.4 - 0.6
Nm couple.
76115
19.00
16.00
75702
ROCKER ARM ADJUSTMENT SCREW
SM 810 00(D-IVECO)-3-24
Before executing assembly, check the Rocker Arm driving − Tighten the screws (2) to the prescribed couple and
assemble water temperature sensor (1).
rods: these shall not be deformed; the spherical ends in
contact with the Rocker Armadjustment screw and with 2
the tappet (arrows) shall not present evidence of seizure
orwear: in case of detection proceed replacing them.
The rods driving the intake and exhaust valves are identi-
cal and therefore interchangeable.
1
75683
Adjust the slack between rocker arms and valves using

socket wrench (1), point wrench (3) and feeler gauge (2).
32655
Correct slack is:

− Insert the tappet driving rods and the Rocker Arm - suction valves: .....................0.25 ± 0.05mm
unit. - exhaust valves: ....................0.50 ± 0.05mm
Before using the fixing screws again,measure
themtwice as indicated in the picture, checking D1 NOTE
and D2 diameters: In order carry out a quicker adjustment of
if D1 - D2 < 0.1 mm the screw can be utilised
again; the working slack between rocker arms and
if D1 - D2 > 0.1 mm the screw must be replaced; valves, proceed as following:
Rotate the engine drive shaft, balance the
valves of cylinder 1 and adjust the valves
D2 D1 identified by star symbol, as indicated in the
following table:
Cylinder No. 1 2 3 4
75703
Suction - - * *
Exhaust - * - *
Rotate the engine drive shaft., balance the

valves of cylinder 4 and adjust the valves
identified by star symbol, as indicated in the
following table:
Cylinder No. 1 2 3 4
Suction * * - -
Exhaust * - * -
SM 810 00(D-IVECO)-3-25
In such case provide for replacement with

new nods.
2 1
1 2
3
75806
− Assemble injectors after having replaced the seal-

ing gasket (1). 75681
NOTE − Assemble exhaust manifold (1) providing new gas-

During assembly of injectors, verify that the kets (2).
injector sphere is correctly positioned on the NOTE
head housing.
The illustration of exhaust manifold may be
not matching your model. Anyhow,
described procedure is applicable.
1
75707
2
− Assemble cylinder covers (2) with the respective
75808
gaskets;
− Fit the seal nods and tighten the screws fixing them
to the prescribed couple.
− Assemble thermostat unit (2) including thermostat
NOTE (5) and gasket (4).
Always replace the gaskets using new ones. − Tighten the screws to the prescribed couple.
Check the threads of the fixing screws: there NOTE
shall be no evidence of wear or dirt deposit. The screws (1) have been have been utilised
Seal nods shall have no visible deformation. to fix the bracket (3).
Disassemble the bracket and reassemblecom-
SM 810 00(D-IVECO)-3-26
ponents from 1 to 5 as shown in the picture. − Assemble the transmission pulley (1).
The gasket must be new.
2
1
5 3
2
75685
− Assemble the pulley fan bearing tightening the

75687
screws to the prescribed couple.

− Assemble the alternator tensioning bracket.
− Mount pulley (3) and secure it to support through
screws (2).
SM 810 00(D-IVECO)-3-27
− In order to connect the POLY-V belt carry out the − Mount Poly-V belt (4) on pulley (7), engine shaft
operations described on page 22 vice versa. pulley (5), guide pulleys (6), water pump (3) and
alternator (1); stretch the belt by operating on auto-
NOTE matic belt tensioner (2).
For belt stretching turn the alternator as
indicated in the figure, tighten screw (1) and
the bolt that fixes the alternator to the sup-
port.
NOTE
If the old belt is to be reassembled examine it
carefully in order to see if there may be inci-
sions or evident signs of yielding.
90509
− Apply on the surface joining the suction manifold

plate (1) a sufficient coat of Loctite 5999 and pro-
vide. fixing the screws to the prescribed couple.
− If the pipe (6) of the suction manifold plate (1) has
been removed, reassemble it after having fit a new
88090
gasket (5).
− Tighten the screws (7) to the prescribed couple.
NOTE
For applications with automatic belt ten-
For the versions provided with heater, also
sioner assemble components (3) and (4).
Assemble belt Poli-V (4) on the pulley (5) of the engine
shaft, on the jockey pulley (2), on the water pump (6) and
1 7
on the alternator (3), tighten (syn.: tension) the belt by
means of the automatic belt tensioner. 2
6
3
75701
86571
SM 810 00(D-IVECO)-3-28
− Also assemble the brackets (1) fixing the fuel pipe-

lines to the injectors: use the same screws (2) fix-
ing the manifold plate as shown in the picture.
75700
− Assemble priming pump (1) providing new gasket

and tighten the screws (2) to the prescribed couple.
− Also assemble feed pump (see specific procedure)
and the power take-off underneath.
NOTE
Pump mounting requires specific procedure
contained in this section.
2
75678
SM 810 00(D-IVECO)-3-29
3
7
4
6 5
1. Rear bracket fixing screw (on suction collector plate) 2. Fuel recovery pipeline to pump 3. Rotary feed pump
4. Connection nut to pumping elements 5. Injector 6. Bracket fixing screw to injection pump side
7. Front bracket fixing screw (on suction collector plate)
− Assemble the pipes (1) and (2) providing fuel feed − Fix the LDA pipeline (1) to the engine head and to
and recovery between pump and injectors; the feed pump.
Screw up the locking nuts and tighten the screws
fixing the fuel recovery manifold; fix the pipes to
the injectors throughout the brackets previously
assembled.
1 1
75677
75679
SM 810 00(D-IVECO)-3-30
− Assemble the fuel filter bearing (4) to the bracket For turbocompressed versions
fixed to the engine head. proceed assembling the turbocharger:
− Connect the fuel pipelines (2 and 3) respectively
from priming pump to filter bearing and from this − Hold the turbocharger and place it on the exhaust
last one to feed pump. manifold after having interposed the gasket.
− Using 99360076 equipment assemble fuel filter − Screw up the fixing nuts of the turbocharger to the
(1). exhaust manifold tightening them to the prescribed
couple.
NOTE − Tighten the lubrication pipe fixing ring. Operate in
The filter shall be priory filled with fuel to the same way on the other end of the pipe. Connect
facilitate feed system bleed operations. it to the upper part of the heat exchanger.
To complete engine assembly it is necessary to remove it
from the turning stand.
− Using rocker arm 99360595 hold the engine and
loosen the screws fixing the brackets to the turning
stand 99322205.
− Disassemble the brackets from the engine after
having properly put it on a wooden bearing.
90502
NOTE
To connect fuel pipelines (2 and 3, Figure
108) in low pressure from the relating con-
nection unions it is necessary to press the 75675
locking fastener (1) as shown in picture B.

After having connected the pipeline, reset the
fastener (1) into block position as shown in
picture A.
70126
SM 810 00(D-IVECO)-3-31
Completion of the engine − Reassemble the starter; properly hold the starter (1)
and tighten the fixing screws to the prescribed cou-
On the right hand side: ple.
− reassemble the pipes (1) from the union (2) to the
lubrication oil filter (placed on the opposite side):
tighten the pipe rings (1) and connect them to the
union
NOTE
In some cases, the oil filter (3) is directly
placed on the heat exchanger: in this case it
shall be assembled using tool 99360076.
2
1
75717
On the left hand side:

− Assemble oil filter (1) together with bracket (for
the versions with engine oil filter not directly
1 assembled to the exchanger); tighten the screws (3)
3 assembling the bracket (4) including filter bearing
75670 (5).
Using tool 99360076 screw up oil filter;
For turbocompressed versions − Assemble oil level rod togetherwith guide pipe
Reassemble the lubrication oil exhaust pipeline (1) from (2).Fill up engine oil.
the turbocharger: from underneath the turbocharger − Install the engine on the machine (for installation
tighten the two screws (2); tighten the screw (3) fixing the operations please apply to specific issue).
pipeline to the block throughout the fixing collar (4) to the
block; finally tighten the union (5) to the block.
3
4
5
2
1
2
75673
3
4
75671
SM 810 00(D-IVECO)-3-32
Rotary feed pump disassembly and assembly Engine versions with tool (99360339)
Disassemble the starter from the flywheel box (1) and use
procedure
tool 99360339 (2) to rotate the flywheel.
In case feed pump replacement is necessary, this shall be
NOTE
supplied pre-set already as spare part.
This procedure prescribes that:
On the other hand, in case the pump shall be disassembled
− the fuel pipes (from the pumping elements
to the injectors, recovering blow-by from and reassembled later on without being repaired it will be
the injectors to the pump and the supply necessary to pre-set it while it is still assembled to the
from the priming pump) have all been engine and disassemble it only afterwards.
removed; The following procedure analyses this second hypothesis
− the electrical connections have been dis- since it is the more complex.
connected.
− Accelerator cable shall be disconnected.
Engine versions with tool (99360330)

Disassemble the starter fromthe flywheel box and use tool 2
99360330 to rotate the flywheel.
75714
Find the top dead centre with the tool (99395097) -

False injector
Remove the rocker covers of the 1st cylinder; remove the
1 1st injector and place the tool (1) to set the 1st cylinder top
dead centre position (end-of-compression phase). Pre-
88140
load the gauge.
The searched condition is obtained by rotating the engine
shaft properly until you find the maximum value on the
comparator and then checking that the intake and exhaust
valves are both closed.
Once PMS has been obtained, lock the flywheel by means
of tool 99360339.
(Demonstration)
88141
SM 810 00(D-IVECO)-3-33
− Unscrew the side screw that locks the pump shaft − From the pump side, loosen the fixing nuts (1)
partially (1) and remove spacer (2). This must be without removing them in order to enable moving
kept on a side (we recommend to fix it on the pump the pump backwards using 99340035 extractor.
with a wire or a clip). − Assemble the 99340035 extractor throughout the
− Tighten the lateral screw (1) blocking rotation of two threaded ports (4, Figure 120) and withdraw
the pump shaft. the gear from the pump shaft.
− Properly hold the feed pump and loosen com-
pletely the fixing nuts.
− Withdraw the pump from the studs, together with
the gasket.
− When the supply pump is to be assembled on the
engine the
2 1 P.M.S. conditions at compression end stage cylinder No. 1
must be carried out.
NOTE
Hold the pump driving gear to avoid inter-
ference or crawling during timing gear rota-
tion.
75721
1
− From timing side, remove the cover (2) loosening
the screws (1) in order to have access to the union
fixing nut (3) to the pump driving gear.
− Loosen the fixing nut (3) and remove the relating
washer.
1 4
75694
− Assemble the pump pre-set in its housing on the

engine, fitting the shaft into the gear port (not pro-
vided with wrench).
− Tighten the fixing nuts (1) locking the pump flange
2 3 in the slot centre.
75693
NOTE
The gasket removed during pump disassem-
bly shall not be utilised again. Always use
original spare parts.
75694
SM 810 00(D-IVECO)-3-34
− On the timing side, throughout the specially Ignition pump control and timing
appointed port, fit the washer and screw up the fix- − With the injection pump inserted in relating seat
ing nut (3) to the pump shaft. Lock the nut to the and securing screws loosened, mount comparator
90-95 Nm couple. 99395603 (2) and 99395100 gauge tool (1), pre-
loading the rod by 2.5 mm.
1 4 − Rotate the engine drive shaft to shift from the con-
dition of the first cylinder to TDC end of compres-
sion phase. Reset the dial gauges and rotate the
engine drive shaft into the opposite direction until
recovering the condition of the 1st cylinder to TDC
in phase of compression (see Figure 118). From
this position on the comparator applied on the
pump it must be possible to read the value listed on
the pumping element pre-lift table. Section 4.
− Rotate the pump in anti-clockwise direction if the
stroke is shorter or in clockwise direction if the
stroke is longer, until obtaining the stroke pre-
2 3 scribed.
75715
− Checking these conditions, lock the pump by tight-
ening the relevant nuts to the prescribed pair.
− Loosen screw (1) that prevents pump shaft rotation Demonstration

and insert spacer (2). Tighten screw (1)so that it
locks spacer (2): in this way the supply pump shaft
will be able to rotate freely.
− Assemble the cover (2, Figure 123) including gas-
ket and tighten the screws (1, Figure 123).
− Disassemble the flywheel rotation/locking tool
99360339 or 99360330; arrange the starting motor
in its seat.
− Connect all pipelines (from pumping elements to
injectors, bleeding recovery pipes from injectors to
pump, LDA pipeline and feed provided by priming
pump).
− Connect electrical connections to electro-magnets
on the hydraulic head and on KSB. 87720
NOTE
If the pump has been removed with the
engine mounted, connect the accelerator
cable, if presentin the application.
1 2
75721
SM 810 00(D-IVECO)-3-35
Feed system bleed procedure Power take-off disassembly and assembly

Version with A type fuel filter procedure
In case any operation has been executed on the compo- Where designed, there is a power take-off able to transmit
nents of the feed circuit, it is necessary to execute bleed- motion to different auxiliary parts.
ing of air within the system. Disassembly of such mechanism shall be executed as fol-
− Loosen the bleeder vent screw (3) on the fuel filter lowing:
(1) and keep working on the bleed lever of the − Loosen the two screws (3) and after having
priming pump (2). removed the cover (1) with a specially provided
− Continue executing this operation until when fuel extractor, withdraw the power take-off (2).
drains from the bleeder vent screw. − The two gaskets (4) shall be replaced in phase of
− Tighten the bleeder vent screw (3). reassemble.
− Vary out the assembly fitting the power take-off in
its housing, providing new gasket and checking the
sprocket gear meshing.
− Assemble cover and gasket and tighten the screws
to the prescribed couple.
1 4 3
76211
Version with B type fuel filter

− Disconnect the fuel pipe (1) of the filter and repeat
working on the drain lever (2) of the priming 2 75720
pump.
− Continue the operation until when fuel outflows.
− Connect the (1) to the filter.
87751
SM 810 00(D-IVECO)-3-36
Checks and controls

NOTE
The following tests shall be made after engine
assembly to the vehicle.
Preventively check that the liquid levels have
been correctly restored.
Start the engine, let it run at revolution regimen slightly

higher than idling and wait that the cooling liquid temper-
ature reaches the value enabling thermostat opening, then
check that:
− There is no water bleeding from the manifolds con-
necting engine cooling circuit pipelines and cabin
internal heating, eventually providing to further
tighten the locking rings.
− Carefully check the fuel connection pipes to the
respective unions.
− There is no oil leakage from the lubrication circuit
of the various pipelines connecting cover and cyl-
inder head, oil pan and bearing, oil filter and heat
exchanger as well as relating housings.
− There is no fuel leakage from fuel pipelines.
− There is no blow-by from pneumatic pipes (if pro-
vided).
− Verify correct working of the lighting leds of the
dashboard containing the tools as well as of the
equipment that was disconnected during engine
disconnection.
− Check and blow by with care the engine cooling
system, carrying out frequent drainage.
SM 810 00(D-IVECO)-3-37
Electric Apparatus
ELECTRICAL COMPONET LAYOUT (4 CYL. ENGINES WITH ROTARY POMP)
Below there are listed the electric components which are present on NEF F4BE04--- and F4GE04--- engines.
3 4
2
A
1
B
8
7 5
75724
1. Cooling liquid temperature sensor.

2. Starter
3. KSB Water temperature sensor
4. Electromagnets assembled to feed pump:
(A) on hydraulic head unit
(B) on KSB
5. Fuel heater
6. Oil pressure sensor
7. Resistance for cold start up (where provided for)
8. Alternator
SM 810 00(D-IVECO)-3-38
Cooling liquid temperature sensor Starter

It is a component integrating a temperature sensor. Starter is usually driven by starting unit placed on the
It is assembled to the engine head close to the thermostat vehicle
unit dashboard and provides positive tension to the tele-switch
and its duty is to detect engine cooling liquid temperature. assembled to the starter itself.
Specifications: Specifications:
Range of working temperatures: BOSCH 3 kW - 12V
Connection side ........................ -40 ~ +150℃(< 10 min)
Bulb side on engine .................. -40 ~ +140℃
Working tensions ...................... 6 ~ 28 V
Settings:
80℃ .......................................0.304 ~ 0.342 ㏀
20℃ .......................................2.262 ~ 2.760 ㏀
-10℃ .......................................8.244 ~ 10.661 ㏀
1
75717
KSBWater temperature sensor

It is assembled to the cylinder head on the engine left hand
side.
Specifications:
Working tensions: 12 ~ 24 V
Electrical Power load: 2.5 A (induction)
C 5.0 A(resistance)
Setting: 32 ± 2℃ Contact opening upon increasing tem-
A B perature
22 ± 2℃ Contact closure upon decreasing tem-
A C
B perature
75718
75719
SM 810 00(D-IVECO)-3-39
Electromagnets assembled to feed pump Fuel filter

On the fuel filter bearing there is the temperature sensor
and the fuel filter heating resistor connection.
2
75724a 2
1 - Hydraulic head Electro-magnet; 2 - KSB
Electro-magnet 1
1 - Fuel temperature sensor; 75716

2 - Resistor for filter heating;
Oil pressure sensor
It is assembled to the block on the engine’s left hand side.
Specifications:
Working tensions: 12 ~ 24 V Alternator
Contact closure
It is place front view on the right hand side of the engine,
upon lower pressure: 0.2 bar
and is driven by tooth belt.
Contact opening
upon higher pressure: 0.9 bar Specifications:
Working tension: 12 V
Current delivered: 90 A (at 6000 rpm)
Absorption in stand-by: ≤ 1mA
Sense of rotation: clockwices
75722
75725
SM 810 00(D-IVECO)-3-40
Pre-post heating resistor Pre-post heating unit

It is a resistor assembled to the suction collector and is uti- Legend
lised to heat the air during pre-post heating operations. F = Fuse
It is fed by a tele-switch usually placed very close to the R = Pre-post heating resistance
engine. T = Remote control switch
GHC = Pre-post heating unit
Specifications:
Working tension: 12 V
Maximum possible
air flow: 2 cc/min (pressure 138 kPa)
+0 30
F 15 7
4
6 GH F
30 50 5
NTC 10 T
31 8
N31
1 3 FB
1.2W R
75723
88153
Electrical diagram pin out

PIN Description
1 “Cold start” warning indicator light output
2 Not connected
3 Feedback signal input from pre-post heating resis-
tance (FB)
4 Started engine signal input (D)
5 Start-up signal input (50)
6 Pre-post heating resistance supply remote control
switch output (GH)
7 Supply positive (15)
8 Supply negative (31)
9 Not connected
10 Temperature analogue signal input (NTC)
This unit operates, by means of the remote control switch,

the pre-post heating resistance according to the engine
coolant temperature.
Features:
Nominal voltage: 12 V
Operating voltage: 7 V ~ 16 V
Operating temperature: -40℃~ 85℃
Maximum current in the GH line: 0.3A
SM 810 00(D-IVECO)-3-41
Troubleshooting
ANOMALY POSSIBLE CAUSE REMEDY NOTE

The engine does not start Battery flat or faulty. Check and recharge battery.
Replace battery if necessary.
Connections to battery ter- Clean, examine and tighten
minals corroded or loose. the nuts on the battery termi-
nals. Replace the cable ter-
minals and the nuts if
excessively corroded.
Incorrect timing of injection Check and correctly time the See your Iveco dealer.
pump. injection pump.
Deposits or water in the fuel Disconnect the hoses and Drain feed system.
tank. clean them using a jet of
compressed air. Dismantle
and clean the injection
pump. Remove water from
tank and refuel.
No fuel in tank. Refuel.
No power supply. Overhaul or replace the fuel
or transfer pump.
Air bubbles in the fuel lines Check the hoses to ensure
or injection pump. that air is in fact present and
also check the fuel pump.
Eliminate the air from the
injection pump by unscrew-
ing the cap and working the
fuel pump by hand.
Faulty starter motor. Repair or replace the starter
motor.
The engine does not start at Fuel system clogged with Replace the fuel with fuel
low temperatures paraffin crystals forming suitable for use at low tem-
due to the use of unsuitable peratures. Replace the fuel
fuel. filters.
K.S.B. device for cold spark Check or replace the injec- See your Iveco dealer.
advance control operating tion pump.
incorrectly.
The engine cuts out. Idle rpm too low. Adjust with adjustment screw.
Irregular flow of injection Adjust flow. See your Iveco dealer.
pump.
Impurities or water in the Disconnect the hoses and Drain feed system.
fuel lines. clean them using a jet of
compressed air. Dismantle
and clean the injection
pump. Remove water from
fuel tank and refuel.
Clogged fuel filter. Dismantle and replace if
necessary.
SM 810 00(D-IVECO)-3-42

The engine cuts out. Presence of air in the fuel Check that the hoses are not
and injection system. cracked or the unions loose.
Replace worn parts, remove
the air fromthe hoses and
deaerate the injection pump
and fuel filter by unscrewing
the caps and working the
primer pump by hand
Broken injection pump con- Replace the faulty parts.
trols.
Abnormal clearance Adjust clearance by replac-
between camshaft cams and ing shims.
tappets.
Burnt, corroded or chalky Replace the valves, rectify
valves. or replace the cylinder head
seatings.
The engine overheats Faulty water pump. Check the unit and replace if
necessary.
Replace the gasket.
Malfunctioning thermostat. Replace the thermostat.
Fouling in coolant openings Wash following the stan-
in the cylinder head and cyl- dards specified for the type
inder groups. of descaling product used.
Water pump drive belt slack. Check and adjust the tight- On applications provided
ness of the belt. with automatic tensioner,
check corret worching of
such device.
Coolant level too low. Top-up radiator with cool-
ant.
Incorrect engine timing. Check timing and tune cor-
rectly.
Incorrect calibration of Correct the delivery rate of See your Iveco dealer.
injection pump. the pump on a bench so that
the injection is at the speci-
fied rate.
Dry air cleaner blocked. Clean the air filter or replace
if necessary.
Engine operation is irregu- Incorrect timing of injection Check timing and correctly
lar and lacks power pump. set pump.
K.S.B. automatic cold Check or replace injection
advance devicemalfunction- pump.
ing.
Excessive piston wear. Check or replace injection
pump.
Incorrect calibration of Check and correctly cali- See your Iveco dealer.
speed regulator. brate the regulator.
Partial blockage of nozzles Clean the nozzles of the
or faulty operation of injec- atomisers using the appro-
tors. priate tools and completely
overhaul the injectors.
SM 810 00(D-IVECO)-3-43

Engine operation is irregu- Impurities or water in the Carefully clean the system If necessary drain feed sys-
lar and lacks power fuel and injection system. and refuel. tem.
Incorrect play between cam- Check and correct play
shaft cams and tappets.
Faulty turbocharger. Replace complete unit.
Air cleaner blocked. Clean or replace air cleaner.
Faulty operation of L.D.A. Check that the diaphragm is See your Iveco dealer.
device not perforated, that the
counter spring is suitable
and that it has the correct
loading (check on test
bench).
Check that there is adequate
air pressure inside the intake
manifold in relation to the
engine rpmunder full-load
conditions.
Tie rods between accelerator Adjust the tie-rods so that
pedal and regulation lever the command lever can be
incorrectly adjusted. moved to the full delivery
position.
Engine running with abnor- Faulty operation of injec- Replace all injectors.
mal knocking tors.
Fuel lines blocked. Dismantle the hoses, clean
them and replace those that
are seriously dented.
Incorrect set-up of injection Correct the set-up of the See your Iveco dealer.
pump. pump so that injection
occurs at the specified angle.
Engine running with abnor- Knocking of crankshaft Rectify the pins of the
mal knocking causing excessive play on crankshaft and install
one ormoremain or rod bear- smaller bearings. Replace
ings or excessive play on the thrust half-rings.
shoulders.
Crankshaft unbalanced. Check alignment of crank-
shaft.
Loosening of screws secur- Replace the loosened screws
ing flywheel. and tighten all the screws to
the specified torque.
Misalignment of rods. Replace the rods.
Noise frompiston journals Replace the piston journal
due to excessive play of pis- and/or the piston and rod
ton hubs and in the rod bushing.
bushing.
Loose bushings in the rod Replace with new bushings.
seatings.
Noisy timing. Adjust the play between
camshaft cams and tappets
and check that there are no
broken springs, that there is
no excessive play between
the valve stems and the
valve guides, tappets and
seatings.
SM 810 00(D-IVECO)-3-44

The engine smokes abnor- Excessive maximum pump Disconnect the pump and See your Iveco dealer.
mally. Black or dark grey output. adjust delivery in accor-
smoke. dance with the data given in
the calibration table.
K.S.B. device out of calibra- Check operation by a tester
tion ormalfunctioning. and adjust correctly as
described in the manual.
There is an excessive delay Correct the set-up.
on the injection pump.
The injection pump has an Correct the set-up.
excessive advance.
The holes in the atomisers Replace the injectors with a
(or some of them) are par- series of new injectors or
tially or entirely blocked. clean and rectify the original
ones using suitable equip-
ment.
Air cleaner blocked or dete- Clean or replace the filter
riorated. element.
Loss of compression in the Overhaul the engine or limit
engine due to: the interventions
stuck or worn flexible rings; to the relative parts.
worn cylinder liners;
valves deteriorated or badly
adjusted.
Unsuitable injectors, differ- Replace or calibrate the
ent types of injectors injectors.
or incorrectly calibrated.
Injection hoses with an Check conditions of the end
unsuitable internal diame- or unions and where neces-
ter, end of hoses pinched sary replace the hoses.
due to repeated blocking.
Blue, grey-blue, grey smoke Excessive delay in injection Correct the set-up of the See your Iveco dealer.
tending to white. pump. pump.
K.S.B. automatic cold Check or replace injection See your Iveco dealer.
advance devicemalfunction- pump.
ing.
Faulty injector. Replace the injector.
Leaking of oil from the pis- Overhaul the engine.
ton rings caused by glued or
worn rings or wearing of
cylinder liner walls.
Engine oil passing through Recondition the cylinder
the intake guides-valves fol- head.
lowing wearing of guides or
valve stems.
Engine too cold (thermostat Replace the thermostat.
blocked or inefficient).
SM 810 00(D-IVECO)-3-45
MAINTENANCE PLANNING Checks not included in maintenance plan-

ning-daily checks
MAINTENANCE PLANNING It is a good habit to execute, before engine start, a series of
simple checks that might represent a valid warranty to
Recovery avoid inconveniences, even serious, during engine run-
ning. Such checks are usually up to the operators and to
To ensure optimised working conditions, in the following the vehicle’s drivers.
pages we are providing instructions for the overhaul con- − Level controls and checks of any eventual leakage
trol interventions, checks and setting operations that must from the fuel, cooling and lubricating circuits.
be performed on the engine at due planned dates. − Notify the maintenance if any inconvenience is
The frequency of themaintenance operations is just an detected of if any filling is necessary.
indication since the use of the engine is themain character- After engine start and while engine is running, proceed
istic to determine and evaluate replacements and checks. with the following checks and controls:
It is not only allowed but recommended that the staff in − check presence of any eventual leakage from the
charge of themaintenance should also carry out the neces- fuel, cooling and lubricating circuits.
sary maintenance and controlling operations even if not − Verify absence of noise or unusual rattle during
engine working.
being included in the ones listed here below but that may
− Verify, using the vehicle devices, the prescribed
be suggested by common sense and by the specific condi-
pressure temperature and other parameters.
tions in which the engine is run.
− Visual check of fumes (colour of exhaust emis-
sions)
Planning of controls and periodical interven- − Visual check of cooling liquid level, in the expan-
sion tank.
tion
Controls and periodical intervention - Frequency (hours)
Visual check of engine ..........................................Daily MAINTENANCE PROCEDURES
Check presence of water in fuel filter or pre-filterDaily
Check of belt wear status ...................................... -
Checks and controls
Check and setting of tappet clearance ................... 4000
Replacement of engine’s oil and filter ................. 500 Engine oil level check.
Replacement of fuel pre-filter .............................. 1000 The check must be executed when the engine is discon-
Replacement of fuel filter ..................................... 500 nected and possibly cool.
Replacement of belt .............................................. 1500 The check can be made using the specially provided flexi-
NOTE ble rod (1).
The frequency of the maintenance operations Drawoff the rod from its slot and check that the level is
is just an indication since the use of the within the etched tags of minimum and maximum level.
engine is the main characteristic to deter- Whether it should be difficult to make the evaluation, pro-
mine and evaluate replacements and checks. ceed cleaning the rod using a clean cloth with no rag
The maintenance operations are valid only if grinding and put it back in its slot. Draw it off again and
the setter fully complies with all the installa- check the level.
tion prescriptions provided by Iveco Motors. In case the level results being close to the tag showing
Furthermore, the users assembled by the set-
minimum level, provide filling lubrication of the engine’s
ter shall always be in conformance to couple,
power and number of turns based on which
the engine has been designed.
SM 810 00(D-IVECO)-3-46
components. Check of fuel system

The check must be executed both when the engine
disconnected and when it is running.
The check operation consists in examining the fuel pipe-
MAX lines running from the tank to the pre-filter (if provided in
the specific equipment), to the filter, to the injection pump
and to the injectors.
Cooling system check
MIN The check must be executed both when the engine discon-
nected and when it is running.
Check the pipelines from the engine to the radiator, from
the expansion tank and vice-versa. Find out any blow-by,
1 verify the status of the pipes specially close to the holding
75748 strips.
Verify that the radiator is clean, the correct working of the
fan flywheels, the presence of any leakage from the con-
To provide filling, operate through the upper top (1) or nectors, from the manifold and from the radiating unit.
through the lateral top (2). During filling operation, the
tops must be removed as well as the rod in order to make NOTE
the oil flow easier”. Due to the high temperatures achieved by the
system, do not operate immediately after the
Some applications are equipped with a level transmitter
engine’s disconnection, but wait for the time
alerting dashboard instruments in case of insufficient
deemed necessary for the cooling. Protect the
lubrication oil within the pan.
eyes and the skin from any eventual high
NOTE pressure jet of cooling liquid.
The engine oil is highly polluting and harm- The density of the cooling liquid must be checked any
ful. how every year before winter season and be replaced in
In case of contact with the skin, rinse well any case every two year.
with water and detergent.
Adequately protect the skin and the eyes, NOTE
operate in full compliance with safety regula- In case of new filling, proceed bleeding sys-
tions. tem, through the bleeds on the engine.
Disposal must be carried out properly, and in If bleeding of the system is not carried out,
full compliance with the law and regulations serious inconvenience might be caused to the
in force. engine due to the presence of air pockets in
the engine’s head.
Lubricating system check
1 The check must be executed both when the engine discon-
nected and when it is running.
Verify the presence of any oil leakage or blow-by from
the head, from the engine pan of from the heat exchanger.
NOTE
The engine oil is highly polluting and harmful.
In case of contact with the skin, rinse well with
water and detergent.
Adequately protect the skin and the eyes,
operate in full compliance with safety regula-
tions.
2 Disposal must be carried out properly, and in
full compliance with the law and regulations in
75749
force.
SM 810 00(D-IVECO)-3-47
Check of water presence within fuel filter or pre-filter − exhaust valves 0.50 ± 0.05 mm.
NOTE
The components of the system can be dam- 2 1
aged very quickly in presence of water or
impurity within the fuel. 3
Timely proceed operating on the pre-filter
(not available on the engine block) to carry
out the drainage of the water within the feed
circuit.
Fuel filter is equipped with pump screw-valve to drain the
water eventually mixed with fuel (some applications of 6
cylinders engines will be equipped with two fuel filters,
both provided with drainage.
75806
Place a container underneath the filter and slightly loosen
the screw. Drain the water eventually contained in the fil-
ter’s bottom. NOTE
Lock the screw (max 0.5 Nm locking couple) as soon as In order to more quickly perform the operat-
fuel starts bleeding. ing clearance adjustment for rocker arms —
valves, proceed as follows:
Check of drive belt tensioning Rotate the drive shaft, balance cylinder 1 valves
Some applications are equipped with an automatic ten- and adjust the valves marked by the asterisk as
sioner that provides correcting belt tensioning. shown in the table:
cylinder n. 1 2 3 4
Check of belt’s tear and wear status
Carefully verify the belt’s surface in order to detect any intake - - * *
sign of incision, crack, excessive wear in correspondence exhaust - * - *
of toothing; check end and surface grinding.
Rotate the drive shaft, balance cylinder 4 valves
! DANGER
and adjust the valves marked by the asterisk as
shown in the table:
Danger: if the engine is switched off but is still
hot, unexpected motion of the belt may occur. cylinder n. 1 2 3 4
Wait for engine temperature cooling as a pre- intake * * - -
caution in order to avoid serious danger exhaust * - * -
injury.
Adjust clearance between rockers and valves using set-

screw
wrench (1), box wrench (3) and feeler gauge (2).
Clearance shall be as follows:
− intake valves 0.25 ± 0.05 mm
SM 810 00(D-IVECO)-3-48
Oil motor and filter replacement

! WARNING
! WARNING Warning: the oil filter contains inside a
Warning: We recommend to wear proper quantity of oil of about 1 kg.
protection because of high motor service Place properly a container for the liquid.
temperature. Warning: avoid the contact of skin with the
The motor oil reaches very high tempera- motor oil: in case of contact wash the skin
ture: you must always wear protective gloves. with running water.
The motor oil is very pollutant: it must be
Due to the several applications, the pan shape and the oil disposed of according to the rules.
quantity can change slightly. However, the following
− Replace the filtering cartidge with a new one and
operations are valid for all applications. screw manually until when the gasket is in contact
Werecommend to carry out the oil drainage when themo- with the support.
tor is hot. − Tigthen by means of the 99360076-tool of three
− Place a proper container for the oil collecting under fourth turn.
the pan connected with the drain plug. − Operate the motor for some minutes and check the
− Unscrew the plug and then take out the control dip- level through the dipsick again. If it is necessary,
sick and the inserting plug to ease the downflow of carry out a topping up to compensate the quantity
the lubrication oil. of oil used for the filling of the filtering cartridge.
NOTE Fuel filter replacement

The oil motor is very pollutant and harmful.
In case of contact with the skin, wash with NOTE
much water and detergent. During this operation don’t smoke and don’t
Protect properly skin and eyes: operate use free flames.
according to safety rules. Avoid to breathe the vapors coming from fil-
Dispose of the residual properly following the ter.
rules.
NOTE
− After the complete drainage, screw the plug and After filters replacement the supply equip-
carry out the clean oil filling. ment deaeration must be carried out.
NOTE According to the applications the filters position and the
Use only the recommended oil or oil having quantity can change.
the requested features for the corrrect motor However the following operations are valid for all appli-
functioning. cations.
In case of topping up, don’t mix oils having − Drain the fuel inside the filter by operating the
different features. water release screw. Collect the fuel in a container
If you don’t comply with theses rules, the ser- without impurities.
vice warranty is no more valid. − Unscrew the cartridge by using the 99360076-tool.
− Collect the eventual fuel inside the filtering car-
− Check the level through the dipsick until when the tridge.
filling is next to the maximum level notch indi- − Clean the gasket seat on the support and oil slightly
cated on the dipsick. the
Whereas you replace the lubrication oil, it is necessary to − gasket on the new filtering cartridge.
replace the filter. − Screw manually the new filtering cartdrige until
when the gasket is completely on its seat.
According to the application the filter can be located in
− Tigthen through the 99360076-tool at 10-5 Nm
different positions: the following procedure is a valid torque.
guide for all applications.
− The filter is composed by a support and a filtering
cartridge. For the cartridge replacement use the
9936076-tool.
SM 810 00(D-IVECO)-3-49
Alternator belt replacement For applications with automatic belt stretcher

Due to several applications the belt run can change very- − Unscrew the screws which fix the belt guard (2) to
much. the support and dismount it.
We describe the replacement of a belt mounted on a 4-cyl- − Operate on the tightener (1) and withdraw the belt
inders motor with traditional belt tension and a 6-cylin- (3) from the alternator and water pumps from pul-
leys and from the returns pumps.
ders motor with an automatic screw coupling.
− Replace the worn belt with a new one.
− Place the belt on the pulleys and the guide rollers.
! WARNING − Place the automatic tightener in order to key the
Warning: with switched off motor (but still belt in the functioning position.
hot) the belt can operate without advance − Further adjustments are not required.
notice.
Wait for the motor temperature lowering to
avoid very serious accidents. 1
For applications with traditional belt stretcher

− Loosen screw (1) and the relevant nut on belt
stretching bracket (3).
− Loosen the bolt that fixes the alternator to the sup-
port.
− Fit the new belt on the pulleys and guide rollers.
− Stretch POLY-V belt (2). 2 3
− Lock screw(1) and the bolt that fixes the alternator
to the support
− Run the engine for a few hours and check proper
belt stretching.
74171
88089
SM 810 00(D-IVECO)-3-50
Section 4
OVERHAUL AND TECHNICAL SPECIFICATIONS
GENERAL SPECIFICATIONS
Type 4 CYLINDERS 6 CYLINDERS
Cycle Four-stroke diesel engine

Power See properties described in Section 3
Injection Direct
Number of cylinders 4 in-line 6 in-line
Bore mm 104/102 ( . )
Stroke mm 132/120 ( . )
+ + +..= Total displacement cm 3 4485/3922 ( . ) 6728/5883 ( . )
TIMING
start before T.D.C. A 15°

end after B.D.C. B 35°
start before B.D.C D 69°

end after T.D.C C 21°
Checking timing
mm -
X
mm -
X
Checking operation
mm 0.25 ± 0.05
X
mm 0.50 ± 0.05
FUEL FEED
Type: rotary Bosch VE 4/12 F VE 6/12 F

in Bosch line PES 6A
Injectors
Nozzle type
DSLA 145 P
Injection sequence 1-3-4-2 1-5-3-6-2-4
bar
Injection pressure bar
-
( . ) Valid for F4BE--- engines only.
SM 810 00(D-IVECO)-4-1
CLEARANCE DATA
CYLINDER UNIT AND CRANKSHAFT COMPONENTS mm

1
Cylinder barrels 1 104.000 ~ 104.024 / 102.01 ~ 102.03 ( • )

X
Spare pistons
1 Type:
X Size X 55.9 / 61 ( • )
Outside diameter 1 103.730 ~ 103.748 / 101.757 ~ 101.775 ( • )
2 Pin housing 2 38.010 ~ 38.016 / 40.006 ~ 40.012 ( • )
Piston - cylinder barrels 0.252 ~ 0.294 / 0.235 ~ 0.273 ( • )
Piston diameter 1 0.4, 0.5, 0.8
X
Piston protrusion X 0.28 ~ 0.52
3 Piston pin 3 37.994 ~ 38.000 / 39.994 ~ 40.000 ( • )
Piston pin - pin housing 0.010 ~ 0.022 / 0.006 ~ 0.018 ( • )
(•) Valid forF4BE---enginesonly.
SM 810 00(D-IVECO)-4-2

X1 2.705 ~ 2.735 / 2.690* ( • ) / 2.700* ( • )
X1 Split ring slots X2 2.440 ~ 2.460 / 2.425 ~ 2.445 ( • ) / 2.740* ( • )
X2 X3 4.030 ~ 4.050 / 4.040 ~ 4.060 ( • )
X3 * measured on a of
98.75÷99.00 mm
S 1 S1 2.560 ~ 2.605 / 2.310 ~ 2.340 ( • ) / 2.567 ~ 2.618 ( • )
S 2 Split rings S2 2.350 ~ 2.380 / 2.560 ~ 2.605 ( • )
S 3 S3 3.970 ~ 3.990 / 3.975 ~ 4.000 ( • )
1 0.100 ~ 0.175 / - ( • )
Split rings - slots 2 0.060 ~ 0.110 / 0.115 ~ 0.180 ( • )
3 0.040 ~ 0.080 / 0.040 ~ 0.085 ( • )
Split rings 0.4, 0.5 ( • ), 0.8
X1 Split ringend opening

X 2 in cylinder barrel:
X1 0.30 ~ 0.40 / 0.25 ~ 0.55 ( • )
X 3 0.60 ~ 0.80 / 0.40 ~ 0.70 ( • )
X2
X3 0.30 ~ 0.55 / 0.25 ~ 0.55 ( • )
1
Small end bush
housing 1 40.987 ~ 41.013 / 43.279 ~ 43.553 ( • )
Big end bearing
housing 2 72.987 ~ 73.013
2
3 Small end bush diameter

Outside 4 40.987 ~ 41.013 / 43.279 ~ 43.553 ( • )
Inside 3 38.019 ~ 38.033 / 40.019 ~ 40.033 ( • )
S Spare big end half
bearings S 1.955 ~ 1.968
Small end bush - housing 10.266 ~ 0.566 ( • )
Piston pin - bush 0.019 ~ 0.039
Big end half bearings 0.250 ~ 0.500
(ˍ) Validfor F4BE--

enginesonly.
-
SM 810 00(D-IVECO)-4-3

X
Size X -
Max. tolerance
on connecting rod
axis alignment -
Journals 1 82.99 to 83.01

Crankpins 2 68.987 to 69.013
1 2
Main half bearings S1 2.456 to 2.464

Big end half bearings S2 1.955 to 1.968
S 1 S 2
Main bearings
3 No. 1 - 5 3 87.982 to 88.008
No. 2 - 3 - 4 3 87.977 to 88.013
Half bearings . Journals

No. 1-5 / 1-7 0.064 to 0.095 / 0.041 to 0.119 (•)
No. 2-3-4 / 2-3-4-5-6 0.059 to 0.100 / 0.041 to 0.103 (•)
Half bearings - Crankpins 0.064 to 0.090
Main half bearings + 0.250 to + 0.500

Big end half bearings
1 37.350 to 37.650
Shoulder journal X1 37.475 to 37.545
37.475 to 37.545 (•)
X 1
Shoulder main bearing X2 31.730 to 32.280 / 25.980 to 26.480 (•)
X 2
X 3
Shoulder half-rings X3 37.28 to 37.38
Output shaft shoulder 0.095 to 0.270 / 0.068 to 0.410 (•)
(•) Valid for F4BE--- engines only.
SM 810 00(D-IVECO)-4-4
CYLINDER HEAD . TIMING SYSTEM mm

1
Valve guide seats on

cylinder head 1 8.019 ~ 8.039
4 Valves
4 7.943 ~ 7.9633
60
4 7.943 ~ 7.9633
45
Valve stem and guide 0.056 ~ 0.096

Housing on head for
valve seat:
1 46.987 ~ 47.013
1 1 43.637 ~ 43.663
Valve seat outside diameter,

2 valve seat angle on cylinder
head:
2 47.036 ~ 47.089
60
2 43.713 ~ 43.739
45
X 0.356 ~ 1.102
X Sinking X 0.104 ~ 0.840
0.050 ~ 0.102
Between valve seat
and head 0.050 ~ 0.102
Valve seats
( ) ValidforF4BE---enginesonly.
SM 810 00(D-IVECO)-4-5
Type 4CYLINDER 6CYLINDER
CYLINDER HEAD .TIM ING SYSTEM mm

Valve spring height:
free spring H 63.50

H H1 under a load equal to:
H 2 329 N H1 49.02
641 N H2 38.20
Injector protrusion X -
X
Camshaft bush
59.222 ~ 59.248
housings No. 1-5
Camshaft housings
54.089 ~ 54.139
No. 2-3-4
1 23 4 5
2
Camshaft journals:
1 5
1 7 53.995 ~ 54.045
1 3
Camshaft bush outside

diameter: . 59.222 ~ 59.248
Bush inside
diameter . 54.083 ~ 54.147
Bushes and housings

on block -
Bushes and journals 0.038 ~ 0.162

Cam lift:
H H 11.02
H 10.74
SM 810 00(D-IVECO)-4-6
CYLINDER HEAD - TIMING SYSTEM mm

1
Tappet cap housing
on block 1 -
2
3 Tappet cap outside
diameter: 2 15.924 ~ 15.954
3 15.965 ~ 15.980
2
Between tappets and housings -
Tappets -
1
Rocker shaft 1 18.963 ~ 18.975
Rockers 2 19.000 ~ 19.026
2
Between rockers and shaft 0.025 ~ 0.063
SM 810 00(D-IVECO)-4-7
ENGINE OVERHAUL The second last main bearing cap (1) and the relevant sup-
port are fitted with shoulder half-bearing (2).
ENGINE REMOVAL AT THE BENCH NOTE

Take note of lower and upper half-bearing
The following instructions are prescribed on the under- assembling positions since in case of reuse
standing that the engine has previously been placed on the they shall be fitted in the same position found
rotating bench and that removal of all specific compo- at removal.
nents of the equipment have been already removed as
well. (See Section 3 of the manual herein).
The section illustrates therefore all the most important
engine overhaul procedures.
The following operations are relating to the 4 cylinders
engine but are analogously applicable for the 6 cylinders.
Remove the screws (1) fastening the connecting rod caps
(2) and remove them.
Withdrawthe pistons including the connecting rods
fromthe top of the engine block.
70160
NOTE
Keep the half-bearings into their housings
since in case of use they shall be fitted in the Use tool 99360500 (1) and hoist to remove the output
same position found at removal. shaft (2) from the block.
70161
70158
Remove the main half-bearings (1).

Remove the screws (1) and the main bearing caps (2). Remove the screws (2) and remove the oil nozzles (3).
70159
70162
SM 810 00(D-IVECO)-4-8
Remove the screws (1) and disconnect camshaft (3) REPAIR OPERATIONS(CYLINDER
retaining plate (2).
UNIT)
NOTE
Take note of plate (2) assembling position.
Checks and measurements
Once engine is disassembled, clean accurately the cylin-
der-block assembly.
Use the proper rings to handle the cylinder unit.
The engine block shall not show cracks.
Check operating plug conditions and replace them in case
of uncertain seal or if rusted.
Inspect cylinder barrel surfaces; they shall be free from-
seizing, scores, ovalisation, taper or excessive wear.
70163
Inspection of cylinder barrel bore to check ovalisation,
taper and wear shall be performed using the bore dial
gauge (1) fitted with the dial gauge previously set to zero
Withdraw carefully the camshaft (1) from the engine on the ring gauge (2) of the cylinder barrel diameter.
block.
NOTE
Should the ring gauge be not available, use a
micrometer for zero-setting.
70164
Withdraw the tappets (1) from the engine block.

70166
Measurements shall be performed on each cylinder, at

three different heights in the barrel and on two planes per-
pendicular with each other: one parallel to the longitudinal
axis of the engine (A), and the other perpendicular (B).
Maximum wear is usually found on plane (B) in corre-
spondence with the first measurement.
Should ovalisation, taper or wear be found, bore and grind
the cylinder barrels. Cylinder barrel regrinding shall be
performed according to the spare piston diameter over-
70165
SM 810 00(D-IVECO)-4-9
sized by 0.5 mm and to the specified assembling clear- Checking head supporting surface on cylin-
ance.
der unit
When finding the distortion areas, replace the cylinder
unit.
Planarity error shall not exceed 0.075 mm.
Check cylinder unit operating plug conditions, replace
them in case of uncertain seal or if rusted.
±
70167
NOTE
In case of regrinding, all barrels shall have
the same oversize (0.5 mm).
Check main bearing housings as follows:

−fit the main bearings caps on the supports without
bearings;
−tighten the fastening screws to the specified torque;
−use the proper internal gauge to check whether the
housing diameter is falling within the specified value.
Replace if higher value is found.
70168
80585
SM 810 00(D-IVECO)-4-10
TIMING SYSTEM if they show any traces of seizing or scoring replace the
camshaft and the bushes.
Camshaft
Camshaft pin and cam surfaces shall be absolutely
smooth;
CAM SHAFT MAIN DATA (4 CYL.)

Specifed data refer to pin standard diameter
Checking cam lift and pin alignment BUSHES

Set the camshaft on the tailstock and using a 1/100 gauge Camshaft bushes (2) shall be pressed into their housings.
set on the central support, check whether the alignment Internal surfaces must not show seizing or wear.
error is not exceeding 0.04 mm, otherwise replace the Use bore dial gauge (3) to measure camshaft front and
camshaft. rear bush (2) and intermediate housing (1) diameter.
Measurements shall be performed on two perpendicular
Check camshaft (2) pin diameter using micrometer (1) on
axes.
two perpendicular axes.
70172
70171
SM 810 00(D-IVECO)-4-11
Bush replacement Tappets

To replace front and rear bushes (1), remove and refit
them using the beater 99360362 (2) and the handgrip
99370006 (3).
NOTE
When refitting the bushes (1), direct them to
make the lubricating holes (2) coincide with
the holes on the block housings.
84053
MAIN DATA CONCERNING THE TAPPETS AND THE

RELEVANT HOUSINGS ON THE ENGINE BLOCK
70174
SM 810 00(D-IVECO)-4-12
Fitting tappets — camshaft Check camshaft end float (1).

It shall be 0.23 ± 0.13 mm.
Lubricate the tappets (1) and fit them into the relevant
housings on the engine block.
70179
70176
Fit nozzles (2) and tighten the fastening screws (1) to the
specified torque.
Lubricate the camshaft bushes and fit the camshaft (1)
taking care not to damage the bushes or the housings.
70180
70164
Set camshaft (3) retaining plate (1) with the slot facing the
top of the engine block and the marking facing the opera-
tor, then tighten the screws (2) to the specified torque.
70238
SM 810 00(D-IVECO)-4-13
OUTPUT SHAFT NOTE

Journals and crankpins shall always be
ground to the same undersize class.
Measuring journals and crankpins
Journals and crankpins undersize shall be
Grind journals and crankpins if seizing, scoring or exces- marked on the side of the crank arm No.1.
sive ovalisation are found. Before grinding the pins (2) For undersized crankpins: letter M
measure them with a micrometer (1) to decide the final For undersized journals: letter B
For undersized crankpins and journals: let-
diameter to which the pins are to be ground.
ters MB
NOTE
It is recommended to insert the found values
in the proper table.
See Figure below.
Undersize classes are:
70182
82.99
83.01
68.98
69.01
FILL THIS TABLE WITH OUTPUT SHAFT JOURNAL AND CRANKPIN MEASURED VALUES
SM 810 00(D-IVECO)-4-14
measured on > 45.5 mm radius

between adjacent journals 70183
OUTPUT SHAFT MAIN TOLERANCES
TOLERANCES TOLERANCE CHARACTERISTIC GRAPHIC SYMBOL

Roundness
SHAPE / /
Cilindricity
Parallelism //
DIRECTION Verticality
Straightness
POSITION Concentricity or coaxiality O
Circular oscillation
OSCILLATION Total oscillation
Taper
LEVELS OF IMPORTANCE FOR PRODUCT CHARACTERISTICS GRAPHIC SYMBOL
CRITICAL C
IMPORTANT
SECONDARY
MAIN BEARING ON TIMING INTERMEDIATE MAIN FIRST MAIN BEARING

SYSTEM CONTROL SIDE BEARINGS ON FRONT SIDE
70237
SM 810 00(D-IVECO)-4-15
Replacing oil pump control gear Finding journal clearance

Check that gear teeth (1) are not damaged or worn, other- Refit the output shaft (2).
wise remove it using the proper puller (3). Check the backlash between output shaft main journals
When fitting the new gear, heat it to 180℃ for 10 minutes and the relevant bearings as follows:
in an oven and then key it to the output shaft.
70161
−clean accurately the parts and remove any trace of oil;

70184
−position a piece of calibratedwire (3) on the output
shaft pins (4) so that it is parallel to the longitudinal
axis;
Fitting main bearings −fit caps (1), including the half bearings (2) on the rele-
vant supports.
NOTE
Refit the main bearings that have not been
replaced, in the same position found at
removal.
Main bearings (1) are supplied spare with 0.250~0.500

mm undersize on the internal diameter.
NOTE
Do not try to adapt the bearings.
Clean accurately the main half bearings (1) having the

lubricating hole and fit them into their housings. 70186
The second last main half bearing (1) is fitted with shoul-
der half rings.
70185
SM 810 00(D-IVECO)-4-16
Tighten the pre-lubricated screws (1) in the following −Remove caps from supports.
three successive stages: The backlash between the main bearings and the pins is
found by comparing the width of the calibrated wire (2) at
−1st stage, with Torque wrench to 50 ± 6 Nm.
−2nd stage, with Torque wrench to 80 ± 6 Nm. the narrowest point with the scale on the envelope (1)
containing the calibrated wire.
The numbers on the scale indicate the backlash in mm.
Replace the half bearings and repeat the check if a differ-
ent backlash value is found. Once the specified backlash
is obtained, lubricate the main bearings and fit the sup-
ports by tightening the fastening screws as previously
described.
70187
−3rd stage, with tool 99395216 (1) set as shown in the

figure, tighten the screws (2) with 90 ° ± 5 ° angle.
70189
Checking output shaft shoulder clearance

This check is performed by setting amagnetic-base dial
gauge (2) on the output shaft (3) as shown in the figure,
standard value is 0.068 to 0.41.
70188
If higher value is found, replace main thrust half bearings
of the second last rear support (1) and repeat the clearance
check between output shaft pins and main half bearings.
70190
SM 810 00(D-IVECO)-4-17
CONNECTING ROD — PISTON Remove split rings (1) from piston (2) using pliers
99360183 (3).
ASSEMBLY
NOTE
Pistons are supplied spare with 0.5 mm over-
size.
32613
Piston pin (1) split rings (2) are removed using a scriber
(3).
70191
CONNECTING ROD, PISTON ASSEMBLY

COMPONENTS
1. Stop rings 2. Pin 3. Piston 4. Split rings 5. Screws
6. Half bearings 7. Connecting rod 8. Bush.
32613
87760
MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS
SM 810 00(D-IVECO)-4-18
Pistons(Measuring piston diameter) The clearance between the piston and the cylinder barrel
can be checked alsowith a feeler gauge (1) as shown in
Using a micrometer (2), measure the diameter of the pis-
the figure.
ton (1) to determine the assembly clearance.
NOTE
The diameter shall be measured at 12 mm
from the piston skirt.
70192
32615
FOR F4BE--- ENGINES
Application with Intercooler
90530
SM 810 00(D-IVECO)-4-19
Application without Intercooler
86471
Piston pins Conditions for proper pin-piston coupling

To measure the piston pin (1) diameter use the micrometer Lubricate the pin (1) and its seat on piston hubs with
(2). engine oil; the pin shall be fitted into the piston with a
slight finger pressure and shall not be withdrawn by grav-
ity.
18857
32619
SM 810 00(D-IVECO)-4-20
Split rings In this position, use a feeler gauge to check the clearance
(X) between ring and slot: found value shall be the speci-
Use a micrometer (1) to check split ring (2) thickness. fied one.
16552
41104
DIAGRAM FOR MEASURING THE CLEARANCE X

Check the clearance between the sealing rings (3) of the BETWEEN THE FIRST PISTON SLOT AND THE
2nd and 3rd slot and the relevant housings on the piston TRAPEZOIDAL RING
(2), using a feeler gauge (1).
Use feeler gauge (1) to measure the clearance between the
ends of the split rings (2) fitted into the cylinder barrel (3).
32620 70194
Since the first sealing ring section is trapezoidal, the clear- Connecting rods
ance between the slot and the ring shall be measured as
follows: make the piston (1) protrude from the engine
block so that the ring (2) protrudes half-way from the cyl-
inder barrel (3).
87762
SM 810 00(D-IVECO)-4-21
NOTE Material removal is not allowed.

The surface of connecting rod and rod cap
are knurled to ensure better coupling.
Therefore, it is recommended not to smooth
the knurls.
CONNECTING ROD BODY
CONNECTING CONNECTING
ROD BODY ROD BODY *
* *
*
CONNECTING ROD BODY
CONNECTING ROD BODY CONNECTING ROD BODY CONNECTING ROD BODY

-
70196
86472
Bushes
MAIN DATA FOR CONNECTING ROD, BUSH, PISTON Check that the bush in the connecting rod small end is free
PIN AND HALF BEARINGS from scoring or seizing and that it is not loosen. Otherwise
* Value for inside diameter to be obtained after driving in replace.
connecting rod small end and grinding. Removal and refitting shall be performed using the proper
** Value not measurable in released condition beater.
When refitting take care to make coincide the oil holes set
NOTE on the bush with those set on the connecting rod small
Every connecting rod is marked as follows: end. Grind the bush to obtain the specified diameter.
−On body and cap with a number showing their cou-
pling and the corresponding cylinder. Checking connecting rods
In case of replacement it is therefore necessary to
mark the new connecting rod with the same num- Check that the axes of the connecting rods (1) are parallel
bers of the replaced one. using tool 99395363 (5) as follows:
−On body with a letter showing theweight of the con- −fit the connecting rod (1) on tool 99395363 (5) spindle
necting rod assembled at production: and lock it with screw (4);
• V, 1820 to 1860 (yellow marking);
• W, 1861 to 1900 (green marking);
• X, 1901 to 1940 (blue marking);
Spare connecting rods are of theWclass with green mark-
ing *.
SM 810 00(D-IVECO)-4-22
−set the spindle (3) on V-blocks by resting the connect- Checking bending
ing rod (1) on the stop bar (2).
Check connecting rod (5) bending by comparing two
points C andD of the pin (3) on the vertical plane of the
connecting rod axis.
Position the vertical support (1) of the dial gauge (2) to
rest the latter on pin (3), point C.
Move the connecting rod forwards and backwards to find
pin top position, then in this condition reset the dial gauge
(2).
Move the spindle with the connecting rod (5) and repeat
the check of the top point on the opposite side D of the pin
(3). The difference between point Cand pointDshall not
exceed 0.08 mm.
61696
Checking torsion
Check connecting rod (5) torsion by comparing two points
(A and B) of pin (3) on the horizontal plane of the con-
necting rod axis.
Position the dial gauge (2) support (1) to obtain a preload
of approx. 0.5 mm on the pin (3) in point A and then set
the dial gauge (2) to zero. Move the spindle (4) with the
connecting rod (5) and compare any deviation on the 61695
opposite side (B) of the pin (3): the difference between A
and B shall not exceed 0.08 mm.
Fitting connecting rod-piston assembly Con-
necting rod-piston coupling
The piston crown is marked as follows:
1. Part number and design modification number;
2. Arrow showing piston assembling direction into cyl-
inder barrel, this arrow shall face the front key of the
engine block;
3. Marking showing 1st slot insert testing;
61694
SM 810 00(D-IVECO)-4-23
4. Manufacturing date. the cylinder barrel and the numbers (5) marked on the
connecting rod (5) are read as shown in the figure.
70198 70199
On piston crown, following references are printed:

1. Spare part number and design modification number;
2. Manufacturing date.
3. Writing indicating the mounting mark of the piston
in the cylinder barrel; this writing must face block
front side;
84104
Position the piston (1) on the connecting rod according to

the diagram shown in the figure, fit the pin (3) and stop it
by the split rings (2).
84103
Connect piston (2) to connecting rod (4) with pin (3) so

that the reference arrow (1) for fitting the piston (2) into
72705
SM 810 00(D-IVECO)-4-24
Fitting split rings Fitting connecting rod-piston assembly into

Use pliers 99360183 (3) to fit the split rings (1) on the pis- cylinder barrels
ton (2). Lubricate accurately the pistons, including the split rings
Split rings shall be fitted with the marking “TOP” facing and the cylinder barrel inside.
upwards and their openings shall be displaced with each Use band 99360605 (2) to fit the connecting rod-piston
other by 120 ° . assembly (1) into the cylinder barrels and check the fol-
NOTE lowing:
Split rings are supplied spare with the follow- −the number of each connecting rod shall correspond to
ing sizes: the cap coupling number.
- standard, yellow marking;
- 0.5 mm oversize, yellow/green marking;
70201
−- Split ring openings shall be displaced with each other

32613
by 120 ° ;
−- connecting rod-piston assemblies shall have the same
Fit half bearings (1) on connecting rod and cap. weight;
−- the arrowmarked on the piston crown shall be facing
NOTE the front side of the engine block or the slot obtained
Refit the main bearings that have not been on the piston skirt shall be corresponding to the oil
replaced, in the same position found at nozzle position.
removal. Do not try to adapt the half bear-
ings.
70202
70200 DIAGRAM FOR CONNECTING ROD-PISTON

ASSEMBLY FITTING INTO BARREL
SM 810 00(D-IVECO)-4-25
Finding crankpin clearance −Apply tool 99395216 (1) to the socket wrench and
tighten screws (2) of 60 ° .
To measure the clearance proceed as follows:
−- clean the parts accurately and remove any trace of
oil;
−- set a piece of calibrated wire (2) on the output shaft
pins (1);
−- fit the connecting rod caps (3) with the relevant half
bearings (4).
70205
−Remove the cap and find the existing clearance by

comparing the calibrated wire width (1) with the scale
on the wire envelope (2).
70203
−Lubricate the screws (1) with engine oil and then

tighten them to the specified torque using a Torque
wrench (2).
70206
If a different clearance value is found, replace the half

bearings and repeat the check.
Once the specified clearance has been obtained, lubricate
the main half bearings and fit them by tightening the con-
necting rod cap fastening screws to the specified torque.
70204
NOTE
Before the final fitting of the connecting rod
cap fastening screws, check that their diame-
ter measured at the centre of the thread
length is not < 0.1mm than the diameter mea-
sured at approx. 10 mm from screw end.
SM 810 00(D-IVECO)-4-26
Check manually that the connecting rods (1) are sliding CYLINDER HEAD
axially on the output shaft pins and that their end float,
measured with feeler gauge (2) is 0.250 to 0.275 mm.
Removing the valves
Intake (1) and exhaust (2) valves have heads with differ-
ent diameter.
NOTE
Should cylinder head valves be not replaced,
number them before removing in order to
refit them in the same position.
A = intake side
2
70207
Checking piston protrusion

Once connecting rod-piston assemblies refitting is over, A
use dial gauge 39395603 (1) fitted with base 99370415 (2)
to check piston (3) protrusion at T.D.C. with respect to the
top of the engine block. 75750
Protrusion shall be 0.28 to 0.52 mm.
Valve removal shall be performed using tool 99360268

(1) and pressing the cap (3) so that when compressing the
springs (4) the cotters (2) can be removed. Then remove
the cap (3) and the springs (4).
Repeat this operation for all the valves.
Overturn the cylinder head and withdraw the valves (5).
1 2
3
70208
4
75751
Sealing rings (1) for intake valves are yellow.
SM 810 00(D-IVECO)-4-27
NOTE Checking cylinder head supporting surface

Sealing rings (2) for exhaust valves are green.
Distortion found along the whole cylinder head shall not
Remove sealing rings (1 and 2) from the
exceed 0.20 mm.
valve guide.
If higher values are found grind the cylinder head accord-
ing to values and indications shown in the following fig-
2 ure.
The rated thickness A for the cylinder head is 95 ± 0.25
mm, max. metal removal shall not exceed thickness B by
1 mm.
NOTE
After grinding, check valve sinking. Regrind
the valve seats, if required, to obtain the
specified dimensions.
1
D
0,4 C
75752 0,025 /¯25,4
A B
Checking cylinder head wet seal
This check shall be performed using the proper tools.
0,4 TO TAL C
Use a pump to fill with water heated to approx. 90℃ and 2 0,01 /¯50
to 3 bar pressure.
75756
Replace the cup plugs (1) if leaks are found, use the
proper beater for their removal/refitting.
NOTE
Before refitting, smear the plug surfaces with
water-repellent sealant.
Replace the cylinder head if leaks are found.
75753
SM 810 00(D-IVECO)-4-28
VALVES Check the valve stem (1) using a micrometer (2), it shall
be 7.943 to 7.963.
EXHAUST INTAKE
VALVE VALVE
18882
42.13 45.13
41.87 44.87
70326
Checking clearance between valve stem and
INTAKE AND EXHAUST VALVE MAIN DATA
valve guide and valve centering
Use a magnetic base dial gauge (1) set as shown in the fig-
ure, the assembling clearance shall be 0.056 0.096 mm.
Removing carbon deposits, checking and Turn the valve (2) and check that the centering error is not
grinding valves exceeding 0.03 mm.
Remove carbon deposits from valves using the proper

metal brush. 1
Check that the valves show no signs of seizing, scoring or
2
cracking.
Regrind the valve seats, if required, using tool 99305018
and removing as less material as possible.
75757
18625
SM 810 00(D-IVECO)-4-29
VALVE GUIDE VALVE SEATS

Use a bore dial gauge to measure the inside diameter of
the valve guides, the read value shall comply with the Regrinding — replacing the valve seats
value shown in the figure.
Check the valve seats (2). If slight scoring or burnout is
found, regrind seats using tool 99305014 (1) according to
the angle values shown in Figure 86.
INTAKE EXHAUST 75754

84046
Should valve seats be not reset just by regrinding, replace them with the spare ones. Use tool 99305019 (Figure 85) to
remove as much material as possible from the valve seats (take care not to damage the cylinder head) until they can be
extracted from the cylinder head using a punch.
Heat the cylinder head to 80℃- 100℃ and using the proper beater, fit the new valve seats, previously cooled, into the cyl-
inder head.
Use tool 99305019 to regrind the valve seats according to the values shown in Figure 86.
29. 5˚ 36. 5˚
30. 5˚ 37. 5˚
60˚
45˚
74. 5˚
75. 5˚
59. 5˚
60. 5˚
4. 64 4. 06
4. 38 4. 32
INTAKE EXHAUST
VALVE SEAT MAIN DATA 75755
SM 810 00(D-IVECO)-4-30
After regrinding, check that valve (3) sinking value is the FITTING CYLINDER HEAD
specified one by using the base 99370415 (2) and the dial
gauge 99395603 (1). Lubricate the valve stems (1) and fit them into the relevant
valve guides according to the position marked at removal.
Fit the sealing rings (2 and 3) on the valve guide.
1
NOTE
2 Sealing rings (2) for intake valves are yellow
and sealing rings (3) for exhaust valves are
3 green.
3 1
75758
1
VALVE SPRINGS 2
Before refitting use tool 99305047 to check spring flexi-
bility. Compare load and elastic deformation data with 75759
those of the new springs shown in the following table.
Position on the cylinder head: the spring (4), the upper cap
(3); use tool 99360268 (1) to compress the spring (4) and
lock the parts to the valve (5) by the cotters (2).
1 2
3
4
50676
6
MAIN DATA TO CHECK INTAKE AND EXHAUST

VALVE SPRINGS
5
Height Under a load of 75751
H (free) 63.50 N
H1 49.02 329 Refitting the cylinder head

H2 38.20 641 Check cleanness of cylinder head and engine block cou-
pling surface.
Take care not to foul the cylinder head gasket.
Set the cylinder head gasket (1) with the marking “N. of
component” (1) facing the head.
SM 810 00(D-IVECO)-4-31
The arrow shows the point where the gasket thickness is

given.
87759
There are two types of head seals, for the thickness(1.25mm

Type A and 1.15mm Type B) take the following measures:
- for each piston detect, as indicated on below, at a distance
of 45mm from the centre of the piston overhandings S1 and
S2 in relation to the engine base upper plane then calculate
the average:
Scil1= S1+ S2
2
For 6cylinder version:
Repeat the operation for pistons 2,3 and 4 and calculate the
average value.
Scil1 + Scil2 + Scil3 + Scil4
S=
4
If S is > 0.40mm use seal type A.

If S is < 0.40mm use seal type B.
88775
NOTE
Before re-utilising the bolts for the cylinder
head, verify there is no evidence of wear or
deformation and in that case replace them.
SM 810 00(D-IVECO)-4-32
TIGHTENING TORQUE (FOR 4 AND 6 CYL.)

TORQUE
COMPONENT
Nm kgm
Cooling Nozzles (M8x1.25x10) 15 ± 3 1.5 ± 0.3
Main bearing cap 1st stage 50 ± 6 5.0 ± 0.6
2nd stage 80 ± 6 8.0 ± 0.6
3rd stage 90˚ ± 5˚
Rear gear housing assembly 2.4 ± 0.4
(M8x1.25x40) 24 ± 4
2.4 ± 0.4
(M8x1.25x25) 24 ± 4
(M10x1.5) 4.9 ± 0.5
49 ± 5
Oil pump (M8x1.25x30) 8±1 0.8 ± 0.1
Front cover assembly
(M8x1.25x45) 24 ± 4 2.4 ± 0.4
(M8x1.25x30) 24 ± 4 2.4 ± 0.4
Connecting rod bolts (M11x1.25) 1st stage 30 ± 3 3.0 ± 0.3
2nd stage 60 ± 5 6.0 ± 0.5
3rd stage 60˚ ± 5˚
Ladder frame assembly (M10x1.25x25) 43 ± 5 4.3 ± 0.5
Oil rifle plugs
(M10x1) 6±1 0.6 ± 0.1
(M14x1.5) 11 ± 2 1.1 ± 0.2
Assemble oil suction tube (M8x1.25x20) 24 ± 4 2.4 ± 0.4
Oil pan assembly
(M8x1.25x25) 24 ± 4 2.4 ± 0.4
(M18x1.50) 60 ± 9 6.0 ± 0.9
Set timing pin 5±1 0.5 ± 0.1
Fuel pump assembly
M8 screw 24 ± 4 2.4 ± 0.4
M6 screw 10 ± 1 1.0 ± 0.1
M6 nut 10 ± 1 1.0 ± 0.1
M10x1.5 flange head nuts pre-torque 10 - 15 1.0 - 1.5
Final torque 50 - 55 5.0 - 5.5
Fuel pump gear (drive gear nut) Snug torque 15 - 20 1.5 - 2.0
Final torque 85 - 90 8.5 - 9.0
Timing pin cap of fuel pump 30 - 35 3.0 - 3.5
Rocker assys (M8) 24 ± 4 2.4 ± 0.4
Cylinder head bolts
(M12x70) 50 + 90˚ 5.0 + 90˚
(M12x140) 40 + 180˚ 4.0 + 180˚
(M12x180) 70 + 180˚ 7.0 + 180˚
Assy rocker covers (M8x1.25x25) 24 ± 4 2.4 ± 0.4
Intake manifold (M8x1.25) 24 ± 4 2.4 ± 0.4
Assy air intake connection (M8x1.25) 24 ± 4 2.4 ± 0.4
Oil bypass valve into lube filter head (M22x1.5x10) 80 ± 8 8.0 ± 0.8
Plug (M12x1.5x12) 10 ± 1 1.0 ± 0.1
Exhaust manifold (M10x1.5x65) 43 ± 6 4.3 ± 0.6
Water pump (M8x1.25x25) 24 ± 4 2.4 ± 0.4
Water outlet connection
(M8x1.25x35) 24 ± 4 2.4 ± 0.4
(M8x1.25x70) 24 ± 4 2.4 ± 0.4
Fan support (M10x1.5x20) 33 ± 5 3.3 ± 0.5
Fan pulley
(M6) 10 ± 2 1.0 ± 0.2
SM 810 00(D-IVECO)-4-33
TORQUE
COMPONENT
Nm kgm
Rear lifting bracket (M12x1.75x30) 77 ± 12 7.7 ± 1.2
Crankshaft pulley (M12x1.75x10.9) 110 ± 5 11.0 ± 0.5
Flywheel housing
(M12x120) 85 ± 10 8.5 ± 1.0
(M12x80) 85 ± 10 8.5 ± 1.0
(M10x80) 49 ± 5 4.9 ± 0.5
(M10x40) 49 ± 5 4.9 ± 0.5
Flywheel housing (M12x1.25) 1st stage
s 30 ± 4 3.0 ± 0.4
2nd stage 60˚ ± 5˚
Assy rear cover plate to flywheel housing (M8x1.25x16) 24 ± 4 2.4 ± 0.4
Fuel injectors 60 ± 5 6.0 ± 0.5
Fuel lift pump 24 ± 4 2.4 ± 0.4
Turbocharger to exhaust manifold (M10) 43 ± 6 4.3 ± 0.6
Oil feed to oil filter head 24 ± 4 2.4 ± 0.4
Oil feed to turbocharger (M12x1.5) 35 ± 5 3.5 ± 0.5
Oil drain (M8x1.25x16) 24 ± 4 2.4 ± 0.4
Alternator to alternator support (M8x1.25x30) 24 ± 4 2.4 ± 0.4
Alternator to water inlet conn. assy (M8x1.25x30) 24 ± 4 2.4 ± 0.4
Lower alternator mounting (M10x1.25x25) 24 ± 4 2.4 ± 0.4
Alternator upper pivot to support (M10) 49 ± 5 4.9 ± 0.5
Alternator mounting hardware (M12x1.75x120) 43 ± 6 4.3 ± 0.6
Alternator wiring (M6x1.0 nut) 10 ± 2 1.0 ± 0.2
Starter motor to gear case (M10) 49 ± 5 4.9 ± 0.5
Screw M8 for fastening cylinder barrel lubricating nozzles 15 ± 3 1.5 ± 0.3
Screw M12 for fastening output shaft caps 1st stage 50 ± 6 5 ± 0.6
2nd stage 80 ± 6 8 ± 0.6
3rd stage 90˚ ± 5˚
Screw M8 for fastening camshaft longitudinal retaining plate 24 ± 4 2.4 ± 0. 4
Screw M8 for fastening camshaft gear 36 ± 4 3.6 ± 0. 4
Screw M11 for fastening connecting rod caps 1st st
s age 60 ± 5 6 ± 0. 5
2nd stage 60˚ ± 5˚
SM 810 00(D-IVECO)-4-34
Section 5
TOOLS
TOOLS
TOOL NO. DESCRIPTION
99305019 Kit for valve seat regrinding
99305047 Spring load tester
Revolving stand for overhauling units

99322205 (700 daN/m capacity, 120 N/m torque)
99340035 Injection pump gear extractor.
99340055 Tool to remove output shaft front gasket
99340056 Tool to remove output shaft rear gasket
SM 810 00(D-IVECO)-5-1
TOOLS
99340205 Tool to remove injectors
99346252 Tool for fitting output shaft front gasket
99346253 Tool for fitting output shaft rear gasket
99360076 Tool to remove oil filter (engine)
99360183 Pliers for removing/refitting piston rings (65 . 110 mm)
99360268 Tool for removing/refitting engine valves
SM 810 00(D-IVECO)-5-2
TOOLS
99360330 Flywheel crank handle (*)
99360339 Tool for stopping the engine flywheel (**)
99360344 Adapter, cylinder compression test (use with 99395682)
99360351 Tool for flywheel holding (***)
99360362 Driver for removing / refitting camshaft bushes (to be used with
993700069)
99360500 Tool for lifting the output shaft
SM 810 00(D-IVECO)-5-3
TOOLS
99360595 Lifting rig for engine removal/refitting
99360605 Band for fitting piston into cylinder barrel (60 . 125 mm)
99361037 Brackets for fastening engine to revolving stand 99322205
99363204 Tool to remove gaskets
99365195 Comparator holder tool for injection pump timing

(to be used with 99395604) (*****)
99367121 Tool to remove gaskets
SM 810 00(D-IVECO)-5-4
TOOLS
9999370006 Interchangeable willow handgrip
99370415 Gauge base for different measurements (to be used with

99395603)
99395097 Tool to check top dead centre (use with 99395604)
99395100 Dial gauge holder for rotary injection pump timing (use with
99395603)
99395216 Pair of gauges with ½ ”and ¾ ”square head for angle

tightening
99395220 All-purpose goniometer/Inclinometer
SM 810 00(D-IVECO)-5-5
TOOLS
99395363 Complete bush testing square
99395603 Dial gauge (0 . 5 mm)
99395604 Dial gauge (0 . 10 mm)
99395682 Diesel fuel engine cylinder compression control device
SM 810 00(D-IVECO)-5-6
Section 6
Engine Replacement
Engine Replacement 6. Set the engine onto the vibration rubber. Set mount-
ing bolts in place but do not tighten. The engine may
Before beginning engine replacement, make sure the truck have to be shifted to line up with the transmission.
parked with the parking brake applied and wheels
chocked. To replace the engine:
1. Make sure the hoist and chains or engine stand you
are using is of adequate capacity to safely lift the
engine.
2. Hook the hoist chains to the engine lifting eyes.
7. Connect the engine to the transaxle (or hydrostatic

transmission pump) .
3. Slowly lift the engine and move it into place over the
8. Torque engine mounting bolts to 40-45 N⋅m (30-33
truck frame.
ft-lb).
4. Make sure there are no wires, cables, hoses, or other
9. Align and connect the exhaust pipe to the engine ter-
equipment in the way of lowering the engine into the
bocharge manifold using.
frame.
V-type Clamp
5. Slowly begin lowering the engine into the frame.
Exhaust manifold
! WARNING
Never use your hands to move the engine in
the frame. Always use a pry bar to gently
shift or hold the engine in place. After the
engine is in place, keep the hoist chains
attached and keep slack out of the chains.
Remove the chains only when the engine is
securely mounted in the truck frame and
remounted with the transmission.
SM 810 00(D-IVECO)-6-1
10. Reconnect the radiator hoses between the radiator 14. Check the engine air cleaner and hoses. See Group 3
and the water pump and the thermostat of the engine, for complete details. Set the aircleaner and hoses in
as described in Group 01. Before reinstallation, place and align before tightening clamps and mount-
check that hoses are in good condition with no drying nuts. Torque the base-mounting nuts to 20-25
ing, cracking, or splitting. N⋅m (14.8-18.5 ft-lb); torque hose-to-engine clamp
to 1.9-2.9 N⋅m (1.4-2.1 ft-lb).
11. Uncap and reconnect the fuel line at the fuel tank.
Make sure the hose is in good condition with no dry- 15. Check the battery and reconnect the cables to the bat-
ing, cracking, or splitting evident. Torque band tery posts and to the starter and ground.
clamp to 0.8-1.0 N⋅m (0.6-0.73 ft-lb).
Negative cable
grounded to frame
Battery cable
A Neg.
VIEW A Battery x2
Positive cable to
starter solenoid
To engine From battery Side

frame LH
Fuel hose
Band clamp Engine starter

Battery cable positive
motor
12. Reconnect the wiring. See Group 13 for drawings

that show the wiring harness and component connec-
a. Torque the terminal nuts at the battery posts to
tion points on the engine.
14-20 N⋅m (10.3-14.8 ft-lb).
13. On the standard transaxle truck, reconnect the accel- b. Torque the nut on the starter terminal to 10-12
erator linkage and adjust length using the adjustment N⋅m (90-110 in-lb; 7.5-9.1 ft-lb).
nuts. See Group 02 for throttle linkage adjustments. c. Install covers over cable ends after assembly.
16. Assembly the rear hood according to the procedures
in Group 38.
17. Close engine drain valve and fill radiator according
to the prodedures presented in “Engine Cooling Sys-
tem Testing and Maintenance” in Group 01. Check
inlet and outlet hoses for leaks.
18. Restart the engine and check all truck electrical,
Accelerator hydraulic, and mechanical components for proper
Cable Bracket operation before returning the truck to service.
Throttle Lever
SM810 00(D-IVECO)-6-2
GROUP 00(D-Kubota)
GROUP 00(D-Kubota)
ENGINE
(Kubota)
General ..................................................... Section 1
Check and Maintenance ........................... Section 2
Mechanism ................................................. Section 3
Servicing ..................................................... Section 4
00(D-Kubota)-0-1
Group 00(D-Kubota), Engine
Section 1
GENERAL
1. SPECIFICATIONS
Model V3800DI-T-E2B (Tier2) V3800DI-T-E3B (Tier3)
Number of Cylinder 4
Type Vertical, water-cooled, 4-cycle DI diesel engine
Bore × Stroke 100 × 120 mm (3.94 × 4.72 in.)
Total Displacement 3769 cm3 (230 cu.in.)
61.3 kW / 2600 min-1(rpm)
ISO Net Continuous
(82.2 HP / 2600 min-1 (rpm))
70.6 kW / 2600 min-1 (rpm)
ISO / SAE Net Intermittent
(94.6 HP / 2600 min-1 (rpm))
72.8 kW / 2600 min-1 (rpm)
SAE Gross Intermittent
(97.6 HP / 2600 min-1 (rpm))
Maximum Bare Speed 2800 min-1 (rpm)
Minimum Bare Idling Speed 775 to 825 min-1 (rpm)
Combustion Chamber Reentrant Type, Center Direct Injection Type (E-CDIS)
Fuel Injection Pump Bosch Type Mini Pump
Governor All sp eed mechanical governor
Direction of Rotation Counter-clockwise (Viewed from flywheel side)
Injection Nozzle Bosch P Type
Injection Timing 0.23 rad (13.0 °) before T.D.C. . rad ( 6.0 °) before T.D.C.
010
Firing Order 1-3-4-2
Injection Pressure 1st stage 18.6 MPa (190 kgf/cm2, 2702 psi), 2st stage 23.5 MPa (240 kgf/cm2, 3414 psi)
Compression Ratio 19.0
Lubricating System Forced lubrication by trochoid pump
Oil Pressure Indicating Electrical Type Switch
Lubricating Filter Full Flow Paper Filter (Cartridge Type)
Cooling System Pressurized radiator, forced circulation with water pump
Starting System Electric Starting with Starter
Starting Motor 12 V, 3.0 kW
Starting Support Device Intake Air Heater in Intake Manifold
External EGR
EGR NONE (EGR Cooler + Mechanical EGR
Valve + Reed Valve)
Battery 12 V, 136 AH, equivalent

Charging Alternator 12 V, 540 W
Fuel Diesel Fuel No. 2-D (ASTM D975)
Lubricating Oil Class CF lubricating oil as per API classification is recommended.
Lubricating Oil Capacity 13.2 L ( 3.49 U.S.gals)

Weight (Dry) 257 kg (566.6 lbs) 288 kg (635 lbs)
* The specification described above is of the standard engine of each model.
* Conversion Formula : HP = 0.746 kW, PS = 0.7355 kW
00(D-Kubota)-1-1
2. DIMENSIONS
- Tier2
[V3800DI-T-E3B] - Tier3
00(D-Kubota)-1-2
Section 2
CHECK AND MAINTENANCE
1. MAINTENANCE CHECK LIST

To maintain long-lasting and safe engine performance, make it a rule to carry out regular inspections by following
the table below.
Service Interval
Item Every Every Every Every 1 Every Every Every
Initial Every Every
50 hrs 50 hrs 250 500 1000 or 2 1500 3000 1 year 2
hrs hrs hrs months hrs hrs years
Changing engine oil
Replacing oil filter cartridge
*Checking fuel hoses and clamps
*Cleaning air filter element
(Replace the element after 6 times cleanings)
*Cleaning fuel filter
Checking battery electrolyte level
Checking radiator hoses and clamps
*Checking intake air line
Checking fan belt tension and damage
*Replacing fuel filter cartridge
Replacing fan belt
Cleaning radiator interior
Checking valve clearance
Recharging battery
*Checking injection nozzle condition
*Checking turbocharger
Checking fuel injection pump
*Checking injection timing (spill timing)
*Replacing air filter element
Changing radiator coolant (L.L.C.)
Replacing radiator hoses and clamps
*Replacing fuel hoses and clamps
*Replacing intake air line
Replacing battery
* The items listed above (* marked) are registered as emission related critical parts by KUBOTA in the U.S.EPA
nonroad emission regulation.
As the engine owner, you are responsible for the performance of the required maintenance on the engine according
to the above instruction.
00(D-Kubota)-2-1
CAUTION
• When changing or inspecting, be sure to level and stop the engine.
NOTE
Engine Oil :
• Refer to the following table for the suitable American Petroleum Institute (API) classification of engine oil
according to the engine type (with internal EGR, external EGR or non-EGR) and the Fuel Type Used :
(Low Sulfur, Ultra Low Sulfur or High Sulfur Fuels).
Engine oil classification (API classification)
Fuel Type Engines with non-EGR
Engines with external EGR
Engines with internal EGR
CF
High Sulfur Fuel
(If the "CF-4, CG-4, CH-4, or CI-4" engine
[0.05 % (500 ppm) ≤
oil is used with a high-sulfur fuel, change –
Sulfur Content <
the engine oil at shorter intervals.
0.50 % (5000 ppm)]
(approximately half))
Low Sulfur Fuel
[Sulfur Content <
CF or CI-4
0.05 % (500 ppm)] or
CF, CF-4, CG-4, CH-4 or CI-4 (Class CF-4, CG-4 and CH-4 engine oils
Ultra Low Sulfur Fuel
cannot be used on EGR type engines.)
[Sulfur Content <
0.0015 % (15 ppm)]
EGR : Exhaust Gas Re-circulation
• CJ4 classification oil is intended for use in engines equipped with DPF (Diesel Particulate Filter) and is Not
Recommended for use in E3 specification engines.
• Oil used in the engine should have API classification and Proper SAE Engine Oil Viscosity according to
the ambient temperatures where the engine is operated.
• With strict emission control regulations now in effect, the CF-4 and CG-4 engine oils have been developed
for use with low sulfur fuels, for On-Highway vehicle engines. When a Non-Road engine runs on high
sulfur fuel, it is advisable to use a "CF or better" classification engine oil with a high Total Base Number
(a minimum TBN of 10 is recommended).
Fuel :
• Cetane Rating : The minimum recommended Fuel Cetane Rating is 45. A cetane rating greater than 50 is
preferred, especially for ambient temperatures below −20 °C (−4 °F) or elevations above 1500 m (5000 ft).
• Diesel Fuel Specification Type and Sulfur Content % (ppm) used, must be compliant with all applicable
emission regulations for the area in which the engine is operated.
• Use of diesel fuel with sulfur content less than 0.10 % (1000 ppm) is strongly recommended.
• If high-sulfur fuel (sulfur content 0.50 % (5000 ppm) to 1.0 % (10000 ppm)) is used as a diesel fuel, change
the engine oil and oil filter at shorter intervals. (approximately half)
• DO NOT USE Fuels that have sulfur content greater than 1.0 % (10000 ppm).
• Diesel fuels specified to EN 590 or ASTM D975 are recommended.
• No.2-D is a distillate fuel of lower volatility for engines in industrial and heavy mobile service. (SAE J313
JUN87)
• Since Our diesel engines of less than 56 kW (75 hp) utilize EPA Tier 4 and Interim Tier 4 standards,
the use of low sulfur fuel or ultra low sulfur fuel is mandatory for these engines, when operated in US EPA
regulated areas. Therefore, please use No.2-D S500 or S15 diesel fuel as an alternative to No.2-D, and use
No.1-D S500 or S15 diesel fuel as an alternative to No.1-D for ambient temperatures below −10 °C (14 °F).
1) SAE : Society of Automotive Engineers

2) EN : European Norm
3) ASTM : American Society of Testing and Materials
4) US EPA : United States Environmental Protection Agency
5) No.1-D or No.2-D, S500 : Low Sulfur Diesel (LSD) less than 500 ppm or 0.05 wt.%
No.1-D or No.2-D, S15 : Ultra Low Sulfur Diesel (ULSD) 15 ppm or 0.0015 wt.%
00(D-Kubota)-2-2
2. CHECK AND MAINTENANCE

[1] DAILY CHECK POINTS
Checking Engine Oil Level
1. Level the engine.
2. To check the oil level, draw out the dipstick (1), wipe it clean,
reinsert it, and draw it out again.
Check to see that the oil level lies between the two notches.
3. If the level is too low, add new oil to the specified level.
IMPORTANT
• When using an oil of different maker or viscosity from the
previous one, drain old oil. Never mix two different types of
oil.
NOTE
• Be sure to inspect the engine, locating it on a horizontal
place. If placed on gradients, accurately, oil quantity may
not be measured.
• Be sure to keep the oil level between upper and lower limits
of the dipstick. Too much oil may cause a drop in output or
excessive blow-by gas. On the closed breather type engine
in which mist is sucked through port, too much oil may
caused oil hammer. While too little oil, may seize the
engine’s rotating and sliding parts.
(1) Dipstick (a) Maximum
(b) Minimum
00(D-Kubota)-2-3
Checking and Replenish Coolant

1. Without recovery tank :
Remove the radiator cap (1) and check to see that the coolant
level is just below the port.
With recovery tank (2) :
Check to see that the coolant level lies between FULL (A) and
LOW (B).
2. If coolant level is too low, check the reason for decreasing
coolant.
(Case 1)
If coolant is decreasing by evaporation, replenish only fresh, soft
water.
(Case 2)
If coolant is decreasing by leak, replenish coolant of the same
manufacture and type in the specified mixture ratio (fresh, soft
water and L.L.C.). If the coolant brand cannot be identified, drain
out all of the remaining coolant and refill with a totally new brand
of coolant mix.
CAUTION
• Do not remove the radiator cap until coolant temperature is
below its boiling point. Then loosen the cap slightly to
relieve any excess pressure before removing the cap
completely.
IMPORTANT
• During filling the coolant, air must be vented from the engine
coolant passages. The air vents by jiggling the radiator
upper and lower hoses.
• Be sure to close the radiator cap securely. If the cap is loose
or improperly closed, coolant may leak out and the engine
could overheat.
• Do not use an antifreeze and scale inhibitor at the same time.
• Never mix the different type or brand of L.L.C..
(1) Radiator Cap A: FULL
(2) Recovery Tank B: LOW
00(D-Kubota)-2-4
[2] CHECK POINTS OF INITIAL 50 HOURS

Changing Engine Oil
<A>
CAUTION
• Be sure to stop engine before changing engine oil.
1. Start and warm up the engine for approx. 5 minutes.
2. Place an oil pan underneath the engine.
3. To drain the used oil, remove the drain plug (1) at the bottom of
the engine and drain the oil completely.
4. Screw the drain plug (1).
5. Fill new oil up to upper line on the dipstick (2).
<A> ; V3800DI-T-E2B Engine (Tier2)

 ; V3800DI-T-E3B Engine (Tier3)
IMPORTANT
previous one, remove all of the old oil.
• Never mix two different types of oil.
• Engine oil should have properties of API classification CF
 (See Lubricating Oil)
• Use the proper SAE Engine Oil according to ambient
temperature.
SAE 30 or SAE 10W-30
Above 25 °C (77 °F)
SAE 10W-40
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
SAE 10W or SAE 10W-30
Below 0 °C (32 °F)
SAE 10W-40
13.2 L
Engine oil capacity
3.49 U.S.gals
(1) Drain Plug (2) Dipstick
Replacing Oil Filter Cartridge
CAUTION
• Be sure to stop the engine before changing filter cartridge.
1. Remove the oil filter cartridge (1) with the filter wrench.
2. Apply a slight coat of oil onto the new cartridge gasket.
3. To install the new cartridge, screw it in by hand. Over tightening
may cause deformation of rubber gasket.
4. After the new cartridge has been replaced, the engine oil
normally decrease a little. Thus see that the engine oil does not
leak through the seal and be sure to read the oil level on the
dipstick. Then, replenish the engine oil up to the specified level.
IMPORTANT
• To prevent serious damage to the engine, replacement
element must be highly efficient. Use only a KUBOTA
genuine filter or its equivalent.
(1) Engine Oil Filter Cartridge
00(D-Kubota)-2-5
Fan Belt Tension

1. Measure the deflection (A), depressing the belt halfway between
the fan drive pulley and alternator pulley at specified force 98 N
(10 kgf, 22 lbs).
2. If the measurement is not within the factory specifications, loosen
the alternator mounting screws and relocate the alternator to
adjust.
10 to 12 mm
Deflection (A) Factory spec.
0.394 to 0.472 in.
(A) Deflection
[3] CHECK POINT OF EVERY 50 HOURS

Checking Fuel Hose and Clamp Bands
1. If the clamp (2) is loose, apply oil to the threads and securely
retighten it.
2. The fuel hose (3) is made of rubber and ages regardless of the
period service.
Change the fuel pipe together with the clamp every two years.
3. However, if the fuel hose and clamps are found to be damaged
or deteriorate earlier than two years, then change or remedy.
4. After the fuel hose and the clamps have been changed, bleed the
fuel system.
CAUTION
• Stop the engine when attempting the check and change
prescribed above.
(When bleeding fuel system)
1. Fill the tank with fuel and open the cock.
2. Loosen the air vent coupling bolt of fuel filter a few turns.
3. When there is no more air bubbles in the fuel coming out of this
coupling bolt, tighten the coupling bolt.
4. Open the air vent cock (1) on the top of fuel injection pump.
5. If equipped electrical fuel feed pump, turn the key on AC position
and pump the fuel up for 10 to 15 seconds.
If equipped mechanical fuel feed pump, set the stop lever on stop
position and crank the engine for 10 to 15 seconds.
6. Close securely the air vent cock (1) after air bleeding.
IMPORTANT
• Except when venting the air, be sure to keep closed the air
vent coupling bolt of the fuel injection pump. Otherwise, the
engine may stall.
(1) Air Vent Cock (3) Fuel Hose
(2) Clamp
00(D-Kubota)-2-6
[4] CHECK POINTS OF EVERY 250 HOURS

Fan Belt Tension
(10 kgf, 22 lbs).
adjust.
10 to 12 mm
0.394 to 0.472 in.
(A) Deflection
Fan Belt Damage and Wear

1. Check the fan belt for damage.
2. If the fan belt is damaged, replace it.
3. Check if the fan belt is worn and sunk in the pulley groove.
4. If the fan belt is nearly worn out and deeply sunk in the pulley
groove, replace it.
(A) Good (B) Bad
Cleaning Air Cleaner Element

1. Remove the air cleaner element.
2. Use clean dry compressed air on the inside of the element.
Pressure of compressed air must be under 205 kPa (2.1 kgf/cm2,
30 psi).
Maintain reasonable distance between the nozzle and the filter.
NOTE
• The air cleaner uses a dry element. Never apply oil to it.
• Do not run the engine with filter element removed.
• Change the element once a year or every 6th cleaning.
00(D-Kubota)-2-7
Cleaning Fuel Filter (Element Type only)

1. Close the fuel cock (3).
2. Unscrew the retaining ring (6) and remove the filter cup (5), and
rinse the inside with kerosene.
3. Take out the element (4) and dip it in the kerosene to rinse.
4. After cleaning, reassemble the fuel filter, keeping out dust and
dirt.
5. Bleed the fuel system.
IMPORTANT
• If dust and dirt enter the fuel, the fuel injection pump and
injection nozzle will wear quickly. To prevent this, be sure
to clean the filter cup (5) periodically.
(1) Cock Body (4) Filter Element
(2) Air Vent Plug (5) Filter Cup
(3) Fuel Cock (6) Retaining Ring
Checking Radiator Hoses and Clamp Bands

1. Check to see if the radiator hoses are properly fixed every 250
hours of operation or every six months, whichever comes first.
2. If the clamp is loose, apply oil to the threads and retighten it
securely.
3. The water hose is made of rubber and tends to age. It must be
replaced every two years. Also replace the clamp and tighten it
securely.
(1) Upper Hose (2) Lower Hose
Checking Battery Electrolyte Level

1. Check the battery electrolyte level.
2. If the level is below than lower level line (2), and the distilled water
to pour level of each cell.
(1) Upper Level Line (2) Lower Level Line
Checking Intake Air Line

1. Check to see if the intake air hose(s) are properly fixed every 250
hours of operation.
2. If the clamp is loose, apply oil to the threads and retighten it
securely.
3. The intake air hose(s) is made of rubber and tends to age. It must
be change every two years. Also change the clamp and tighten
it securely.
IMPORTANT
• To prevent serious damage to the engine, keep out any dust
inside the intake air line.
(1) Intake Air Hose (2) Clamp
00(D-Kubota)-2-8

Changing Engine Oil
<A>
CAUTION

IMPORTANT
 (See Lubricating Oil)
temperature.
Above 25 °C (77 °F)
SAE 10W-40
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
Below 0 °C (32 °F)
SAE 10W-40
13.2 L
Engine oil capacity
3.49 U.S.gals
Replacing Oil Filter Cartridge
CAUTION
• Be sure to stop the engine before changing filter cartridge.
1. Remove the oil filter cartridge (1) with the filter wrench.
2. Apply a slight coat of oil onto the new cartridge gasket.
3. To install the new cartridge, screw it in by hand. Over tightening
may cause deformation of rubber gasket.
4. After the new cartridge has been replaced, the engine oil
normally decrease a little. Thus see that the engine oil does not
leak through the seal and be sure to read the oil level on the
dipstick. Then, replenish the engine oil up to the specified level.
IMPORTANT
• To prevent serious damage to the engine, replacement
element must be highly efficient. Use only a KUBOTA
genuine filter or its equivalent.
(1) Engine Oil Filter Cartridge
00(D-Kubota)-2-9
Replacing Fuel Filter Cartridge (Cartridge Type)

Water and dust in fuel are collected in the filter cartridge. So,
change the filter cartridge every 500 hours service.
1. Remove the used filter cartridge with filter wrench.
2. Apply a thin film of fuel to the surface of new filter cartridge gasket
before screwing on.
3. Then tighten enough by hand.
4. Loosen the air vent plug to let the air out.
5. Start engine and check for fuel leakage.
(1) Fuel Filter Cartridge
Replacing Fan Belt

1. Remove the alternator.
2. Remove the fan belt (1).
3. Replace new fan belt.
4. Install the alternator.
5. Check the fan belt tension.
10.0 to 12.0 mm / 98 N
Deflection (A) Factory spec. 0.394 to 0.472 in. / 98 N
(10 kgf, 22 lbs)
(1) Fan Belt (A) Deflection
Cleaning Water Jacket and Radiator Interior
CAUTION
• Do not remove the radiator cap when the engine is hot. Then
loosen cap slightly to the stop to relieve any excess
pressure before removing cap completely.
1. Stop the engine and let cool down.
2. To drain the coolant, open the radiator drain plug (2) and remove
the radiator cap (1). Then radiator cap (1) must be removed to
completely drain the coolant. And open the drain cock of engine
body.
3. After all coolant is drained, close the drain plug.
4. Fill with clean water and cooling system cleaner.
5. Follow directions of the cleaner instruction.
6. After flushing, fill with clean water and anti-freeze until the coolant
level is just below the port. Install the radiator cap (1) securely.
7. Fill with coolant up to “FULL” (A) mark on the recovery tank (3).
8. Start and operate the engine for few minutes.
9. Stop the engine and let cool. Check coolant level of radiator and
recovery tank (3) and add coolant if necessary.
IMPORTANT
• Do not start engine without coolant.
• Use clean, fresh, soft water and anti-freeze to fill the radiator
and recovery tank.
• When the anti-freeze is mixed with fresh, soft water, the anti-
freeze mixing ratio must be less than 50 %.
• Securely tighten radiator cap. If the cap is loose or
improperly fitted, water may leak out and the engine could
overheat.
(1) Radiator Cap A : Full
(2) Drain Plug B : Low
(3) Recovery Tank
00(D-Kubota)-2-10
Anti-Freeze
• There are two types of anti-freeze available: use the permanent
type (PT) for this engine.
• Before adding anti-freeze for the first time, clean the radiator
interior by pouring fresh, soft water and draining it a few times.
• The procedure for mixing water and anti-freeze differs according
to the make of the anti-freeze and the ambient temperature.
Basically, it should be referred to SAE J1034 standard, more
specifically also to SAE J814c.
• Mix the anti-freeze with fresh, soft water, and then fill into the
radiator.
IMPORTANT
Vol % Freezing point Boiling point*
anti-freeze ℃ ℃
℉ ℉
40 –24 –11.2 106 222.8
50 –37 –34.6 108 226.4
* At 1.013 × 100000 Pa (760 mmHg) pressure (atmospheric). A
higher boiling point is obtained by using a radiator pressure cap
which permits the development of pressure within the cooling
system.
NOTE
• The above data represents industrial standards that
necessitate a minimum glycol content in the concentrated
anti-freeze.
• When the coolant level drops due to evaporation, add fresh,
soft water only to keep the anti-freeze mixing ratio less than
50 %. In case of leakage, add anti-freeze and fresh, soft
water in the specified mixing ratio.
• Anti-freeze absorbs moisture. Keep unused anti-freeze in a
tightly sealed container.
• Do not use radiator cleaning agents when anti-freeze has
been added to the coolant.
(Anti-freeze contains an anti-corrosive agent, which will
react with the radiator cleaning agent forming sludge which
will affect the engine parts.)
00(D-Kubota)-2-11
[6] CHECK POINT OF EVERY 1000 HOURS

Checking Valve Clearance
IMPORTANT
• Valve clearance must be checked and adjusted when engine
is cold.
1. Remove the high pressure pipes and the head cover.
2. Align the 1TC mark of flywheel and the convex of flywheel
housing timing windows so that the first piston (gear case side)
comes to the compression top dead center.
3. Before adjusting the valve clearance, adjust the bridge evenly to
the valve stem.
4. Loosen the lock nut (2) and adjust with screw (1).
5. Slightly push the rocker arm with your fingers and screw in the
adjusting screw slowly until you feel the screw touch the top of
valve stem, then tighten the lock nut.
6. Loosen the lock nut (4) of adjusting screw (3) (push rod side) and
insert the feeler gauge between the rocker arm and the bridge
head. Set the adjusting screw to the specified value, then tighten
the lock nut.
0.23 to 0.27 mm
Valve clearance Factory spec.
0.0091 to 0.0106 in.
NOTE
• After adjusting, tighten the lock nut (4) securely.
Valve arrangement
Adjustment cylinder IN. EX
Location of piston
1st
When No.1 piston is at 2nd

compression top dead center 3rd
4th
1st

overlap position 3rd
4th
6.9 to 11.3 N·m

Cylinder head cover screw 0.7 to 1.15 kgf·m
5.1 to 8.32 ft-lbs
19.6 to 24.5 N·m
Tightening torque V3800DI 2.0 to 2.5 kgf·m
-T-E2B
14.5 to 18.1 ft-lbs
Injection pipe
retaining nut 23 to 36 N·m
V3800DI
-T-E3B
2.3 to 3.7 kgf·m
17 to 26 ft-lbs
(1) Adjusting Screw (3) Adjusting Screw

(2) Lock Nut (4) Lock Nut
00(D-Kubota)-2-12
[7] CHECK POINTS OF EVERY 1 OR 2 MONTHS

Recharging
CAUTION
• When the battery is being activated, hydrogen and oxygen
gases in the battery are extremely explosive. Keep open
sparks and flames away from the battery at all times,
especially when charging the battery.
• When charging battery, remove battery vent plugs.
• When disconnecting the cable from the battery, start with
the negative terminal first. When connecting the cable to the
battery, start with the positive terminal first.
• Never check battery charge by placing a metal object across
the posts.
Use a voltmeter or hydrometer.
1) Slow Charging
1. Add distilled water if the electrolyte level is low. When charging,
the amount of electrolyte should be slightly lower than the
specified level to prevent overflow.
2. Connect the battery to the charging unit, following the
manufacture’s instructions.
3. As the electrolyte generates gas while charging, remove all port
caps.
4. The electrolyte temperature must not exceed 40℃ (104℉)
during charging.
If it exceed 40℃ (104℉), decrease the charging amperage or
stop charging for a while.
5. When charging several batteries in series, charge at the rate of
the smallest battery in the line.
2) Quick Charging
1. Determine the proper charging current and charging time with the
tester attached to the quick charger.
2. Determine the proper charging current as 1/1 of the battery
capacity. If the battery capacity exceeds 50 Ah, consider 50 A as
the maximum.
Precaution for Operating a Quick Charger
• Operate with a quick charger differs according to the type.
Consult the instruction manual and use accordingly.
00(D-Kubota)-2-13
Battery Specific Gravity

1. Check the specific gravity of the electrolyte in each cell with a
hydrometer.
2. When the electrolyte temperature differs from that at which the
hydrometer was calibrated, correct the specific gravity reading
following the formula mentioned in (Reference).
3. If the specific gravity is less than 1.215 (after it is corrected for
temperature), charge or replace the battery.
4. If the specific gravity differs between any two cells by more than
0.05, replace the battery.
NOTE
• Hold the hydrometer tube vertical without removing it from
the electrolyte.
• Do not suck too much electrolyte into the tube.
• Allow the float to move freely and hold the hydrometer at eye
level.
• The hydrometer reading must be taken at the highest
electrolyte level.
(Reference)
• Specific gravity slightly varies with temperature. To be exact, the
specific gravity decreases by 0.0007 with an increase of 1 °C
(0.0004 with an increase of 1 °F) in temperature, and increases
by 0.0007 with a decreases of 1 °C (0.0004 with a decrease of 1
°F).
Therefore, using 20 °C (68 °F) as a reference, the specific gravity
reading must be corrected by the following formula :
- Specific gravity at 20 °C = Measured value + 0.0007 x
(electrolyte temperature : 20 °C)
- Specific gravity at 68 °F = Measured value + 0.0004 x
(electrolyte temperature : 68 °F)
Specific Gravity State of Charge
1.260 Sp. Gr. 100 % Char ged
1.230 Sp. Gr. 75 % Charg ed
1.140 Sp. Gr. Very Little Useful Capacity
1.110 Sp. Gr. Discharged
At an electrolyte temperature of 20 °C (68 °F)
(a) Good (c) Bad
(b) Bad
00(D-Kubota)-2-14

CAUTION
• Check the injection pressure and condition after confirming that there is nobody standing in the direction
the spray goes.
• If the spray from the nozzle directly contacts the human body, cells may be destroyed and blood poisoning
may be caused.
Nozzle Spraying Condition
1. Attach the injection nozzle to the nozzle tester, and check the
nozzle spraying condition.
2. If the spraying condition is defective, replace the injection nozzle
assembly or repair at Denso service shop.
(a) Good (b) Bad
Checking Nozzle Injection Pressure

1. Attach the injection nozzle to the nozzle tester.
2. Slowly move the tester handle to measure the pressure at which
fuel begins jetting out from the nozzle.
3. If the measurement is not within the factory specifications,
replace the injection nozzle assembly or repair at Denso service
shop.
NOTE
• Injection nozzle gasket must be replaced when the injection
nozzle is removed for checking.
18.63 to 19.61 MPa
Factory 1st
Injection pressure 190 to 200 kgf/cm2
spec. stage
2702 to 2845 psi
Valve Seat Tightness

2. Raise the fuel pressure, and keep at 16.67 MPa (170 kgf/cm2,
2418 psi) for 10 seconds.
3. If any fuel leak is found, replace the injection nozzle assembly or
repair at Denso service shop.
No fuel leak at
16.67 MPa
Valve seat tightness Factory spec.
170 kgf/cm2
2418 psi
00(D-Kubota)-2-15

Checking Turbocharger
(Turbine Side)
1. Check the exhaust port (3) and inlet port (5) side of turbine
housing (1) to see if there is no exhaust gas leak.
2. If any gas leak is found, retighten the bolts and nuts or replace
the gasket (2) / (4) / (6) with new one.
(Compressor Side)
1. Check the inlet hose (9) of the compressor cover (10) to see if
there is no air leak.
2. If any air leak is found, change the clamp (8) and / or inlet hoses.
3. Check the intake hose (7) and the clamp to see if there is not
loose or crack.
4. If any loose or crack is found, tighten the cramp or change the
hose to prevent dust from entry.
(Radial Clearance)
1. If the wheel contact to the housing, replace the turbocharger
assembly with new one.
(1) Turbine Housing (6) Gasket
(2) Gasket (7) Intake Hose
(3) Exhaust Port (8) Clamp
(4) Gasket (9) Inlet Hose
(5) Inlet Port (10) Compressor Cover
00(D-Kubota)-2-16
Injection Timing
1. Make sure of matching the injection timing align mark (1) of the
injection pump unit and the plate (gearcase), as shown in the
illustration.
2. Remove the injection pipes.
3. Remove the stop solenoid.
4. Turn the flywheel counterclockwise (viewed from flywheel side)
until the fuel fills up to the hole of the delivery valve holder (2) for
No.1 cylinder.
5. After the fuel fills up to the hole of the delivery valve holder for
No.1 cylinder, turn back (clockwise) the flywheel around 1.57 rad
(90 °).
6. Turn the flywheel counterclockwise to set at around 0.35 rad
(20 ) before T.D.C..
7. Slowly turn the flywheel counterclockwise and stop turning when
the fuel begins to come up, to get the present injection timing.
8. Check to see the degree on flywheel.
The flywheel has mark “1TC”, “10” and “20” for the crank angle
before the top dead center of No.1 piston.
9. If the injection timing is not within the specification, rotate the
injection pump unit to adjust the injection timing.
IMPORTANT
• When installing the injection pump unit to the engine body,
follow the correct procedure.
See the “Injection Pump Unit”.
0.21 to 0.24 rad (12 to
Injection timing Factory spec.
14 ) before T.D.C.
19.6 to 24.5 N·m

Injection pipe retaining nut 2.0 to 2.5 kgf·m
14.5 to 18.1 ft-lbs
Tightening torque
17.7 to 20.6 N·m
Injection pump unit
1.8 to 2.1 kgf·m
mounting nut
13.0 to 15.2 ft-lbs
(1) Injection Timing Align Mark (a) Injection Timing Advanced

(2) Delivery Valve Holder (b) Injection Timing Retarded
00(D-Kubota)-2-17
Checking Injection Pump

(Fuel Tightness of Pump Element)
1. Remove the engine stop solenoid.
3. Install the injection pump pressure tester to the injection pump.
4. Install the injection nozzle (2) jetted with the proper injection
pressure to the injection pump pressure tester (1). (Refer to the
figure.)
5. Set the speed control lever to the maximum speed position.
6. Run the starter to increase the pressure.
7. If the pressure can not reach the allowable limit, replace the
pump with new one or repair with a Kubota-authorized pump
service shop.
(Fuel Tightness of Delivery Valve)
3. Set a pressure tester to the fuel injection pump.
pressure to the injection pump pressure tester (1).
6. Stop the starter when the fuel jets from the injection nozzle. After
that, turn the flywheel by the hand and raise the pressure to
approx. 18.63 MPa (190 kgf/cm2, 2702 psi).
7. Now turn the flywheel back about half a turn (to keep the plunger
free). Maintain the flywheel at this position and clock the time
taken for the pressure to drop from 18.63 to 17.65 MPa (from 190
to 180 kgf/cm2, from 2702 to 2560 psi).
8. Measure the time needed to decrease the pressure from 18.63 to
17.65 MPa (from 190 to 180 kgf/cm2, from 2702 to 2560 psi).
9. If the measurement is less than allowable limit, replace the pump
with new one or repair with a Kubota-authorized pump service
shop.
18.63 MPa
Fuel tightness of pump
Allowable limit 190 kgf/cm2
element
2702 psi
10 seconds
18.63 → 17.65 MPa
Factory spec.
190 → 180 kgf/cm2
Fuel tightness of 2702 → 2560 psi
delivery valve 5 seconds
18.63 → 17.65 MPa
Allowable limit
190 → 180 kgf/cm2
2702 → 2560 psi
NOTE
• Never try to disassemble the injection pump assembly. For
repairs, you are strongly requested to contact a Kubota-
authorized pump service shop.
(1) Injection Pump Pressure Tester (3) Protection Cover for Jetted Fuel
(2) Injection Nozzle
00(D-Kubota)-2-18
[10] CHECK POINTS OF EVERY 1 YEAR

Changing Engine Oil
<A>
CAUTION
IMPORTANT
(See Lubricating Oil)
 • Use the proper SAE Engine Oil according to ambient
temperature.
Above 25 °C (77 °F)
SAE 10W-40
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
Below 0 °C (32 °F)
SAE 10W-40
13.2 L
Engine oil capacity
3.49 U.S.gals
Replacing Air Cleaner Element

1. Remove used air cleaner element.
2. Replace new air cleaner element.
NOTE
• The air cleaner uses a dry element. Never apply oil to it.
• Do not run the engine with filter element removed.
00(D-Kubota)-2-19
[11] CHECK POINTS OF EVERY 2 YEARS

Replacing Fan Belt
1. Remove the alternator.
2. Remove the fan belt (1).
3. Replace new fan belt.
4. Install the alternator.
5. Check the fan belt tension.
10.0 to 12.0 mm / 98 N
Deflection (A) Factory spec. 0.394 to 0.472 in. / 98 N
(10 kgf, 22 lbs)
(1) Fan Belt (A) Deflection
Changing Radiator Coolant (L.L.C.)
CAUTION
1. Stop the engine and let cool down.
2. To drain the coolant, open the radiator drain plug (2) and remove
the radiator cap (1). Then radiator cap (1) must be removed to
completely drain the coolant. And open the drain cock of engine
body.
3. After all coolant is drained, close the drain plug.
4. Fill with clean water and cooling system cleaner.
5. Follow directions of the cleaner instruction.
6. After flushing, fill with clean water and anti-freeze until the coolant
level is just below the port. Install the radiator cap (1) securely.
7. Fill with coolant up to “FULL” (A) mark on the recovery tank (3).
8. Start and operate the engine for few minutes.
9. Stop the engine and let cool. Check coolant level of radiator and
recovery tank (3) and add coolant if necessary.
IMPORTANT
• Do not start engine without coolant.
• Use clean, fresh, soft water and anti-freeze to fill the radiator
and recovery tank.
• Securely tighten radiator cap. If the cap is loose or
improperly fitted, water may leak out and the engine could
overheat.
(1) Radiator Cap A : Full
(2) Drain Plug B : Low
(3) Recovery Tank
00(D-Kubota)-2-20
Changing Radiator Coolant (L.L.C.) (Continued)

(Anti-freeze)
• There are two types of anti-freeze available: use the permanent
type (PT) for this engine.
• Before adding anti-freeze for the first time, clean the radiator
interior by pouring fresh, soft water and draining it a few times.
• The procedure for mixing water and anti-freeze differs according
to the make of the anti-freeze and the ambient temperature.
Basically, it should be referred to SAE J1034 standard, more
specifically also to SAE J814c.
• Mix the anti-freeze with fresh, soft water, and then fill into the
radiator.
IMPORTANT
Vol % Freezing point Boiling point*
anti-freeze ℃ ℉ ℃ ℉
40 –24 –11.2 106 222.8
50 –37 –34.6 108 226.4
* At 1.013 × 100000 Pa (760 mmHg) pressure (atmospheric). A
higher boiling point is obtained by using a radiator pressure cap
which permits the development of pressure within the cooling
system.
NOTE
• The above data represents industrial standards that
necessitate a minimum glycol content in the concentrated
anti-freeze.
• When the coolant level drops due to evaporation, add fresh,
soft water only to keep the anti-freeze mixing ratio less than
50 %. In case of leakage, add anti-freeze and fresh, soft
water in the specified mixing ratio.
• Anti-freeze absorbs moisture. Keep unused anti-freeze in a
tightly sealed container.
• Do not use radiator cleaning agents when anti-freeze has
been added to the coolant.
(Anti-freeze contains an anti-corrosive agent, which will
react with the radiator cleaning agent forming sludge which
will affect the engine parts.)
Replacing Radiator Hoses and Clamp Bands
CAUTION
1. Drain the coolant.
2. Loosen the clamp bands.
3. Remove the upper hose (1) and lower hose (2).
4. Replace new upper / lower hose (1), (2) and clamp bands.
5. Tighten the clamp bands.
6. Fill with clean water and anti-freeze until the coolant level is just
below the port. Install the radiator cap securely.
(1) Upper Hose (2) Lower Hose
00(D-Kubota)-2-21
Replacing Fuel Hose and Clamp Bands

1. Loosen the clamp (2) and remove the fuel hose (3).
2. Replace new fuel hose (3) and new clamp (2).
3. Tighten the clamp (2).
CAUTION
• Stop the engine when attempting the check and change
prescribed above.
(When bleeding fuel system)
1. Fill the tank with fuel and open the cock.
2. Loosen the air vent coupling bolt of fuel filter a few turns.
3. When there is no more air bubbles in the fuel coming out of this
coupling bolt, tighten the coupling bolt.
4. Open the air vent cock (1) on the top of fuel injection pump.
5. If equipped electrical fuel feed pump, turn the key on AC position
and pump the fuel up for 10 to 15 seconds.
If equipped mechanical fuel feed pump, set the stop lever on stop
position and crank the engine for 10 to 15 seconds.
6. Close securely the air vent cock (1) after air bleeding.
IMPORTANT
• Except when venting the air, be sure to keep closed the air
vent coupling bolt of the fuel injection pump. Otherwise, the
engine may stall.
(1) Air Vent Cock (3) Fuel Hose
(2) Clamp
Replacing Intake Air Line

1. Loosen the clamp (2).
2. Remove the intake air hose (1) and clamp (2).
3. Replace new intake air hose (1) and new clamp (2).
4. Tighten the clamp (2).
NOTE
• To prevent serious damage to the engine, keep out any dust
inside the intake air line.
(1) Intake Air Hose (2) Clamp
Replacing Battery
CAUTION
• When the battery is being activated, hydrogen and oxygen
gases in the battery are extremely explosive. Keep open
sparks and flames away from the battery at all times,
especially when charging the battery.
• When charging battery, remove battery vent plugs.
• When disconnecting the cable from the battery, start with
the negative terminal first. When connecting the cable to the
battery, start with the positive terminal first.
• Never check battery charge by placing a metal object across
the posts.
1. Disconnect the negative terminal and positive terminal.
2. Remove the battery holder.
3. Remove the used battery.
4. Replace the new battery.
5. Tighten the battery holder.
6. Connect the positive terminal.
7. Connect the negative terminal.
00(D-Kubota)-2-22
Section 3
Mechanism
1. ENGINE BODY
[1] CYLINDER BLOCK This engine employs separate type crankcases - the
crankcase 1 (1) with combustion part and the crankcase
2 (2) which supports the crankcase 1 (1) and reduces
noise.
Since it is a hanger type, you can easily assemble /
disassemble it. The cylinder is a linerless type which
enables good cooling operation, less strain and good
abrasion resistance.
(1) Crankcase 1 (3) Oil Pan
(2) Crankcase 2
[2] HALF-FLOATING HEAD COVER

The rubber packing is fitted in to maintain the head
cover 0.5 mm (0.02 in.) or so off the cylinder head. This
arrangement helps reduce noise coming from the
cylinder head.
(1) Cylinder Head Cover (2) Rubber Packing
00(D-Kubota)-3-1
[3] CYLINDER HEAD

This engine employs four valve system, the cylinder
head is provided with double intake passenge in order to
ensure appropriate air suction and give an optimum
swirl.
(1) Intake (2) Exhaust
[4] CENTER DIRECT INJECTION SYSTEM (E-CDIS)

V3 series DI engine adopts the Center Direct Injection
System (E-CDIS), in which the injection nozzle is
positioned upright at the center of the cylinder.
This system serves to inject fuel directly at the center
of the cylinder. By so doing, injected fuel and suction air
can be mixed more uniformly, leading to more stable,
higher combustion performance. In other words, cleaner
emission, higher power output, lower fuel consumption,
lower operating noise and higher start-up performance
have been achieved.
(1) Exhaust Valves (3) Injection Nozzle
(2) Piston (4) Intake Valves
V3 series DI engine has two intake valves and two

exhaust valves per each cylinder.
The rocker arm (1) contacts a bridge arm (2) instead
of the valves stem tip.
The bridge arm then contacts both intake valves or
both exhaust valves and causes two valves to open
simultaneously.
(1) Rocker Arm (2) Bridge Arm
00(D-Kubota)-3-2
[5] PISTON
Piston’s skirt is coated with molybdenum disulfide ,
which reduces the piston slap noise and thus the entire
operating noise.
Molybdenum disulfide (MoS2)

The molybdenum disulfied serves as a solid lubricant,
like a Graphite or Teflon. This material helps resist metal
wears even with little lube oil.
(1) Molybdenum Disulfide
[6] BUILT-IN DYNAMIC BALANCER (BALANCER MODEL ONLY)

Engine are sure to vibrate by piston’s reciprocation.
Theoretically, three-cylinder engines are much less
prone to cause vibration than four-cylinder ones (second
inertia, etc.). However, any engine has many moving
parts in addition to its pistons and cannot be completely
free from vibration.
The four cylinder engine is fitted with balance weight
on crankcase to absorb the second inertia mentioned
above and reduce vibration.
00(D-Kubota)-3-3
2. LUBRICATING SYSTEM
[1] OIL COOLER
V3 series engine has a water-cooled oil cooler that
not only cools hot oil, but also warms the cool engine oil
shoftly after start up.
As shown in the figure, the oil flows inside the
connected cooler plate, whereas coolant is kept
circulating outside the cooler plate, thereby cooling down
or warming the oil.
(A) Oil Inlet Port (a) Coolant Inlet Port
(B) Oil Outlet Port (b) Coolant Outlet Port
00(D-Kubota)-3-4
3. COOLING SYSTEM
[1] THERMOSTAT
Conventional thermostatically-controlled valves
(outlet water temperature control type) open against the
flow of coolant. In this design, the pressure (steam
pressure + water pump’s discharge pressure) affects the
open/close performance of such valve. In other words,
the valve may be delayed in opening at a preset opening
temperature opening suddenly, above the preset
temperature. This is called the overshoot phenomenon.
The overshoot problem invites the undershoot
phenomenon too. Too much water cooled by the radiator
flows through the water passage, which suddenly closes
the valve below the thermostat’s preset valve closing
temperature.
A repeated cycle of such overshoot and undershoot
phenomena is called the water temperature hunting.
This hunting problem may adversely affects the cooling
system parts, and also the engine and its related
components.
To cope with this trouble, the V3 series engine is
equipped with the flow control thermostat. The valve has
a notch to control the coolant flowrate smoothly in small
steps.
(1) Coolant Temperature (A) Valve Lift Versus Flowrate
(2) Time (B) Flowrate
(3) Overshoot (C) At Short Valve Lift
(4) Notch (D) At Medium Valve Lift
(E) At High Valve Lift
(F) Valve Lift
00(D-Kubota)-3-5
[2] BOTTOM BYPASS SYSTEM

Bottom bypass system is introduced in V3 series for
improving the cooling performance of the radiator.
While the temperature of coolant in the engine is low,
the thermostat is held closed and the coolant is allowed
to flow through the bypass pipe and to circulate in the
engine.
When the temperature exceeds the thermostat valve
opening level, the thermostat fully opens itself to prevent
the hot coolant from flowing through the bypass into the
engine.
In this way, the radiator can increase its cooling
performance.
(1) Thermostat (A) Bypass Opened
(B) Bypass Closed
00(D-Kubota)-3-6
4. FUEL SYSTEM
[1] GOVERNOR
The engine employs the separated fuel injection
pump in combination with Kubota’s own small multi-
function mechanical governor, which enables more
dependability.
It also employs the torque limiting mechanism to
control the maximum peak torque so that it complies with
the regulations of exhaust gas.
This mechanism maintains engine speed at a
constant level even under fluctuating loads, provides
stable idling and regulates maximum engine speed by
controlling the fuel injection rate.
This engine uses a mechanical governor that controls
the fuel injection rate at all speed ranges (from idling to
maximum speed) by utilizing the balance between the
flyweight’s centrifugal force and spring tension.
A governor shaft for monitoring engine speed is
independent of the injection pump shaft and rotates at
twice the speed of conventional types, providing better
response to load fluctuation and delivering greater
engine output.
At Start
The stop solenoid (energized-to-run type) is powered
to release the stop lever.
As no centrifugal force is applied to flyweight (2), low
tension of start spring (1) permits control rack to move
the starting position, supplying the amount of fuel
required to start the engine.
(1) Start Spring (2) Flyweight
00(D-Kubota)-3-7
At Idling
Turn the speed control lever (6) clockwise to idle the
engine. It tensions the governor spring (3) to pull the fork
lever 2 (1).
When the fork lever 2 is pulled, it moves the torque
spring pin (7) and the fork lever 1 (5) in the direction of
the arrow A to restrain the weight. In combination with
the start spring tension, it is balanced with the centrifugal
force of flywheel weight to keep idling.
(1) Fork Lever 2 (5) Fork Lever 1
(2) Start Spring (6) Speed Control Lever
(3) Governor Spring (7) Spring Pin
(4) Flyweight
At rated speed with full load and overload

As the speed control lever is changed from the middle
speed to high speed, the governor spring tension
increases to compress the torque spring and move the
fork lever 1 in the direction of the arrow A.
The fork lever 2 moves until it reaches the output
limiting bolt to keep rated rotation and rated output.
When the engine is overloaded, the engine rotating
speed decreases and the centrifugal force of flywheel
weight decreases. Then the torque spring moves the
fork lever 1 in the direction of arrow A.
The control rack moves in the direction that increases
fuel supply to increase the output. It is balanced with the
centrifugal force of the flywheel weight to produce low-
speed output (torque output).
(1) No-load Maximum Rotation (3) Torque Limiting Bolt
(2) Output Limiting Bolt (4) Idling Adjusting Bolt
00(D-Kubota)-3-8
To stop engine
When the stop solenoid is turned off, the spring
tension of the solenoid is released, the rod extrudes and
the stop lever moves the control rack in the direction of
the arrow B which stops the engine.
To stop the engine manually, move the external stop
lever to the left.
00(D-Kubota)-3-9
[2] MECHANICAL TIMER WITH COLD START ADVANCE FUNCTION

(V3800DI-T-E3B Engine)
This device makes the fuel injection timing advanced

by engine oil temperature and engine rpm in order to
improve the engine cold start-ability and reduce the blue
white smoke.
Thermal control
When the engine rpm is low and engine oil
temperature is under 30 °C, the fuel injection timing is
max. advanced.
When the engine rpm is low and engine oil
temperature is higher than 70 °C, the fuel injection timing
advance is 0 degree.
The fuel injection timing advance by engine oil
temperature is controlled with shape memory (storage)
spring.
(1) Timer Flyweight (a) No Gap Between Timer and
(2) Injection Pump Gear Injection Pump Gear
(3) Fuel Camshaft (b) Spring Force
(c) Advanced Injection Timing
[A] At Cold (d) Gap Between Timer and
[B] At Hot Injection Pump Gear
(e) Advanced Injection Timing
(degree)
(f) Engine Oil Temperature
00(D-Kubota)-3-10
Speed control
If the engine rpm is higher than a certain rpm, the fuel
injection timing advance by engine oil temperature does
not work. At that time, the quantity of advance timing is
variably changed by centrifugal force of the timer
flyweights which meets engine rpm.
(1) Timer Flyweight (a) No Gap Between Timer and
(2) Injection Pump Gear Injection Pump Gear
(3) Fuel Camshaft (b) Centrifugal Force
(c) Advanced Injection Timing
[A] At Low rpm (d) Gap Between Timer and
[B] At High rpm Injection Pump Gear
(e) Rotation
(f) Advanced Injection Timing
(Degree)
(g) Engine rpm
00(D-Kubota)-3-11
[3] 2 STAGE DI NOZZLE

Exhaust and noise regulations are becoming
increasingly strict, particularly in regard to the reduction
of NOx (nitrogen oxides) and particulates.
The two-spring nozzle holder has been developed to
reduce NOx (nitrogen oxides) and particulates from
direct injection diesel engine exhaust.
Features
The two-spring nozzle holder limits needle valve lift at
initial valve opening to throttle the injection quantity.
Main injection occurs when the in-line pressure has
increased sufficiently to move the needle valve through
its full lift.
This gives the following features.
• Improved engine stability at low and intermediate
speeds.
• Decreased engine hunting and surge.
• Decreased noise at idling.
• Decreased idling speed because of improved engine
stability.
• Stabilized fuel injection characteristics from the
injection pump and nozzle system, and easier
matching of governor characteristics to engine
demand.
(1) Nozzle Holder Body (7) Second Spring
(2) 1st Stage Injection Pressure (8) Pre-lift Adjusting Spring Seat
Adjusting Shim (9) Chip-packing
(3) First Spring (10) Max-lift Adjusting Washer
(4) Pressure Pin (11) Retaining Nut
(5) Spring Seat (12) Nozzle
(6) 2nd Stage Injection Pressure
Adjusting Shim
00(D-Kubota)-3-12
A-B : First Spring’s Set Force

B-C-D : Combined Force of
First and Second Springs
P1 : First Opening Pressure
P2 : Second Opening Pressure
L : Full Needle Valve Lift

l : Needle Valve Pre-lift
X1 : Cam Angle ( )
Y1 : Injection Rate (mm3/ )
X2 : Needle Valve Lift (mm)
Y2 : In-line Pressure
First opening pressure

The force of the high pressure fuel delivered by the injection pump acts to push the needle valve up. When this
force exceeds the set force of the first spring, the nozzle’s needle valve pushes the first pushrod up and the valve
opens. (First opening pressure is represented by point E in the bottom left hand figure, and point A in the above
figure.)
Second opening pressure
When the first pushrod has been lifted through the pre-lift, it contacts the second pushrod. As the set force of the
second spring is acting on the second pushrod, the combined forces of both the first spring and the second spring then
act on the needle valve, which will not lift unless these forces are overcome.
[4] INJECTION PUMP WITH F.S.P.

The fuel injection pump with F.S.P. (Fine Spill Port)
mechanism is equipped with two functions: speed timer
function and injection rate control function.
The former function works like this. As the rpm is low,
the injection timing gets delayed. This helps cut down on
NOx and operating noise.
The latter function serves to keep down the initial
injection rate and keep up the later injection rate, which
cuts down on NOx and PM as well.
(1) Fine Spill Port (F.S.P.) (5) Plunger
(2) Plunger Chamber (6) F.S.P. Stroke
(3) Main Port (7) Leaking Fuel at Initial Fuel
(4) Cylinder Pressure-Feed Stage
00(D-Kubota)-3-13
5. TURBOCHARGER SYSTEM
[1] BOOST COMPENSATOR
The boost compensator is controlled by the boost
pressure of the control mechanism which controls
transient smoke caused by oversupply of fuel when the
engine starts and accelerates.
When the boost pressure is lower than working
pressure of the boost actuator (1), it prevents oversupply
of fuel to reduce transient smoke.
When the boost pressure is higher than working
pressure of the boost actuator (1), it controls the supply
of fuel to the equivalent of maximum power / rated speed
output.
The boost compensator adjusting screws (2) are set
and tamper-proof capped in factory, so never take off the
tamper-proof cap and readjust the screws.
(1) Boost Actuator (2) Boost Compensator Adjusting
Screw
6. INTAKE SYSTEM
[1] INTAKE AIR HEATER
The intake air heater is introduced in order to further
improve the starting performance and to reduce the
white smoke at cold starting.
The intake air heater is mounted on the intake
manifold. In this new construction, there is no need to
arrange any glow plug on the cylinder head. This means
that a multi-valve design can be implemented and that
the starting performance and serviceability are
enhanced.
00(D-Kubota)-3-14
7. EXHAUST GAS RECIRCULATION (EGR) SYSTEM

(V3800DI-T-E3B Engine)
[1] GENERAL
In order to meet with the strict emission regulations, this engine has adopted the EGR
The nitrogen oxide (NOx) which is a hazardous component in exhaust gas is generated by oxidation of nitrogen in the
air, due to rise of the combustion temperature in cylinders. The EGR is a system in which the exhaust gas with lean
oxygen is cooled and returned to cylinders again in order to lower the combustion temperature. As a result, NOx can be
decreased.
(1) External / Mechanical EGR
(1) Thermo Valve (4) Intake Manifold (a) Boost Pressure (f) Cooled EGR Gas Merges
(2) Mechanical EGR Valve (5) Exhaust Manifold (b) Coolant Temperature with Fresh Air
(3) Reed Valve (6) EGR Cooler (c) Cooled EGR Gas (g) Exhaust
(d) To The Intake Manifold (h) Coolant Inlet
(e) Fresh Air (i) Coolant Outlet
External / Mechanical EGR consists of water cooled EGR cooler, mechanical EGR valve, reed valve and thermo
valve.
When the coolant temperature is getting higher, thermo valve is open and the boost pressure of intake manifold
gets to reach the diaphragm of mechanical EGR valve.
If the coolant temperature is high, but the boost pressure is low, the EGR valve does not open. If coolant
temperature is high, boost pressure is also high, EGR valve is open and cooled EGR gas through the water cooled
EGR cooler flows into the intake manifold. And the reed valve between EGR valve and intake manifold prevents the
fresh air flowing into EGR system.
00(D-Kubota)-3-15
(A) EGR Cooler
The EGR (Exhaust Gas Recirculation) cooler is used

to lower combustion temperature and efficiently cool
EGR gas, with the aim of reducing the NOx that is in the
exhaust gas of diesel engine.
The EGR cooler is placed between the exhaust
manifold and the intake manifold of the engine and
returns the cooled exhaust gases to the engine suction
side.
The EGR cooler has resistant to clogging up,
compact and efficient tubes internally.
(1) Pipe A Coolant Inlet Port
(2) EGR Cooler B Coolant Outlet Port
(3) Exhaust Manifold
(4) Flange
(5) Tube
(B) Thermo Valve

Thermo valve controls boost pressure “ON / OFF” for
the EGR valve.
If the coolant temperature is low, thermo valve is
closed, so that boost pressure does not reach to the EGR
valve.
If the coolant temperature is high, thermo valve is
open, so that boost pressure reaches to the EGR valve.
(1) Thermo Valve (a) Boost Pressure From Intake
(2) Coolant Temperature Manifold
(b) Boost Pressure To EGR
Valve
(c) Open
(d) Close
00(D-Kubota)-3-16
(C) Mechanical EGR Valve

Mechanical EGR valve controls the flow of cooled
EGR gas to the intake manifold.
If the boost pressure is low, EGR valve is closed, so
cooled EGR gas does not flow to the intake manifold.
If the boost pressure is getting higher, EGR valve is
opening and cooled EGR gas is flowing to the intake
manifold.
(1) Mechanical EGR Valve (a) Boost Pressure From Intake
(2) EGR Valve Lift Manifold
(3) Boost Pressure (b) Cooled EGR Gas
(c) Cooled EGR Gas To The
Intake Manifold
(d) Open
(e) Close
(D) Reed Valve

The reed valve is provided at the confluence of
exhaust gas after passing the EGR valve, and intake air.
It operates by the pressure difference between inside of
the crankcase and the atmosphere, and prevents back
flow of the mixture of exhaust gas and intake air
generated by the piston and valves. It is used as the
secondary air introduction device for the
countermeasure against exhaust gas of four-cycle
engines.
(1) Valve (3) Stopper
(2) Case (4) Screw
00(D-Kubota)-3-17
Section 4
Servicing
1. TROUBLESHOOTING
Reference
Symptom Probable Cause Solution
Page
Engine Does Not No fuel Replenish fuel
Start Air in the fuel system Vent air
Water in the fuel system Change fuel and –
repair or replace fuel
system
Fuel hose clogged Clean or replace
Fuel filter clogged Replace
Excessively high viscosity of fuel or engine oil at Use specified fuel or
low temperature engine oil
Fuel with low cetane number Use specified fuel
Fuel leak due to loose injection pipe retaining nut Tighten retaining nut
Incorrect injection timing Adjust
Fuel camshaft worn Replace
Injection nozzle clogged Repair or replace
Injection pump malfunctioning Repair or replace
Seizure of crankshaft, camshaft, piston, cylinder Repair or replace –
or bearing
Compression leak from cylinder Replace head
gasket, tighten
cylinder head screw
and nozzle holder
Improper valve timing Correct or replace
timing gear
Piston ring and cylinder worn Replace
Excess ive valve clearance A djust

Stop solenoid malfunctioning Replace
Starter Does Not Run Battery discharged Charge
Starter malfunctioning Repair or replace
Key sw itch malfunct ioning Replace –

Wiring disconnected Connect –
00(D-Kubota)-4-1
Reference
Symptom Probable Cause So l u t i o n
Page
Engine Revolution Is Fuel filter clogged or dirty Replace
Not Smooth Air cleaner clogged Clean or replace
Fuel leak due to loose injection pipe retaining nut Tighten retaining nut
Incorrect nozzle opening pressure Repair or replace
Injection nozzle stuck or clogged Repair or replace
Governor malfunctioning Repair
Turbocharger bearing worn out Replace the
turbocharger
assembly
Turbocharger shaft bent Replace the
turbocharger
assembly
Turbocharger fin or other part damaged due to Replace the
foreign matters turbocharger
assembly
Either White or Blue Excessive engine oil Reduce to specified
Exhaust Gas Is level
Observed Piston ring and cylinder worn or stuck Repair or replace

Oil Leak into Exhaust Waste oil pipe clogged or deformed Repair or replace
Pipe or Suction Pipe Turbocharger’s piston ring seal faulty Replace the
turbocharger
assembly
Either Black or Dark Overload Reduce the load –
Gray Exhaust Gas Is Low grade fuel used Use specified fuel
Observed
Fuel filter clogged Replace
Air cleaner clogged Clean or replace
Deficient nozzle injection Repair or replace
nozzle
00(D-Kubota)-4-2
Reference
Symptom Probable Cause Solution
Page
Deficient Output Incorrect injection timing Adjust
Engine’s moving parts seem to be seizing Repair or replace –
Deficient nozzle injection Repair or replace
nozzle
Compress ion leak Check the
compression
pressure and repair
Gas leak from exhaust system Repair or replace
Air leak from compressor discharge side Repair or replace
Air cleaner dirty or clogged Clean or replace
Compressor wheel turning heavily Replace the turbo-
charger assembly
Excessive Lubricant Piston ring’s gap facing the same direction Shift ring gap
Oil Consumption direction
Oil ring worn or stuck Replace
Piston ring groove worn Replace piston
Valve stem and valve guide worn Replace
Crankshaft bearing and crank pin bearing worn Replace
Oil leaking due to defective seals or packing Replace –
Fuel Mixed into Injection pump’s plunger worn Repair or replace
Lubricant Oil Deficient nozzle injection Repair or replace
nozzle
Injection pump broken Replace
Water Mixed into Head gasket defective Replace
Lubricant Oil Cylinder block or cylinder head flawed Replace
Low Oil Pressure Engine oil insufficient Replenish
Oil strainer clogged Clean
R el i e f val v e s tuck w i th di rt Clean
Relief valve spring weaken or broken Replace
Excessive oil clearance of crankshaft bearing Replace
Excessive oil clearance of crankpin bearing Replace
Excessive oil clearance of rocker arm Replace
Oil passage clogged Clean –
Different type of oil Use specified type of
oil
Oil pump defectiv e R eplace
00(D-Kubota)-4-3
Reference
Symptom Probable Cause So l u t i o n
Page
High Oil Pressure Different type of oil Use specified type of
oil
Relief valve defective Replace
Engine Overheated Engine oil insufficient Replenis h
Fan belt broken or elongated Replace or adjust
Coolant insufficient Replenis h
Radiator net and radiator fin clogged with dust Clean –
Inside of radiator corroded Clean or replace
Coolant flow route corroded Clean or replace
Radiator cap defective Replace
Overload running Reduce the load –
Head gasket defective Replace
Unsuitable fuel used Use specified fuel
Battery Quickly Battery electrolyte insufficient Replenish distilled
Discharged water and charge
Fan belt slips Adjust belt tension or
replace
Wiring disconnected Connect –
Rectifier defective Replace
Alternator defective Replace
Battery defective Replace
00(D-Kubota)-4-4
2. SERVICING SPECIFICATIONS
ENGINE BODY
Item Factory Specification Allowable Limit
Cylinder Head Surfac e F latness – 0.05 mm
0.0020 in.
Top Clearance 0.72 to 0.90 mm –
0.0283 to 0.0354 in.
Compression Pressure
3.47 MPa / 2.56 MPa /

250 min-1 (rpm) 250 min -1 (rpm)
V3800DI-T-E2B
V3800DI-T-E3B 2
35.4 kgf/cm / 26.1 kgf/cm2 /
250 min -1 (rpm) 250 min -1 (rpm)
503 psi / 371 psi /

250 min -1 (rpm) 250 min -1 (rpm)
Variance Among Cylinders – 10 % or less

Valve Seat Angle (Intake) 1.047 rad –
60 °
Angle (Exhaust) 0.785 rad –

45 °
Width (Intake) 1.6 to 2.0 mm –

0.0630 to 0.0790 in.
Width (Exhaust) 2.3 to 2.6 mm –

0.0906 to 0.1024 in.
Valve Face Angle (Intake) 1.047 rad –
60 °
Angle (Exhaust) 0.785 rad –

45 °
Valve Recessing Intake 0.6 to 0.8 mm 1.2 mm
0.0236 to 0.0315 in. 0.0472 in.
Exhaust 0.85 to 1.05 mm 1.2 mm

0.0335 to 0.0413 in. 0.0472 in.
00(D-Kubota)-4-5
ENGINE BODY (Continued)

Item Factory Specification Al l o w a b l e L i m i t
Valve Stem to Valve Guide Clearance 0.055 to 0.085 mm 0.1 mm
(Intake) 0.0022 to 0.0033 in. 0.0039 in.
Valve Stem O.D. (Intake) 6.960 to 6.975 mm –

0.2740 to 0.2746 in.
Valve Guide I.D. (Intake) 7.030 to 7.045 mm –

0.2768 to 0.2774 in.
Valve Stem to Valve Guide Clearance 0.055 to 0.085 mm 0.1 mm

(Exhaust) 0.0022 to 0.0033 in. 0.0039 in.
Valve Stem O.D. (Exhaust) 6.960 to 6.975 mm –

0.2740 to 0.2746 in.
Valve Guide I.D. (Exhaust) 7.030 to 7.045 mm –

0.2768 to 0.2774 in.
Valve Clearance (Cold) 0.23 to 0.27 mm –
0.0091 to 0.0106 in.
Intake Valve Timing Open 0.24 rad (14˚) –
before T.D.C.
Close 0.61 rad (36˚) –

after B.D.C.
Exhaust Valve Timing Op en 0.79 rad (45˚) –
before B.D.C.
Close 0.29 rad (17˚) –

after T.D.C.
Valve Spring Free Length 35.1 to 35.6 mm 34.6 mm
(Intake) 1.3819 to 1.4016 in. 1.3622 in.
Free Length 35.1 to 35.6 mm 34.6 mm

(Exhaust) 1.3819 to 1.4016 in. 1.3622 in.
Tilt – 1.0 mm
0.039 in.
Valve Spring Setting Load / 63.547 N / 31.5 mm 45.864 N /
Setting Length 6.48 kgf / 31.5 mm 31.5 mm
(Intake) 14.256 lbs / 1.2401 in. 4.68 kgf / 31.5 mm
10.296 lbs /
1.2401 in.
Setting Load / 63.547 N / 31.5 mm 45.864 N /

Setting Length 6.48 kgf / 31.5 mm 31.5 mm
(Exhaust) 14.256 lbs / 1.2401 in. 4.68 kgf / 31.5 mm
10.296 lbs /
1.2401 in.
00(D-Kubota)-4-6

Rocker Arm Shaft to Rocker Arm Clearance 0.016 to 0.045 mm 0.15 mm
0.0006 to 0.0018 in. 0.0059 in.
Rocker Arm Shaft O.D. 15.973 to 15.984 mm –

0.6289 to 0.6293 in.
Rocker Arm I.D. 16.000 to 16.018 mm –

0.6299 to 0.6306 in.
Valve Arm Bridge and Valve Arm Bridge Clearance 0.018 to 0.042 mm 0.15 mm
Shaft 0.0007 to 0.0017 in. 0.0059 in.
Valve Arm Bridge I.D. 9.050 to 9.065 mm –

0.3563 to 0.3569 in.
Valve Arm Bridge Shaft O.D. 9.023 to 9.032 mm –

0.3552 to 0.3556 in.
Push Rod Alignment – 0.25 mm
0.0098 in.
Tappet to Tappet Guide Clearance 0.020 to 0.062 mm 0.07 mm
0.0008 to 0.0024 in. 0.0028 in.
Tappet Guide Bore I.D. 24.000 to 24.021 mm –

0.9449 to 0.9457 in.
Tappet O.D. 23.959 to 23.980 mm –

0.9433 to 0.9441 in.
Camshaft Side Clearance 0.07 to 0.22 mm 0.30 mm
0.0028 to 0.0087 in. 0.0118 in.
Alignment – 0.01 mm
0.00039 in.
Cam Height Intake 37.63 mm 37.13 mm
1.4815 in. 1.4618 in.
Exhaust 38.96 mm 38.46 mm

1.5338 in. 1.5141 in.
Camshaft Oil Clearance 0.050 to 0.091 mm 0.15 mm
0.0020 to 0.0036 in. 0.0059 in.
Camshaft Journal O.D. 45.934 to 45.950 mm –

1.8084 to 1.8091 in.
Camshaft Bearing I.D. 46.000 to 46.025 mm –

1.8110 to 1.8120 in.
00(D-Kubota)-4-7

Timing Gear
Idle Gear 1 to Crank Gear Backlash 0.049 to 0.193 mm 0.22 mm
0.0019 to 0.0076 in. 0.0087 in.
Idle Gear 1 to Cam Gear Backlash 0.049 to 0.189 mm 0.22 mm
0.0019 to 0.0074 in. 0.0087 in.
Idle Gear 1 to Idle Gear 2 Backlash 0.044 to 0.185 mm 0.22 mm
0.0017 to 0.0073 in. 0.0087 in.
Idle Gear 2 to Injection Pump Gear Backlash 0.044 to 0.177 mm 0.22 mm
0.0017 to 0.0070 in. 0.0087 in.
Cam Gear to Balancer Gear 1 Backlash 0.047 to 0.182 mm 0.22 mm
(Balancer Model Only) 0.0018 to 0.0072 in. 0.0087 in.
Idle Gear 1 to Balancer Gear 2 Backlash 0.044 to 0.183 mm 0.22 mm
(Balancer Model Only) 0.0017 to 0.0072 in. 0.0087 in.
Idle Gear Shaft 1, 2 to Idle Gear 1, 2 Oil Clearance 0.050 to 0.091 mm 0.10 mm
Bushing 0.0020 to 0.0036 in. 0.0039 in.
Idle Gear 1, 2 Bushing I.D. 45.025 to 45.050 mm –

1.7726 to 1.7736 in.
Idle Gear 1, 2 Shaft O.D. 44.959 to 44.975 mm –

1.7700 to 1.7707 in.
Idle Gear Side Clearance 0.15 to 0.30 mm 0.9 mm
0.0059 to 0.0118 in. 0.0354 in.
Balancer Shaft (Balancer Model Only) Side Clearance 0.070 to 0.22 mm 0.3 mm
0.0028 to 0.0087 in. 0.0118 in.
Balancer Shaft (Balancer Model Only) Alignment – 0.02 mm
0.0008 in.
Balancer Shaft (Balancer Model Only) Oil Clearance 0.070 to 0.159 mm 0.2 mm
0.0028 to 0.0063 in. 0.0079 in.
Balancer Shaft Journal O.D. 50.92 to 50.94 mm –

2.0047 to 2.0055 in.
Balancer Bearing I.D. 51.01 to 51.08 mm –

2.0083 to 2.0110 in.
Piston Pin Bore I.D. 30.000 to 30.013 mm 30.05 mm
1.1811 to 1.1816 in. 1.1831 in.
Top Ring to Ring Groove Clearance 0.05 to 0.09 mm 0.15 mm
0.0020 to 0.0035 in. 0.0059 in.
Second Ring to Ring Groove Clearance 0.093 to 0.120 mm 0.20 mm
0.0037 to 0.0047 in. 0.0079 in.
Oil Ring to Ring Groove Clearance 0.020 to 0.060 mm 0.15 mm
0.0008 to 0.0023 in. 0.0059 in.
00(D-Kubota)-4-8

Piston Ring Gap Top Ring 0.30 to 0.45 mm 1.25 mm
0.0118 to 0.0177 in. 0.0492 in.
Second Ring 0.30 to 0.45 mm 1.25 mm

0.0118 to 0.0177 in. 0.0492 in.
Oil Ring 0.25 to 0.45 mm 1.25 mm

0.0098 to 0.0177 in. 0.0492 in.
Connecting Rod Alignment – 0.05 mm
0.0020 in.
Piston Pin to Small End Bushing Clearance 0.020 to 0.040 mm 0.15 mm
0.0008 to 0.0016 in. 0.0059 in.
Piston Pin O.D. 30.006 to 30.011 mm –

1.1813 to 1.1815 in.
Small End Bushing I.D. 30.031 to 30.046 mm –

1.1823 to 1.1829 in.
Crankshaft Side Clearance 0.15 to 0.31 mm 0.50 mm
0.0059 to 0.0122 in. 0.0197 in.
Alignment – 0.02 mm
0.00079 in.
Crankshaft Journal to Crankshaft Bearing Oil Clearance 0.018 to 0.062 mm 0.20 mm
0.0007 to 0.0024 in. 0.0079 in.
Crankshaft Journal O.D. 74.977 to 74.990 mm –

2.9518 to 2.9524 in.
Crank Pin to Pin Bearing Oil Clearance 0.018 to 0.051 mm 0.20 mm
0.0007 to 0.0020 in. 0.0079 in.
Crank Pin O.D. 52.977 to 52.990 mm –

2.0857 to 2.0862 in.
Cylinder Bore I.D. 100.000 to 100.022 mm 100.15 mm
3.9370 to 3.9379 in. 3.9429 in.
Cylinder Bore (Oversize) I.D. 100.500 to 100.522 mm 100.65 mm
3.9567 to 3.9576 in. 3.9626 in.
00(D-Kubota)-4-9
LUBRICATING SYSTEM
Engine Oil Pressure At Idle Speed – 49 kPa
0.5 kgf/cm2
7 psi
At Rated Speed 196 to 392 kPa 147.1 kPa

2.0 to 4.0 kgf/cm2 1.5 kgf/cm2
28 to 57 psi 21.3 psi
Engine Oil Pressure Switch Working Pressure 39.2 to 58.8 kPa –
0.4 to 0.6 kgf/cm2
5.6 to 8.4 psi
Inner Rotor to Outer Rotor Clearance 0.04 to 0.16 mm 0.3 mm
0.0016 to 0.0063 in. 0.0118 in.
Outer Rotor to Pump Body Clearance 0.100 to 0.184 mm 0.3 mm
0.0039 to 0.0072 in. 0.0118 in.
Inner Rotor to Cover Clearance 0.025 to 0.075 mm 0.225 mm
0.0010 to 0.0030 in. 0.0089 in.
Relief Valve Working Pressure 885 kPa –
9.04 kgf/cm2
129 psi
COOLING SYSTEM
Thermostat Valve Opening 74.5 to 78.5 °C –
Temperature 166.1 to 173.3 °F
Valve Opening 90 °C –
Temperature 194 °F
(Opened
Completely)
Radiator Water Tightness Water tightness at –
specified pressure
137 kPa
1.4 kgf/cm2
20 psi
Radiator Cap Air Leakage 10 seconds or more –
88 → 59 kPa
0.9 → 0.6 kgf/cm2
13 → 9 psi
Fan Belt Tension 10.0 to 12.0 mm / 98 N –
0.394 to 0.472 in. / 98 N
(10 kgf, 22 lbs)
00(D-Kubota)-4-10
FUEL SYSTEM
0.21 to 0.24 rad

–
V3800DI-T-E2B (12 to 14 °)
Injection Timing before T.D.C.
0.0917 to 0.117 rad
V3800DI-T-E3B (5.25 to 6.75 °) –
before T.D.C.
Pump Element Fuel Tightness – 18.63 MPa
190 kgf/cm2
2702 psi
Delivery Valve Fuel Tightness 1 0 seconds 5 seconds
18.63 → 17.65 MPa 18.63 → 17.65 MPa
190 → 180 kgf/cm2 190 → 180 kgf/cm 2
2702 → 2560 psi 2702 → 2560 psi
Fuel Injection Nozzle Injection Pressure 18.63 to 19.61 MPa –
(1st stage) 190 to 200 kgf/cm2
2702 to 2845 psi
Injection Pressure 23.54 to 24.52 MPa –

(2nd stage) 240 to 250 kgf/cm2
3414 to 3556 psi
Valve Seat When the pressure is –

Tightness 16.67 MPa
(170 kgf/cm2, 2418 psi),
the valve seat must be
fuel tightness.
ELECTRICAL SYSTEM
Commutator O.D. 32 mm 31.4 mm
1.2598 in. 1.2362 in.
Mica Undercut 0 .5 mm 0.2 mm
0.0197 in. 0.0079 in.
Brush (Starter) Length 18.0 mm 11.0 mm
0.7086 in. 0.4331 in.
Alternator No-load Voltage 14 V at –
4000 min-1 (rpm)
Rotor Coil Resistance 2.8 to 3.3 Ω –
Slip Ring O.D. 22.7 mm 22.1 mm
0.894 in. 0.870 in.
Brush (Alternator) Length 18.5 mm 5.0 mm
0.728 in. 0.197 in.
Intake Air Heater Resistance –
Approx. 0.3 Ω
(at cold occasion)
00(D-Kubota)-4-11
3. CHECKING, DISASSEMBLING AND SERVICING

[1] CHECKING AND ADJUSTING
(1) Engine Body
Compression Pressure
1. After warming up the engine, shut it down and remove the air
cleaner, the muffler, high pressure pipes, cylinder head cover,
overflow pipe, all nozzle holders and all nozzle gaskets.
2. Install a compression tester (Code No: 07909-30208) and nozzle
adaptor for diesel engines to nozzle holder hole.
3. After making sure that the stop lever is set at the stop position
(Non-injection), run the engine at 200 to 300 min 1 (rpm) with the
starter.
4. Read the maximum pressure. Measure the pressure more than
twice.
NOTE
• Check the compression pressure with the specified valve
clearance.
• Always use a fully charged battery for performing this test.
• Variances in cylinder compression values should be under
10 %.
Factory 3.47 MPa / 250 min-1 (rpm)

spec. 35.4 kgf/cm2 / 250 min-1 (rpm)
503 psi / 250 min-1 (rpm)
Compression
pressure
2.56 MPa / 250 min-1 (rpm)

Allowable
26.1 kgf/cm2 / 250 min-1 (rpm)
limit
371 psi / 250 min-1 (rpm)
17.7 to 20.6 N·m

Nozzle holder clamp nut 1.8 to 2.1 kgf·m
13.0 to 15.2 ft-lbs
9.8 to 11.3 N·m
Overflow pipe assembly
1.0 to 1.15 kgf·m
retaining screw
7.23 to 8.32 ft-lbs
Tightening torque
6.9 to 11.3 N·m
5.1 to 8.32 ft-lbs
19.6 to 24.5 N·m
14.5 to 18.1 ft-lbs
00(D-Kubota)-4-12
Checking Valve Clearance

IMPORTANT
• Valve clearance must be checked and adjusted when engine
is cold.
1. Remove the high pressure pipes and the head cover.
2. Align the 1TC mark of flywheel and the convex of flywheel
housing timing windows so that the first piston (gear case side)
comes to the compression top dead center.
3. Before adjusting the valve clearance, adjust the bridge evenly to
the valve stem.
4. Loosen the lock nut (2) and adjust with screw (1).
5. Slightly push the rocker arm with your fingers and screw in the
adjusting screw slowly until you feel the screw touch the top of
valve stem, then tighten the lock nut.
6. Loosen the lock nut (4) of adjusting screw (3) (push rod side) and
insert the feeler gauge between the rocker arm and the bridge
head. Set the adjusting screw to the specified value, then tighten
the lock nut.
0.23 to 0.27 mm
Valve clearance Factory spec.
0.0091 to 0.0106 in.
NOTE
• After adjusting, tighten the lock nut (4) securely.
Valve arrangement
Adjustment cylinder IN. EX
Location of piston
1st

compression top dead center 3rd
4th
1st

overlap position 3rd
4th
6.9 to 11.3 N·m

5.1 to 8.32 ft-lbs
Tightening torque
19.6 to 24.5 N·m
14.5 to 18.1 ft-lbs
(1) Adjusting Screw (3) Adjusting Screw

(2) Lock Nut (4) Lock Nut
00(D-Kubota)-4-13
(2) Lubricating System

Engine Oil Pressure
1. Remove the oil switch and set a pressure tester (Code No.
07916-32032).
2. Start the engine. After warming up, measure the oil pressure of
both idling and rated speeds.
3. If the oil pressure is less than the allowable limit, check the
following.
• Engine oil insufficient
• Oil pump defective
• Oil strainer clogged
• Oil filter cartridge clogged
• Oil gallery clogged
• Excessive oil clearance
• Foreign matter in the relief valve
(When reassembling)
• After checking the engine oil pressure, tighten the engine oil
pressure switch to the specified torque.
49 kPa
At idle Allowable
0.5 kgf/cm2
speed limit
7 psi
196 to 392 kPa
Factory
Engine oil pressure 2.0 to 4.0 kgf/cm2
spec.
At rated 28 to 57 psi
speed 147.1 kPa
Allowable
1.5 kgf/cm2
limit
21.3 psi
14.7 to 19.6 N·m

Tightening torque Oil switch taper screw 1.5 to 2.0 kgf·m
10.8 to 14.5 ft-lbs
(3) Cooling System

Fan Belt Tension
(10 kgf, 22 lbs).
adjust.
10 to 12 mm
0.394 to 0.472 in.
(A) Deflection
00(D-Kubota)-4-14
Fan Belt Damage and Wear

1. Check the fan belt for damage.
2. If the fan belt is damaged, replace it.
3. Check if the fan belt is worn and sunk in the pulley groove.
4. If the fan belt is nearly worn out and deeply sunk in the pulley
groove, replace it.
(A) Good
(B) Bad
CAUTION
•When removing the radiator cap, wait at least ten minutes after the engine has stopped and cooled down.
Otherwise, hot water may gush out, scalding nearby people.
Radiator Cap Air Leakage
1. Set a radiator tester on the radiator cap.
2. Attach a radiator tester.
Apply the specified pressure of 88 kPa (0.9 kgf/cm2, 13 psi).
3. Check if the pressure drop to less than 59 kPa (0.6 kgf/cm2, 9 psi)
in 10 seconds.
4. If the pressure is less than the factory specification, replace it.
Radiator Water Leakage

1. Pour a specified amount of water into the radiator.
2. Attach a radiator tester.
Increase water pressure to the specified pressure of 137 kPa (1.4
kgf/cm2, 20 psi).
3. Check the radiator for water leaks.
4. When water leakage is excessive, replace the radiator. If water
leakage is caused by a small pinhole, correct the radiator with
radiator sealant.
00(D-Kubota)-4-15
Thermostat Valve Opening Temperature

1. Push down the thermostat valve and insert a string between the
valve and the valve seat.
2. Place the thermostat and a thermostat in a container with water
and gradually heat the water.
3. Hold the string to suspend the thermostat in the water. When the
water temperature rises, the thermostat valve will open, allowing
it to fall down from the string.
Read the temperature at this moment on the thermometer.
4. Continue heating the water and read the temperature when the
valve has risen by about 8 mm (0.315 in.).
5. If the measurement is not acceptable, replace the thermostat.
Thermostat’s valve 74.5 to 78.5 ℃
Factory spec.
opening temperature 166.1 to 173.3 ℉
Temperature at which
90 ℃
thermostat completely Factory spec.
194 ℉
opens
00(D-Kubota)-4-16
(4) Fuel System (V3800DI-T-E2B Engine)

Injection Timing
injection pump unit and the plate (gearcase), as shown in the
illustration.
3. Remove the stop solenoid.
No.1 cylinder.
(90 °).
(20 °) before T.D.C..
7. Slowly turn the flywheel counterclockwise and stop turning when
8. Check to see the degree on flywheel.
9. If the injection timing is not within the specification, rotate the
IMPORTANT
0.21 to 0.24 rad (12 to
Injection timing Factory spec.
14 ) before T.D.C.
19.6 to 24.5 N·m

14.5 to 18.1 ft-lbs
Tightening torque
17.7 to 20.6 N·m
Injection pump unit
1.8 to 2.1 kgf·m
mounting nut
13.0 to 15.2 ft-lbs
(1) Injection Timing Align Mark (a) Injection Timing Advanced

(2) Delivery Valve Holder (b) Injection Timing Retarded
00(D-Kubota)-4-17
(5) Fuel System (V3800DI-T-E3B Engine)
Injection Timing
1. Remove the timer gear lubricating pipe (1).
2. Remove the gear case cover (2).
3. Set the timer 0 ° restoring jig (4) to the timer gear(3).
injection pump unit and the plate (gear case), as shown in the
illustration.
6. Remove the solenoid.
(1) Timer Gear Lubricating Pipe
(2) Gear Case Cover
(3) Timer Gear
(4) Timer 0 ° Restoring Jig
(5) Injection Timing Align Mark
[A] for V3800DI-T-E3B Engine
(a) Injection Timing Advanced
(b) Injection Timing Retarded
00(D-Kubota)-4-18
Injection Timing (Continued)

No.1 cylinder.
(90 °).
(20 °) before T.D.C..
10.Slowly turn the flywheel counterclockwise and stop turning when
11.Check to see the degree on flywheel.
12.If the injection timing is not within the specification, rotate the
IMPORTANT
0.0917 to 0.117 rad

Factory V3800DI-T-E3B,
Injection timing (5.25 ° to 6.75 °) before
spec.
T.D.C.
23 to 36 N·m
17 to 26 lbf·ft
Tightening torque
18 to 20 N·m
Injection pump unit
1.8 to 2.1 kgf·m
mounting nut
13 to 15 lbf·ft
(6) Delivery Valve Holder
00(D-Kubota)-4-19
Fuel Tightness of Pump Element

3. Install the injection pump pressure tester to the injection pump.
pressure to the injection pump pressure tester (1). (Refer to the
figure.)
5. Set the speed control lever to the maximum speed position.
7. If the pressure can not reach the allowable limit, replace the
pump with new one or repair with a Kubota-authorized pump
service shop.
Fuel tightness of pump 18.63 MPa

Allowable limit 190 kgf/cm2
element
2702 psi
NOTE
Fuel Tightness of Delivery Valve

3. Install a pressure tester to the fuel injection pump.
pressure to the injection pump pressure tester (1).
6. Stop the starter when the fuel jets from the injection nozzle. After
that, turn the flywheel by the hand and raise the pressure to
approx. 18.63 MPa (190 kgf/cm2, 2702 psi).
7. Now turn the flywheel back about half a turn (to keep the plunger
free). Maintain the flywheel at this position and clock the time
taken for the pressure to drop from 18.63 to 17.65 MPa (from 190
to 180 kgf/cm2, from 2702 to 2560 psi).
8. Measure the time needed to decrease the pressure from 18.63 to
17.65 MPa (from 190 to 180 kgf/cm2, from 2702 to 2560 psi).
9. If the measurement is less than allowable limit, replace the pump
with new one or repair with a Kubota-authorized pump service
shop.
10 seconds
18.63 → 17.65 MPa
Factory spec. 190 → 180 kgf/cm2
Fuel tightness of 2702 → 2560 psi
delivery valve 5 seconds
18.63 → 17.65 MPa
Allowable limit 190 → 180 kgf/cm2
2702 → 2560 psi
NOTE
00(D-Kubota)-4-20
CAUTION
• Check the nozzle injection pressure and condition after confirming that there is nobody standing in the
direction the spray goes.
• If the spray from the nozzle directly contacts the human body, cells may be destroyed and blood poisoning
may be caused.
Nozzle Spraying Condition
1. Attach the injection nozzle to the nozzle tester, and check the
nozzle spraying condition.
2. If the spraying condition is defective, replace the injection nozzle
assembly or repair at Denso service shop.
(a) Good
(b) Bad
Checking Nozzle Injection Pressure

2. Slowly move the tester handle to measure the pressure at which
fuel begins jetting out from the nozzle.
3. If the measurement is not within the factory specifications,
replace the injection nozzle assembly or repair at Denso service
shop.
NOTE
• Injection nozzle gasket must be replaced when the injection
nozzle is removed for checking.
18.63 to 19.61 MPa
Factory 1st
Injection pressure 190 to 200 kgf/cm2
spec. stage
2702 to 2845 psi
Valve Seat Tightness

2. Raise the fuel pressure, and keep at 16.67 MPa (170 kgf/cm2,
2418 psi) for 10 seconds.
3. If any fuel leak is found, replace the injection nozzle assembly or
repair at Denso service shop.
No fuel leak at
16.67 MPa
Valve seat tightness Factory spec.
170 kgf/cm2
2418 psi
00(D-Kubota)-4-21
(6) Electrical System
CAUTION
• To avoid accidental short circuit, be sure to attach the positive cable to the positive terminal before the
negative cable is attached to the negative terminal.
• Never remove the battery cap while the engine is running.
• Keep electrolyte away from eyes, hands and clothes. If you are spattered with it, wash it away completely
with water immediately.
• Keep open sparks and flames away from the battery at all times. Hydrogen gas mixed with oxygen
becomes very explosive.
IMPORTANT
• If the machine is to be operated for a short time without battery (using a slave battery for starting), use
additional current (lights) while engine is running and insulate terminal of battery. If this advice is
disregarded, damage to alternator and regulator may result.
Battery Voltage
1. Stop the engine.
2. Measure the voltage with a circuit tester between the battery
terminals.
3. If the battery voltage is less than the factory specification, check
the battery specific gravity and recharge the battery.
Battery voltage Factory spec. More than 12 V
(1) Positive Terminal

(2) Negative Terminal
00(D-Kubota)-4-22
Battery Specific Gravity

1. Check the specific gravity of the electrolyte in each cell with a
hydrometer.
2. When the electrolyte temperature differs from that at which the
hydrometer was calibrated, correct the specific gravity reading
following the formula mentioned in (Reference).
3. If the specific gravity is less than 1.215 (after it is corrected for
temperature), charge or replace the battery.
4. If the specific gravity differs between any two cells by more than
0.05, replace the battery.
NOTE
• Hold the hydrometer tube vertical without removing it from
the electrolyte.
• Do not suck too much electrolyte into the tube.
• Allow the float to move freely and hold the hydrometer at eye
level.
• The hydrometer reading must be taken at the highest
electrolyte level.
(Reference)
• Specific gravity slightly varies with temperature. To be exact, the
specific gravity decreases by 0.0007 with an increase of 1 °C
(0.0004 with an increase of 1 °F) in temperature, and increases
by 0.0007 with a decreases of 1 °C (0.0004 with a decrease of 1
°F).
Therefore, using 20 °C (68 °F) as a reference, the specific gravity
reading must be corrected by the following formula :
- Specific gravity at 20 °C = Measured value + 0.0007 x
(electrolyte temperature : 20 °C)
- Specific gravity at 68 °F = Measured value + 0.0004 x
(electrolyte temperature : 68 °F)
Specific Gravity State of Charge
1.260 Sp. Gr. 100 % C har ged
1.230 Sp. Gr. 75 % Char ged
1.140 Sp. Gr. Very Little Useful Capacity
1.110 Sp. Gr. Discharged
At an electrolyte temperature of 20 °C (68 °F)
(a) Good
(b) Bad
(c) Bad
00(D-Kubota)-4-23
Motor Test
CAUTION
• Secure the starter to prevent it from jumping up and down
while testing the motor.
1. Disconnect the battery negative cable from the battery.
2. Disconnect the battery positive cable from the battery.
3. Disconnect the leads from the starter B terminal.
4. Remove the starter from the engine.
5. Connect a jumper lead from the starter C terminal (1) to the
battery positive terminal (2).
6. Connect a jumper lead momentarily between the starter’s body
and the battery negative terminal (3).
7. If the motor does not run, starter is failure.
Repair or replace the starter.
NOTE
• B terminal : It is the terminal which connects the cable from
the battery to the starter.
• C terminal : It is the terminal which connects the cable from
the motor to the magnet switch.
(1) C Terminal (3) Negative Terminal
Magnetic Switch Test

1. Disconnect the battery negative cable from the battery.
2. Disconnect the battery positive cable from the battery.
3. Disconnect the leads from the starter B terminal.
4. Remove the starter from the engine.
5. Connect a jumper lead from the starter S terminal (1) to the
battery positive terminal (2).
6. Connect a jumper lead momentarily between the starter’s body
and the battery negative terminal (3).
7. If the pinion gear does not pop out, the magnetic switch is failure.
Repair or replace the starter.
NOTE
• B terminal : It is the terminal which connects the cable from
the battery to the starter.
• S terminal : It is the terminal which connects the cable from
the starter switch to the magnet switch.
(1) S Terminal (3) Negative Terminal
Magnet Switch Continuity Test

1. Check the continuity across the C terminal (1) and the B terminal
(2) with a circuit tester, pushing in the plunger.
2. If not continuous or if a certain value is indicated, replace the
magnet switch.
(1) C Terminal (2) B Terminal
00(D-Kubota)-4-24
Alternator on Unit Test

(Before testing)
• Before alternator on unit test, check the battery terminal connec-
tions, circuit connection, fan belt tension, charging indicator lamp,
fuses on the circuit, and abnormal noise from the alternator.
• Prepare full charged battery for the test.
NOTE
• Be careful not to touch the rotating engine parts while
engine is running.
Keep safety distance from the engine rotating parts.
1. Start the engine.
2. When the engine is operating measure the voltage between two
battery terminals. If the voltage is between 13.8 V and 14.8 V,
the alternator is operating normally.
3. If the results of alternator on unit test are not within the
specifications, disassemble the alternator and check the each
component part for finding out the failure. See the
“DISASSEMBLING AND ASSEMBLING” and “SERVICING” for
alternator.
Regulating voltage at no 13.8 to 14.8 V at 25 °C
Factory spec.
load (77 °F)
Intake Air Heater

1. Disconnect the lead.
2. Measure the resistance between + terminal (1) and intake air
heater body (2).
3. If the resistance is infinity, the intake air heater is faulty.
Intake air heater Approx. 0.3 Ω
Factory spec.
resistance (At cold occasion)
(1) + Terminal (2) Intake Air Heater Body
Engine Stop Solenoid

1. Remove the engine stop solenoid from the engine.
2. Connect the jumper leads from the pulling coil P terminal to the
switch (3), and from switch (3) to the battery positive terminal.
3. Connect the jumper leads from the holding coil H terminal to the
switch (4), and from switch (4) to the battery positive terminal.
4. Connect the jumper leads from the engine stop solenoid body to
the battery negative terminal.
5. When switch (4) is turn on, the plunger pull into the solenoid body
and then turn off the switch (4), the plunger comes out.
6. Turn on the switch (3) then turn on the switch (4), the plunger pull
into the solenoid body and it keep in holding position after turn off
the switch (4).
7. If the plunger is not attracted, the engine stop solenoid is faulty.
IMPORTANT
• Never apply the current for pulling coil more than two
seconds when inspecting.
(1) Connector P : Terminal for Pulling Coil
(2) Battery H : Terminal for Holding Coil
(3) Switch for Holding Coil
(4) Switch for Pulling Coil
00(D-Kubota)-4-25
(7) Turbocharger
Turbine Side
1. Check the exhaust port (3) and inlet port (5) side of turbine
housing (1) to see if there is no exhaust gas leak.
2. If any gas leak is found, retighten the bolts and nuts or replace
the gasket (2) / (4) / (6) with new one.
(1) Turbine Housing (4) Gasket
(2) Gasket (5) Inlet Port
(3) Exhaust Port (6) Gasket
Compressor Side
1. Check the inlet hose (1) of the compressor cover (3) to see if
there is no air leak.
2. Check for loose connections or cracks in the suction side of the
intake hose.
3. If any air leak is found, change the clamp (2) and or inlet hoses.
(1) Inlet Hose (3) Compressor Cover
(2) Clamp
Radial Clearance
1. If the wheel contact to the housing, replace the turbocharger
assembly with new one.
00(D-Kubota)-4-26
[2] EGR SYSTEM

(1) Checking the function of EGR system (V3800DI-T-E3B Engine)
1. Check the coolant temperature and monitor the coolant
temperature while checking 1) and 2).
2. If the coolant temperature is already 55 °C (131 °F), cool down
the engine.
3. Start the engine and go to check 1) immediately.
4. After completing checking 1), arrange the coolant temperature is
getting over 70 °C (158 °F).
5. If the coolant temperature is over 70 °C (158 °F), go to check 2).
(a) Measuring Place of EGR Pipe
Surface Temperature
1) If the coolant temperature is under 55 °C (131 °F), the surface temperature of EGR pipe must be under
50 °C (122 °F).
00(D-Kubota)-4-27
2) If the coolant temperature is over 70 °C (158 °F), the surface temperature of EGR pipe must be over
100 °C (212 °F).
00(D-Kubota)-4-28
[3] DISASSEMBLING AND ASSEMBLING

(1) Draining Oil and Coolant
Draining Engine Oil
<A> 1. Start and warm up the engine for approx. 5 minutes.
3. Remove the drain plug (1) to drain oil.
4. After draining, screw in the drain plug.
(When refilling)
• Fill the engine oil up to the upper line on the dipstick (2).
IMPORTANT
temperature.


Draining Coolant
CAUTION
• Never remove radiator cap while operating or immediately
after stopping. Otherwise, hot water will spout out from the
radiator. Wait for more than ten minutes to cool the radiator,
before opening the cap.
1. Prepare a bucket. Open the coolant drain cock.
(1) Coolant Drain Cock
(2) External Components

Air Cleaner, Muffler and Others
1. Remove the air cleaner and muffler.
2. Remove the fan, fan belt, alternator and starter.
(When reassembling)
• Check to see that there are no cracks on the belt surface.
IMPORTANT
• After reassembling the fan belt, be sure to adjust the fan belt
tension.
• Do not confuse the direction of the fan. Attach the fan with
its “1C010” marking facing frontward (toward the radiator).
00(D-Kubota)-4-29
(3) Turbocharger (V3800DI-T-E2B Engine)
CAUTION
• While the engine is running and or just after it stops, the turbocharger is hot, be careful not to touch the
turbocharger.
NOTE
• When detaching and attaching the turbocharger assembly, be very careful not to allow dust, dirt and other
foreign matter in the oil pipes.
• When the turbocharger assembly has been replace, pour fresh engine oil through the oil filler port of the
turbocharger.
• Before starting the engine, make sure that air cleaner is in position.
Oil Pipe
1. Remove the joint bolt (5) and clamp (4) and take off the pipe 1 (2).
2. Remove the bolts (1) and release the clamp (6).
3. Disconnect the oil pipe 2 (7) and pipe 4 (3).
(When reassembling)
• Pour fresh engine oil through the oil filler port of the turbocharger.
• Replace the gasket with new one.
• Be careful not to allow dust, dirt and other foreign matters in the
oil pipes.
NOTE
• Tape or plug all openings to prevent foreign matters from
damaging the oil cavities in the turbocharger.
(1) Bolt (5) Joint Bolt
(2) Oil Pipe 1 (6) Clamp
(3) Oil Pipe 4 (7) Oil Pipe 2
(4) Clamp
Turbocharger
1. Remove the screw (1) and bolt (3).
2. Take off the turbocharger assembly (2).
(When reassembling)
(1) Screw (3) Bolt
(2) Turbocharger Assembly
00(D-Kubota)-4-30
(4) Turbocharger (V3800DI-T-E3B Engine)

CAUTION
• While the engine is running and or just after it stops, the turbocharger is hot, be careful not to touch the
turbocharger.
NOTE
• When detaching and attaching the turbocharger assembly, be very careful not to allow dust, dirt and other
foreign matter in the oil pipes.
• When the turbocharger assembly has been replace, pour fresh engine oil through the oil filler port of the
turbocharger.
• Before starting the engine, make sure that air cleaner is in position.
Oil Pipe
1. Remove the cover (8)
2. Remove the joint bolt (5) and clamp (4) and take off the pipe 1 (2).
3. Remove the bolts (1) and release the clamp (6).
4. Disconnect the oil pipe 2 (7) and pipe 4 (3).
(When reassembling)
• Pour fresh engine oil through the oil filler port of the turbocharger.
• Be careful not to allow dust, dirt and other foreign matters in the
oil pipes.
NOTE
• Tape or plug all openings to prevent foreign matters from
damaging the oil cavities in the turbocharger.
(1) Bolt (6) Clamp
(2) Oil Pipe 1 (7) Oil Pipe 2
(3) Oil Pipe 4 (8) Cover
(4) Clamp
(5) Joint Bolt
Turbocharger
1. Remove the turbocharger flange (1).
2. Remove the inlet hose (2).
3. Remove the turbocharger assembly (3).
(When reassembling)
(1) Turbocharger Flange

(2) Inlet Hose
(3) Turbocharger Assembly
00(D-Kubota)-4-31
(5) Exhaust Gas Recirculation (EGR) (V3800DI-T-E3B Engine)

EGR Pipe
1. Remove the EGR pipe (1).
(When reassembling)
• Replace the gaskets with new ones.
(1) EGR Pipe
EGR Cooler
1. Remove the EGR cooler (1).
(When reassembling)
(1) EGR Cooler
EGR Cooler Flange

1. Remove the EGR cooler flange (2).
(When reassembling)
(1) Gasket
(2) EGR Cooler Flange
EGR Valve
1. Remove the EGR valve (1).
(When reassembling)
(1) EGR Valve
Reed Valve
1. Remove the reed valve (2) from the EGR valve (1).
(When reassembling)
• Replace the gasket with new ones.
(1) EGR Valve
(2) Reed Valve
00(D-Kubota)-4-32
Thermo Valve (If necessary)

1. Disconnect hoses (1), (2).
2. Remove the thermo valve (3).
NOTE
• If you drop the thermo valve (3), replace the thermo valve (3)
with new one.
(When reassembling)
• Securely connect the hoses (1), (2).
30 to 39 N·m
Tightening torque Thermo valve 3.0 to 4.0 kgf·m
22 to 28 lbf·ft
(1) Hose to EGR Valve (a) Boost Pressure from Intake

(2) Hose from Intake Manifold Flange Manifold
(3) Thermo Valve (b) Boost Pressure to EGR Valve
00(D-Kubota)-4-33
(6) Cylinder Head and Valves

Cylinder Head Cover and Nozzle Holder
1. Remove the injection pipes (2).
2. Remove the cylinder head cover (1).
3. Remove the over flow pipe (3).
4. Remove the nozzle holder clamps (4), nozzle holder assembly
(5) and nozzle gaskets.
(When reassembling)
• Check to see that the cylinder head cover gasket is not defective.
• Be sure to place the nozzle gaskets.
• Tighten the head cover mounting bolts to specified torque.
• Mount the check valve with the mark toward the tank.
17.7 to 20.6 N·m
13.0 to 15.2 ft-lbs
9.8 to 11.3 N·m
Tightening torque 1.0 to 1.15 kgf·m
retaining screw
(V3800DI-T-E2B) 7.23 to 8.32 ft-lbs
6.9 to 11.3 N·m
5.1 to 8.32 ft-lbs
19.6 to 24.5 N·m
14.5 to 18.1 ft-lbs
18 to 20 N·m
13 to 15 lbf·ft
9.8 to 11.2 N·m
joint screw
(V3800DI-T-E3B) 7.24 to 8.31 lbf·ft
6.9 to 11.2 N·m
5.1 to 8.31 lbf·ft
23 to 36 N·m
17 to 26 lbf·ft
(1) Head Cover (4) Nozzle Holder Clamps

(2) Injection Pipe (5) Nozzle Holder Assembly
(3) Overflow Pipe
00(D-Kubota)-4-34
Rocker Arm and Push Rod

1. Remove the rocker arm (3) as a unit.
2. Remove the push rods (1).
3. Remove the bridge arm (4).
(When reassembling)
• When putting the push rods onto the tappets (2), check to see if
their ends are properly engaged with the grooves.
IMPORTANT
• After reassembling the rocker arm, be sure to adjust the
valve clearance.
49.0 to 55.9 N·m
Tightening torque Rocker arm bracket screw 5.0 to 5.7 kgf·m
36.2 to 41.2 ft-lbs
(1) Push Rod (3) Rocker Arm

(2) Tappet (4) Bridge Arm
Injection Nozzle Oil Seal (if necessary)

1. Remove the injection nozzle oil seal (2) from cylinder head cover
(1).
(When reassembling)
• When installing the injection nozzle oil seal, use new one.
(1) Cylinder Head Cover (2) Injection Nozzle Oil Seal
00(D-Kubota)-4-35
Cylinder Head and Tappet

1. Loosen the pipe band, and remove the water return pipe (1).
2. Disconnect the fuel pipe (2) first and then the fuel filter (3).
3. Remove the IN. / EX. Manifold.
4. Remove the cylinder head screw in the order of (18) to (1), and
remove the cylinder head.
5. Remove the cylinder head gasket.
6. Remove the tappets (4) from the crank case.
(When reassembling)
• Replace the head gasket with a new one.
• Before installing the tappets (4), apply engine oil thinly around
them.
• When mounting the gasket, set it to the knock pin hole. Take
care not to mount it reversely.
• The cylinder head should be free of scratches and dust.
• Take care for handling the gasket not to damage it.
• Install the cylinder head.
• Tighten the cylinder head screw gradually in the order of (1) to
(18) after applying engine oil.
• Be sure to adjust the valve clearance. See the “Valve
Clearance”.
• It is not necessary to retighten the cylinder head screw after
running the engine for 30 minutes.
IMPORTANT
• When replacing a piston, piston pin bush, connecting rod or
crankpin bearing, select the cylinder head gasket thickness
to meet with the top clearance refer to the “Selecting
Cylinder Head Gasket”.
NOTE
• Mark the cylinder number to the tappets to prevent
interchanging.
98.1 to 107.9 N·m
Cylinder head mounting
screw
72.3 to 79.6 ft-lbs
(1) Return Pipe A : Gear Case Side

(2) Fuel Pipe B : Flywheel Side
(3) Fuel Filter
(4) Tappet
00(D-Kubota)-4-36
Selecting Cylinder Head Gasket

Replacing the Cylinder Head Gasket
1. Make sure to note the notch (a), (b) or (c) of cylinder head gasket
(1) in advance.
2. Replace the same notch (a), (b) or (c) as the original cylinder
head gasket (1).
Selecting the Cylinder Head Gasket
• Select the cylinder head gasket (1) thickness to meet with the top
clearance when replacing the piston, piston pin bush, connecting
rod or crankpin bearing.
1. Measure the piston head’s protrusion or recessing from the
crankcase cylinder face 4 spots per each piston and (average of
four pistons) using the dial gauge as shown in figure.
2. Select the suitable cylinder head gasket refer to the table below.
Thickness of cylinder Piston Head’s
Notch of head gasket protrusion or
Cylinder recessing from the
Part Code
Head Before After level of crankcase
Gasket tightening tightening cylinder face.
(average of 4 pistons)
2 notches 0.90 mm 0.80 mm -0.07 to +0.049 mm
1G514-03310
(a) 0.0354 in. 0.0315 in. -0.0028 to +0.0019 in.
1 notch 1.00 mm 0.90 mm +0.050 to +0.149 mm
1G514-03600
(b) 0.0394 in. 0.0354 in. +0.0020 to +0.0058 in.
Without 1.05 mm 0.95 mm +0.150 to +0.20 mm
1G514-03610
notch (c) 0.0413 in. 0.0374 in. +0.0059 to +0.0078 in.
(1) Cylinder Head Gasket (a) 2 Notches

(2) Measuring Point (b) 1 Notch
(A) Gear Case Side (c) Without Notch
(B) Flywheel Side
Valve
1. Remove the valve spring collets (1) after compressing the valve
spring (3) with the valve spring retainer (2).
(When reassembling)
• Install the valve spring with its small-pitch end downward (at the
head side).
• Wash the valve stem and valve guide hole, and apply engine oil
sufficiently.
• After installing the valve spring collets, lightly tap the stem to
assure proper fit with a plastic hammer.
(1) Valve Spring Collet (7) Large Pitch
(2) Valve Spring Retainer (8) Smaller Pitch
(3) Valve Spring (9) Install the spring with its smaller-
(4) Valve Stem Seal pitch end downward (at the head
(5) Arm Bridge side)
(6) Valve
00(D-Kubota)-4-37
(7) Thermostat
Thermostat Assembly
1. Remove the thermostat cover mounting screws, and remove the
thermostat cover (1).
2. Remove the thermostat assembly (3).
(When reassembling)
• Apply a liquid gasket (Three Bond 1215 or equivalent) only at the
thermostat cover side of the gasket (2).
• Attach the thermostat with its hole facing toward the air suction
side.
(1) Thermostat Cover (3) Thermostat Assembly
(2) Thermostat Cover Gasket (4) Hole
00(D-Kubota)-4-38
(8) Injection Pump Unit

Injection Pump Unit (V3800DI-T-E2B Engine)
(Removing the fuel injection pump unit)
1. Detach the gear cover for the fuel injection pump unit from the
gearcase.
2. Place the piston of the 4th cylinder at the top dead center in the
compression stroke. Fix the flywheel with the flywheel stopper.
IMPORTANT
• Look for the align mark on the idle gear 2. Using a white
marking pen or the like, put an align mark on the engaged
tooth of the idle gear. This helps to reassemble these gears
in mesh later.
NOTE
• When the already existing align marks align with each other,
there is no need to put another align mark.
3. Unscrew the two plugs (3) of the injection pump unit.
4. Tighten the upper fuel cam shaft lock screw (5) until it comes into
contact with the fuel cam shaft. Make sure the cam shaft does
not move any longer.
5. Tighten the lower fuel cam shaft lock screw (5) until it comes into
contact with the fuel cam shaft.
NOTE
• Never overtighten the lock screws when they have come into
contact with the cam shaft. Otherwise the injection pump
itself may get damaged.
• Use of a socket set screw (dog point type) in recommended
for best results. Such screw can be constructed as shown
in figure (a).
6. Loosen the injection pump gear mounting nut. Using the specific
gear puller, take out the gear (6).
NOTE
• Be careful not to drop the key.
7. Disconnect the lubricating oil pipe (4).
8. Loosen the three injection pump unit mounting nuts (2).
9. Remove the injection pump unit support (1) and take out the
injection pump unit.
A M8 Pitch 1.25
B 5 mm dia. (0.197 in. dia.)
C 4 mm (0.157 in.)
D 45 mm (1.772 in.)
E 10 mm (0.39 in.) : Conspicuously Painted
(1) Injection Pump Unit Support (4) Lubricating Oil Pipe

(2) Injection Pump Unit Mounting Nut (5) Fuel Cam Shaft Lock Screw
(3) Plug (Socket Set Screw Dog Point Type)
(6) Injection Pump Gear
00(D-Kubota)-4-39
Injection Pump Unit (V3800DI-T-E2B Engine) (Continued)

(Reassembling the fuel injection pump unit)
1. Place the piston of the 4th cylinder at the top dead center in the
compression stroke. Fix the flywheel with the flywheel stopper.
2. Place the injection pump gear (1) back into the gear case
position. Make sure of aligning the align marks of the injection
pump gear (1) and the idle gear 2 (3).
3. Install the injection pump unit to the injection pump gear (1).
NOTE
• When installing the injection pump unit to the injection
pump gear, make sure that the key is fit in the keyway of
injection pump gear.
4. Temporarily tighten the injection pump gear mounting nut by
hand.
5. Fix the injection pump unit and tighten the injection pump gear
mounting nut to the specified torque.
6. Take off the fuel cam shaft lock screws (4) and tighten the plugs
(5) for plugging.
7. Loose the injection pump unit mounting nuts (7) for aligning the
injection timing.
8. Moving the injection pump unit clockwise (viewed from gear case
side), align the injection timing marks (6) on the injection pump
unit and on the gear case.
9. Tighten the injection pump unit mounting nut (7) to the specified
torque.
10.Reconnect the lubricating oil pipe (8) and place the injection
pump unit support and the gear cover of the injection pump unit.
11.Remove the flywheel stopper.
12.Check the injection timing. (See the “Injection Timing”.)
13.If the injection timing is not within the specification, repeat (7) to
(12) again.
73.6 to 83.4 N·m
Injection pump gear
7.5 to 8.5 kgf·m
mounting nut
54.2 to 61.5 ft-lbs
Tightening torque
17.7 to 20.6 N·m
Injection pump unit
1.8 to 2.1 kgf·m
mounting nut
13.0 to 15.2 ft-lbs
(1) Injection Pump Gear (5) Plug

(2) Align mark of the Injection Gear (6) Align Mark
(3) Idle Gear 2 (7) Injection Pump Unit Mounting Nut
(4) Fuel Cam Shaft Lock Screw (8) Lubricating Oil Pipe
(Socket Set Screw Dog Point Type)
00(D-Kubota)-4-40
Injection Pump Unit [V3800DI-T-E3B Engine]

(Removing)
1. Removing the timer lubricating pipe (1).
2. Remove the injection pump gear cover (2).
3. Set the timer 0 ° restoring jig (4) to the timer gear (3).
4. Turn the flywheel counter-clockwise slowly.
5. Set the flywheel 1 TC mark to align T.D.C. mark on flywheel

housing or rear end plate in order to set the No.4 piston at
compression top dead center.
IMPORTANT
• If the flywheel 1 TC mark passes T.D.C., Turn back the
flywheel clockwise around 90 degree, and try to set T.D.C.
again. (go back to the procedure 4..)
• If you set the T.D.C. by turning flywheel clockwise, the gears
backlash becomes maximum.
6. Check the injection pump gear timing mark.
If the injection pump gear / timer gear timing mark (5) meshes to
the idle gear teeth, No.4 piston is at compression top dead
center.
If not so, turn the flywheel 360 degree counter-clockwise.
(go back to the procedure 4..)
7. Fix the flywheel not to turn.
8. Put the temporary mark (6) on the idle gear teeth, which the
injection pump gear / timer gear timing mark (5) meshes, with
white marking pen.
It is very helpful to reassemble the injection pump gear / timer
gear later.
(1) Timer Lubricating Pipe
(2) Injection Pump Gear Cover
(3) Timer Gear
(5) Injection Pump Gear / Timer Gear
Timing Mark
(6) Temporary Mark
00(D-Kubota)-4-41
Injection Pump Unit [ V3800DI-T-E3B Engine] (Continued)
9. Remove the plugs (1).

NOTE
• When you tighten the fuel camshaft lock screw, the
tightening order (upper / lower) is different in the engine
model.
• Recommend you use a socket set screw (dog point type) as
a fuel camshaft lock screw for preventing the damage of
screw hole tread. (See the figure (a))
A M8 x Pitch 1.25
B 5.0 mm dia. (0.20 in. dia.)
C 4.0 mm (0.16 in.)
D 45 mm (1.8 in.)
E 10 mm (0.39 in.) : Conspicuously Painted
• Do not overtighten the fuel camshaft lock screws.
10.Tighten the upper fuel camshaft lock screw (2) securely.
IMPORTANT
• When tighten the lock screw at this moment, the timing
gears backlash becomes “0” (Zero).
11.Tighten the lower fuel camshaft lock screw (2) securely.
12.Remove the imer gear mounting nut and washer.
13.Set the timer gear puller (4).

14.Pull out the timer gear.
(1) Plug
(2) Fuel Camshaft Lock Screw
(4) Timer Gear Puller
00(D-Kubota)-4-42
Injection Pump Unit [ V3800DI-T-E3B Engine) (Continued)
15.Disconnect the governor lubricating pipe (6).
16.Remove the injection pump unit support (7).
17.Hold the injection pump unit not to drop.
18.Remove the injection pump unit mounting nuts (5).
19.Remove the injection pump unit.

(5) Injection Pump Unit Mounting Nut
(6) Governor Lubricating Pipe
(7) Injection Pump Unit Support
00(D-Kubota)-4-43
Injection Pump Unit [ V3800DI-T-E3B Engine) (Continued)

(Reassembling)
1. Make sure that No.4 piston is at compression top dead center.
2. Set the timer 0 ° restoring jig (5) to the timer gear (4).
3. Set the timer gear (4) into the gear case position.
4. Make sure that the timing marks between

timer gear (4) align correctly.
5. Install the injection pump unit to the
timer gear (4) as aligning key of fuel camshaft and key way of
timer gear (4).
6. Set the injection pump gear mounting nut / timer gear mounting
nut and washer temporarily.
7. Tighten the injection pump unit mounting nuts securely.
8. Tighten the injection pump gear mounting nut / timer gear
mounting nut securely.
9. Set the governor lubricating pipe.
10.Set the injection pump unit support.
11.Remove the timer 0 ° restoring jig (5).
12.Set the injection pump gear cover.
13.Set the timer gear lubricating pipe.
14.Remove the fuel camshaft lock screws (6).
IMPORTANT
• Make sure that you remove the fuel camshaft lock screws.
Otherwise, injection pump unit housing case can get a
damage.
15.Set the plugs.
16.Remove the flywheel stopper.
17.Check the injection timing. (See the “Injection Timing”.)
(4) Timer Gear

(6) Fuel Camshaft Lock Screw
00(D-Kubota)-4-44
Governor Housing Assembly

1. Remove the injection pump unit from the engine. (See the
“Injection Pump Unit”.)
2. Remove the governor lubricating pipe (3).
3. Remove the stop solenoid (1).
4. Detach the sight cover (2) from the injection pump unit.
5. Unhook the start spring (7) from the rack pin (6) of injection pump
assembly.
6. Remove the nut (5).
NOTE
• Be careful not to drop the nut inside.
7. Slide off the governor connecting rod (4) from the rack pin of
injection pump assembly.
8. For convenient sake, temporarily hook the start spring on the
rack pin hole of the governor connecting rod.
9. Remove the governor housing mounting screws.
10.Detach the governor housing assembly (8) from the injection
pump unit.
(When reassembling)
• When reassembling the inside parts, put the oil on each inside
part slightly.
• After sliding on the governor connecting rod to the rack pin,
tighten the nut with the specified torque with using the jig for
keeping the governor connecting rod horizontal. (See the
Replacing Injection Pump Assembly.)
• After tightening the nut, hook the start spring on the rack pin.
• Check the movement of control rack of injection pump assembly
by the stop lever.
NOTE
• When installing the governor housing assembly to the
injection pump unit, be careful not to damage O-ring (9).
• When linking the governor connecting rod to the rack pin of
injection pump, use the jig for keeping the governor
connecting rod horizontal. Otherwise the control rack may
be stuck, and causes to be difficult to start the engine or
hunting of governor. (See the Replacing Injection Pump
Assembly.)
9.8 to 11.3 N·m
Governor housing
1.00 to 1.15 kgf·m
mounting screw
7.23 to 8.32 ft-lbs
Tightening torque
2.8 to 4.0 N·m
Anti-rotation nut 0.29 to 0.41 kgf·m
2.1 to 3.0 ft-lbs
(1) Stop Solenoid (6) Rack Pin

(2) Sight Cover (7) Start Spring
(3) Governor Lubricating Pipe (8) Governor Housing Assembly
(4) Governor Connecting Rod (9) O-ring
(5) Anti-Rotation Nut
00(D-Kubota)-4-45
Governor Fork Lever Assembly

1. Pull off the governor fork lever shaft (1) with the extra bolt (Dia :
4 mm, Pitch : 0.7 mm, Length : more than 25 mm) (2).
2. Unhook the governor spring (3) at the governor fork lever (4)
side.
3. Remove the governor fork lever assembly from the governor
housing (5).
(When reassembling)
• After reassembling the governor housing assembly, check the
movement of the governor fork lever assembly, the speed control
lever and the stop lever.
NOTE
• When assembling the inside parts, put the oil on each inside
part slightly.
• Be careful not to deform the start spring.
(1) Governor Fork Lever Shaft (3) Governor Spring
(2) Extra Bolt (4) Governor Fork Lever
(Dia : 4 mm, Pitch : 0.7 mm, (5) Governor Housing
Length : more than 25 mm)
Boost Arms (If equipped Boost Compensator)

1. Remove the boost actuator (1).
2. Remove the cir-clip (2).
3. Remove the boost arms (3) and the boost spring (4) from the pin
(5).
39.2 to 45.1 N·m
Tightening torque Boost actuator 4.0 to 4.6 kgf·m
28.9 to 33.3 ft-lbs
(1) Boost Actuator (4) Boost Spring

(2) Cir-clip (5) Pin
(3) Boost Arm
00(D-Kubota)-4-46
Governor Lever
1. Remove the speed control lever (1) and the return spring (2).
2. Remove the governor lever assembly (4) from the governor
housing.
3. Remove the start spring (5) and the stop spring (3).
(1) Speed Control Lever (4) Governor Lever Assembly
(2) Return Spring (5) Start Spring
(3) Stop Spring
Stop Lever
1. Remove the stop lever (1) and the return spring (2).
2. Remove the stop lever shaft (3).
(1) Stop Lever (3) Stop Lever Shaft
(2) Return Spring
00(D-Kubota)-4-47
Fuel Camshaft and Governor Weight

1. Separate the governor housing assembly from the injection
pump unit. (See the “Injection Pump Unit”.)
2. Remove the governor sleeve (1).
3. Remove the injection pump assembly (2).
4. Remove the fuel camshaft lock screws.
5. Fix the fuel camshaft with open end wrench (3), and remove the
governor weight mounting nut and the governor weight (4).
6. Loosen the fuel camshaft stopper mounting screws and remove
the fuel camshaft stopper (5).
7. Pull out the fuel camshaft (8) and bearings (6) together.
8. Remove the spacer (V3800DI-T-E3B Engine)
9. After removing the bearing’s cir-clip (7), press out the bearings.
NOTE
• Do not use the fuel camshaft lock bolts, when removing the
governor weight mounting nut. Otherwise, the lock bolts or
injection pump housing might get damage.
(When reassembling)
• Press the bearings into the fuel camshaft.
• Set the cir-clip at the gear side’s bearing.
• Install the fuel camshaft and bearings to the injection pump
housing.
• Attach the fuel camshaft stopper and tighten the fuel camshaft
stopper mounting screws with the specified torque.
• Attach the governor weight to the fuel camshaft and tighten the
governor weight mounting nut with specified torque.
23.5 to 27.5 N·m
Injection pump mounting
2.4 to 2.8 kgf·m
screw
17.4 to 20.3 ft-lbs
Tightening torque
17.7 to 20.6 N·m
1.8 to 2.1 kgf·m
nut
13.0 to 15.2 ft-lbs
(1) Governor Sleeve (6) Bearing

(2) Injection Pump Assembly (7) Cir-clip
(3) Open End Wrench (22 mm) (8) Fuel Camshaft
(4) Governor Weight (9) Key Way of Fuel Camshaft
(5) Fuel Camshaft Stopper
00(D-Kubota)-4-48
Fuel Camshaft and Governor Weight (Continued)

(When reassembling)
• Fix the fuel camshaft with lock bolts as the key way of fuel
camshaft (9) is upward.
• Install the injection pump assembly to the injection pump
housing.
• Attach the O-ring and the cover and tighten the cover mounting
bolts.
• Install the governor sleeve to the fuel camshaft.
• Check the movement of the governor sleeve.
NOTE
• Be careful not to damage the O-ring.
• Be careful the direction of the governor sleeve.
• When reassembling the inside parts, put the oil on each
inside part slightly.
7.9 to 9.3 N·m
Fuel camshaft stopper
0.80 to 0.95 kgf·m
mounting screw
5.8 to 6.9 ft-lbs
Tightening torque
62.8 to 72.6 N·m
Governor weight mounting
6.4 to 7.4 kgf·m
nut
46.3 to 53.5 ft-lbs
(1) Governor Sleeve (6) Bearing

(2) Injection Pump Assembly (7) Cir-clip
(3) Open End Wrench (22 mm) (8) Fuel Camshaft
(4) Governor Weight (9) Key Way of Fuel Camshaft
(5) Fuel Camshaft Stopper
00(D-Kubota)-4-49
Replacing Injection Pump Assembly (If necessary)

• The injection pump can be replaced with the crankshaft in
whatever position.
1. Disconnect all injection pipes (1).
2. Disconnect the fuel hose (6) and fuel overflow pipe (4).
3. Disconnect the connector (2) from the stop solenoid. Then
remove the stop solenoid (3).
4. Detach the sight cover (7) from the injection pump unit.
5. Unhook the start spring (10), and remove the anti-rotation nut (9).
6. Just loosen the injection pump assembly mounting screws and
nuts like the figure, which the injection pump assembly keeps
tilted.
7. Slide off the governor connecting rod (8) from the rack pin of
injection pump assembly.
8. Remove the injection pump mounting screws and nuts, and take
out the injection pump assembly (5).
NOTE
• Be careful not to drop the anti-rotation nut (9).
• Be careful not to deform the start spring.
• When taking out the injection pump assembly, be careful not
to hit it against the governor connecting rod.
(When reassembling)
• Install the new injection pump according to the installing
procedure.
(1) Injection Pipe (6) Fuel Hose
(2) Connector (7) Sight Cover
(3) Stop Solenoid (8) Governor Connecting Rod
(4) Fuel Overflow Pipe (9) Anti-Rotation Nut
(5) Injection Pump Assembly (10) Start Spring
00(D-Kubota)-4-50
Installing Procedure of Injection Pump Assembly

1. Install the fuel injection pump assembly (1) in its unit (2), and
tighten the mounting screws and nuts like the figure, which the
injection pump assembly (1) keeps tilted.
2. Hook the governor connecting rod (4) to the rack pin of the
injection pump assembly (1).
3. Tighten the mounting screws and nuts with the specified torque,
not to slide off the governor connecting rod (4) from the rack pin.
4. Place the service jig (3) in the stop solenoid mounting hole of the
fuel injection pump unit.
5. Make sure the permanent magnet at the tip of the service jig is
attracted to the governor connecting rod (4). To do this, turn the
jig a little clockwise and counterclockwise and look into the fuel
injection pump unit sight hole to see if the governor connecting
rod (4) moves right and left accordingly.
6. Slightly tighten the anti-rotation nut of the governor connecting
rod.
7. Holding down the service jig (3) by hand, tighten up the anti-
rotation nut (5) to the specified torque.
8. Hook the start spring (6) to the rack pin (7).
(1) Fuel Injection Pump Assembly (5) Anti-rotation Nut

(2) Fuel Injection Pump Unit (6) Start Spring
(3) Service Jig (7) Rack Pin
(4) Governor Connecting Rod
00(D-Kubota)-4-51
Installing Procedure (Continued)

1. Move the stop lever (1) and visually check to see if the fuel
injection pump control rack comes smoothly back to the start
position by the counter force of the start spring.
2. If the control rack fails to move back smoothly, remove the start
spring and the anti-rotation nut, take the above steps from 2 of
the former page again.
3. Finally fit the sight cover and the stop solenoid back into place.
2.8 to 4.0 N·m
Anti-rotation nut 0.29 to 0.41 kgf·m
2.1 to 3.0 ft-lbs
23.5 to 27.5 N·m
screw
17.4 to 20.3 ft-lbs
17.7 to 20.6 N·m
1.8 to 2.1 kgf·m
nut
13.0 to 15.2 ft-lbs
(1) Stop Lever (2) Sliding Point between Governor Fork

Lever and Governor Connecting Rod
Fan Drive Pulley

1. Set the stopper to the flywheel.
2. Remove the crankshaft screw (2).
3. Draw out the fan drive pulley (1).
(When reassembling)
255.0 to 274.6 N·m
Tightening torque Crankshaft screw 26.0 to 28.0 kgf·m
188.1 to 202.5 ft-lbs
(1) Fan Drive Pulley (2) Crankshaft Screw
00(D-Kubota)-4-52
(9) Water Pump and Oil Cooler

Water Pump
1. Remove the pipe band and the water pipe (1).
2. Remove the water pump (2).
(When reassembling)
• When mounting the water pump, take care not to forget mounting
the O-ring and not to let it out of position.
(1) Water Pipe (2) Water Pump
Oil Cooler
1. Remove the water pipe (1).
2. Remove the oil filter cartridge (2) and the oil cooler joint screw
(3).
3. Remove the oil cooler (4).
39.2 to 44.1 N·m
Tightening torque Oil cooler joint screw 4.0 to 4.5 kgf·m
28.9 to 32.5 ft-lbs
(1) Water Pipe (3) Oil Cooler Joint Screw

(2) Oil Filter Cartridge (4) Oil Cooler
00(D-Kubota)-4-53
(10) Gear Case and Timing Gears

Gear Case Cover
1. Remove the gear case cover.
(When reassembling)
• Confirm that the liquid gasket coating surface is free of water,
dust and oil in order to maintain sealing effect.
• Carefully apply the adhesive evenly. (Refer to the figure on the
left.)
NOTE
• When mounting the adhesive-applied parts, take care to fit
them to the mating parts.
• Assemble the adhesive-applied parts within ten minutes.
• Apply a liquid gasket (Three Bond 1217D) to the gear case
cover.
23.5 to 27.5 N·m
Gear case cover
2.4 to 2.8 kgf·m
mounting screw (7T)
Tightening torque 17.4 to 20.3 ft-lbs
Gear case cover 33 to 36 N·m

3.3 to 3.7 kgf·m
mounting screw (10T)
24 to 26 lbf·ft
(1) Liquid Gasket
Relief Valve
1. Remove the relief valve retaining screw (1).
2. Remove the relief valve (2), the spring (3) and the packing (4).
68.6 to 78.4 N·m
Relief valve retaining
screw
50.6 to 57.9 ft-lbs
(1) Relief Valve Retaining Screw (3) Spring

(2) Relief Valve (4) Packing
Idle Gear and Camshaft

1. Remove three set screws of the idle gear and draw out the idle
gear 1, 2.
2. Remove two set screws of the camshaft stopper and draw out the
camshaft.
(When reassembling)
• Set the crankshaft at the top dead center of No. 1 and 4 cylinder
and the camshaft key to the top position and align the marks of
idle gear 1 (3) and idle gear 2 (2) to assemble them. (Refer to the
figure on the left.)
• Mount the injection pump gear (1) after installing the gear case.
23.5 to 27.5 N·m
Camshaft set screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs
Tightening torque
23.5 to 27.5 N·m
Idle gear mounting screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs
(1) Injection Pump Gear (4) Cam Gear

(2) Idle Gear 2 (5) Crank Gear
(3) Idle Gear 1
00(D-Kubota)-4-54
Idle Gear 1 and Idle Gear 2 (for Balancer Model)

1. Remove the idle gear mounting screw (1).
2. Draw out the idle gear (2) and (3).
(When reassembling)
• When installing the idle gear (2) and (3), be sure to place the 4th
cylinder piston at the top dead center in compressio then, align
all mating marks on each gear to assemble the timing gears, set
the idle gear last.
23.5 to 27.5 N·m
Tightening torque Idle gear mounting screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs
(1) Idle Gear Mounting Screw (3) Idle Gear 2

(2) Idle Gear 1
Camshaft and Balancer Shaft (for Balancer Model)

1. Remove the camshaft set screws and draw out the camshaft (1).
2. Remove the balancer shaft 1 set screws and draw out the
balancer shaft 1 (2).
3. Remove the balancer shaft 2 set screws and draw out the
balancer shaft 2 (6).
(When reassembling)
• When installing the balancer shaft 1 and 2, be sure to place the
4th cylinders piston at the top dead center in compression then,
align all mating marks on each gear to assemble the timing
gears, set the idle gear last.
23.5 to 27.5 N·m
Camshaft set screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs
Tightening torque
23.5 to 27.5 N·m
Balancer shaft set screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs
(1) Camshaft (4) Crank Gear

(2) Balancer Shaft 1 (5) Idle Gear 2
(3) Idle Gear 1 (6) Balancer Shaft 2
00(D-Kubota)-4-55
Plate (Gear Case)

1. Remove the three plate mounting screws(1). Detach the plate
(2).
(When reassembling)
• Apply Three Bond 1217D adhesive or equivalent over the
shaded zones on both sides of the gasket that will be sandwiched
between the crankcase and plate.
• Be sure to fix the O-rings (3).
23.5 to 27.5 N·m
Tightening torque Plate mounting screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs
(1) Plate Mounting Screw (4) Gasket

(2) Plate (5) Liquid Gasket
(3) O-ring
(11) Piston and Connecting Rod
Oil Pan and Oil Strainer

1. Unscrew the oil pan mounting screws and remove the oil pan (1).
2. Unscrew the oil strainer mounting screw, and remove the oil
strainer (2).
(When reassembling)
• Install the oil strainer, using care not to damage the O-ring.
• Apply liquid gasket (Three Bond 1217D) to the oil pan as shown
in the figure.
• Confirm that the liquid gasket coating surface is free of water,
dust and oil in order to maintain sealing effect.
• Carefully apply the adhesive evenly.
NOTE
• To avoid uneven tightening, tighten mounting screws in
diagonal order from the center.
• After cleaning the oil strainer, install it.
• Attach the oil pan with its central drain plug facing toward
the air suction side.
(1) Oil Pan (3) Liquid Gasket
(2) Oil Strainer
00(D-Kubota)-4-56
Connecting Rod Cap

1. Remove the connecting rod screws (1) from connecting rod cap.
2. Remove the connecting rod caps.
(When reassembling)
• Align the marks (a) with each other. (Face the marks toward the
injection pump.)
• Apply engine oil to the connecting rod screws and lightly screw it
in by hand, then tighten it to the specified torque.
If the connecting rod screw won’t be screwed in smoothly, clean
the threads.
If the connecting rod screw is still hard to screw in, replace it.
• When using the existing crank pin metal again, put tally marks on
the crank pin metal and the connecting rod in order to keep their
positioning.
• Fit the crank pin metal in place : its centrally groove side toward
the connecting rod, and the non-grooved side toward the cap.
78.5 to 83.4 N·m
Tightening torque Connecting rod screw 8.0 to 8.5 kgf·m
57.9 to 61.5 ft-lbs
(1) Connecting Rod Screw (a) Mark
Piston
1. Completely clean carbon in the cylinders.
2. Turn the flywheel and set a piston to the top dead center.
3. Pull out the piston upward by lightly tapping it from the bottom of
the crankcase with the grip of a hammer.
(When reassembling)
• Before inserting the piston into the cylinder, apply enough engine
oil to the cylinder.
• When inserting the piston into the cylinder, face the mark (3) on
the connecting rod to the injection pump.
IMPORTANT
• Do not change the combination of cylinder and piston.
Make sure of the position of each piston by marking. For
example, mark “1” on the No. 1 position.
• When inserting the piston into the cylinder, place the gap of
each pison ring like the figure.
• Carefully insert the pistons using a piston ring compressor
(1). Otherwise, their chrome-plated section of piston rings
may be scratched, causing trouble inside the liner.
• When inserting the piston in place, be careful not to get the
molybdenum disulfide coating torn off its skirt. This coating
is useful in minimizing the clearance with the cylinder liner.
Just after the piston pin has been press-fitted, in particular,
the piston is still hot and the coating is easy to peel off. Wait
until the piston cools down.
(1) Piston Ring Compressor (A) Top Ring Gap
(2) Molybdenum Disulfide Coating in (B) Second Ring Gap
piston skirt (C) Oil Ring Gap
(3) Mark (D) Piston Pin Hole
(a) 0.79 rad (45 ) (E) Injection Pump Side
00(D-Kubota)-4-57
Piston Ring and Connecting Rod

1. Remove the piston rings using a piston ring tool.
2. Remove the piston pin (8), and separate the connecting rod (7)
from the piston (6).
(When reassembling)
• Be sure to fix the crankpin bearing and the connecting rod are
same I.D. colors.
• When installing the ring, assemble the rings so that the
manufacture’s mark (12) near the gap faces the top of the piston.
• When installing the oil ring on to the piston, place the expander
joint (10) on the opposite side of the oil ring gap (11).
• Apply engine oil to the piston pin.
• When installing the piston pin, immerse the piston in 80℃ (176
℉) oil for 10 to 15 minutes and insert the piston pin to the piston.
• Assemble the piston to the connecting rod with the ↑ mark (5)
and the connecting rod numbering mark (9) facing same side.
• The end faces of the oil ring are plated with hard chrome. In
putting the piston into the cylinder, be careful not to get the oil ring
scratched by the cylinder. Use the piston ring fitter to tighten up
the oil ring. If the ring’s planting is scratched, it may get stuck on
the cylinder wall, causing a serious trouble.
IMPORTANT
• Mark the same number on the connecting rod and the piston
so as not to change the combination.
(1) Top Ring (10) Expander Joint
(2) Second Ring (11) Oil Ring Gap
(3) Oil Ring (12) Manufacture’s Mark
(4) Piston Pin Snap Pin
(5) Mark (↑) (A) Connecting Rod ID Color : Blue
(6) Piston or without Color
(7) Connecting Rod (B) Crankpin Bearing ID Color : Blue
(8) Piston Pin or without Color
(9) Numbering Mark
00(D-Kubota)-4-58
(12) Flywheel and Crankshaft

Flywheel
1. Install the stopper to the flywheel so that the flywheel does not
turn.
NOTE
• Do not use an impact wrench. Serious damage will occur.
2. Detach the flywheel screws.
3. Remove the flywheel.
(When reassembling)
• Apply engine oil to the flywheel screws.
• Before fitting the flywheel and the crankshaft together, wipe oil,
dust and other foreign substances off their mating faces.
• The flywheel and the crankshaft are fitting together in just one
position. Make sure they are tightly fit and drive the bolts.
98.1 to 107.9 N·m
Tightening torque Flywheel screw 10.0 to 11.0 kgf·m
72.3 to 79.6 ft-lbs
Bearing Case Cover

NOTE
• Before disassembling, check the side clearance of
crankshaft. Also check it during reassembly.
1. Remove the bearing case over mounting screws.
2. Screw two removed screws into the screw hole (2) of bearing
case cover to remove it.
(When reassembling)
IMPORTANT
• In case of replacing the oil seal, use caution when installing
the seal in the bearing case cover as not to install it tilted.
The seal should be flush with the cover.
• Confirm that the liquid gasket coating surface is free of
water, dust and oil in order to maintain sealing effect.
• Apply liquid gasket (Three Bond 1217D) to the bearing case
cover as shown in the figure.
• Before installing the bearing case cover / oil seal assembly,
lube the seal to be careful not to damage the seal while
installing the assembly.
Install the bearing case cover / oil seal assembly to position
the casting mark “UP” on it upward.
• Tighten the bearing case cover mounting screws with even
force on the diagonal line.
NOTE
23.5 to 27.5 N·m
Bearing case cover
mounting screw
17.4 to 20.3 ft-lbs
(1) Top Mark “UP” (3) Liquid Gasket

(2) Screw Hole
00(D-Kubota)-4-59
Flywheel Housing
1. Remove the flywheel housing.
(When reassembling)
• Tighten the flywheel housing mounting screws with even force on
the diagonal line.
• Make sure the crank cases 1 and 2 are clean. Install them in
position, referring to the flywheel housing’s contoured face.
77.5 to 90.2 N·m
Flywheel housing
mounting screw
57.1 to 66.5 ft-lbs
(1) Flywheel Housing
Crankcase 2
1. Remove the crankcase 2 (1).
(When reassembling)
IMPORTANT
• Make sure the crankcase 1 and 2 are clean.
• Apply liquid gasket (Three Bond 1217D) to the crankcase 2
as shown in the figure.
• Tighten the crankcase 2 mounting screws with even force on
the diagonal line.
• Confirm that the liquid gasket coating surface is free of
water, dust and oil in order to maintain sealing effect.
• Carefully apply the adhesive evenly.
NOTE
49.0 to 55.9 N·m
Crankcase 2 mounting
screw
36.2 to 41.2 ft-lbs
(1) Crankcase 2 (2) Liquid Gasket
Crankcase 1 and Crankcase 2

(When reassembling)
• Match the crankcase 1 and 2, referring to the flywheel housing’s
contoured face.
• Tighten the crankcase 2 mounting screws loosely.
• Tighten up the jig to the specified torque same as the flywheel
housing screw. This helps to minimize the level difference
between the crankcase 1 and the crankcase 2 (at the flywheel
side). Possible gap must be 0.05 mm (0.0020 in.) or smaller.
49.0 to 55.9 N·m
Crankcase 2 mounting
5.0 to 5.7 kgf·m
screw
36.2 to 41.2 ft-lbs
Tightening torque
77.5 to 90.2 N·m
Flywheel housing
7.9 to 9.2 kgf·m
mounting screw
57.1 to 66.5 ft-lbs
(1) Crankcase 1 (4) Crankcase 2

(2) Gap to be smaller than 0.05 mm (5) Jig
(0.0020 in.)
(3) Flywheel Housing
00(D-Kubota)-4-60
Crankshaft
1. Remove the main bearing case.
2. Remove the crankshaft.
(When reassembling)
• Reassemble the main bearing case having the same number as
the one engraved on the crankcase, and set the casting mark “F
/ W SIDE” on the main bearing case facing towards the flywheel
side.
• Reassemble the thrust bearing (2), with the oil groove facing
outside, into both side of the fourth main bearing case (1).
• Apply oil to the bearing case screws and tighten them to the
specified torque.
137.3 to 147.1 N·m
Tightening torque Main bearing case screw 14.0 to 15.0 kgf·m
101.3 to 108.5 ft-lbs
(1) 4th Main Bearing Case (3) F / W SIDE Mark

(2) Thrust Bearing
00(D-Kubota)-4-61
(13) Intake Air Heater

Intake Air Heater (V3800DI-T-E2B Engine)
1. Remove the inlet hose.
3. Remove the flange and the intake air heater.
NOTE
• When assembling the intake air heater at the side of intake
manifold, assemble the intake air heater as the heater lines
are vertical. Otherwise, it may be short-circuited.
(1) Intake air heater (2) Flange
Intake Air Heater (V3800DI-T-E3B Engine)

1. Remove the inlet hose.
3. Remove the flange (1).
4. Remove the intake air heater (2).
(1) Flange (2) Intake air heater
(14) Starter
Disassembling Motor
1. Disconnect the solenoid switch (3).
2. Remove the 2 through screws (9) and the 2 brush holder lock
screws. Take out the rear end frame (13) and the brush holder
(12).
3. Disconnect the armature (10) and the yoke (11). Remove also
the ball (7) from the tip of the armature.
4. Remove the set of packings (8), the 4 planetary gears and
another packing.
5. Take out the shaft assembly. Take note of the position of the
lever.
IMPORTANT
• Before disconnecting the yoke, put tally marks on the yoke
and the front bracket.
• Take note of the positions of the set of packings and the
setup bolt.
• Apply grease to the gears, bearings, shaft’s sliding part and
ball.
NOTE
• Do not damage to the brush and commutator.
(When reassembling)
• Apply grease (DENSO CO. No.50 or equivalent) to the parts
indicated in the figure.
(1) Gear (8) Set of Packings
(2) Front Bracket (9) Through Bolt
(3) Solenoid Switch (10) Armature
(4) Overrunning Clutch (11) Yoke
(5) Internal Gear (12) Brush Holder
(6) Planetary Gear (13) Rear End Frame
(7) Ball
00(D-Kubota)-4-62
(15) Alternator
Front Bracket
1. Remove the 4 screws (3).
2. Separate the front bracket (1) and the rear bracket (2) from each
other.
IMPORTANT
• Put a tally line on the front bracket and the rear bracket for
reassembling them later.
(1) Front Bracket (3) Screw
(2) Rear Bracket
Pulley
1. Hold the rotor (base of the claw) in a vise. Loosen the lock nut
using a M24 box wrench.
58.3 to 78.9 N·m
Tightening torque Pulley nut 5.95 to 8.05 kgf·m
43.0 to 58.2 ft-lbs
Rotor
1. Remove the 4 screws and detach the bearing retainer.
2. Temporarily install the nut on the pulley screw, and detach the
rotor.
Brush
1. When the rotor is detached, the 2 brushes are found to stretch
out of the shaft hole.
00(D-Kubota)-4-63
Reassembling the Brush

1. Fit the brush with its sliding face in the clockwise direction when
viewed from front.
IMPORTANT
• Be sure to keep the 2 brushes deep in the brush holder.
Otherwise the rotor and the rear section can not be fitted
into the position.
• Use a 4 mm hex. wrench to push the brushes into place.
• Using a pin-pointed (2 mm) punch, keep the brushes from
popping out.
2. Match the tally line of the front section with that of the rear
section.
3. Tighten the 4 screws, and draw out the pin-pointed punch out of
the brush holder.
(1) Marking
Bearing at Slip Ring Side

1. Lightly secure the rotor (1) with a vise to prevent damage, and
remove the bearing (2) with a puller (3).
(1) Rotor (3) Puller
(2) Bearing
00(D-Kubota)-4-64
[4] SERVICING
(1) Cylinder Head
Top Clearance
1. Remove the cylinder head (remove the cylinder head gasket
completely).
2. Bring the piston to its top dead center fasten 1.5 mm dia. 5 to 7
mm long fuse wires to 3 to 4 spots on the piston top with grease
so as to avoid the intake and exhaust valves and the combustion
chamber ports.
3. Bring the piston to its middle position, install the cylinder head,
and tighten the cylinder head screws to specification. (Head
gasket must be changed to new one).
4. Turn the crank shaft until the piston exceeds its top dead center.
5. Remove the cylinder head, and measure squeezed fuse wires for
thickness.
6. If the measurement is not within the specified value, check the oil
clearance of the crankpin journal and the piston pin.
0.72 to 0.90 mm
Top clearance V3800DI-T-E2B 0.0283 to 0.0354 in.
(Factory spec)
0.701 to 0.930 mm
V3800DI-T-E3B 0.0276 to 0.0366 in.
98.1 to 107.9 N·m

Cylinder head mounting
screw
72.3 to 79.6 ft-lbs
(1) Fuse
Cylinder Head Surface Flatness

1. Clean the cylinder head surface.
2. Place a straightedge on the cylinder head’s four sides (A), (B),
(C) and (D) and two diagonal (E) and (F) as shown in the figure.
Measure the clearance with a feeler gauge.
3. If the measurement exceeds the allowable limit, correct it with a
surface grinder.
IMPORTANT
• Be sure to check the valve recessing after correcting.
Cylinder head surface 0.05 mm
Allowable limit
flatness 0.0020 in.
00(D-Kubota)-4-65
Cylinder Head Flaw

1. Prepare an air spray red check.
2. Clean the surface of the cylinder head with the detergent (2).
3. Spray the cylinder head surface with the red permeative liquid
(1). Leave it five to ten minutes after spraying.
4. Wash away the red permeative liquid on the cylinder head
surface with the detergent (2).
5. Spray the cylinder head surface with the white developer (3).
6. If flawed, it can be identified as red marks.
(1) Red Permeative Liquid (3) White Developer
(2) Detergent
Valve Recessing
1. Clean the cylinder head, the valve face and seat.
2. Insert the valve into the valve guide.
3. Measure the valve recessing with a depth gauge.
4. If the measurement exceeds the allowable limit, replace the
valve.
If it still exceeds the allowable limit after replacing the valve,
replace the cylinder head.
(recessing)
Intake
0.6 to 0.8 mm
valve
Factory 0.0236 to 0.0315 in.
spec. (recessing)
Exhaust
Valve recessing 0.85 to 1.05 mm
valve
0.0335 to 0.0413 in.
(recessing)
Allowable
1.2 mm
limit
0.0472 in.
(1) Cylinder Head Surface (A) Recessing

(B) Protrusion
Valve Lapping
1. Apply compound evenly to the valve lapping surface.
2. Insert the valve into the valve guide. Lap the valve onto its seat
with a valve flapper or screwdriver.
3. After lapping the valve, wash the compound away and apply oil,
then repeat valve lapping with oil.
4. Apply prussian blue to the contact surface to check the seated
rate. If it is less than 70 %, repeat valve lapping again.
IMPORTANT
• When valve lapping is performed, be sure to check the valve
recessing and adjust the valve clearance after assembling
the valve.
(1) Correct (3) Incorrect
(2) Incorrect
00(D-Kubota)-4-66
Clearance between Valve Stem and Valve Guide

1. Remove carbon from the valve guide section.
2. Measure the valve stem O.D. with an outside micrometer.
3. Measure the valve guide I.D. of the cylinder head at the most
wear part as shown in the figure below with a small hole gauge.
And calculate the clearance.
4. If the clearance exceeds the allowable limit, replace the valves.
If it still exceeds the allowable limit, replace the valve guide.
Intake 0.055 to 0.085 mm
Factory valve 0.0022 to 0.0033 in.
Clearance between spec. Exhaust 0.055 to 0.085 mm
valve stem and guide valve 0.0022 to 0.0033 in.
0.1 mm
Allowable limit
0.0039 in.

Valve stem O.D.
spec. Exhaust 6.960 to 6.975 mm
valve 0.2740 to 0.2746 in.

Valve guide I.D.
valve 0.2768 to 0.2774 in.
Replacing Valve Guide

(When removing)
1. Using a valve guide replacing tool, press out the used valve
guide.
(When installing)
1. Clean a new valve guide, and apply engine oil to it.
2. Using a valve guide replacing tool, press in a new valve guide
until it is flush with the cylinder head as shown in the figure.
3. Ream precisely the I.D. of the valve guide to the specified
dimension.
IMPORTANT
• Do not hit the valve guide with a hammer, etc. during
replacement.
(A) When Removing (B) When Installing
00(D-Kubota)-4-67
Correcting Valve and Valve Seat

NOTE
• Before correcting the valve and seat, check the valve stem
and the I.D. of valve guide section, and repair them if
necessary.
• After correcting the valve seat, be sure to check the valve
recessing.
1) Correcting Valve
1. Correct the valve with a valve refacer.
1.047 rad
IN.
Factory 60 °
Valve face angle
spec. 0.785 rad
EX.
45 °
2) Correcting Valve Seat
1. Slightly correct the seat surface with a 1.047 rad (60 °) (intake
valve) or 0.785 rad (45 °) (exhaust valve) valve seat cutter.
2. Resurface the seat surface with a 0.523 rad (30 °) valve seat
cutter to intake valve seat and with a 0.262 rad (15 °) valve seat
cutter to exhaust valve seat so that the width is close to specified
valve seat width.
1.6 to 2.0 mm
IN.
Factory 0.0630 to 0.0790 in.
Valve seat width
spec. 2.3 to 2.6 mm
EX.
0.0906 to 0.1024 in.
3. After resurfacing the seat, inspect for even valve seating, apply a
thin film of compound between the valve face and valve seat, and
fit them with valve lapping tool.
4. Check the valve seating with prussian blue. The valve seating
surface should show good contact all the way around.
1.047 rad
IN.
Factory 60 °
Valve seat angle
spec. 0.785 rad
EX.
45 °
(1) Valve Seat Width (A) Check Contact

(2) Identical Dimensions (B) Correct Seat Width
(C) Check Contact
(a) 0.262 rad (15 °) or 0.523 rad (30 °)
(b) 0.785 rad (45 °) or 1.047 rad (60 °)
(c) 0.523 rad (30 °) or 0.262 rad (15 °)
00(D-Kubota)-4-68
Free Length and Tilt of Valve Spring

1. Measure the free length (B) with vernier calipers. If the
measurement is less than the allowable limit, replace it.
2. Put the spring on a surface plate, place a square on the side of
the spring, and check to see if the entire side is contact with the
square. Rotate the spring and measure the maximum (A). If the
measurement exceeds the allowable limit, replace.
3. Check the entire surface of the spring for scratches. Replace it,
if any.
1.0 mm
Tilt (A) Allowable limit 0.039 in.

valve 1.3819 to 1.4016 in.
Free length (B)
Intake 34.6 mm
Allowable valve 1.3622 in.
limit Exhaust 34.6 mm
valve 1.3622 in.
(A) Tilt (B) Free length
Valve Spring Setting Load

1. Place the valve spring on a tester and compress it to the same
length it is actually compressed in the engine.
2. Read the compression load on the gauge.
3. If the measurement is less than the allowable limit, replace it.
Intake 63.547 N / 31.5 mm
valve 6.48 kgf / 31.5 mm
Factory 14.256 lbs / 1.2401 in.
spec. 63.547 N / 31.5 mm
Exhaust
Setting load / setting 14.256 lbs / 1.2401 in.
length 45.864 N / 31.5 mm
Intake
Allowable 10.296 lbs / 1.2401 in.
limit 45.864 N / 31.5 mm
Exhaust
4.68 kgf / 31.5 mm
valve
10.296 lbs / 1.2401 in.
Oil Clearance between Rocker Arm Shaft and Bearing

1. Measure the rocker arm bearing I.D. with an inside micrometer.
2. Measure the rocker arm shaft O.D. with an outside micrometer,
and then calculate the oil clearance.
3. If the clearance exceeds the allowable limit, replace the rocker
arm and measure the oil clearance again. If it still exceeds the
allowable limit, replace also the rocker arm shaft.
0.016 to 0.045 mm
Factory spec.
Oil clearance of rocker 0.0006 to 0.0018 in.
arm shaft and bearing 0.15 mm
Allowable limit
0.0059 in.
15.973 to 15.984 mm
Rocker arm shaft O.D. Factory spec.
0.6289 to 0.6293 in.
16.000 to 16.018 mm
Rocker arm I.D. for shaft Factory spec.
0.6299 to 0.6306 in.
00(D-Kubota)-4-69
Push Rod Alignment

1. Place the push rod on V blocks.
2. Measure the push rod alignment.
3. If the measurement exceeds the allowable limit, replace the push
rod.
0.25 mm
Push rod alignment Allowable limit 0.0098 in.
Oil Clearance between Tappet and Tappet Guide Bore

1. Measure the tappet O.D. with an outside micrometer.
2. Measure the I.D. of the tappet guide bore with a cylinder gauge,
and calculate the oil clearance.
3. If the oil clearance exceeds the allowable limit or the tappet is
damaged, replace the tappet.
0.020 to 0.062 mm
Factory spec.
0.0008 to 0.0024 in.
Oil clearance between
tappet and guide bore 0.07 mm
Allowable limit
0.0028 in.
23.959 to 23.980 mm
Tappet O.D. Factory spec.
0.9433 to 0.9441 in.
24.000 to 24.021 mm
Tappet guide bore I.D. Factory spec. 0.9449 to 0.9457 in.
00(D-Kubota)-4-70
(2) Timing Gears

Timing Gear Backlash
1. Set a dial indicator (lever type) with its tip on the gear tooth.
2. Move the gear to measure the backlash, holding its mating gear.
3. If the backlash exceeds the allowable limit, check the oil
clearance of the shafts and the gear.
4. If the oil clearance is proper, replace the gear.
Factory spec. 0.049 to 0.193 mm
Backlash between crank 0.0019 to 0.0076 in.
gear and idle gear 1 0.22 mm
Allowable limit
0.0087 in.

Backlash between idle 0.0019 to 0.0074 in.
gear 1 and cam gear 0.22 mm
Allowable limit
0.0087 in.

gear 1 and idle gear 2 0.22 mm
Allowable limit
0.0087 in.
0.044 to 0.177 mm
Backlash between idle Factory spec.
0.0017 to 0.0070 in.
gear 2 and injection
pump gear Allowable limit 0.22 mm
0.0087 in.

Backlash between cam 0.0018 to 0.0072 in.
gear and balancer gear
1 Allowable limit 0.22 mm
0.0087 in.

gear 1 and balancer
gear 2 Allowable limit 0.22 mm
0.0087 in.
Idle Gear Side Clearance

1. Set a dial indicator with its tip on the idle gear.
2. Measure the side clearance by moving the idle gear to the front
and rear.
3. If the measurement exceeds the allowable limit, replace the idle
gear collar.
0.0059 to 0.0118 in.
Idle gear side clearance
Allowable limit 0.9 mm
0.0354 in.
Camshaft Side Clearance

1. Set a dial indicator with its tip on the camshaft.
2. Measure the side clearance by moving the cam gear to the front
and rear.
camshaft stopper.
0.0028 to 0.0087 in.
Side clearance 0.30 mm
Allowable limit
0.0118 in.
00(D-Kubota)-4-71
Camshaft Alignment
1. Support the camshaft with V block on the surface plate and set a
dial indicator with its tip on the intermediate journal at right angle.
2. Rotate the camshaft on the V blocks and get the misalignment
(half of the measurement).
3. If the misalignment exceeds the allowable limit, replace the
camshaft.
0.01 mm
Camshaft alignment Allowable limit
0.00039 in.
Cam Height
1. Measure the height of the cam at its highest point with an outside
micrometer.
2. If the measurement is less than the allowable limit, replace the
camshaft.
Intake 37.63 mm
Factory valve 1.4815 in.
spec. Exhaust 38.96 mm
Intake and exhaust cam valve 1.5338 in.
height Intake 37.13 mm
Allowable valve 1.4618 in.
limit Exhaust 38.46 mm
valve 1.5141 in.
Oil Clearance of Camshaft Journal

1. Measure the camshaft journal O.D. with an outside micrometer.
2. Measure the cylinder block bore I.D. for camshaft with an inside
micrometer.
3. If the clearance exceeds the allowable limit, replace the
camshaft.
0.050 to 0.091 mm
Factory spec.
Oil clearance of 0.0020 to 0.0036 in.
camshaft journal 0.15 mm
Allowable limit
0.0059 in.
45.934 to 45.950 mm
Camshaft journal O.D. Factory spec.
1.8084 to 1.8091 in.
46.000 to 46.025 mm
Camshaft bearing I.D. Factory spec.
1.8110 to 1.8120 in.
00(D-Kubota)-4-72
Oil Clearance between Idle Gear Shaft 1, 2 and Idle Gear 1, 2

Bushing
1. Measure the idle gear shaft O.D. with an outside micrometer.
2. Measure the idle gear bushings I.D. with an inside micrometer,
and calculate the oil clearance.
3. If the oil clearance exceeds the allowable limit, replace the
bushing.
0.050 to 0.091 mm
Oil clearance between Factory spec.
0.0020 to 0.0036 in.
idle gear 1, 2 shaft and
idle gear 1, 2 bushing 0.10 mm
Allowable limit
0.0039 in.
Idle gear 1, 2 bushing 45.025 to 45.050 mm

Factory spec.
I.D. 1.7726 to 1.7736 in.
44.959 to 44.975 mm
Idle gear 1, 2 shaft O.D. Factory spec.
1.7700 to 1.7707 in.
Replacing Idle Gear Bushing

(When removing)
1. Using an idle gear bushing replacing tool, press out the used
bushing.
(When installing)
1. Clean a new idle gear bushing and idle gear bore, and apply
engine oil to them.
2. Using an idle gear bushing replacing tool, press in a new bushing
(service parts) to the specified dimension. (See figure.)
(A) When Removing (B) When Installing
Balancer Shaft Side Clearance

1. Set a dial indicator with tip on the balancer shaft.
2. Measure the side clearance by moving the balancer shaft to the
front and rear.
balancer shaft.
0.070 to 0.22 mm
Factory spec.
0.0028 to 0.0087 in.
Side clearance
0.3 mm
Allowable limit
0.0118 in.
Balance Shaft Alignment

1. Support the balancer shaft with V blocks on the surface plate and
set a dial indicator with its tip on the intermediate journal at high
angle.
2. Rotate the balancer shaft on the V block and get the
misalignment (half of the measurement).
balancer shaft.
Balancer shaft 0.02 mm
Allowable limit
alignment 0.0008 in.
00(D-Kubota)-4-73
Oil Clearance of Balancer Shaft Journal

1. Measure the balancer shaft journal O.D. with an outside
micrometer.
2. Measure the cylinder block bore I.D. (A), (B) for balancer shaft
with an inside micrometer.
3. If the clearance exceeds the allowable limit, replace the balancer
shaft.
0.070 to 0.159 mm
Factory spec.
Oil clearance of 0.0028 to 0.0063 in.
balancer-shaft journal 0.2 mm
Allowable limit
0.0079 in.
Balancer-shaft journal 50.92 to 50.94 mm

Factory spec.
O.D. 2.0047 to 2.0055 in.
Balancer-shaft bearing 51.01 to 51.08 mm
Factory spec.
I.D. (A), (B) 2.0083 to 2.0110 in.
(A) Balancer-shaft Bearing I.D. (B) Balancer-shaft Bearing I.D.
(3) Piston and Connecting Rod

Piston Pin Bore I.D.
1. Measure the piston pin bore I.D. in both the horizontal and
vertical directions with a cylinder gauge.
piston.
30.000 to 30.013 mm
Factory spec.
1.1811 to 1.1816 in.
Piston pin bore I.D.
30.05 mm
Allowable limit
1.1831 in.
Oil Clearance between Piston Pin and Small End Bushing

1. Measure the O.D. of the piston pin where it contacts the bushing
with an outside micrometer.
2. Measure the I.D. of the piston pin bushing at the connecting rod
small end with a cylinder gauge.
Calculate the oil clearance.
3. If the clearance exceeds the allowable limit, replace the bushing.
If it still exceeds the allowable limit, replace the piston pin.
0.020 to 0.040 mm
0.0008 to 0.0016 in.
piston pin and small end
bushing 0.15 mm
Allowable limit
0.0059 in.
30.006 to 30.011 mm
Piston pin O.D. Factory spec.
1.1813 to 1.1815 in.
30.031 to 30.046 mm
Small end bushing I.D. Factory spec.
1.1823 to 1.1829 in.
W1065897
00(D-Kubota)-4-74
Replacing Small End Bushing

(When removing)
1. Press out the used bushing using a small end bushing replacing
tool.
(When installing)
1. Clean a new small end bushing and bore, and apply engine oil to
them.
2. Insert a new bushing onto the tool and press-fit it with a press so
that the seam (1) of bushing position as shown in the figure, until
is flash with the connecting rod.
(1) Seam (A) When Removing
(B) When Installing
(C) 0.26 rad (15 °)
Connecting Rod Alignment

NOTE
• Since the I.D. of the connecting rod small end bushing is the
basis of this check, check the bushing for wear beforehand.
1. Remove the piston pin from the piston.
2. Install the piston pin in the connecting rod.
3. Install the connecting rod on the connecting rod alignment tool.
4. Put a gauge over the piston pin, and move it against the face
plate.
5. If the gauge does not fit squarely against the face plate, measure
the space between the pin of the gauge and the face plate.
connecting rod.
Connecting rod 0.05 mm
alignment Allowable limit 0.0020 in.
Piston Ring Gap

1. Insert the piston ring into the lower part of the liner (the least worn
part) with the piston.
2. Measure the ring gap with a feeler gauge.
3. If the gap exceeds the allowable limit, replace the piston ring.
Top ring and second 0.0118 to 0.0177 in.
ring 1.25 mm
Allowable limit
0.0492 in.

0.0098 to 0.0177 in.
Oil ring 1.25 mm
Allowable limit 0.0492 in.
00(D-Kubota)-4-75
Clearance between Piston Ring and Groove

1. Remove carbon from the ring grooves.
2. Measure the clearance between the ring and the groove with a
feeler gauge or depth gauge.
3. If the clearance exceeds allowable limit, check the new ring since
compression leak and oil shortage result.
4. If clearance still exceeds the allowable limit after replacing the
ring, replace the piston.
0.05 to 0.09 mm
Top ring
0.0020 to 0.0035 in.
0.093 to 0.120 mm
Factory spec. Second ring
0.0037 to 0.0047 in.
0.020 to 0.060 mm
Oil ring
0.0008 to 0.0023 in.
0.15 mm
Top ring
0.0059 in.
0.20 mm
Allowable limit Second ring
0.0079 in.
0.15 mm
Oil ring
0.0059 in.
(4) Crankshaft
Crankshaft Side Clearance
1. Set a dial indicator with its tip on the end of the crankshaft.
2. Measure the side clearance by moving the crankshaft to the front
and rear.
thrust bearings.
4. If the same size bearing is useless because of the crankshaft
journal wear, replace it with an oversize one referring to the table
and figure.
0.15 to 0.31 mm
Factory spec.
Crankshaft side 0.0059 to 0.0122 in.
clearance 0.50 mm
Allowable limit
0.0197 in.
(Reference)
• Oversize dimensions of crankshaft journal.
0.2 mm 0.4 mm
Oversize
0.008 in. 0.016 in.
169.1 to 169.15 mm 169.2 to 169.25 mm
Dimension A
6.6575 to 6.6594 in. 6.6614 to 6.6634 in.
29.20 to 29.25 mm 29.40 to 29.45 mm
Dimension B
1.1496 to 1.1515 in. 1.1574 to 1.1594 in.
2.8 to 3.2 mm radius 2.8 to 3.2 mm radius
Dimension C
0.1102 to 0.1260 in. radius 0.1102 to 0.1260 in. radius
(0.8S)
The crankshaft journal must be fine-finished to higher than ▽▽▽▽.
00(D-Kubota)-4-76
Crankshaft Alignment
1. Support the crankshaft with V block on the surface plate and set
a dial indicator with its tip on the intermediate journal at right
angle.
2. Rotate the crankshaft on the V block and get the misalignment
(half of the measurement).
crankshaft.
0.02 mm
Crankshaft alignment Allowable limit
0.00079 in.
Oil Clearance between Crankpin and Crankpin Bearing

1. Clean the crankpin and crankpin bearing.
2. Put a strip of plastigage on the center of the crankpin.
3. Install the connecting rod cap and tighten the connecting rod
screws to the specified torque, and remove the cap again.
4. Measure the amount of the flattening with the scale, and get the
oil clearance.
5. If the oil clearance exceeds the allowable limit, replace the
crankpin bearing.
6. If the same size bearing is out of specifications because of the
crankpin wear, replace it with an undersize one referring to the
table and figure.
NOTE
• Never insert the plastigage into the crankpin oil hole.
• Be sure not to move the crankshaft while the connecting rod
screws are tightened.
52.977 to 52.990 mm
Crankpin O.D. Factory spec.
2.0857 to 2.0862 in.
0.018 to 0.051 mm
0.0007 to 0.0020 in.
crankpin and crankpin
bearing 0.20 mm
Allowable limit
0.0079 in.
00(D-Kubota)-4-77
Oil Clearance between Crankpin and Crankpin Bearing

(Continued)
IMPORTANT
• STD size crankpin bearing.
To replace it with a specific STD service part, make sure the
crankpin bearing has the same ID color as the connecting
rod.
Connecting rod Crankpin bearing
ID Color
Large-end in. dia. Class Part code Center wall thick
56.01 to 56.02 mm 1.496 to 1.501 mm
Blue L 1C020-22311
2.2051 to 2.2055 in. 0.0589 to 0.0591 in.
Without 56.00 to 56.01 mm 1.491 to 1.496 mm
S 1C020-22331
color 2.2047 to 2.2051 in. 0.0587 to 0.0589 in.
(Reference)
• Undersize dimensions of crankpin
0.2 mm 0.4 mm
Undersize
0.008 in. 0.016 in.
Dimension A
1.0 to 1.5 mm relief 1.0 to 1.5 mm relief
*Dimension B
0.0394 to 0.0591 in. relief 0.0394 to 0.0591 in. relief
52.777 to 52.790 mm dia. 52.577 to 52.590 mm dia.
Dimension C
2.0778 to 2.0783 in. dia. 2.0700 to 2.0705 in. dia.
(0.8S)
The crankpin must be fine-finished to higher than ▽▽▽▽.
*Holes to be de-burred and edges rounded with 1.0 to 1.5 mm
(0.0394 to 0.0591 in.) relief.
(1) ID Color (3) Center Wall Thick

(2) Crankpin Bearing
00(D-Kubota)-4-78
Oil Clearance between Crankshaft Journal and Crankshaft

Bearing
1. Clean the crankshaft journal and crankshaft bearing.
2. Put a strip of press gauge on the center of the journal.
IMPORTANT
• Never insert the press gauge into the oil hole of the journal.
3. Install the main bearing case and tighten the screws to the
specified torque, and remove the cases again.
4. Measure the amount of the flattening with the scale and get the
oil clearance.
5. If the clearance exceeds the allowable limit, replace the
crankshaft bearing.
74.977 to 74.990 mm
Crankshaft journal O.D. Factory spec.
2.9518 to 2.9524 in.
0.018 to 0.062 mm
0.0007 to 0.0024 in.
crankshaft journal and
crankshaft bearing 0.20 mm
Allowable limit
0.0079 in.
(Reference)
• Undersize dimensions of crankshaft journal.
0.2 mm 0.4 mm
Undersize
0.008 in. 0.016 in.
Dimension A
1.0 to 1.5 mm relief 1.0 to 1.5 mm relief
*Dimension B
0.0394 to 0.0591 in. relief 0.0394 to 0.0591 in. relief
74.777 to 74.790 mm dia. 74.577 to 74.590 mm dia.
Dimension C
2.9440 to 2.9445 in. dia. 2.9361 to 2.9366 in. dia.
(0.8S)
The crankshaft journal must be fine-finished to higher than ▽▽▽▽.
*Holes to be de-burred and edges rounded with 1.0 to 1.5 mm
(0.0394 to 0.0591 in.) relief.
Replacing Crankshaft Sleeve

1. Remove the used crankshaft sleeve (2).
2. Set the sleeve guide (3) to the crankshaft (1).
3. Heat a new sleeve to a temperature between 150 to 200℃ (302
to 392 ℉), and fix the sleeve to the crankshaft as shown in figure.
4. Press fit the sleeve using the auxiliary socket for pushing (4).
NOTE
• Mount the sleeve with its largely chamfered surface facing
outward.
(1) Crankshaft (3) Sleeve Guide
(2) Crankshaft Sleeve (4) Auxiliary Socket for Pushing
00(D-Kubota)-4-79
(5) Cylinder
Cylinder Wear
1. Measure the I.D. of the cylinder at the six positions (see figure)
with a cylinder gauge to find the maximum and minimum I.D.’s.
2. Get the difference (Maximum wear) between the maximum and
the minimum I.D.’s.
3. If the wear exceeds the allowable limit, bore and hone to the
oversize dimension. (Refer to “Correcting Cylinder”.)
4. Visually check the cylinder wall for scratches. If deep scratches
are found, the cylinder should be bored. (Refer to “Correcting
Cylinder”.)
100.00 to 100.022 mm
Factory spec.
3.9370 to 3.9379 in.
Cylinder Bore I.D.
100.15 mm
Allowable limit
3.9429 in.
(A) Top (a) Right-angled to piston pin

(B) Middle (b) Piston pin direction
(C) Bottom (Skirt)
Correcting Cylinder (Oversize)

1. When the cylinder is worn beyond the allowable limit, bore and
hone it to the specified dimension.
100.500 to 100.522 mm
Cylinder I.D. (2) Factory spec.
3.9567 to 3.9576 in.
100.65 mm
Maximum wear Allowable limit
3.9626 in.
Hone to 1.2 to 3.0 μm Rz
Finishing
(0.000087 to 0.00012 in. Rz) ▽▽▽.
2. Replace the piston and piston rings with oversize 0.5 mm (0.0197
in.) ones.
NOTE
• When the oversize cylinder is worn beyond the allowable
limit, replace the cylinder block with a new one.
(1) Cylinder I.D. (Before Correction) (2) Oversize Cylinder I.D.
(6) Oil Pump
Rotor Lobe Clearance
1. Measure the clearance between lobes of the inner rotor and the
outer rotor with a feeler gauge.
2. If the clearance exceeds the allowable limit, replace the oil pump
rotor assembly.
0.04 to 0.16 mm
Clearance between Factory spec.
0.0016 to 0.0063 in.
inner rotor and outer
rotor 0.3 mm
Allowable limit
0.0118 in.
00(D-Kubota)-4-80
Clearance between Outer Rotor and Pump Body

1. Measure the clearance between the outer rotor and the pump
body with a feeler gauge.
2. If the clearance exceeds the allowable limit, replace the oil pump
rotor assembly.
0.100 to 0.184 mm
Clearance between Factory spec.
0.0039 to 0.0072 in.
outer rotor and pump
body 0.3 mm
Allowable limit
0.0118 in.
Clearance between Rotor and Cover

1. Put a strip of plastigage onto the rotor face with grease.
2. Install the cover and tighten the screws with the specified torque.
3. Remove the cover carefully, and measure the amount of the
flattening with the scale and get the clearance.
4. If the clearance exceeds the allowable limit, replace oil pump
rotor assembly and the cover.
0.025 to 0.075 mm
Factory spec.
Clearance between rotor 0.0010 to 0.0030 in.
and cover 0.225 mm
Allowable limit
0.0089 in.
7.9 to 9.3 N·m

Tightening torque Oil pump cover screw 0.80 to 0.95 kgf·m
5.8 to 6.9 ft-lbs
(7) Starter
Overrunning Clutch
1. Inspect the pinion for wear or damage.
2. If there is any defect, replace the overrunning clutch assembly.
3. Check that the pinion turns freely and smoothly in the
overrunning direction and does not slip in the cranking direction.
4. If the pinion slips or does not rotate in the both directions, replace
the overrunning clutch assembly.
00(D-Kubota)-4-81
Commutator and Mica

1. Check the contact face of the commutator for wear, and grind the
commutator with emery paper if it is slightly worn.
2. Measure the commutator O.D. with an outside micrometer at
several points.
3. If the minimum O.D. is less than the allowable limit, replace the
armature.
4. If the difference of the O.D.’s exceeds the allowable limit, correct
the commutator on a lathe to the factory specification.
5. Measure the mica undercut.
6. If the undercut is less than the allowable limit, correct if with a saw
blade and chamfer the segment edges.
32 mm
Factory spec.
1.2598 in.
Commutator O.D.
31.4 mm
Allowable limit
1.2362 in.
0.5 mm
Factory spec.
0.0197 in.
Mica under cut
0.20 mm
Allowable limit
0.0079 in.
(1) Segment (a) Good

(2) Depth of Mica (b) Bad
(3) Mica
Brush Wear
1. If the contact face of the brush is dirty or dusty, clean it with emery
paper.
2. Measure the brush length (A) with vernier calipers.
3. If the length is less than the allowable limit, replace the yoke
assembly and brush holder.
18.0 mm
Factory spec.
0.7086 in.
Brush length (A)
11.0 mm
Allowable limit
0.4331 in.
(A) Brush Length
Brush Holder
1. Check the continuity across the brush holder and the holder
support with an ohmmeter.
2. If it conducts, replace the brush holder.
Brush holder –
Resistance Infinity
Holder support
00(D-Kubota)-4-82
Armature Coil
1. Check the continuity across the commutator and armature coil
core with an ohmmeter.
2. If it conducts, replace the armature.
3. Check the continuity across the segments of the commutator with
an ohmmeter.
4. If it does not conduct, replace the armature.
Commutator –
Infinity
Resistance Armature coil core
Commutator segment 0Ω
Field Coil
1. Check the continuity across the lead (1) and brush (2) with an
ohmmeter.
2. If it does not conduct, replace the yoke assembly.
3. Check the continuity across the brush (2) and yoke (3) with an
ohmmeter.
4. If it conducts, replace the yoke assembly.
Lead (1) – Brush (2) 0Ω
Resistance
Brush (2) – Yoke (3) Infinity
(1) Lead (3) Yoke

(2) Brush
(8) Alternator
Bearing
1. Check the bearing for smooth rotation.
2. If it does not rotate smoothly, replace it.
00(D-Kubota)-4-83
Rotor
1. Measure the resistance across the slip rings with an ohmmeter.
2. If the resistance is not the factory specification, replace it.
3. Check the continuity across the slip and core with an ohmmeter.
4. If infinity is not indicated, replace it.
Resistance Factory spec. 2.8 to 3.3 Ω
Slip Ring
1. Check the slip ring for score.
2. If scored, correct with an sand paper or on a lathe.
3. Measure the O.D. of slip ring with vernier calipers.
4. If the measurement is less than the allowable limit, replace it.
22.7 mm
Factory spec.
0.894 in.
Slip ring O.D.
22.1 mm
Allowable limit
0.870 in.
Brush Wear
1. Measure the brush length (A) with vernier calipers.
2. If the measurement is less than allowable limit, replace it.
3. Make sure that the brush moves smoothly.
4. If the brush is defective, replace it.
18.5 mm
Factory spec.
0.728 in.
Brush length (A)
5.0 mm
Allowable limit
0.197 in.
(A) Brush Length
00(D-Kubota)-4-84
GROUP 00(L)
GROUP 00(L)
ENGINE (GM V6 4.3L)
ENGINE REMOVAL AND REPLACEMENT ................... Section1
4.3 LITER V6 ENGINE REPAIR PROCEDURES............. Section2
COOLING SYSTEM.......................................................... Section3
SM 810 00(L)-0
Group 00(L), ENGINE
Section 1
ENGINE REMOVAL AND REPLACEMENT
ENGINE REMOVAL • Drain radiator and remove radiator hoses to engine

and to filler neck bracket.
The following procedures describe the steps necessary to
remove the engine. A hoist capable of lifting he overhead
guard, counterweight, and engine is required.
• Remove the overhead guard.
• Remove the driver’s seat and any electrical wires
mounted to the seat support.
• Remove the clamshell hood.
• Remove transmission oil cooling lines at radiator.
• Remove counterweight. See the procedures for

removing the counterweight in Group 38.
• Disconnect battery leads at battery and remove the
battery. Disconnect horn wires.
• Remove floor plates. Remove top and side body sheet
metal. • Remove the radiator.
SM 810 00(L)-1-1
Group 00(L), ENGINE
• Remove the air cleaner and air cleaner hoses and • Remove heat shield from the the muffler and mani-
clamps. fold.
• Remove the muffler and tail-pipe.
• Remove the exhaust pipe and heat shield wrap.
• Remove the engine oil cooler and hose.
• Remove accelerator control at carburetor throttle

lever.
• Remove the fuel line that goes from fuel pump to fuel
tank in frame.
• Remove the main pump inlet fitting assembly, inlet

hose, and stiffener.
• Remove the oil line from transmission.

• Remove and tag all wire harness leads to engine com-
ponents.
Coil the wire harness and tie it out of the way to pre-
vent damage when the engine is removed.
SM 810 00(L)-1-2
Group 00(L), ENGINE
• Connect OSHA-approved overhead chain to the ENGINE REPLACEMENT

engine lifting brackets.
The following procedures explain replacement of the
• Remove the engine mount bolts and dampeners. engine. A hoist capable of lifting the overhead guard,
• Remove the engine flywheel housing to transmission counterweight, and engine is required.
fasteners. NOTE
The following procedures assume the torque
convertor is in the transmission.
• Remove the cover plate of flywheel housing.

Unbolt the torque converter drive plate from the
engine flywheel through the top hole. • Begin lowering the engine into frame using the hoist
and chains hooked into enginelifting brackets. Put
• Carefully separate engine from transmission by mov-
engine mounting dampeners in place on frame-
ing the engine away from the transmission. Lift
mounting surfaces.
engine out of truck. Use prybars if necessary to assist
in separating engine from transmission; do not use • Remove top cover on flywheel housing. Check align-
unnecessary or excessive force. ment of torque converter and flywheel ensuring that
torque converter rotates freely.
• Insert engine-mounting bolts and tighten to a torque
of 23-27 lbf·ft (32–36 N·m).
• Insert transmission case-to-engine bolts.
Torque engine-to-transmission bolts to 24-27 lbf·ft
(33-37 N·m).
NOTE
Do not pry on the torque converter. Nicks
and scratches can cause fatigue and leaks.
SM 810 00(L)-1-3
Group 00(L), ENGINE
• Use hole on the flywheel housing to replace the • Install the exhaust pipe and heat shield wrap.
torque converter drive plate to engine flywheel bolts
• Install the muffler and tail pipe.
and tighten to a torque of 19 to 21 lbf·ft (25-28 N·m).
• Install the muffler and manifold heat shields.
• Tighten fasteners to a torque of 24-27 lbf·ft (33-37
N·m).
• Install the main pump inlet fitting assembly using a

• Replace all wires on correct components on engine new gasket; install the inlet hose and stiffener. Fill the
and remove all identification tags. oil sump to the correct level.
• Replace the oil line on the transmission.
• Install the air cleaner and air cleaner hoses and

clamps. Ensure that all connections are tight and do
• Replace the fuel line on the fuel pump. not leak.
• Connect the accelerator control at the carburetor
throttle lever.
SM 810 00(L)-1-4
Group 00(L), ENGINE
• Install the radiator. • Install the battery and connect the battery leads.
• Install the counterweight and tighten bolt to a torque

• Install the engine oil cooler and hoses.
of 350-400 lbf-ft (650-800N·m).
• Connect the transmission oil-cooling lines at the radi-

ator. ! WARNING
Use caution when replacing the counter-
weight.
Keep all body parts away; use prybars to
manuever the counterweight into exact
mounting position.
• Install sheet metal.

• Replace the overheadguard. Insert and tighten fasten-
ers to a torque of 50-55 lbf·ft (65-75 N·m).
• Connect engine cooling lines to the radiator; fill the

radiator to the correct level.
• Install front and rear floor plates.
• Install seat support and top hood.
• Attach electrical leads to the horn.
SM 810 00(L)-1-5
NOTE :
SM 810 00(L)-1-6
Group 00(L), ENGINE
Section 2
4.3 LITER V6 ENGINE REPAIR PROCEDURES
NOTICE
Always use the correct fastener in the correct
location. Use the correct fastener part num-
ber to replace a fastener. If the correct fas-
tener part number is not available, a fastener
of equal size and strength may be used. Do
not use a fastener that is stronger when the
correct fastener part number is not available
in the following applications:
• Some bolts are designed to permanently stretch, and if

a stronger fastener is used, the part will not be tight-
ened correctly. These permanently stretching bolts
will be called out. The correct part number fasteners
must be used to replace this type of fastener because
there is no available equivalent.
• Other bolts are designed to break if over tightened to
prevent part damage. Using a stronger fastener may
cause part damage to occur.
Fasteners that need to be replaced when removed will be
called out. Fasteners that require thread lockers or thread
sealant will be called out The correct tightening specifica-
tion and sequence must be used when installing fasteners.
Part or system damage may occur if the above instructions
are not followed.
Use only a razor blade type scraper on engine component
surfaces. Use extreme care so sealing surfaces are not
scratched. Do not use any other method or technique to
remove gasket material except where indicated. Do not
use abrasive pads, sand paper or power tools to remove
gasket material except where indicated. These techniques
will produce fine grit that the oil filter will not be able to
remove from the oil this grit is abrasive and has been
known to cause internal engine damage.
SM 810 00(L)-2-1
Group 00(L), ENGINE
GENERAL DESCRIPTION BALANCE SHAFT

A cast-ductile balance shaft is mounted in the crankcase
ENGINE CONSTRUCTION above and in-line with the camshaft for enhanced engine
smoothness under all operating conditions. A camshaft
The 4.3L (262 CID) engine is a liquid-cooled 90-degree gear drives the gear attached to the balance shaft. The
V6 type with overhead valves, cast-iron block, cylinder front end of the balance shaft is supported by a ball bear-
heads, and cast-iron balance shaft. ing and the opposite end uses a sleeve bearing.
CYLINDER BLOCK VALVE TRAIN

The cylinder block has 6 cylinders arranged in a “V” The valve train is a ball pivot type. Motion is transmitted
shape with 3 cylinders in each bank. from the camshaft through the hydraulic lifter and push-
Starting at the front of the engine, cylinders in the right rod to the rocker arm.The rocker arm pivots on its ball and
bank are numbered l-3-5 and cylinders in the left bank are transmits the camshaft motion to the valve. The hydraulic
numbered 2-4-6 (when viewed from the front of the valve lifters with roller followers keep all parts of the
engine). The firing order of the cylinders is 1-6-5-4-3-2. valve train in constant contact. Each lifter acts as an auto-
The cylinders are encircled by coolant jackets. matic adjuster and maintains zero lash in the valve train
and eliminates the need for periodic valve adjustment.
CYLINDER HEADS
The cylinder heads have one intake and one exhaust valve INTAKE MANIFOLD
for each cylinder. A spark plug is located between the A cast-aluminum intake manifold is used that has an
valves in the side of the cylinder head. The valve guides exhaust gas recirculation (EGR) port cast into it for the
are integral and the rocker arms are retained on individual mixture of exhaust gases with the fuel and air mixture.
threaded in Studs.
CRANKSHAFT
The crankshaft is supported by four main bearing inserts.
The number four bearing at the rear of the engine is the
end thrust bearing. The bearings are retained by bearing
caps that are machined with the block for proper align-
ment and clearances.
CAMSHAFT
The camshaft is supported by four full round, sleeve type
bearings. A sprocket on the crankshaft drives a timing
chain which in turn drives the camshaft through a
sprocket.
PISTONS AND CONNECTING RODS

The pistons are made of cast aluminum alloy using two
compression rings and one oil control ring. piston pins are
offset 1.58750 mm (0.0625 in.) toward the major thrust
side (right side) to reduce piston slap as the connecting
rod travels from one side of the piston to the other side
after a stroke. The pins are a press fit in the connecting rod
and a floating fit in the piston.
SM 810 00(L)-2-2
Group 00(L), ENGINE
SM 810 00(L)-2-3
Group 00(L), ENGINE
1. Oil Pump Shaft Extension 120. Clutch Pressure Plate cover

2. Oil Pump Body 121. Dowel Pin
5. Pump Cover 122. Retainer
6. Pressure Regulator valve 123. Oil Pump Bolt
7. Pressure Regulator Valve Spring 124. Spring Stop Plug
8. Spring Stop Retaining Pin 125. Nut
10. Pickup Screen and Pipe 126. Gasket
70. Oil Pan Gasket 127. Oil Fan Drain Plug
71. Oil Pan Reinforcement 128. Oil Pan Stud
72. Oil pan 129. Bolt
80. seal Retainer Screw 130. Clip
81. Seal Retainer Nut 131. Bolt
82. Seal Retainer 132. Main Bearing Cap Bolt
83. Seal Retainer Stud 133. Groove Pin
84. Seal Retainer Gasket 134. Engine Flywheel
87. Camshaft Retainer 135. Flywheel Bolt
88. Camshaft Retainer Screw 136. Lower Main Bearing Insert
90. Seal 137. Crankshaft Front Oil seal
91. Gasket 138. Torsional Damper
92. Oil Fitter Adapter 139. Groove Pin
93. Bolt 140. Timing Pointer
100. Main Bearing Cap 141. Bolt
101. Crankshaft 142. Front Cover
102. Oil Filter 143. Front Cover Gasket
103. Piston Rings 144. Upper Main Bearing Insert
104. Piston 145. Woodruff key
105. Connecting Rod 146. Dowal Pin
106. Connecting Rod Bearing 148. Canshaft
107. Connecting Rod Cap 149. Coolant Pump Gasket
108. Connecting Rod Nut 150. Bolt
109. Plug 151. Coolant Pump
110. Knock Sensor 152. Crankshaft Sprocket
111. Plug 153. Bolt
112. Expansh Cup Plug 154. Camshaft sprocket
113. Plug 155. Timing Chain
114. Engine Block 156. Camshaft Bearing
115. Plug 157. Expansion Plug
116. Water Jacket Plug 158. Oil Level Indicator Tube
117. Clutch Driven Plate 159. Oil Level Indicator
118. Spring Lock washer 160. Bolt
119. Clutch Cover Bolt 161. Piston Pin
SM 810 00(L)-2-4
Group 00(L), ENGINE
SM 810 00(L)-2-5
Group 00(L), ENGINE
20. Valve Stem Key 165. Coolant Outlet Gasket

21. nlet Valve Spring Cap 166. Thermostat
22. Valve Stem Oil Shield 167. Vacuum Fitting
23. Valve Stem Oil Seal (O-Ring) 168. Engine Coolant
24. Inlet Valve Stem Seal Temperature, sensor
26. Valve Spring with Damper 169. Bolt
27. Inlet Valve 170. Intake Manifold
28. Exhaust Valve Rotator 171. Oil Pressure Sensor
29. Exhaust Valve 172. Oil Pressure Fitting
40. Lifter Restrictor Retainer Bolt 173. E.G.R. Valve Gasket
41. Lifter Restrictor Retainer 174. E.G.R. Valve
42. Rocker Arm Nut 175. Bolt
43. Rocker Arm Ball 176. Intake Manifold Gasket
44. Rocker Arm 177. Nut
45. Push Rod 178. Power Booster
Vacuum Pipe
46. VaIve Lifter Guide (Restrictor)
179. Exhaust Manifold
47. Lifter
180. Fower Booster Vacuum
48. Flat Washer
Pipe Fitting
50. Cylinder Head Bolt
181. Plug
51. Spark Plug
182. Coolant Temperature Sensor
52. Coolant Temperature Sensor
183. Crankcase Ventilation Valve
53. Drain Plug
184. Oil Filler Cap
54. Cylinder Head Gasket
185. Oil Filler Tube
60. Heat Shield
186. Bolt
61. Washer
700. Rocker Arm Cover Bolt
62. Exhaust ManifoId Lock
701. Rocker Arm Cover
63. Bolt/Stud
702. Rocker Arm Cover Gasket
162. Stud
704. Crankcase Vent Tube Grommet
163. Bolt
705. Crankcase Vent Valve Grommet
164. Coolant Outlet
SM 810 00(L)-2-6
Group 00(L), ENGINE
ENGINE LUBRICATION
Figures 8 and 9 page.
Lubrication schematics are shown in figures of 8 and 9 page. The gear type oil pump is driven from the distributor shaft,
which is gear driven from the camshaft. Oil is drawn into the oil pump through a pickup screen and pipe.
Pressurized oil is routed to the oil filter. In case of excessive oil pressure, a bypass valve is provided. Filtered oil flows
into the main gallery and then to the camshaft, balance shaft rear bearing, and crankshaft bearings.
The valve lifter oil gallery supplies oil to the valve lifters. Oil flows from the hydraulic lifters through the hollow push-
rods to the rocker arms. Oil from overhead drains back to the crankcase through oil drain holes.
The timing chain is drip fed from the front camshaft bearing. The pistons and piston pins are lubricated by oil splash.
SM 810 00(L)-2-7
Group 00(L), ENGINE
SM 810 00(L)-2-8
Group 00(L), ENGINE
GENERAL INFORMATION USING RTV SEALER

• Do not use RTV when extreme temperatures are
STATEMENT ON CLEANLINESS AND expected, such as exhaust manifold, head gasket or
CARE where gasket eliminator is specified.
• When separating components sealed with RTV, use a
• An engine is a combination of many machined,
rubber mallet and “bump” the part sideways to shear
honed, polished, and lapped surfaces with very fine
the RTV sealer. “Bumping” should be done at bends
tolerances.
or reinforced areas to prevent distortion of parts. RTV
• Whenever valve train components, cylinder head, cyl- is weaker in shear (lateral) strength than in tensile
inder, crankshaft, or connecting rod components are (vertical) strength.
removed for service, they should be retained in order.
NOTICE
At the time of installation, they should be installed in
the same locations and with the same mating surfaces Attempting to pry or pull components apart
as when removed. may result in damage to the part.
• Any time the air cleaner or TBI unit is removed, the • Surfaces to be resealed must be clean and dry.
intake opening must be covered.This will protect Remove all traces of oil and RTV with a chlorinated
against the entrance of foreign material which could solvent (GM P/N 1050454 or equivalent). Do not use
follow the intake passage into the cylinder and cause petroleum cleaners such as mineral spirits. They leave
extensive damage when the engine is started. a film onto which RTV will not stick.
• When any internal engine parts are serviced, care and • Apply RTV to one of the clean surfaces. Use abead
cleanliness are important. A liberal coating of engine size as specified in the procedure. Run the bead to the
oil should be applied to friction areas during assembly inside of any bolt holes. Do not allow the sealer in
to protect and lubricate the surfaces on initial opera- any blind threaded holes, as it may prevent the bolt
tion. Throughout this section, it should be understood from seating properly or cause damage when the bolt
that proper cleaning and protection of machined sur- is tightened.
faces and friction areas is part of the repair procedure.
This is considered standard shop practice even if not • Assemble while RTV is still wet (within 3 minutes).
specifically stated. Do not wait for RTV to skin over.
IMPORTANT • Torque bolts to specitications. Do not over-torque.

Use of RTV sealer and anaerobic gasket
eliminator USING ANAEROBIC GASKET ELIMINA-
Two types of sealer are commonly used in the TOR
engines covered by this manual. These are
RTV sealer and anaerobic “gasket elimina- • Clean surfaces to be resealed with a chlorinated sol-
tor” sealer. vent (GM P/N 1050454 or equivalent) to remove all
oil, grease, and old material.
It is important that these sealers be applied properly and in
• Apply a continuous bead of gasket eliminator to one
their proper place to prevent oil leaks. The two types of
flange.
sealers are not interchangeable. Use the sealer recom-
mended in the procedure. • Spread the bead evenly with your finger to get a uni-
form coating on the complete flange.
• RTV (room temperature vulcanization) sealer is used
where a nonrigid part is assembled to a rigid part. • Assemble parts in the normal manner and torque
Common examples are oil pans and rocker covers. immediately to specifications.
• Anaerobic gasket ehminator hardens in the absence of IMPORTANT
air. This sealer is used where two rigid parts (such as Anaerobic sealed joints that are partially
castings) are assembled together. When two rigid torqued and allowed to cure more than five
parts are disassembled and sealer or gasket is readily minutes may result in incorrect shimming of
noticeable, the parts were probably assembled using the joint.
gasket eliminator.
SM 810 00(L)-2-9
Group 00(L), ENGINE
REPLACING ENGINE GASKETS • Lubricate the insert with light engine oil (except when
installing in aluminum) and install.
! CAUTION
IMPORTANT
Composite type gaskets are used in some
When correctly installed, the insert should be
areas of the engine assembly. These gaskets
flush to one turn below the surface.
have a thin metal core. Use caution when
removing or handling composite gaskets to
• If the tang of the insert does not break off when back-
help avoid personal injury.
ing out the installer, break the tang off with a drift
THREAD REPAIR
Tools Required
General purpose thread repair kits are available com-
mercially.
Damaged threads may be reconditioned by drilling
out, rethreading, and installing a suitable thread insert.
! CAUTION
Wear safety glasses to avoid eye damage.
• Determine size, pitch, and depth of damaged thread.

If necessary, adjust stop collars on cutting tool and tap
to required depth.
IMPORTANT
Refer to the kit manufacturer’s instructions
regarding the size of drill and tap to be used.
• Drill out damaged thread.

• Tap hole. Lubricate tap with light engine oil. Clean
the thread.
IMPORTANT
Avoid buildup of chips. back out the tap
every few turns and remove chips.
• Thread the thread insert into the mandrel of the

installer.
Engage the tang of the insert on the end of the man-
drel.
SM 810 00(L)-2-10
Group 00(L), ENGINE
DISASSEMBLY OF ENGINE CLEANING

It is important that the engine be as clean as possible to
TOOLS AND SHOP EQUIPMENT prevent dirt from entering critical areas during disassem-
bly.
A clean well-lit work area should be available. other nec-
essary equipment includes: a suitable parts cleaning tank, Remove the engine accessories before cleaning, to pro-
compressed air supply, trays to keep parts and fasteners vide better access to the engines exterior surfaces. After
organized, and an adequate set of hand tools. removing the TBI unit, distributor, etc., cover the open-
ings with tape to prevent the entry of contaminants.
An approved engine repair stand will aid the work and
help prevent personal injury or component damage. Methods used to clean the engine will depend on the
means which are available. Steam cleaning, pressure
Special tools are listed and illustrated throughout this sec- washing, or solvent cleaning am some of the acceptable
tion with a complete listing at the end of the section. methods. AIlow the engine to dry thoroughly before
These tools (or their equivalents) are specially designed to beginning any work.
quickly and safely accomplish the operations for which
they are intended.
The use of these special tools will also minimize possible DRAINING THE ENGINE
damage to engine components.
Remove or Disconnect
Some precision measuring tools are required for inspec-
• Oil pan drain plug and washer.
tion of certain critical components. Torque wrenches are
necessary for the correct assembly of various parts. IMPORTANT
Allow the oil to drain into a proper container.
ACCESSORY REMOVAL
• Oil filter.
The various procedures in this manual assume that the
• Coolant drain plug and or knock sensor from the
engine accessories have been removed.
block
These accessories may include one or more of the follow-
ing: IMPORTANT
• Hydraulic Pump Allow the coolant to drain from the block
into a proper container.
• Generator
• Air Conditioning Compressor Install or Connect
• Cooling Fan NOTICE

Refer to “Notice” on page 00(L)-2-1
• Distributor
• TBI unit • Oil pan drain bo1t.
It is beyond the scope of this section to cover in detail the Tighten
many different accessory installations.
Refer to the appropriate service manual section for this Drain plug to 25 N ·m (18 lbs. ft).
information. • Coolant drain plug and or knock sensor into the block.
Diagrams of emissions and vacuum hose routings, wiring
harness routing, accessory drive belt layout, etc. should be Tighten
found before removing accessories. • Coolant drain plug or knock sensor to 14 N ·m (124
lbs. in.).
SM 810 00(L)-2-11
Group 00(L), ENGINE
EGR VALVE REMOVAL

• Bolts.
• EGR valve.
• Gasket.
EXHAUST MANIFOLD REMOVAL

• Exhaust manifold bolts, washers, and tab washers.
• Heat shields.
• Exhaust manifold.
COOLANT PUMP REMOVAL

• coolant pump bolts.
• coolant pump.
VALVE TRAIN COMPONENT REMOVAL
• Gaskets. 19. Bolt
20. Retainer
ROCKER ARM COVER REMOVAL 21. Nuts
22. Balls
23. Rocker Arm
• Rocker arm cover bolts(1). 24. Pushrods
• Rocker arm covers (2). 25. Restrictor
• Gaskets. 26. Hydraulic Lifter
INTAKE MANIFOLD REMOVAL

• Intake manifold bolts.
• Intake manifold.
• Gaskets.
SM 810 00(L)-2-12
Group 00(L), ENGINE
Remove or Disconnect Remove or Disconnect
IMPORTANT NOTICE
Store all reusable components in an exact The inertial weight section of the torsional
order so they can be reassembled in the same damper is assembled to the hub with a rub-
position from which they were removed. ber sleeve. The removal procedures must be
followed (with the proper tools) or movement
• Rocker arm nuts (21), balls (22), and rocker arms of the inertia weight section of the hub will
(23). destroy the tuning of the torsional damper
and the engine timing reference.
• Push rods (24).
• Bolt (19). • Torsional damper bolt.
• Guide assembly (20). • Torsional damper using J 23523-E (figure 10).
• Hydraulic lifters (26). • Crankshaft key.
IMPORTANT
Remove the lifters one at a tune and place
them in an organizer rack
CYLINDER HEAD REMOVAL

• Engine lift bracket.
• Cylinder head bolts.
• Cylinder heads.
• Head gaskets.
TORSIONAL DAMPER REMOVAL

Tool Required
J 23523-E Torsional Damper Puller
SM 810 00(L)-2-13
Group 00(L), ENGINE
SM 810 00(L)-2-14
Group 00(L), ENGINE
OIL PAN REMOVAL • Camshaft sprocket (40) and timing chain (41)
together.
• Oil pan nuts (125).
• Oil pan bolts (129).
• Clips (130) and studs (128).
• Reinforcements.
• Oil pan (72).
• Gasket (70).
OIL PUMP REMOVAL

IMPORTANT
The sprocket has a light interference fit on
• Oil pump to main bearing cap bolt. the camshaft.
Tap the sprocket on its lower edge to loosen
• Complete oil pump assembly.
it.
• Shaft extension.
CAMSHAFT REMOVAL
FLYWHEEL REMOVAL
Tool Required:
Remove or Disconnect 5825-A Crankshaft Gear Remover
• Flywheel bolts. • Balance shaft drive gear stud (35).
• Flywheel. • Balance shaft drive gear (37).
• Crankshaft sprocket (38), if necessary. Use 5825 (fig-
FRONT COVER REMOVAL ure 13).
Remove or Disconnect • Camshaft retainer bolts and camshaft retainer.
• Front cover bolts. • Camshaft.
• Front cover.
• Front cover gasket.
TIMING CHAIN AND CAMSHAFT

SPROCKET REMOVAL
Check timing chain free play. If the timing chain can be
moved back and forth in excess of 1.58750 mm (0.625
in.), make a note that the timing chain should be replaced
during assembly. IMPORTANT
• Camshaft sprocket bolts (39) and nut (34). Install three 7.9375 mm (0.3125 in.- 18 pitch)
bolts 100 ~ 125 mm (3.937 in. - 4.921 in.)
long into the camshafts threaded holes. Use
these bolts to handle the camshaft. (figure
14).
SM 810 00(L)-2-15
Group 00(L), ENGINE
BALANCE SHAFT REMOVAL
Tools Required:
38834 Balance Shaft Bearing Service
Kit 26941 Bearing Remover
1. Bolt (49).
2. Driven gear (42).
3. Retainer bolts (48).
4. Retainer (43).
5. Balanceshaft(47)using a soft faced hammer(above figure).
6. Balance shaft rear bearing (45) using 38834 and 26941.
IMPORTANT
The balance shaft with front bearing are serviced as an assembly.
Use only the correct tools for bearing and shaft installation.
Inspect the balance shaft driven gear and the drive gear for nicks and burrs.
SM 810 00(L)-2-16
Group 00(L), ENGINE
PISTON AND CONNECTING ROD • Check the connecting rod and cap for identification
marks.
REMOVAL
IMPORTANT
Mark the parts if required.
Marking them from the front to the rear,
with the engine in an upright position and
viewed from the front:
– The right bank is numbered l-3-5.
– The left bank is numbered 2-4-6.
Store the connecting rod, bearings and cap
together as mating parts, so they may be
reassembled in the same position from which
they were removed.
• Connecting rod cap.
• Connecting rod and piston.
IMPORTANT
Attach 5239 to the connecting rod bolts (fig-
ure 20 page below and right).
Use the long guide rod of 5239 to push the
connecting rod and piston out of the bore
through the top of the engine.
• Connecting rod beatings.
Tools Required :
5239 Guide Set
24270 Ridge Reamer
• Ridge or deposits from the upper end of the cylinder
bores as follows:
a. Rotate the crankshaft until the piston is at BDC.
b. Place a cloth on top of the piston.
c. Perform the cutting operation with 24270.
d. Rotate the crankshaft until the piston is at TDC.
e. Remove the cloth and cuttings.
f. Repeat this procedure for each piston.
• Mark the cylinder numbers on the tops of each piston.
IMPORTANT
Marking them from the front to the rear,
with the engine in an upright position and
viewed from the front :
– The right bank is numbered l-3-5.
– The left bank is numbered 2-4-6.
SM 810 00(L)-2-17
Group 00(L), ENGINE
CRANKSHAFT REAR OIL SEAL CRANKSHAFT REMOVAL

REMOVAL Remove or Disconnect
NOTICE Inspect
When removing the crankshaft rear oil seals,
• Check the main bearing caps for location markings.
be careful to not damage the crankshaft seal-
Mark the caps if necessary. The caps must be returned
ing surface. A minor scratch can cause a
to their original locations during assembly.
major oil leak.
1. Main bearing cap bolts.
Remove or Disconnect 2. Main bearing caps and lower main bearing
• Crankshaft rear oil seal. Insert a screwdriver into the inserts.
notches provided in the seal retainer and pry the seat 3. Crankshaft from the cylinder block with
out (figure right). extreme care, taking care to avoid damage to
crankshaft journals and thrust flange surfaces.
4. Upper main bearing inserts.
MAIN BEARING REMOVAL (WITHOUT

REMOVING CRANKSHAFT)
Tool required:
8080 Main Bearing Remover/Installer
Inspect
• Check the main bearing caps for location markings.
Mark the caps if necessary. The caps must be returned
CRANKSHAFT REAR OIL SEAL
to their original locations during assembly.
RETAINER REMOVAL
1. Main bearing cap bolts.
Remove or Disconnect 2. Main bearing caps
• Screws (50) and nuts (51). 3. Lower main bearing inserts from the main
bearing caps.
• Seal retainer (52).
4. Upper main bearing inserts.
• Gasket (54).
a. Insert 8080 into the crankshaft oil hole (figure
above).
b. Rotate the crankshaft to turn the upper main bear-
ing insert out of the block.
SM 810 00(L)-2-18
Group 00(L), ENGINE
CLEANING, INSPECTION, AND REPAIR

NOTICE
Carefully remove all gasket material from the part using a plastic or wood scraper.
Use Loctite brand “Chisel Gasket Remover” (P/N 79040), Permatex brand “Gasket Remover” (F/N
4MA) or equivalent. Follow all safety recommendations and directions that are on the can.
Do not use any other method or technique to remove gasket material. from a part Do not use abrasive pads, sand paper or
power tools to clean gasket surfaces. These methods of cleaning can damage the part Abrasive pads also produce a fine
grit that the oil filter cannot remove from the oil. This grit is abrasive and has been known to cause internal engine dam-
age.
NOTICE
If the engine is damaged internally and needs to be rebuilt, make sure all foreign material is completely
flushed out of the cooling system/oil cooler system (if equipped).
Failure to flush out the debris can result in damage to the rebuilt engine.
SM 810 00(L)-2-19
Group 00(L), ENGINE
A solvent tank large enough to hold the larger engine parts - Cylinder walls.
will be needed as well as various bristle brushes and gas- - Coolant jackets.
ket scrapers. A source of compressed air will also be help- - Engine mount bosses.
ful in the cleaning operations.
- Main bearing webs.
Special tools are listed and illustrated throughout this sec-
4. Main bearing bores and caps.
tion with a complete listing at the end of the section.
These tools (or their equivalents) are specially designed to - All main bearing bores should be rounded and uni-
quickly and safely accomplish the operations for which form in ID at all of the bearing supports.
they are intended. They should not be used in operations - The area were the main bearing inserts contact the
for which they are not designed. These special tools, when main bearing bore should be smooth.
they are properly used, will also minimize possible dam- - if a main bearing cap is found to be damaged,
age to engine. replace the cap and linebore the block.
Some precision measuring tools are required for inspec- 5. Cylinder head mounting surface for flatness,
tion of certain critical components. These include using a precision straight edge and feeler gage (fig-
micrometers, torque wrenches, feeler gages, dial indicator ure right).
set, etc. The inspection work, when performed with the
- Set the straight edge on the sealing surface to be
proper methods and tools, is most important.
inspected.
The rebuilt engine cannot be expected to perform properly - Take the feeler gage and at various locations, check
if the parts are worn beyond acceptable limits are reused. the gap between the straight edge and the sealing
surface.
CYLINDER BLOCK - If the gap is greater than 0.05 mm (0.002 in.) within
152 mm (6 in.) at any sealing location, the block
Remove or Disconnect must be replaced.
• Oil pressure fitting and sensor. - If the gap is found to be less than 0.05mm(0.002in.)
• Coolant drain plugs. at any sealing location and a cause for leakage is
suspected, then the minor irregularities may be care-
• Oil filter adapter bolts.
fully machined from the block.
• Oil filter adapter and gasket
• Camshaft and balance shaft cup plugs (89).
• Front oil gallery cup plugs (86).
• Rear oil gallery plugs (87,88, and 90).
Clean
• Sealing material from mating surfaces.
• Boil cylinder block in caustic solution.
- Flush with clean water or steam.
• Cylinder bores.
• Threaded holes.
• Oil galleries and passages. 6. Oil pan, timing cover, and intake manifold mounting
surfaces for nicks. Minor irregularities may be
• Scale deposits from coolant passages.
cleaned up with a flat file.
• Spray or wipe cylinder bores and machined surfaces
with engine oil.
Inspect
1. All expansion plugs for lack of fit or leakage.
2. Valve lifter bores for deep scratches and deposits.
3. Cracks in the block.
SM 810 00(L)-2-20
Group 00(L), ENGINE
CYLINDER BORE CYLINDER BORE RECONDITIONING

Inspect • Measure the cylinder bore for out of round and taper
as outlined previously.
• Cylinder bores for scoring or other damage.
• Measure for wear at the top of the bore (point “A”)
• Cylinder bore taper and out-of-round.
and at the bottom (point “B”).
MEASURING CYLINDER BORE TAPER

AND OUT-OF-ROUND
Tool required
58087 Cylinder Bore Gage (or equivalent)
IMPORTANT
If one or more cylinder bores are rough,
scored or worn beyond limits, it will be neces-
sary to smooth or true up such bores to fit
new pistons.
No attempt should be made to cut down over-
size pistons to fit cylinder bored as this will • Cylinder bores can be measured by setting the cylin-
destroy the surface treatment and affect the der gage dial at zero in the cylinder at the point of
weight. The smallest possible oversize pistons desired measurement. Lock the dial indicator at zero
should be used and the cylinder bores should before removing from the cylinder, and measure
be honed to size for proper clearances. across the gage contact points with an outside
micrometer, with the gage at the same zero setting
• Refer to “Specifications” for tolerances. when removed from the cylinder (figure right).
• Set the gage so the thrust pin must be forced in about

7 mm (l/4 in.) to enter the gage in the cylinder bore.
• Center the gage in the cylinder and turn the dial to
“0”.
• Carefully work the gage up and down to determine
taper and turn it to different points around the cylin-
der wall to determine the outof- round condition.
Measure the bore both parallel to and at right angles
to the engine centerline. Measure at the top, middle,
and bottom of the bore and note the readings.
• Recondition the cylinder bore as necessary, as out- • If the cylinders are found to exceed the specified out-
lined later. of-round or taper, honing or boring will be necessary.
Any cylinders that were found to have less than 0.13
mm (0.005 in.) wear or taper may not entirely clean
up when fitted to a high limit piston. If it is desired to
entirely clean up the bore in these cases, it will be
necessary to rebore for an oversize piston. If more
than 0.13 mm (0.005in.)taper or wear,they should be
bored and honed to the smallest oversize that will per-
mit complete resurfacing of all cylinders.
• Fine vertical scratches made by ring ends will not, by
themselves, cause excessive oil consumption; there-
fore, honing to remove them is unnecessary.
SM 810 00(L)-2-21
Group 00(L), ENGINE
• Make sure the honing stones are clean, sharp, and HONING
straight Move the hone slowly up and down to pro-
duce a 46 to 66 degree crosshatch pattern. Clean the • When honing the cylinders, follow the hone manufac-
bore thoroughly with soap and water. Dry and rub in turer’s recommendations for use, cleaning, and lubri-
clean engine oil, then re-measure. cation during honing. Use only clean, sharp stones of
the proper grade for the amount of material to be
• If honing is not required, the cylinder bores should be removed. Dull, dirty stones cut unevenly and generate
cleaned with a hot water and detergent wash. Apply excessive heat. When using coarse or medium grade
clean engine oil to the bore after cleaning. stones, use care to leave sufficient metal so that all
stone marks may be removed with the fine stones
BORING used for finishing to provide proper clearance.
• Before the honing or re-boring operation is started, • Occasionally, during the honing operation, the cylin-
measure all new pistons with the micrometer contact- der bore should be thoroughly cleaned and the piston
ing at points exactly 90 degree from the piston pin selected for the individual cylinder checked for cor-
centerline. rect fit.
Some pistons must be measured at a specified dis- • When honing to eliminate taper in the cylinder, full
tance from the piston crown. Refer to the proper sec- strokes of the hone in the cylinder should be made in
tion for additional instructions. Then select the addition to checking measurement at the top, middle
smallest piston for the first fitting. The slight variation and bottom of the bore repeatedly.
usually found between pistons in a set may provide
for correction in case the first piston is fitted too NOTICE
loose. Handle the pistons with care and do not
attempt to force them through the cylinder
• Before using any type of boring bar, the top of the until the cylinder has been honed to the cor-
cylinder block should be filed to remove any dirt or rect size as the piston can be distorted
burrs. This is very important. If not checked, the bor- through careless handling.
ing bar may be tilted which would result in the
rebored cylinder wall not being at right angles of the • When finish honing a cylinder bore to fit a piston, the
crankshaft. hone should be moved up and down at a sufficient
• The instructions furnished by the manufacturer of the speed to obtain very fine uniform surface finish marks
equipment being used should be carefully followed. in a crosshatch pattern at the specified angle of 45” to
65’.
• When reboring cylinders, all crankshaft bearing caps
must be in place and tightened to the proper torque to • The finish marks should be clean but not sharp,free
avoid distortion of the bores in the final assembly. from imbedded particles and torn or folded metal.
Always make sure the crankshaft is out of the way of • By measuring the piston to be installed at the sizing
the boring cutter when boring each cylinder. point specified in the propersection, and adding the
Crankshaft bearings and other internal parts must be average of the clearance specification, the finish hone
covered or taped to protect them during the boring or cylinder measurement can be determined. It is impor-
honing operation. tant that the block and the piston be measured at room
• When taking the final cut with a boring bar, leave tempemture.
0.025 mm (0.001 in.) on the diameter for finish hon- • It is of the greatest importance that refinished cylinder
ing to give the required position to the cylinder clear- bores are trued up to have the less than specified out-
ance specifications. (The honing or boring operation of-roundtaper. Each bore must be final honed to
must be done carefully so the specified clearance remove all stone or cutter marks and provide a
between pistons, rings, and cylinder bores is main- smooth surface.
tained).
• Refer to “Specifications” in the proper section piston
to bore clearance tolerances.
• After final honing and before the piston is check for
fit, clean the bores with hot water and detergent.
SM 810 00(L)-2-22
Group 00(L), ENGINE
Scrub with a stiff bristle brush and rinse thoroughly PISTON DISASSEMBLY
with hot water. It is essential that a good cleaning
operation be performed. If any of abrasive material is NOTICE
allowed to remain in the cylinder bores, it will wear The connecting rod, bearing and cap need to
the new rings and cylinder bores in addition to the be stored together as mating parts, so they
bearings lubricated by contaminated oil. After wash- may be reassembled in the same position
ing, the dry bore should then be brushed clean with a from which they were removed.
power-driven fiber brush.
• Permanently mark the piston for the cylinder which it
has been fitted.
• Apply clean engine oil to each bore to prevent rusting.
NOTICE
For steps 2,4,5, and 6, refer to “Notice” on
page 00(L)-2-1
Install or Connect
1. Front oil gallery plugs (86).
IMPORTANT
Coat plug outside diameter with sealant (GM
P/N 1052080) or equivalent.
2. Rear oil gallery plugs (87,88, and 90).
Tighten
• Plug (87) to 30 N·m (22 lbs. ft.).
• Plug (88) to 40 N·m (30 lbs. ft).
• Plug (90) to 40 N·m (30 lbs. ft.).
3. Camshaft and balance shaft cup plugs (89) to proper
depth.
IMPORTANT
Coat plug outside diameter with sealant (GM
P/N 1052080) or equivalent.
4. Oil filter adapter, gasket, and bolts.
Tighten
• Bolts to 22 N·m (16 lbs. ft.).
5. Coolant drain plugs.
Tighten
• Plugs to 20 N·m (15 lbs. ft.)
6. Oil pressure fitting and sensor.
Tighten
• Fitting tighten with 11 N·m (97 lbs. in.) and if neces-
sary tighten for alignment more.
SM 810 00(L)-2-23
Group 00(L), ENGINE
Tool Required: 3. Connecting rod for cracks, nicks, etc. If a suitable jig
J 24086-B Piston Pin Remover and Jnstaller is available, check the connecting rod for a bent or
twisted condition.
4. Piston.
1. Piston rings. In most cases,the rings should be dis-
carded and replaced with new ones at assembly. • Ring land for cracking, wear, etc.
2. Connecting rod bearing inserts. If the inserts are to be • Ring grooves for burrs, nicks, etc.
reused, place them in a rack so they may be rein- • Skirts and pin bosses for cracking.
stalled in their original connecting rod and cap. • Skirts for scuffing.
3. Piston pin. 5. Connecting rod bearing inserts for scratches or deep
• Place the piston/connecting rod on support fixture pitting.
J2408620. Make sure the connecting rod is fully
supported. MEASURING PISTON PIN TO PISTON
• Press out the piston pin. CLEARANCE
Measure
1. Piston pin diameter. Check against “Specifications.”
2. Piston pin to piston clearance.

• Measure the piston pin hole diameter.
• Subtract the piston pin diameter from the piston pin
hole diameter to obtain the clearance.
• Replace the piston and piston pin if the clearance
exceeds specifications. The piston and piston pin are
a matched set and not available separately.
Clean
1. Piston.
• Remove all varnish and carbon deposits. Do not use
a wire brush
• Remove the carbon from the ring grooves.
• Oil control ring groove holes.
Inspect
1. Piston pin bore in the piston and connecting rod.
Check for scuffing, burrs, etc.
2. Piston for scratches wear, etc.
SM 810 00(L)-2-24
Group 00(L), ENGINE
PISTON SELECTION PISTON ASSEMBLY

1. Check the used piston to cylinder bore clearance. ASSEMBLING THE PISTON AND CONNECTING
ROD
Measure
Tool Required
• Cylinder bore diameter Use a telescoping bore gage,
J 24086-B Piston Pin Remover and Installer Set
located 65 mm (2.5 in.) below the top of the cylinder
bore. Install or Connect
• Piston diameter. Measure the piston skirt at a right 1. Piston and connecting rod.
angle to the piston pin, at the centerline of the piston
pin. • The valve cutouts in the piston crown must be oppo-
site the connecting rod bearing tangs.
• Subtract the piston diameter from the cylinder bore
diameter to determine piston to bore clearance. • Lubricate the piston pin holes in the piston and con-
necting rod with engine oil.
• Refer to “Specifications” in the proper section.
Determine if the piston clearance is in the acceptable • Install the pin guide to hold the piston and connect-
range. ing rod together. Be sure to use the proper pin guide.
Refer to the instructions supplied with the tool.
2. Piston pin.
• Insert the piston pin into the piston pinhole.
• Place the assembly on the support fixture.
• Adjust the piston pin installer (J24086-9) to the cor-
rect length, using the letter number scale on the
installer adjuster. This is necessary to ensure that the
piston pin is pressed into the piston to the correct
depth. Refer to the instructions supplied with the
tool for the proper setting.
• Lock the adjuster in place with the lock ring.
2. If the used piston is not acceptable, determine it a
new piston will fit the cylinder bore.
3. If a new piston does not bring the clearance within
tolerances, the cylinder bore must be reconditioned.
4. Mark the piston to identify the cylinder for which it
was fitted.
SM 810 00(L)-2-25
Group 00(L), ENGINE
NOTICE • Slip the outer surface of the top and second com-
After the installer hub bottoms on the sup- pres-sion ring into the respective piston ring groove,
port assembly, do not exceed, 35,000 kPa to make sure that the ring is free.
(5,000 psi) pressure, as this could cause dam- If binding occurs at any point, the cause should be
age to the tool. determined. If binding is caused by the ring groove,
correct by depressing the groove with a fine cut file.
• Place the adjuster in the support future. Press the If the binding is caused by a distorted ring, try a new
piston pin into place (until the adjustable installer ring.
bottoms in the support fixture).
• Remove the piston and connecting rod assembly
from the tool and check the piston for freedom of
movement on the piston pin.
INSTALLING THE PISTON RINGS

Figures 34 Through 36
Measure
1. Ring end gap as follows:
• Select rings comparable in size to the piston being Assemble
Used.
NOTICE
• Slip the compression ring into the cylinder bore and All compression rings are marked on the
press it down about 7mm (0.250 in.) above ring upper side of the ring. When installing the
travel. compression rings, make sure the Marked
Make sure the ring is square with the cylinder wall. side is toward the top of the piston
• Measure the space or gap between the ends of the
ring with a feeler gage. NOTICE
• Refer to “Specifications” in the proper section for The oil control rings are three piece
correct gap. types,consisting of two rails and an expander.
• If the gap between the ends of the ring is not as spec-
ified, remove the ring and try another for fit. 1. Expander.
2. Lower rail.
3. Upper rail.
4. Upper compression ring.
5. Lower compression ring.
• Flex all rings to make sure they are free. If binding
occurs at any point the cause should be determined.
If binding is caused by the ring groove, correct by
dressing the groove with a fine cut file. If binding is
caused by a distorted ring, try a new ring.
Inspect - Ring gaps must be 180° apart.

- Rail gaps must be 180° apart.
1. Ring fit as follows:
• Fit each compression ring to the piston on which it is
going to be used.
SM 810 00(L)-2-26
Group 00(L), ENGINE
Measure CAMSHAFT
• Ring clearance. Use a feeler gage. Compare with IMPORTANT
“Specifications” in the proper section. Do not attempt to repair the camshaft,
replace it if damaged.
Whenever the camshaft is replaced, a new set
of lifters must also he installed.
Inspect
• Bearing surfaces and lobes for wear
• Sprocket.
• Keyway and threads.
- Galling
- Gouges
- Overheating
INTAKE AND EXHAUST MANIFOLDS • Camshaft journal diameters (figure 37), Refer to
Clean “Engine Specifications” in the back of this section for
proper diameters.
• Mating surfaces on intake manifold and cylinder
head.
• Excessive carbon buildup in the exhaust passages of
the intake manifold.
• Scale and deposits from the coolant passages of the
intake manifold.
• EGR passage of excessive carbon deposits.
Inspect
• Manifolds for cracks, broken flanges, and gasket sur-
face damage.
• Alignment of manifold flanges. Use a straight edge
and feeler gage. If the flanges do not align, the mani-
fold is warped and should be replaced.
SM 810 00(L)-2-27
Group 00(L), ENGINE
CAMSHAFT BEARINGS Clean
CAMSHAFT BEARING REPLACEMENT • Camshaft bearing bores in the block Install or Con-
nect
Inspect
Tool Required
• Camshaft bearings for scratches, pits, or loose fit in J 6098-01 Camshaft Bearing Remover and Installer
their bores. Replace the camshaft bearings if neces-
saty.
Tool Required
J 6098-01 Camshaft Bearing Remover and Installer
1. Rear camshaft plug.
2. Inner camshaft bearings. Use J 6098-01.
• Insert the pilot into the front camshaft bearing bore.
• Slide the puller screw, with the nut and washer,
through the pilot.
• Insert the bearing tool into the inner camshaft bear-
ing bore with the shoulder of the tool against the
NOTICE
bearing.
The outer camshaft bearings must be
• Hold the puller screw with a wrench.Turn the nut
installed first. These bearings serve as guides
with a second wrench to pull the camshaft bearing
for the pilot, and help center the inner bear-
from its bore.
ings during the installation process.
• Repeat this procedure to remove the remaining inner
camshaft bearings. Note that the rear inner bearing NOTICE
must be removed with the pilot fitted into the rear Besure to fit the correct cam bearing into the
camshaft bearing. bore. The cam bearing bores vary in size.
3. Outer camshaft bearing. Use J 6098-01.
1. Outer camshaft bearings. Drive the bearings into
• Assemble the bearing tool and driver handle.
place using J 6098–01.
• Drive the outer camshaft bearings out of the block.
IMPORTANT
Make sure the camshaft bearing hole (or
holes) align with the oil hole (or holes) in the
block. On some engines, the oil holes may be
difficult to see. If so, use a piece of 2 mm rod
to check alignment.
SM 810 00(L)-2-28
Group 00(L), ENGINE
2. Inner camshaft bearing. Use tool J 6098-01. TIMING CHAIN AND SPROCKETS
• Assemble the tool with the pilot engaged in the front Inspect
bearing and the pilot flange against the front face of
the block. • Sprockets for chipped teeth and wear.
- Excessively worn sprockets will rapidly wear a new
• Slide the puller screw, with nut and washer, through
chain.
the pilot.
• Timing chain for damage.
• Place the new bearing on the bearing tool. Hold the
bearing tool and bearing against the bearing bore. - An excessively worn chain will rapidly wear a new
Align the bearing oil hole with the oil hole in the set of sprockets.
block.
• Thread the puller screw into the bearing tool enough CRANKSHAFT SPROCKET
to hold the tool and bearing in place. REPLACEMENT
Holding the puller screw with a wrench, turn the nut
Tool Required~
with a second wrench to pull the camshaft bearing
5825-A Crankshaft Sprocket Puller
into place.
5590 Crankshaft Sprocket installer
• Holding the puller screw with a wrench, turn the nut
with a second wrench to pull the camshaft into
place. 1. Crankshaft sprocket using 5825–A.
• Remove the puller screw, pilot, and bearing tool. 2. Key (if necessary).
IMPORTANT Install or connect

Make sure the camshaft bearing hole (or 1. Key (if removed).
holes) align with the oil hole (or holes) in the 2. Crankshaft sprocket using 5590.
block. If it is difficult to see the alignment,
use a piece of brass rod as described in step
1.
3. Camshaft rear plug.

• Coat a new camshaft plug with sealer (Loctite #592
or equivalent).
• Install the plug flush to 0.80 mm (0.03125 in) deep.
SM 810 00(L)-2-29
Group 00(L), ENGINE
FRONT COVER Inspect
Clean • Coolant pump shaft for rotation and end play. The
shaft and fan hub should turn straight and smoothly.
• Old gasket from the gasket surfaces. If the hub wobbles or the shaft is noisy or feels
Inspect “lumpy” when turned, replace the coolant pump. If
the shaft end play exceeds 0.381 mm (0.015 in),
• Front cover for damage, dents, or cracks. replace the coolant pump.
Remove or Disconnect • Coolant pump body at the drain (weep) hole. Slight
1. Oil seal from the front cover. staining around the weep hole is normal.
Replace the coolant pump only if coolant is dripping
• Pry the seal out with a large screwdriver.
from the weep hole while the engine is running or
• Be careful not to distort the front cover. while the system is pressurized.
Install or Connect
Tool Required: OIL PAN AND ROCKER ARM COVERS
J 35468 Front Cover Aligner aud Oil Seal
Clean
Installer
• Parts in solvent. remove all sludge and varnish.
1. New seal so that the open end of the seal is toward • Old gaskets from the gasket surfaces.
the inside of the cover.
Inspect
• Support the cover at the seal area.
• Rubber grommets and parts on the rocker arm cover
• Drive the seal into position with 35468. for deterioration.
Lubricate the seal with engine oil before
• Oil pan for rock damage or cracks.
installing the torsional damper.
• Oil pan baffle for lack of fit.
• Drain plug threads for stripping.
OIL PUMP
1. Shaft Extension (1).
IMPORTANT
• Do not remove pickup pipe and screen
unless replacement is required.
• The pickup pipe has a press fit in to the
pump cover.
• Do not remove the screen from the pipe.
COOLANT PUMP The pickup screen and pipe are serviced as a
complete assembly only.
Clean
• All gasket mating surfaces. Be sure old gasket mate- 2. Pickup pipe and screen (10).
rial is removed and free of oil or other foreign materi- 3. Screws (9).
als.
4. Pump cover (5).
NOTICE
IMPORTANT
Do not immerse the pump in solvent. The sol-
Mark where the idler gear (4) and drive gear
vent may enter the pump’s permanently
lubricated bearings and cause premature (3) mesh together, so they can be reinstalled
bearing failure. with the same gear teeth indexed.
SM 810 00(L)-2-30
Group 00(L), ENGINE
5. Idler gear (4) and drive gear (3). • Pressure regulator valve (6) for fit. The regulator
6. Retaining pin (8). valve should slide freely in its bore without sticking
or binding.
7. Pressure regulator spring (7).
Install or Connect
8. Pressure regulator valve (6).
Tool Required
21882 Rickup Tube and Screen Installer.
1. Pressure regulator valve (6) into the pump cover.
2. Pressure regulator spring (7) into the pump cover.
3. Retaining pin (8) into the pump cover.
4. Drive gear and shaft (3) into the pump body.
5. Idler gear (4) into the pump body.
IMPORTANT
Match together the index marks on the two
gears made during disassembly.
Clean 6. Pump cover (5).

• All parts in clean solvent and dry them with com- NOTICE
pressed air. Refer to “Notice” on page 00(L)-2-1
Inspect
7. Screws (9).
• Pump body (2) for cracks, wear, or other damage.
• Inside of the cover (5) for cracks and wear that would Tighten
permit oil to leak past the ends of the gears. • Screws to 9 N·m (80 lbs·in)
• Gears (3 and 4) for wear. Inspect
• Drive gear and shaft (3) for lack of fit in the pump
• With the shaft extension (1) installed on the pump,
body (2).
turn the drive shaft by hand to check for smooth oper-
• The pump gears, cover, and body are not serviced ation.
separately.
NOTICE
If any of the parts are damaged or worn, the entire oil
Be careful of twisting, shearing, or collapsing
pump assembly must be replaced.
the pipe when installing it to the pump.
• Pickup screen and pipe (10) for damage to the screen A damaged pipe can cause lack of lubrication
or loose fit of the pipe. and engine failure.
SM 810 00(L)-2-31
Group 00(L), ENGINE
8. Pickup screen and pipe. HYDRAULIC LIFTERS

• If the pickup screen and pipe assembly was The type of hydraulic lifters used in this engine are the
removed, it should be replaced with a new part. Loss roller type. Hydraulic litters are serviced only as an
of press fit condition could result in an air leak and assembly. No internal parts are available.
loss of oil pressure.
• Mount the oil pump in a soft-jawed vise. IMPORTANT
• Service is limited to a disassembly and
• Apply sealer to the end of the pipe.
cleaning. Discard any valve lifter(s) that are
• Tap the pickup screen and pipe into place, using worn.
21882 and a hammer. • Whenever the camshaft needs to be
• The pump screen must be parallel with the bottom of replaced, a new set of hydraulic lifters must
the oil pan when installed. also be installed.
9. Oil pump drive shaft and connector (1).
VALVE TRAIN COMPONENTS

• Store all reusable components in an exact order, so
they may be reassembled in the same position from
which they were removed.
PUSHRODS, ROCKER ARMS, BALLS,

AND NUTS
Clean
• All parts in clean solvent and dry them with com-
pressed air.
• Make sure the oil passages through the pushrods are
clear.
Inspect
• Rocker arms and balls at their mating surfaces. These
surfaces should be free from wear or damage.
• Rocker arm areas that contact the valve stems and the
socket areas that contact the ends of the pushrods.
These areas should be free of wear or damage.
• Rocker arm nuts.
• Pushrod ends for scoring, roughness, or bends.
- Roll the pushrod on a flat surface to determine its
straightness. If the rod is bent, the rod will not roll
freely. Replace if necessary.
SM 810 00(L)-2-32
Group 00(L), ENGINE
CYLINDER HEAD
DISASSEMBLY
Tool required
J 8062 Valve Spring Compressor
Remove or disconnect
1. Valve keepers (67).
• Compress the springs with 8062 (figure
• Remove the keepers (67).
• Remove J 8062.
2. Intake valve components.
• Cap (68).
• Shield (69).
• Seal (71).
• Damper (72).
• Spring (73).
3. Exhaust valve components.
• Rotator (75) IMPORTANT
• Shield (69). • Place the valves (74 and 76) in an organizer
• Seal (71). rack so they can be replaced in their original
• Damper (72). position at reassembly.
• Spring (73).
SM 810 00(L)-2-33
Group 00(L), ENGINE
CLEANING AND INSPECTION NOTICE

Excessive valve stem to guidebore clearance
Clean will cause excessive oil consumption and may
Tools Required cause valve breakage. Insufficient clearance
J 8089 Wire brush will result in noisy and sticky functioning of
J 8101 Valve Guide Cleaning Tool the valve and disturb the engine’s smooth-
ness.
• Carbon from the combustion chambers. Use J 8089.
• Valve guides. Use J 8101.
• Valve stems and heads on a wire wheel.
• Carbon and old gasket from the cylinder head gasket
surface.
• Clamp a dial indicator (J 8001 or equivalent) on one

side of the cylinder head rocker arm cover gasket rail.
Inspect • Locate the indicator so movement of the valve stem

from side to side (crosswise to the head) will cause
• Cylinder head for cracks in the exhaust ports, com- direct movement of the indicator stem. The indicator
bustion chambers, or external cracks to the coolant stem must contact the side of the valve stem just
chamber. above the valve guide bore.
Gasket surfaces should be free of damage.
• Drop the valve head about 1.6 mm (0.0625 in) off the
• Valves for burning, pitting, or warpage. Refer to valve seat.
“Valve Grinding.”
• Move the stem of the valve from side to side using
• Check the valve stems for scoring or excessive wear. light pressure to obtain a clearance reading. If clear-
Stems must not be bent. ance exceeds specifications, it will be necessary to
• Rocker arm studs for wear, damage, or improper fit. ream the valve guide bores for oversize valves as out-
lined later in this manual.
• Valve seats for pitting or other damage. Grind or
reface as needed.
• Rotators. The rotators should rotate smoothly without
binding
Measure
Tools required
J8001 Dial Indicator (or equivalent)
J9666 Valve spring tester
1. Valve stem to guide bore clearance.
SM 810 00(L)-2-34
Group 00(L), ENGINE
2. Valve spring length. Replace the spring if the length Valve Seat Grinding
is not as specified.
Reconditioning the valve seats is very important because
the seating of the valves must be perfect for the engine to
deliver the power and performance built into it.
Another important factor is the cooling of the valve head.
Good contact between each valve and its will ensure that
heat will be properly carried away.
Several different types of equipment are available for
reseating valve seats. The recommendations of the manu-
facturer of the equipment being used should be carefully
followed to attain proper results.
Regardless of what type of equipment is used, it is essen-
tial that valve guide bores be free from carbon or dirt to
ensure proper centering of the pilot in the guide. Refer to
REPAIR “Specifications” for valve seat angle specifications.
Valve Grinding
Reaming Valve Guides
Pitted valves must be refaced to the proper angle. Valve
stems that show excessive wear, or valves that are warped The valve guides used in this engine are simply holes
excessively must be replaced. When an excessively bored in the cylinder head Therefore, the valve guides are
warped valve head is refaced, a knife edge will be ground not replaceable.
on part or all of the valve head due the amount of metal If the valve stem-to-bore clearance (as measured previ-
that must be removed to completely reface. Knife edges ously in this manual) is excessive, the valve guides should
lead to breakage, burning, preignition due to heat localiz- be reamed and a valve with an oversize stem installed.
ing on this knife edge.
If the edge of the valve head is less than 0.80 mm (1 in)
after grinding, replace the valve.
Several different types of equipment are available for
refacing valves. The recommendation of the manufacturer
of the equipment being used should be carefully followed
to attain the proper results.
Refer to “Specifications” for valve face angle specifica-
tions.
SM 810 00(L)-2-35
Group 00(L), ENGINE
Available oversize valves are as follows (nominal dimen- Tighten

sions are given):
• Rocker arm stud to 47 N·m (35 lbs·ft).
• INTAKE : 0.08 mm (0.003 in) A
0.38 mm (0.015 in)
0.76 mm (0.030 in) B
• EXHAUST : 0.08 mm (0.003 in)
0.38 mm (0.015 in)
Select a reamer that will provide a straight, clean bore

through the guide’s entire length. Reamer availability is as
follows (sizes given are nominal):
• J 5830–l 0.08 mm (0.003 in) oversize
• J 6621 0.13 mm (0.005 in) oversize
• J 5830–2 0.38 mm (0.015 in) oversize
• J 5830–3 0.76 mm (0.030 in) oversize
These reamers (except J 6621) also available in Reamer
Set J 5830-02.
ROCKER ARM STUD REPLACEMENT

The 4.3L engine has screw-in rocker arm studs with posi-
tive stop shoulders. You must follow the replacement pro-
cedures outlined below under “Screw-In Studs.” No valve
adjustment is necessary. When the valve train requires
service, you simply tighten the rocker arm nuts to 27 N·m
(20 lbs·ft).
Tools Required
J 5802–01 Rocker Arm Stud Remover
J 6880 Rocker Arm Stud Installer
1. Rocker arm stud by unscrewing using J 5802-01.
ASSEMBLY
NOTICE
Install or connect
Refer to ‘Notice” on page 00(L)-2-1
1. Insert the valves(74 and 76) into the proper valve
Install or connect guides until the face of the valve contacts the valve
seat.
1. Rocker arm stud using J 6880.
2. Seal (71) (intake valves only).
• Install the seal (71) over the valve stem.
• Hold the valve (74) against the valve seat.
• Push the seal (71) down the valve stem until it bot-
toms out against the head.
3. Springs (73) and dampers (72).
4. Shields (69).
5. Cap (68) or rotator (75).
SM 810 00(L)-2-36
Group 00(L), ENGINE
IMPORTANT 3. If this measurement exceeds the amount given in

Compress the valve spring using 8062, “Engine Specifications,” install valve spring seat
enough so the lower valve stem groove can be shims, approximately 1.58750 mm (0.0625 in) thick,
seen clearly. between the spring and cylinder head.
NEVER shim the spring so as to give an installed
6. O–ring seal (70) onto the valve stem’s lower groove, height under the specified amount.
making sure the seal (70) is flat and not twisted.
• Apply a small amount of grease to the area of the THERMOSTAT AND COOLANT OUTLET
upper valve stem groove.
• Assemble the two valve keepers into the upper
groove using the grease to hold them in place. 1. Bolts.
• Release the compressor tool 8062, making sure the 2. Stud.
valve keepers stay in place. 3. Coolant outlet.
• Repeat the preceding steps on the remaining valves. 4. Gasket.
5. Thermostat (with gasket).
Inspect
• Coolant outlet for cracks.
Install or Connect
1. Thermostat
2. New gasket.
3. Coolant outlet.
NOTICE
4. Bolt.
Inspect
5. Stud
• O–ring seals for leakage (figs 57).
Tighten
- Place the suction cup supplied with 23738-A over
the shield. • Bolts to 28 N·m (21 lbs·ft).
- Connect 23738–A to the suction cup and apply a • Stud to 28 N·m (21 lbs·ft).
vacuum.
- Watch the vacuum pump gage, no air should be able TORSIONAL DAMPER
to leak past the seal.
- If the seal will not hold a vacuum, it may have been Inspect
damaged or improperly installed. • Torsional damper weight for signs of shifting on the
- Repeat the preceding steps on the remaining valves. hub. Replace as needed. Area of the torsional damper
hub shaft that contacts the front crankshaft seal for
Measure roughness or nicks. Replace the damper if this condi-
• Valve spring installed height of each spring as fol- tion exists. If damper is replaced, new balance
lows: weights of the same size must be installed on the new
damper in the same location as the old damper.
1. Use a narrow thin scale. A cut away scale may be
helpful.
2. From the top of the shim or the spring to the top of
the shield.
SM 810 00(L)-2-37
Group 00(L), ENGINE
CRANKSHAFT AND BEARINGS

Some engines may have rear main bearings that are
0.2032mm (0.008 in) wider than standard across the thrust
faces.
The crankshaft on these engines can be identified by
0.2032mm (0.008 in) stamped on the rear counterweight.
Clean
• Crankshaft with solvent.
- Do not scratch the bearing journals.
- Remove all sludge from the oil passages with com-
pressed air.
• Main bearing inserts.
- Wipe free of oil with a soft cloth.
ASSEMBLY OF THE ENGINE
Prior to assembly
Inspect
The importance of cleanliness during the assembly proce-
• Crankshaft for cracks. dure cannot be overstressed. Dirt will cause premature
- Use the magnaflux method, if available. wear of the rebuilt engine. Lubricate all moving parts
- Crankpins, main bearing journals and thrust surfaces lightly with engine oil or engine assembly lubricant
scoring, nicks or damage caused by lack of lubrica- (unless otherwise specified) during assembly. This will
tion. provide initial lubrication when the engine is started.
- Main bearing inserts for scoring or other damage.
CRANKSHAFT AND MAIN BEARING
Measure INSTALLATION
• Main bearing and connecting rod journal diameters.
Main bearings are of the precision insert type and do not
Compare with “‘Engine Specifications”
use shims for adjustment. If clearances are excessive, both
• Main bearing and connecting rod journals for taper upper and lower bearing inserts will be required. Service
and out-of-round. bearings are available in standardize and 0.0254 mm
(0.001 in), 0.0508 mm (0.002 in), 0.2286 mm (0.009 in),
• Maximum journal taper is 0.025 mm (0.001 in)
0.254 mm (0.010 in) and 0.508 mm (0.020 in) undersize.
• Maximum out-of-round is 0.05 mm (0.002 in)
Selective fitting of both rod and main bearing inserts is
• Crankshaft run-out. necessary in production to obtain close tolerances. For
this reason you may find one half of a standard insert with
- Mount the crankshaft in V-blocks or between cen-
one half of a 0.0127 mm (0.0005 in) undersize insert
ters.
which will decrease the clearance 0.0127 mm (0.0005 in)
- Use a dial indicator. from using a full standard bearing.
- If the main journals are misaligned, the crankshaft is
bent and must be replaced. The main bearings must Some engines may have rear main bearings that are
also be replaced at the same time. 0.2032mm (0.008 in) wider than standard across the thrust
faces. If there rear main bearings are replaced, they must
• Grind or replace the crankshaft if necessary. In gen- have the proper distance between thrust faces to obtain
eral, the lower inserts (except the #1 bearing) show proper distance between thrust faces to obtain proper
the greatest wear and distress from fatigue. Upon crankshaft end play.
inspection, if a lower insert is suitable for reuse, it can
be assumed that the upper insert is also satisfactory. If
a lower insert shows evidence of wear or damage,
both the upper and lower inserts must be replaced.
SM 810 00(L)-2-38
Group 00(L), ENGINE
INSPECTING CRANKSHAFT END PLAY the journal. Do not rotate the crankshaft while the
gaging plastic is between the bearing and journal.
Install or Connect
NOTICE
For steps 4 and 6, refer to “Notice” on page
00(L)-2-1.
1. Upper main bearing inserts to the block.

IMPORTANT
If any undersized bearings are used, they
must be fitted to the proper journals.
2. Crankshaft
3. Lower main bearing inserts to the main bearing caps.
3. Main bearing cap and bolts.
NOTICE
Tighten
• Bolts to Specification.
• Main bearing cap. DO NOT REMOVE THE GAG-
ING PLASTIC FROM THE JOURNAL OR LOWER
MAIN BEARING INSERT.
Measure
MEASURING MAIN BEARING CLEAR- • Gaging plastic as follows:
ANCE - The flattened gaging plastic will be found adhering
The simplest, most accurate way to measure main bearing to either the lower bearing insert or journal.
clearance is with the use of gaging plastic. This wax-like - On the edge of the gaging plastic envelope there is a
material compresses evenly between the bearing and jour- graduated scale. Without removing the gaging plas-
nal surfaces without damaging them. proceed as follows : tic, measure its compressed width (at the widest
point) with the graduations on the gaging plastic
Clean
envelope.
• All oil from the crankshaft journal and main bearing
inserts.
Install or connect
1. Main bearing insert sand crankshaft.
2. Gaging plastic.
• Begin with the rear main bearing.
• Wipe the oil from the crankshaft journal and the
lower main bearing insert.
• Place a piece of gaging plastic the full width of the
lower bearing insert (parallel to the crankshaft) on
SM 810 00(L)-2-39
Group 00(L), ENGINE
- If the flattened gaging plastic tapers toward the mid- 2. A piece of gaging plastic the length of the bearing
dle or ends, there is a difference in clearance indicat- (parallel to the crankshaft) on the journal.
ing taper, low spot or other irregularity of the The plastic gage should be placed in the middle of
bearing or journal. Be sure to measure the journal the upper and lower bearing insert Bearings are
with a micrometer if the flattened gaging plastic eccentric and false readings could occur if placed
indicates more than 0.001 in. difference. elsewhere.
- Normally main bearing journals wear evenly and are IMPORTANT
not out-of-round. However, if a bearing is being fit-
If a bearing is being fitted to an out-of round
ted to an out of round journal, be sure to fit to the
crankpin, be sure to fit the maximum diame-
maximum diameter of the journal. If the bearing is
ter of the crankpin. If the bearing is fitted to
fitted to the minimum diameter and the journal is
the minimum diameter and the crankpin is
excessively out of round, interference between the
excessively out-ofround, interference
bearing and the journal will result in rapid bearing
between the bearing and the crankpin will
failure.
result in rapid bearing failure.
- If the bearing clearance is within specifications, the
bearing is satisfactory. lf the clearance is not within
specifications, replace the bearing. Always replace
upper and lower inserts as a unit.
- A standard or undersize bearing may produce the
proper clearance. Refer to the proper section for
bearing availability. If not, it will be necessary to
regrind the crankshaft journal for use with the next
undersize bearing. After selecting a new bearing,
recheck the clearance.
- Remove the flattened gaging plastic.
- Perform the preceding steps on the remaining main
bearings.
MEASURING CONNECTING ROD BEAR-

ING CLEARANCE 3. Connecting rod cap with the lower connecting rod
bearing insert. DO NOT TURN THE CRANK-
Connecting rod bearings are of the precision insert type SHAFT WITH THE GAGING PLASTIC
and do not use shims for adjustment. INSTALLED.
DO NOT FILE RODS OR ROD CAPS. If clearances are 4. Connecting rod cap nuts.
found to be excessive, a new bearing (both upper and
lower halves) will be required. The simplest, most accu- NOTICE
rate way to measure connecting rod bearing clearance is Refer to ‘Notice” on page 00(L)-2-1
with the use of plastic gaging plastic.
This wax-like material compresses evenly between the Tighten
bearing and journal surfaces without damaging then. Pro-
• Nuts to “Specifications.” Refer to the proper section.
ceed as follows:
IMPORTANT
Clean The gaging plastic will be found sticking to
• All oil from the crankshaft journal and connecting rod either the journal or lower connecting rod
bearing inserts. bearing insert Do not remove it at this time.
Install or Connect Measure

1. Connecting rod with the upper connecting rod bear- • Gaging plastic at its widest point using the scale on
ing insert to the crankshaft bearing journal. the gaging plastic envelope.
SM 810 00(L)-2-40
Group 00(L), ENGINE
• If the clearance exceeds specifications, select a new, Tighten

correct size, connecting rod bearing and remeasure
• The rear main bearing cap bolts to 110 N·m (81
the clearance.
Ibs·ft).
• A standard or undersize bearing may produce the
proper clearance. Refer to the proper section for bear- Measure
ing availability. • With the crankshaft wedged forward, measure at the
front end of the rear main bearing with a feeler gage
(figure 60). The proper clearance is 0.0635–0.4572
mm (0.0025–0.018 in).
IMPORTANT
• If correct end play cannot be obtained, be
certain that the correct size rear main bear-
ing has been installed.
• Production engines may have rear main
bearings that are 0.2032 mm (0.008 in) wider
across the thrust faces than standard.
Inspect
• Crankshaft for binding. Try turning the crankshaft to
• Do not attempt to use shims or file the bearing to check for binding. If the crankshaft does not turn
obtain the needed clearance. freely, loosen the main bearing cap bolts one pair at a
time until the tight bearing is located. Burrs on the
• If the clearance cannot be brought to within specifica- bearing cap, foreign matter between the insert and the
tions, recondition or replace the crankshaft. block or the bearing cap, or a faulty insert could cause
a lack of clearance at the bearing.
1. Gaging plastic. Tighten
IMPORTANT • All main bearing cap bolts to 110 N·m (81 lbs·ft).
Apply engine oil to the main bearing inserts.
CRANKSHAFT REAR OIL SEAL
2. Main bearing caps (except rear cap) and bolts to the RETAINER INSTALLATION
block.
Clean
Tighten
• Gasket surfaces on the block and seal retainer.
• Main bearing cap bolts (except mar cap) to 110 N·m
(81 lbs·ft). InstaIl or connect
3. Rear main bearing cap. 1. New gasket (54) to the block.
4. Rear main bearing cap bolts. IMPORTANT
It is not necessary to use sealant to hold the
Tighten gasket in place.
• Rear main bearing cap bolts to 14 N·m (124 lbs·in).
2. Seal retainer (52).
Measure
3. Screws (50) and nuts (51).
• Crankshaft end play, as follows:
NOTICE
- Firmly thrust the crankshaft first rearward then for- Refer to “Notice” on page 00(L)-2-1
ward. This will line up the rear main bearing and
crankshaft thrust surfaces.
SM 810 00(L)-2-41
Group 00(L), ENGINE
Tighten CAMSHAFT INSTALLATION

• Screws and nuts to 15 N·m (11 lbs·ft).
CRANK SHAFT REAR OIL SEAL INSTAL-

LATION
Tool Required: Install or Connect
35621 Seal Installer
IMPORTANT
Install or Connect • Coat camshaft lobes and journals with a
1. Crankshaft rear oil seal. high quality engine oil supplement (GM
Engine Gil Supplement or equivalent).
• Lubricate the inner and outer diameter of the seal • Apply engine oil supplement (GM P/N
with engine oil. 1052367), or equivalent to all the teeth on the
• Install the seal on 35621. distributor drive gear.
• Position 35621 against the crankshaft.
Thread the attaching screws into the tapped holes in 1. Two or three 7.9375 mm (0.3125 in – 18 pitch) bolts
the crankshaft. 100 – 125 mm (3.937 in – 4.921 in) long into the
camshaft threaded holes. Use these bolts to handle
• Tighten the screws securely with a screwdriver. This
the camshaft threaded holes.
will ensure that the seal is installed squarely over the
Use these bolts to handle the camshaft.
crankshaft.
• Turn the handle until it bottoms. 2. Camshaft to the engine. Handle the camshaft care-
fully to prevent damage to the camshaft bearings.
• Remove 35621.
SM 810 00(L)-2-42
Group 00(L), ENGINE
NOTICE BALANCE SHAFT INSTALLATION

NOTICE
3. Camshaft retainer and retainer bolts. For steps 3,4, and 6, refer to “Notice” on page
00(L)-2-1
Tighten
Tools Required :
• Bolt to 14 N·m (124 lbs·in).
38834 Balance Shaft Bearing Service Kit
36996 Balance Shaft Installer
8092 Driver Handle
36660 Torque/Angle Meter
SM 810 00(L)-2-43
Group 00(L), ENGINE
Install or Connect TIMING CHAIN AND SPROCKET INSTAL-

1. Balance shaft rear bearing (45) using 38834 (figure LATION
68).
Install or Connect
2. Balance shaft (47) into block using 36996 and 8092.
1. Camshaft sprocket and timing chain.
• Dip the front balance shaft bearing into clean engine
oil before assembly. IMPORTANT
• Retaining ring on balance shaft front bearing must • Line up the tuning marks on the camshaft
be seated on case. sprocket and crankshaft sprocket.
• The number 4 cylinder is at top dead center
3. Install balance shaft bearing retainer (43) and bolts of the compression stroke with the timing
(48). marks in this position.
Tighten
• Balance shaft retainer bolts (48) to 14 N·m (124
lbs·in).
• Balance shaft driven gear (42) and bolt (49).
Tighten
• Balance shaft driven gear bolt (49) to 20 N·m (15
lbs·in) plus an additional turn of 35 degrees using
36660.
IMPORTANT
• Rotate balance shaft (47) by hand to make
sure there is clearance between the balance
shaft (47) and retainer (43). If balance shaft 2. Camshaft sprocket bolts (39) and nut (34).
(47) does not rotate freely, check to be sure
retaining ring on front bearing is seated on Tighten
case. • Camshaft sprocket bolts (39) and nut (34) to 28 N·m
• Turn the camshaft so, with the balance
shaft drive gear temporarily installed, the
timing mark on the drive gear is straight up. FRONT COVER INSTALLATION
• With the balance shaft drive gear removed,
NOTICE
turn the balance shaft so the timing mark on
the driven gear points straight down. Refer to “Notice” on page 00(L)-2-1
4. Balance shaft drive gear (37) onto camshaft. 1. Front cover gasket to the front cover.
• Use gasket cement to hold the gasket in place.
IMPORTANT
Make sure the timing marks on the balance 2. Front cover to the engine.
shaft drive gear and driven gear line.
NOTICE
5. Balance shaft drive gear bolt. Refer to “Notice” on page 00(L)-2-1
Tighten 3. Front cover bolts.
• Bolt to 16 N·m (12 lbs·ft). Tighten

• Front cover to block bolts to 14 N·m (124 lbs·in).
SM 810 00(L)-2-44
Group 00(L), ENGINE
TORSIONAL DAMPER INSTALLATION PISTON AND CONNECTING ROD

Tool Required : INSTALLATION
39046 Torsional Damper Ruller and Installer
CONNECTING ROD BEARING SELEC-
Install or Connect
TION
1. Crankshaft key (if removed).
Tools required :
NOTICE
5239 Connecting Rod Guide Set
The inertial weight section of the torsional 8037 Ring Compressor
damper is assembled to the hub with rubber 36660 Torque/Angle Meter
type material. The correct installation proce-
dures with the proper tool) must be followed Connecting rod bearings are of the precision insert type
or movement of the inertial weight section of and do not use shims for adjustment.
the hub will destroy the tuning of the tor- DO NOT FILE RODS OR ROD CAPS.
sional damper. IMPORTANT
• If clearances are excessive, install a new
2. Stud (item A.,) to the crankshaft. Thread the stud
bearing. Service bearings are available in
fully into the tapped hole in the crankshaft.
standard size and 0.050 mm (0.002 in), 0.254
mm (0.010 in), 0.508 mm (0.020 in), undersize
for use with new and used standard size
crankshafts.
• Lubricate the cylinder walls lightly with
engine oil.
• Make sure the piston is installed in the
matching cylinder.
Install or connect
1. Connecting rod bearings.
• Make sure that the bearing inserts are of the proper
size.
• Install the bearing inserts in the connecting rod and
3. Torsional damper over the end of the stud. Align the
connecting rod cap.
key way in the torsional damper shaft with the crank-
shaft • Lubricate the bearings with engine oil.
4. Bearing, washer, and nut (figure 71).

• Turn the nut to pull the vibration damper into place.
• Remove the tool.
NOTICE
5. Torsional damper bolt and washer.
Tighten
• Bolt to 95 N·m (70 lbs·ft).
SM 810 00(L)-2-45
Group 00(L), ENGINE
2. Piston and connecting rod into the proper bore. IMPORTANT

• With the connecting rod cap removed, install 5239 Each connecting rod and bearing cap should
onto the connecting rod bolts be marked, beginning at the front of the
engine. Cylinders 1, 3, and 5 are the right
• Locate the piston ring end gaps. Lubricate the piston
bank and 2, 4, and 6 are the left bank (when
and rings with engine oil.
viewed from the front of the engine). The
numbers on the connecting rod and bearing
cap must be on the same side when installed
in the cylinder bore. If a connecting rod is
ever transposed from one block or cylinder
to another, new connecting rod bearings
should be fitted and the connecting rod
should be numbered to correspond with the
new cylinder number.
NOTICE
3. Connecting rod cap with bearing insert and nut.
Tighten
• Connecting rod bolt nuts to 27 N·m (20 lbs·ft).
• Connecting rod bolt nuts an additional 70° using
36660.
• Without disturbing the ring end gap location, install Measure

8037 over the piston.
• Connecting rod side clearance. The proper clearance
• The piston must be installed so that the notch in the is 0.15–0.35 mm (0.015–0.046 in).
piston faces the front of the engine.
• Place the piston in its matching bore. The connect-
ing rod bearing tang slots must be on the side oppo-
site the camshaft. Using light taps with a hammer
handle, tap the piston down into its bore. Guide the
connecting rod to the crankpin with 5239.
Hold the ring compressor against the block until all
rings have entered the cylinder bore.
• Remove 5239 from the connecting rod bolts.
SM 810 00(L)-2-46
Group 00(L), ENGINE
OIL PUMP INSTALLATION 4. Oil pan clips, bolts (83), nuts (82), and studs (84).
Install or Connect
1. Oil pump to the engine.
• Align the slot in the oil pump shaft with the tang on
the distributor shaft
• The oil pump should slide easily into place.
• No gasket is used.
NOTICE
2. Oil pump to main bearing cap bolt.
Tighten
• Oil pump to main bearing cap bolt to 88 N·m (65 lbs·
ft)
OIL PAN INSTALLATION

IMPORTANT
Apply RTV (GM P/N 12346141) or equiva-
lent to the front cover to block joint and to
the crankshaft rear retainer seal to block
joint. Apply the sealant about 25 mm (1.00
in) in both directions from each of the four
comers.
1. Oil pan gasket (27) to the block.

2. Oil pan (29) to the gasket (27).
3. Reinforcements (28).
Tighten
• Bolts (83) and studs (84) to 11 N·m (97 lbs·in).
• Four corner nuts (82) to 23 N·m (17 lbs·ft).
NOTICE
SM 810 00(L)-2-47
Group 00(L), ENGINE
CYLINDER HEAD INSTALLATION
INSTALL OR CONNECT
Clean
• Gasket surfaces on the block and cylinder head.
1. Head gasket.
IMPORTANT
• Do not use sealer on composition gaskets.
• Place the gasket over the block dowel pins.
2. Cylinder head Carefully guide the cylinder head into

place over the dowel pins and gasket.
NOTICE
3. Cylinder head bolts. Coat threads of the cylinder

head bolts with sealing compound (GM P/N
1052080) or equivalent and install finger-tight.
Tighten
• Cylinder head bolts in three steps.
- The first sequence to 34 N·m (25 lbs·ft).
- The second sequence to 61 N·m (45 lbs·ft).
- Final torque sequence to 90 N·m (65 lbs·ft).
4. Engine lift bracket.
SM 810 00(L)-2-48
Group 00(L), ENGINE
VALVE TRAIN COMPONENT INSTALLATION

Install or connect
IMPORTANT
• Replace all hydraulic lifters, change the engine oil and filter and add GM Engine oil supplement to the
engine oil whenever a new camshaft is installed.
• Lubricate the hydraulic lifter bodies and feet with engine oil supplement.
Tighten VALVE ADJUSTMENT

• Guide assembly bolts to 16 N·m (12 lbs·ft). The 4.3L engine has screw-in rocker arm studs with posi-
1. Pushrods. tive stop shoulders, no valve adjustment is necessary.
When the valve train requires service, you simply tighten
• Seat the pushrods into the socket of the hydraulic the rocker arm nuts to 27 N·m (20 lbs · ft).
lifters.
• Coat mating surfaces of the rocker arms (23) and
balls (22) with engine oil supplement (GM P/N
1052367) or equivalent.
• Rocker arms (23) with balls (22) on to the proper
stud
• Rocker arm nuts (21) on to the studs.
IMPORTANT
• Align the push rod into the rocker arm
while tightening rocker arm nut (21).
• No lash adjustment is needed.
SM 810 00(L)-2-49
Group 00(L), ENGINE
INTAKE MANIFOLD INSTALLATION
INSTALL OR CONNECT NOTICE

1. Gaskets to the cylinder head with the port blocking
plates facing the rear of the engine. 4. Intake manifold bolts.
2. RTV to the front and rear sealing surfaces on the
block. Tighten
Apply a 4.76250 mm (0.1875 in) bead of RTV or • Intake manifold bolts to 47 N·m (35 lbs·ft) using the
equivalent to the front and rear of the block as shown tightening sequence shown in next page.
in figure. Extend the bead 12.7000 mm (0.500 in) up
each cylinder head to seal and retain the gaskets. • Retorque, intake manifold bolts using the tightening
sequence shown in next page.
3. Intake manifold to the engine.
SM 810 00(L)-2-50
Group 00(L), ENGINE
ROCKER ARM COVER INSTALLATION

Install or connect
1. Rocker arm cover (2 or 3).
2. New gasket.
NOTICE
Tighten
• Rocker arm cover bolts (1) to 10 N·m (90 lbs·in).
SM 810 00(L)-2-51
Group 00(L), ENGINE
EXHAUST MANIFOLD INSTALLATION
Install or Connect Tighten

1. Exhaust manifold. • Bolts to 22 N·m (16 lbs·ft).
2. Heat shield (60).
FLYWHEEL INSTALLATION
NOTICE
Refer to “Notice” on page 00(L)-2-1 Install or Connect
1. Flywheel.
3. Exhaust manifold bolts (63), washers (61), and tab
washers (62). NOTICE
Tighten
• Bolts on center exhaust tube to 36 N·m (26 Ibs·ft). 2. Flywheel bolts.
• Bolts on front and rear exhaust tubes to 28 N·m (20
Tighten
lbs·ft).
• Bend the tab washers over the heads of all bolts. • Bolts to 100 N·m (74 lbs · ft).
EGR VALVE INSTALLATION COOLANT PUMP INSTALLATION
Install or Connect Install or Connect
1. New gasket. 1. Gaskets.
2. EGR valve. 2. Coolant pump.
NOTICE NOTICE
Refer to “Notice” on page 00(L)-2-1 Refer to “Notice” on page 00(L)-2-1
3. Bolts. 3. Coolant pump bolts.
SM 810 00(L)-2-52
Group 00(L), ENGINE
Tighten ENGINE SET–UP AND TESTING

• Coolant pump bolts to 40 N·m (30 Ibs·ft). After overhaul, turn the engine over manually and inspect
for any unusual noises or evidence that parts are binding.
ENGINE ACCESSORY INSTALLATION If parts are binding disassemble engine to determine the
source.
Install the engine accessories (distributor, oil filter, gener-
ator, etc.) as directed in the proper on vehicle Truck Ser- 1. lnstall oil filter.
vice Manual. Connect all vacuum hoses and electrical 2. Fill the crankcase with the proper quantity and grade
equipment the same way as removed. of engine oil.
IMPORTANT
If a new camshaft or hydraulic lifters were
installed, add engine oil supplement to the
engine oil.
3. Fill the cooling system with the proper quantity and

grade of coolant.
IMPORTANT
• Whenever the cooling system is serviced or
drained for service procedures, 2 coolant
sealant pellets, or equivalent, must be added
to the cooling system.
• The pellets must be added to the radiator or
the pressurized coolant reservoir. Pellets
must be crushed prior to installation.
• Do not place pellets into a non-pressurized
coolant recovery reservoir. On these systems,
the pellets must be added to the radiator.
• The sealant pellets may leave a film on the
sides of pressurized and non-pressurized
coolant recovery reservoirs. This film is nor-
mal.
4. Crank the engine several times. Listen for any

unusual noises or evidence that parts are binding.
5. Use the proper on-vehicle Truck Service Manual or
Emission Control Label for specifications on ignition
timing adjustment.
6. Start the engine and listen for unusual noises.
7. Run the engine speed at about 1000RPM until the
engine is at operating temperature.
8. Listen for sticking lifters and other unusual noises.
9. Check for oil and coolant leaks while the engine is
running.
SM 810 00(L)-2-53
Group 00(L), ENGINE
SPECIFICATIONS
* MODEL ; C40~55sL
GENERAL DATA
Type V6
Displacemeni 4.3L (262 C.l.D.)
Bore 101.600 mm (4.00 in)
Stroke 88.392 mm (3.48 in)
Compression ratio 9.10 to 1
Firing order 1–6–5–4–3–2
Oil pressure (Minimum HOT) 41 kpa (6psi)–1000 rpm–124 kPa(18 psi) / 2000 rpm
CYLINDER BORE
Diameter 101.618–101.643 mm (0.001 in)
Production 0.025 mm (0.001 in) Maximum
Out of round
Service 0.051 mm (0.002 in) Maximum
Thrust side 0.0125 mm (0.005 in) Maximum
Production
Taper Relief side 0.025 mm (0.001 in) Maximum
Service 0.025 mm (0.001 in) Maximum
PISTON
Production 0.018–0.061 mm (0.0007–0.0024 in)
Clearance
Service limit 0.061 mm (0.0024 in) Maximum
PISTON RING
Top 0.030–0.081 mm (0.0012–0.0032 in)
Groove Production
Second 0.030–0.081 mm (0.0012–0.0032 in)
Compression
clearance
Top 0.254–0.508 mm (0.010–0.020 in)
Production
Cap Second 0.254–0.635 mm (0.010–0.025 in)
Groove Production 0.051–0.178 mm (0.002–0.007 in)
clearance Serivice limit 0.202 mm (0.008 in) Maximum
Oil
Production 0.381–1.397 mm (0.015–0.055 in)

Gap
Service limit 1.651 mm (0.065 in)
PISTION PIN
Diameter 23.546–23.553 mm (0.9270–0.9273 in)
Production 0.005–0.018 mm (0.0002–0.0007 in)
Clearance in piston
Fit in rod 0.020–0.041 mm (0.0008–0.0016in) Interference
SM 810 00(L)-2-54
Group 00(L), ENGINE
* MODEL ; C40~55sL
EXHAUST MANIFOLD
Surface flatness 0.254 mm mm (0.010 in) Maximum
INLET MANIFOLD
Surface flatness 0.254 mm mm (0.010 in) Maximum
CYLINDER HEAD
Surface flatness 0.102 mm mm (0.004 in) Overall
BALANCE SHAFT
Front bearing journal diameter 54.986–55.001 mm (2.1648–2.1654 in)
Rear bearing joumal diameter 38.085–38.100 mm (1.4994–1.500 in)
Rear bearing joumal clearance 0.025–0.091 mm (0.001–0.0036 in)
CRANKSHAFT
#1 62.189–62.212 mm (2.4482–2.4493 in)
Diameter #2, #3 62.182–62.205 mm (2.4481–2.4490 in)
#4 62.177–62.200 mm (2.4479–2.4488 in)
Main journal Production 0.005 mm (0.0002 in) Maximum
Taper
Serv. limit 0.025 mm (0.001 in)
Production 0.054 mm (0.0002 in) Maximum
Out of round
Serv. limit 0.025 mm (0.001 in) Maximum
#1 0.020–0.051 mm (0.0008–0.0020 in)
Production #2, #3 0.028–0.058 mm (0.0011–0.0023 in)
Main bearing #4 0.043–0.081 mm (0.0017–0.0032 in)
clearance #1 0.025–0.038 (0.0010 mm–0.0015 in)
Crankshaft end play Service limit #2, #3 0.025–0.038 (0.0010 mm–0.0015 in)
#4 0.064–0.089 (0.0025 mm–0.0018 in)
0.127–0.457 (0.0025 mm–0.0018 in)
Crankshaft runout 0.025 mm (0.001 in) Maximum
Diameter 57.117–57.142 mm (2.2487–2/2497 in)
Production 0.0127 mm (0.0005 in)
Taper
Crankpin Serv. limit 0.025 mm (0.001 in)
Production 0.013 mm (0.0005 in)
Out of roung
Serv. limit 0.025 mm (0.001 in)
Production 0.033–0.089 mm (0.0013–0.0035 in)
Rod bearing clearance
Service Limit 0.076 mm (0.0030 in)
Rod side clearance 0.381–1.168 mm (0.015–0.046 in)
SM 810 00(L)-2-55
Group 00(L), ENGINE
* MODEL ; C40~55sL
CAMSHAFT
Intake 5.893–5.994 mm (0.232–0.236 in)
Lobe lift
Exhaust 6.528 mm (0.257 in)
Jourmal diameter 47.452–47.478 mm (1.8682–1.8692 in)
End play 0.102–0.305 mm (0.004–0.012 in)
VALVE SYSTEM
Lifter Hydraulic
Rocker arm ratio 1.50 to 1
Valve lash (Inake & Exhaust) Torque rocker arm nut to 27 N·m (20lbs·ft)
Face angle (Intake & Exhaust) 45°
Seat angle (Intake & Exhaust) 46°
Seat runout (Intake & Exhaust) 0.051 mm (0.002in) Maximum
Intake 0.889–1.524 mm (0.035–0.060 in)
Seat width
Exhaust 1.575–2.363 mm (0.062–0.093 in)
Production Int. & Exh. 0.025–0.069 mm (0.0010–0.0017 in)
Stem clearance Intake High limit production + 0.025 mm (0.001 in)
Service
Exhaust High limit production + 0.025 mm (0.002 in)
Free length 51.562 mm (2.03 in)
Closed 338–374N @43.18 mm (76–84 lbs.@1.70 in)
Valve spring (outer) Pressure
Open 863–916N @31.75 mm (194–206 lbs.@1.25 in)
Installed height 42.926 @43.434 mm (1.690–1.710 in)
Valve sprg. Free length 47.244 mm (1.86 in)
damper Approximate no. of coils 4
SM 810 00(L)-2-56
Group 00(L), ENGINE
FASTENER TIGHTENING SPECIFICATIONS

Item N·m lb · ft lb · in
Balance shaft drive gear retaining bolt 6 12 –
Balance Gear driven gear bolt (torque plus a 35° turn) 20 15 –
Balance shaft retainer bolt 14 – 124
Camshaft sprocket bolts 28 21 –
Camshaft thrust plate screws 14 – 124
Connecting rod bolt nuts (torque plus a 70° turn). 27 20 –
Coolant outlet bolts 28 21 –
Coolant pump bolts 40 30 –
Crankshaft rear oil seal retainer screws and nuts 15 11 –
Cylinder head bolts (in sequence) 90 65 –
EGR valve bolt 22 16 –
Engine block drain plug 20 15 –
Exhaust manifold bolts
Center two bolts 36 26 –
All other bolts 28 20 –
Flywheel bolts 100 74 –
Flywheel housing bolts 44 32 –
Front cover bolts 14 – 124
Hydraulic lifter guide assembly 16 12 –
Intake manifold bolts (in sequence) 47 35 –
Main bearing cap bolts 110 81 –
Oil filter adapter bolts 22 16 –
Oil gallery plug, left rear 40 30 –
Oil gallery plug, right rear 40 30 –
Oil gallery plug, left side rear 30 22 –
Oil pan bolts 11 – 97
Oil pan drain plug 25 18 –
Oil pan nuts 23 17 –
Oil pan studs to oil seal retainer or engine block 23 17 –
Oil pressure fitting 11 – 97
Oil pump bolt 88 65 –
Oil pump cover bolts 9 – 80
Rocker arm cover bolts 10 – 90
Rocker arm nuts 27 20 –
Rocker arm stud 47 35 –
Torsional damper bolt 95 70 –
SM 810 00(L)-2-57
NOTE :
SM 810 00(L)-2-58
Group 00(L), ENGINE
Section 3
COOLING SYSTEM
TROUBLESHOOTING
SM 810 00(L)-3-1
GROUP 01
GROUP 01
ENGINE COOLING SYSTEM
Engine Cooling System

Specifications and Description .......................... Section 1
Engine Cooling System Troubleshooting ......... Section 2
Engine Cooling System Testing

and Maintenance..................................................Section 3
Radiator Removal and Replacement ............... Section 4
NOTE
Removal and replacement procedures for the water pump and
thermostat are covered in the Overhaul section of Group 00,
“Engines”.
SM 810 01-0
Group 01, Engine Cooling System
Section 1

Specifications and Description
Specifications Radiator Cap Inspection and Test: Every year or 2000

hours of operation.
Radiator Type: Crossflow radiator with coolant recovery
system. Thermostat Test/Replacement: Every 2000 hours or each
PM.
System Pressure (Radiator cap): 83-109 kPa (12-16 psi).
Fan Belt Tension Wear Inspection: After the first 50 hours
Thermostat: of operation, then every 50-250 hours or each PM.
LPG/Diesel Fan Inspection for Loose or Damaged Blades: Every 50-
• Open (cracking) at 82°C±1.5°(180°F±2.7°). 250 hours or each PM.
• Fully open at 95°C(203°F).

Coolant Mixture: 50% water and 50% low-silicate, ethyl-
ene glycol, permanent-type antifreeze with rust and corro-
sion inhibitors.
Cooling System Coolant Capacity: 18L
Fan Type: Pusher type
Fan Drive Belt: V-type belt
Water Pump Type: Centrifugal
Hose Clamp Sizes:
• LPG: 47 mm (1.8 in)
• Diesel: 51mm (2 in).
Service Intervals
Coolant Level Check: Every 8-10 hours or daily.
Coolant Change (drain and refill): Every year or 2000
hours of operation.
Coolant Hoses Inspection/Replacement: As needed and
every 50-250 hours or each PM and every year or 2000
hours of operation.
Coolant Protection Check (hydrometer test): Every six

months or 1000 hours of operation.
Radiator Core Air Cleaning: Every 50-250 hours or
monthly.
SM 810 01-1-1
Section 2
Engine Cooling System Troubleshooting
Temperature gauge in red zone • Low engine oil pressure; check oil level and fill
and check for leaks.
• Radiator fins plugged; blow debris from radiator.
• High coolant temperature; check “Engine over-
• Blockage in system; drain, flush, and refill system. heating” for symptoms and remedies.
Engine overheating Water pump leaks

• Loose fan belt; tighten to correct tension (see Sec- • Pump has a worn shaft and/or seal.
tion 4 for belt tensioning procedure). • Bad O-Ring.
• Low coolant level; refill and check for leaks. • Broken pump impeller.
• Radiator pressure cap is defective. Replace the seals and O-Rings or replace the pump.
• Inadequate air flow to the radiator; check that fan
blades have the coined imprinting facing the Water pump making noise
engine and are not installed backwards.
• Worn pump shaft or bearings loose or worn.
• Missing or damaged fan shroud or shields on radia-
tor. • Pump impeller broken.
• Radiator fins plugged; blow debris from radiator. • Loose fan belt.
• Radiator clogged; drain and flush radiator. • Bent or broken fan blade.
• Scale or deposits in cooling system; drain and flush • Fan hitting engine or shroud.
entire cooling system.
• Radiator defective; repair or replace the radiator. Engine runs cold, emits excessive blue/white
• Thermostat incorrect or defective. exhaust smoke or idles roughly
• Collapsed radiator hose(s) on suction side of cool- • Contaminated fuel.
ing system. • Coolant temperature below normal due to incorrect
• Water pump defective. or defective thermostat; replace the thermostat.
• Water passages in engine are clogged. • Defective temperature sender or indicator light;
• Air in cooling system; drain and flush. check and replace if necessary.
• Ignition timing misadjusted.
• Excessive exhaust system back pressure. Oil in coolant or coolant in crankcase
• Engine oil level is low or needs changing. • Leaking head gasket.
• Engine overloaded. • Cylinder head bolts not tight.
• Engine internal parts worn. • Cylinder head cracked.
• Leaking head gasket. • Engine cylinder block water jackets cracked.
• Defective temperature gauge.
Engine shuts down (automatic engine shut-

down sensor)
• High transmission temperature; check transmission
oil cooler components.
SM 810 01-2-1
NovGroup 01, Engine Cooling System
Section 3

Testing and Maintenance
! WARNING
2376150
The engine coolant fan, on all internal combustion engines, can cause
extensive injury and bodily harm. Keep hands, arms and clothing away
from a spinning fan. Also, don’t stand in line with a spinning fan.
SM 810 01-3-1
1. Park the truck as described in “Safe Parking.”

! CAUTION
2. Open the engine cover and check the coolant level in
SAFE PARKING. Before working on truck: the reservoir:
• Park truck on a hard, level, and solid sur- • When at operating temperature, the coolant level
face, such as a concrete floor with no gaps must be within the hot range mark.
or breaks. • When cold, the coolant level must be within the
• Put upright in vertical position and fully cold range mark.
lower the forks or attachment.
• Put all controls in neutral. Turn key switch
OFF and remove key.
• Apply the parking brake and block the
wheels.
Engine Coolant Level Check

Hot range mark
! CAUTION Cold range mark
Use extreme care when removing the cap
from the radiator. Never remove the radiator
cap from a hot engine. It is a good safety 3. Remove the radiator cover. See Group 38 for instruc-
practice to use a shop cloth over the cap as tions.
shown if there is any possibility of pressure 4. Use a rag to cover the radiator cap and turn to the
being present. Turn cap to the first stop and first stop to release any steam. Let all pressure and
note if any steam is released. When you are steam run out of the radiator before removing the
sure all pressure has been released, press cap.
down on the cap with the cloth in place, turn
and remove the cap. Stand clear of the radia- 5. Check the coolant level in the radiator; coolant level
tor opening; hot coolant can splash out. should be to the bottom of the filler neck opening.
Steam or hot coolant can cause severe burns. 6. Fill the reservoir and radiator to the correct level of
Failure to follow these instructions could coolant and close tightly.
result in serious personal injury and/or dam-
age to the cooling system or engine. IMPORTANT
Do not overfill the system. If necessary, wait
4 hours or until the engine is completely cool
before adding coolant to the correct levels in
the reservoir and radiator.
The cooling system should be filled at all times with a

50% water and 50% glycol, permanent-type antifreeze
solution containing rust and corrosion inhibitors. Plain
water may be used in an emergency, but should be
replaced with specified coolant as soon as possible to
avoid damage to the system or engine. When only water is
used in the system, do not let the engine run hot.
NOTE
Heated coolant expands and is driven from the radiator Do not use alcohol or methanol antifreeze.
into the reservoir. The engine must be cooled for at least 4
hours before the coolant will flow back to the radiator. To Add coolant as required. If frequent refilling or as much
check the coolant levels in the engine: as a quart is required at one time, inspect cooling system
for leaks.
SM 810 01-3-2
Adding Coolant 4. Check the planned maintenance time interval (oper-

ating hours), or the condition of the coolant to deter-
1. The coolant level should be at the cold mark on the mine if it needs to be changed (drained and replaced).
coolant reservoir when the engine is cold.
5. Inspect the radiator cap. Check condition of the
NOTE upper and lower seals. Check the seal holder and
Fork lift truck applications require also spring for correct movement and operation. The rub-
checking the coolant level directly in the radi- ber seal face should be clean and undamaged. Look
ator. Lift truck radiators will plug up and for nicks or cracks in the seals. Replace the cap if the
overheat which forces coolant into the over- seal is defective. Cap should have a pressure rating of
flow bottle and on out at the vent. This 90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi)
results in a low coolant level which may cause limits. See “Cooling System Tests” in this Section for
overheating. procedures to test the radiator cap.
6. Inspect the radiator cap sealing surfaces located in
2. Coolant level in the radiator should be checked daily
the radiator filler neck. Look for nicks, deep
(or before each shift of operation) to make sure the
scratches, or damage which may cause radiator cap
radiator is full at all times. Radiator is full when
leakage.
coolant level is at the bottom edge of the filler neck
opening. 7. Inspect the overflow pipe and tubing for clogging,
damage, or wear. Clean the overflow pipe. Remove
! CAUTION any contaminants that can cause restriction. Replace
the tubing if it is faulty.
from the radiator. When checking coolant 8. Inspect and clean the overflow bottle (reservoir) as
level in the radiator, use a rag over the cap. needed.
Turn cap to the first stop and allow all pres- 9. Inspect the inlet and outlet hoses for damage, cracks,
sure and steam to be released. wear, or evidence of collapsing. Inspect hose clamps
to determine if they need to be replaced.
3. If the cooling system requires the addition of a large
quantity of coolant and the engine has been overheat- 10. Use a coolant tester to test the low temperature pro-
ing, perform the following cooling system inspec- tection level (the proportion of glycol to water) of the
tion. coolant solution. Add coolant solution (antifreeze or
water) to provide maximum protection (50/50 mix-
ture).
Cooling System Inspection

1. Check water pump, thermostat, radiator, and all
plumbing for leaks.
! CAUTION
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released before remov-
ing cap.
NOTE
2. Remove the radiator cap. See CAUTION above. A coolant solution containing 50% glycol
3. Inspect the condition of the coolant. Look for exces- provides freezing protection to -37° C (-34°
sive contamination, rust, oiliness, or gummy deposits F). Refer to Service Information Bulletin, SI-
in the coolant solution. The coolant should have a 01-207-78 for more information on the use of
clean appearance. antifreeze.
SM 810 01-3-3
11. If the engine has been requiring the addition of large 2. The gauge pressure reading should hold within the
amounts of coolant: specified limits of the cap relief pressure. Cap should
• Inspect the radiator for blockage of air flow have a pressure rating of 96 kPa (14 psi) nominal and
through the fins. Air clean the radiator. 83-109 kPa (12-16 psi) limits. If the test relief pres-
• Check the tailpipe. Be sure exhaust flow is not sure either exceeds or is below the specified limits,
blowing into the radiator. Make sure all baffles replace the cap with a new Clark part.
and shrouds are in place.
• Check fan belt and cooling fan.
• Check and make sure the fan is not installed
Testing Radiator and Cooling System
backward. The coined imprinting on the fan
blades should be facing the engine for correct 1. Pressure test the radiator and cooling system to deter-
operation. mine if it will hold the correct pressure without leaks
• Check engine oil to see if it contains coolant. or failure. Wet the rubber sealing surfaces and install
• Check the radiator cap to see that it has the cor- the tester cap tightly on the radiator fill neck. Apply
rect rating. pressure to the cooling system equal to the radiator
• Pressure test the radiator and cooling system. cap specified relief pressure of 90 kPa (13 psi) nomi-
See “Cooling System Tests” in this Section for nal and 83-109 kPa (12-16 psi) limits.
procedures to test the radiator and cooling sys-
tem. Repair any leaks or blockage.
• Test the engine thermostat. See “Cooling System
Tests” in this Section for procedures to test the
thermostat. Replace the thermostat if faulty.
Cooling System Tests

If the need is indicated for further maintenance and testing
of the cooling system, check for both external and internal
leaks in the cooling system with an accurate pressure
pump and gauge tester. 2. Observe the gauge reading for approximately two
minutes. The pressure should not drop during this
Testing the Radiator Cap time. If pressure drops, check for leaks in the radia-
tor, hoses, connections, and the engine components.
1. Pressure test the radiator cap to determine if it is
holding the correct pressure. Wash the cap in clean
water to remove any dirt or scale from the valve seal-
ing surfaces. Wet the rubber sealing surface and Testing the Thermostat
install the cap tightly on the tester. Pressurize the 1. Remove and test the engine thermostat to determine
tester and radiator cap. if it closes correctly and opens at the correct tempera-
ture:
LPG/Diesel
• Open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)
• Fully open at 95°C (203°F).
SM 810 01-3-4
2. Fully immerse the thermostat in a pan of water. Heat IMPORTANT

the pan slowly while stirring the water to produce an Dispose of the fluid in accordance with the
even temperature. Use a thermometer to measure the manufacturer’s and state and local regula-
temperature at which the thermostat valve cracks tions.
(starts to open) and when it is fully open. If the test
results are not to specification, replace the thermo- 4. Inspect coolant hoses and clamps to determine if they
stat. need to be replaced.
3. Replace the thermostat even if a slight opening of the

valve at normal temperature is found or if its appear-
ance shows any breakage. If the sensing part is dam-
aged, the thermostat valve will remain closed.
Engine Coolant Change

NOTE
Drain and replace the engine coolant after
2000 hours of operation or once a year. Sys-
tem coolant capacities are listed in Section 1.
Draining Radiator and Cooling System

To drain the radiator and cooling system:
1. Remove the radiator cap.
! CAUTION
Allow engine to cool first, then use extreme
care when removing the cap from the radia-
tor. Use a rag over the cap, turn cap to the
first stop, and allow all pressure and steam to
be released.
2. Place a large, 20-liter (5-gallon) drain pan under the

radiator.
3. Open the coolant drain plug of radiator.
SM 810 01-3-5
Cleaning and Flushing Cooling System 4. Fill the coolant recovery bottle (overflow reservoir)
to the cold range mark line with new coolant.
NOTE
If the condition of the used coolant indicates
severe contamination, rust deposits, scale, or
oil in the system, determine the cause of the
contamination and make sure to clean and
flush the cooling system with a commercial
cleaner. Choose a product from a reliable
manufacturer and follow all instructions for
its use.
1. Fill cooling system and perform the cleaning and Hot range mark
flushing operation according to the manufacturer’s
instructions. Cold range mark
2. Drain the system completely again using the steps
from “Draining Radiator and Cooling System.”
IMPORTANT 5. Start and run the engine until the radiator upper hose
Dispose of the fluid in accordance with the is warm, indicating the thermostat is open and cool-
manufacturer’s and state and local regula- ant is circulating through the system. Check for leaks
tions. at hose connections and engine drain valve.
6. Turn engine off and check coolant level in radiator
Filling Cooling System again. Add coolant as required to fill to bottom of
filler neck.
With the cooling system drained, the following procedure
should be used to insure complete fill:
! CAUTION
1. Close coolant drain valve in engine block.
2. Fill the radiator to the bottom of the filler neck with from the radiator. When checking coolant
new coolant (50% water and 50% glycol, permanent- level in the radiator, use a rag over the cap.
type antifreeze solution containing rust and corrosion Turn cap to the first stop and allow all pres-
inhibitors). sure and steam to be released.
3. Install radiator cap securely.
7. Check coolant level in reservoir again. Add coolant
as required to fill to the Cold Mark on the bottle.
NOTE
To cycle coolant from the recovery bottle into
the radiator, run the engine until it reaches
operating temperature, then stop the engine.
Check coolant level in the coolant recovery
bottle once the engine is again cold.
Again inspect cooling system hoses, connections and

components for any leaks that may have developed when
system was fully pressurized.
SM 810 01-3-6
Section 4
Radiator Removal and Replacemant
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·ΚΖΨ͑‫דʹג‬
΀ΦΥΝΖΥ͑͹ΠΤΖ
΅ΠΣ΢ΦΖ͑ͫ͑
ͣͣͦ͑͡͞Ϳ͟Ξ
΅ΠΣ΢ΦΖ͑ͫ͑
ͥͥͦ͑͡͞Ϳ͟Ξ
ͺΟΝΖΥ͑͹ΠΤΖ
΅ΠΣ΢ΦΖ͑ͫ͑ͣͣͦ͑͡͞Ϳ͟Ξ
l
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SM 810 01-4-1
10. Remove the cushions assembled to the upper and

! CAUTION lower sides.
SAFE PARKING. Before working on truck:
• Park truck on a hard, level, and solid sur- Installation of radiator
face, such as a concrete floor with no gaps
or breaks. 1. Install the radiator cushions in proper positions.
• Put upright in the vertical position and fully 2. Put the radiator on to the cushions.
3. Install the bolts in original places.
• Put all controls in neutral. Turn key switch
OFF and remove key. 4. Fasten the bolts with tightening torque of
20~25N.m(14.7~18.4ft.lb).
• Apply the parking brake and block the
wheels. 5. Lay the shroud on the engine before installing the
fan.
Radiator Removal 6. Assemble the fan with four bolts.
NOTE 7. Fasten the bolts with a tightening torque of

Servicing radiators is not covered in this 40~45N.m(27~35ft.lb).
manual and radiator repair shops should be 8. Install 6 bolts for fastening the shroud.
consulted for service and repair of defective The gap between shroud and fan shall be 13mm.
radiators.
9. Fasten the bolts with a tightening torque of
1. Do not attempt to remove the radiator when the 20~25N.m(14.7~18.4ft.lb).
engine is hot. Wait until the system has entirely 10. Assemble the cooling auxiliary water tank to the
cooled down. frame.
11. Remount the water pump and thermostat hoses
! CAUTION between the engine and radiator. Tighten the hose
Use extreme care when removing the cap clamps sufficiently to prevent leaks.
from the radiator. When removing the radia-
tor cap, use a rag over the cap. Turn cap to IMPORTANT
the first stop and allow all pressure and Use new hoses if cracking or drying is evident
steam to be released. around the positions of the clamps or if the
hoses are deteriorated in any way.
2. Park the truck and block the wheels. Tilt the steering
column forward and raise the operator’s seat deck. 12. Reconnect the hose from the overflow bottle to the
3. Remove the rear hood. radiator neck.
4. Drain the radiator/engine coolant as described in 13. Close engine drain cock and refill the radiator with a
Section 3. mixture of 50% glycol (antifreeze) and 50% water as
described in Section 3.
5. Disconnect the overflow bottle hose from the filler
neck of the radiator. Remove the auxliary sump hose. 14. Remount the rear hood.
6. Loosen six shroud bolts, and push the shroud to the 15. Check the rear hood for correct operation once you
fan side. have completed reassembly.
7. Loosen four bolts to remove the fan, and take off the 16. Once you have completed all the tests recommended
fan together with the shroud. for radiator refill (see Section 3), check to make sure
no leaks are evident in the radiator hoses before
8. Loosen two bolts at upper side of radiator and two returning the truck to service.
bolts at lower side of the radiator.
9. Lift the radiator up perpendicular to the ground.
SM 810 01-4-2
GROUP 02(LP-TIER3)
GROUP 02(LP-TIER3)
MI-07 LP SYSTEM
(GM V6 4.3)
Regulatory Compliance ............................................... Section 0
LPG System Overview................................................. Section 1
Specifications ................................................................ Section 2
Recommended Maintenance ....................................... Section 3
Installation Procedures................................................ Section 4
Tests And Adjustments ............................................... Section 5
Basic Troubleshooting ................................................. Section 6
Advanced Diagnostics................................................. Section 7
Parts Description.......................................................... Section 8
SM 810 02-0
Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 0
REGULATORY COMPLIANCE
WARNING.DANGER OF DEATH OR ! WARNING

PERSONAL INJURY WARNING.PROPER USE
Any unauthorized modifications to or use of
! WARNING this equipment outside its specified mechani-
FOLLOW INSTRUCTIONS cal, electrical, or other operating limits may
Read this entire manual and all other publi- cause personal injury and/or property dam-
cations pertaining to the work to be per- age, including damage to the equipment. Any
formed before installing, operating, or such unauthorized modifications: (i) consti-
servicing this equipment. Practice all plant tute "misuse" and/or "negligence" within the
and safety instructions and precautions. Fail- meaning of the product warranty thereby
ure to follow instructions can cause personal excluding warranty coverage for any result-
injury and/or property damage. ing damage, and (ii) invalidate product certi-
fications or listings.
! WARNING
CAUTION.POSSIBLE DAMAGE TO
OUT-OF-DATE PUBLICATION
This publication may have been revised or EQUIPMENT OR PROPERTY
updated since this copy was produced. To
verify that you have the latest revision, be ! CAUTION
sure to check the Woodward website: BATTERY CHARGING
www.woodward.com/pubs/current.pdf To prevent damage to a control system that
The revision level is shown at the bottom of uses an alternator or battery-charging
the front cover after the publication number. device, make sure the charging device is
The latest version of most publications is turned off before disconnecting the battery
available at: from the system.
www.woodward.com/publications
If your publication is not there, please con-
tact your customer service representative to ! CAUTION
get the latest copy.
CAUTION.ELECTROSTATIC DIS-
CHARGE
! WARNING Electronic controls contain static-sensitive
parts. Observe the following precautions to
OVERSPEED PROTECTION prevent damage to these parts.
The engine, turbine, or other type of prime
• Discharge body static before handling the
mover should be equipped with an overspeed
control (with power to the control turned
shutdown device to protect against runaway
off, contact a grounded surface and main-
or damage to the prime mover with possible
tain contact while handling the control).
personal injury, loss of life, or property dam-
age. • Avoid all plastic, vinyl, and Styrofoam
The overspeed shutdown device must be (except antistatic versions) around printed
totally independent of the prime mover con- circuit boards.
trol system. An overtemperature or overpres- • Do not touch the components or conduc-
sure shutdown device may also be needed for tors on a printed circuit board with your
safety, as appropriate. hands or with conductive devices.
SM 810 02(LP-T3)-0-1
IMPORTANT EPA / CARB Emissions Certification

IMPORTANT DEFINITIONS
When properly applied and calibrated, Woodward’s MI-
• A WARNING indicates a potentially hazardous 07 control system is capable of meeting EPA 2007 LSI
situation which, if not avoided, could result in emission standards (40 CFR Part 1048.101) when operat-
death or serious injury. ing properly with an approved three-way catalyst. The
• A CAUTION indicates a potentially hazardous emission standards, including appropriate deterioration
situation which, if not avoided, could result in factors over the useful life of the system, are as follows:
damage to equipment or property. HC+NOx: 2.0 g/hp-hr [2.7 g/kW-hr]
• A NOTE provides other helpful information
that does not fall under the warning or caution CO: 3.3 g/hp-hr [4.4 g/kW-hr]
categories. Evaporative emissions comply with 40 CFR Part
Revisions.-Text changes are indicated by a black line 1048.105. These standards apply only to volatile liquid
alongside the text. fuels such as gasoline. Note that the engine crankcase
Woodward Governor Company reserves the right to must be closed.
update any portion of this publication at any time. Infor- As defined in applicable regulations, the engine control
mation provided by Woodward Governor Company is system is designed to maintain emissions compliance for
believed to be correct and reliable. seven (7) years or 5000 hours, whichever occurs first, pro-
However, no responsibility is assumed by Woodward vided appropriate maintenance is performed as defined in
Governor Company unless otherwise expressly under- the service manual for the system. Maintenance intervals
taken. shall be defined and approved by the regulating body.
ⓒ Woodward 2007
Component warranty shall comply with regulatory
requirements (40 CFR Part 1048.120) for all emission
All Rights Reserved related components. Warranty for non-critical emissions
components will be as defined in the individual purchase
agreement.
North American Compliance

The N-2007 regulator is UL listed per Category ITPV LP-
Gas Accessories, Automotive Type.
The N-2007 regulator and CA55-500 mixer have tamper-
resistant features approved by CARB.
Special Conditions for Safe Use

Field wiring must be suitable for at least 248°F (120°C).
SECM-48 inputs are classified as permanently connected
IEC measurement Category I. To avoid the danger of elec-
tric shock, do not use inputs to make measurements within
measurement categories II, III, or IV. See Woodward pub-
lication 26377, SECM-48 Manual, Chapter 2 for addi-
tional information on transient over-voltage input ratings.
SECM-48 input power must be supplied from a power
supply/battery charger certified to IEC standard with a
SELV (Safety Extra Low Voltage) classified output. Input
power should be properly fused according to the wiring
diagram in Woodward publication 26377, SECM-48 Man-
ual.
SM 810 02(LP-T3)-0-2
SECM-48 inputs and outputs may only be connected to 2. Avoid the build-up of static electricity on your body
other circuits certified as SELV (Safety Extra Low Volt- by not wearing clothing made of synthetic materials.
age). Wear cotton or cotton-blend materials as much as
possible because these do not store static electric
The IP-56 Ingress Protection rating of the control depends
charges as much as synthetics.
on the use of proper mating connectors. See Woodward
publication 26377, SECM-48 Manual, 3. Keep plastic, vinyl, and Styrofoam materials (such as
Chapter 2: Installation.Wiring Connections, Table 2-1 for plastic or Styrofoam cups, cup holders, cigarette
information on the proper mating connectors for use with packages, cellophane wrappers, vinyl books or fold-
this control. ers, plastic bottles, and plastic ash trays) away from
the control, the modules, and the work area as much
! WARNING as possible.
EXPLOSION HAZARD
Do not connect or disconnect while circuit is ! CAUTION
live unless area is known to be non-hazard- ELECTROSTATIC DISCHARGE
ous. To prevent damage to electronic components
Substitution of components may impair suit- caused by improper handling, read and
ability for Class I, Division 2, or Zone 2 observe the precautions in Woodward man-
applications. ual 82715, Guide for Handling and Protec-
tion of Electronic Controls, Printed Circuit
Boards, and Modules.
Electromagnetic Compatibility (EMC)
All MI-07 active electronic components manufactured by
the Woodward Governor Company have been developed
and individually tested for electromagnetic compatibility
using standardized industry methods under laboratory test
conditions. Actual EMC performance may be adversely
affected by the wiring harness design, wire routing, the
surrounding structure, other EMC generating components,
and other factors that are beyond the control of the Wood-
ward Governor Company. It is the responsibility of the
vehicle and/or application manufacturer to confirm that
the overall system's EMC performance is in compliance
with all standards that they wish to apply for their particu-
lar use.
Electrostatic Discharge Awareness

All electronic equipment is static-sensitive, some compo-
nents more than others.
To protect these components from static damage, you
must take special precautions to minimize or eliminate
electrostatic discharges.
Follow these precautions when working with or near the
control.
1. Before doing maintenance on the electronic control,
discharge the static electricity on your body to
ground by touching and holding a grounded metal
object (pipes, cabinets, equipment, etc.).
SM 810 02(LP-T3)-0-3
Section 1
LPG SYSTEM OVERVIEW
MI-07 General Description It provides accurate, reliable, and durable control of fuel,
spark, and air over the service life of the engine in the
extreme operating environment found in heavy-duty,
CERTIFIED ENGINE SYSTEMS under hood, on-engine electronic controls.
Woodward’s emission-certified MI-07 control system pro- MI-07 is a closed loop system utilizing a catalytic muffler
vides a complete, fully integrated engine management to reduce the emissions levels in the exhaust gas. In order
system that meets or exceeds 2007 emission standards for to obtain maximum effect from the catalyst, an accurate
Large Spark Ignited (LSI) engines established by the Cali- control of the air fuel ratio is required. A small engine
fornia Air Resources Board (CARB) and the Environmen- control module (SECM) uses two heated exhaust gas oxy-
tal Protection Agency (EPA). gen sensors (HEGO) in the exhaust system to monitor
exhaust gas content. One HEGO is installed in front of the
The control system is applicable to naturally aspirated
catalytic muffler and one is installed after the catalytic
engines ranging in size from 1.5L to 8.1L (25 HP to 170
muffler.
HP) with up to 8 cylinders running on LPG in mobile
industrial applications.
Figure 1. MI-07 System for 4.3L GM LP Engines

The SECM makes any necessary corrections to the air fuel
ratio by controlling the inlet fuel pressure to the air/fuel
mixer by modulating the dual fuel trim valves (FTV) con-
nected to the regulator. Reducing the fuel pressure leans
the air/fuel mixture and increasing the fuel pressure
enriches the air/fuel mixture. To calculate any necessary
corrections to the air fuel ratio, the SECM uses a number
of different sensors to gain information about the engine’s
performance.
SM 810 02(LP-T3)-1-1
Engine speed is monitored by the SECM through a vari- tion sensor (APP) command. Even engine coolant temper-
able reluctance (VR) or Hall effect sensor. Intake mani- ature and adequate oil pressure are monitored by the
fold air temperature and absolute pressure are monitored SECM. The SECM controller has full adaptive learning
with a TMAP sensor. MI-07 is a drive-by-wire (DBW) capabilities, allowing it to adapt control function as oper-
system connecting the accelerator pedal to the electronic ating conditions change. Factors such as ambient tempera-
throttle through the electrical harness. Mechanical cables ture, fuel variations, ignition component wear, clogged air
are not used. A throttle position sensor (TPS) monitors filter, and other operating variables are compensated.
throttle position in relation to the accelerator pedal posi-
Figure 2. MI-07 Closed Loop LP Fuel System (certified engine systems)
MI-07 System Components • Gaseous fuel mixer *

• Gaseous fuel pressure regulator *
The MI-07 control system provides electronic control to
the following subsystems on mobile industrial engines: • Fuel trim valves
• Fuel trim orifices
• Fuel delivery system
• Small engine control module (SECM), firmware
• Spark-ignition control system
and calibration *
• Air throttle
• Fuel system sensors and actuators
• Sensors/Switches/Speed inputs
• Ignition system including spark plugs, cables, coils
and drivers
Key Components (*) Components of MI-07 system manufactured by Wood-
ward
The MI-07 system functions primarily on engine compo-
nents that affect engine emissions and performance. These
key components include the following: MI-07 System Features
• Engine/Combustion chamber design The MI-07 system uses an advanced speed-density control
• Intake/Exhaust valve configuration, timing and lift strategy for fuel, spark, and air throttle control. Key fea-
tures include the following.
• Intake/Exhaust manifold design
• Catalytic converter and exhaust system • Closed-loop fuel
• Throttle body • Speed-load spark control with tables for dwell,
timing, and fuel type
• Air intake and air filter
SM 810 02(LP-T3)-1-2
• Speed-load throttle control with table for maxi- Diagnostic information can be communicated through
mum TPS limiting both the service tool interface and the MIL lamp. With the
• Closed-loop fuel control with two oxygen sensors MIL lamp, it is possible to generate a string of flashing
(one installed pre catalyst and one installed post codes that correspond to the fault type. These diagnostics
catalyst). The pre-catalyst oxygen sensor includes are generated only when the engine is not running and the
adaptive learn to compensate for fuel or compo- operator initiates a diagnostic request sequence such as
nent drift. The post-catalyst oxygen sensor repeated actuations of the pedal within a short period of
includes adaptive learn to compensate the pre-cata- time following reset.
lyst oxygen sensor setting for pre-catalyst oxygen Limp Home Mode
sensor drift and catalyst aging. The pre-catalyst
oxygen sensor function includes parameters for The system is capable of "limp-home" mode in the event
transport delay, O2 set point, excursion rich/lean, of particular faults or failures in the system. In limp-home
jump back rich/lean, and perturbation. mode the engine speed is approximately 1000 rpm at no
load. A variety of fault conditions can initiate limp-home
• LPG fuel temperature compensation
mode. These fault conditions and resulting actions are
• Min/max governing determined during calibration and are OEM customer spe-
• All-speed isochronous governing cific.
• Fixed-speed isochronous governing with three Service Tool
switch-selectable speeds
A scan tool/monitoring device is available to monitor sys-
• Fuel enrichment and spark timing modifiers for
tem operation and assist in diagnosis of system faults This
temperature and fuel type
device monitors all sensor inputs, control outputs, and
• Transient fuel enrichment based on rate of change diagnostic functions in sufficient detail through a single
of throttle position access point to the SECM to allow a qualified service
• Transient wall wetting compensation for gasoline technician to maintain the system. This Mototune soft-
• Input sensor selection and calibration ware (licensed by Mototron Communication) is secure
and requires a crypt-token USB device to allow access to
• Auxiliary device control for fuel pump, fuel lock-
information.
off solenoid, tachometer, MIL, interlocks, vehicle
speed limiting, etc.
• CANBus data transfer for speed, torque, etc. Customer-Supplied Components
MI-07 requires additional components to operate that are
Other system features include: not included with the system. These include the wire har-
ness, mixer-to-throttle body adapter, air horn adapter,
Tamper-Resistance mounting brackets, non-critical fittings, and hoses. These
Special tools, equipment, knowledge, and authorization items are application specific and are the responsibility of
are required to effect any changes to the MI-07 system, the packager, manufacturer of record (MOR), or original
thereby preventing unauthorized personnel from making equipment manufacturer (OEM). Woodward will provide
adjustments that will affect performance or emissions. assistance as needed to ensure proper fitting to the MI-07
system components.
Diagnostics
MI-07 is capable of monitoring and diagnosing problems NOTE
and faults within the system.
These include all sensor input hardware, control output It is the responsibility of the customer to con-
hardware, and control functions such as closed-loop fuel sult with Woodward regarding the selection
control limits and adaptive learn limits. Upon detecting a or specification of any components that
fault condition, the system notifies the operator by illumi- impact emissions, performance, or durabil-
nating the MIL and activating the appropriate fault action. ity.
The action required by each fault shall be programmable
by the OEM customer at the time the engine is calibrated.
SM 810 02(LP-T3)-1-3
LPG Fuel System Operation mixer inlet pressure and AVV.

For a given change in the pressure regulator reference
The principles outlined below describe the operation of pressure, the pressure regulator outlet pressure changes by
MI-07 on an LPG fuel system. the same amount and in the same direction. The end result
An LPG fuel system consists of the following compo- is that a change in FTV modulation changes the outlet
nents: pressure of the regulator/fuel inlet pressure of the mixer,
and thus the AFR. A major benefit of this trim system
• Fuel filter (supplied by customer) results from the use of mixer inlet pressure and AVV as
• Electric fuel lock-off solenoid valve the reference pressure extremes. The pressure differential
• Fuel pressure regulator/vaporizer across the mixer fuel valve is related to these same two
pressures, and thus so is fuel flow. Given this arrange-
• Two orificed fuel trim valves
ment, the bias pressure delta scales with the fuel cone
• Gas/Air mixer with fixed orifice for trim system delta pressure. The result is that the trim system control
and fuel temperature sensor authority and resolution on AFR stays relatively constant
• Miscellaneous customer-supplied hoses and fit- for the entire speed and load range of the engine.
tings
Fuel is stored in the customer-supplied LPG tank in satu- SECM
rated liquid phase and enters the fuel system from the tank
as a liquid and at tank pressure. Fuel passes through a The Small Engine Control Module (SECM) controls the
high-pressure fuel filter and lock-off solenoid, and is then LPG lock-off solenoid valve and the FTVs. The lock-off
vaporized and regulated down to the appropriate pressure solenoid is energized when fueling with LPG and the
to supply the mixer. The regulator controls the fuel pres- engine is turning. FTV modulation frequency will be var-
sure to the gas/air mixer. ied as a function of rpm by the SECM in order to avoid
resonance phenomena in the fuel system. FTV commands
Dual Dither Valves will be altered by the SECM in order to maintain a stoichi-
ometric air-fuel ratio. Commands are based primarily on
The key to meeting emissions requirements when operat- feedback from the exhaust gas oxygen sensor, with an off-
ing in LPG is the dual dither valve hardware in the fuel set for fuel temperature.
system. Similar to the Woodward MI-04 system, the dual
dither system modulates the fuel pressure regulator outlet MI-07 LP Fuel Filter
pressure by providing an offset to the regulator secondary
stage reference pressure. By adding a second dither valve, After exiting the fuel tank, liquid propane passes through
or fuel trim valve (FTV), to the MI-07 system, smoother, a serviceable inline fuel filter to the electric fuel lock off.
more accurate control of supply pressure is achieved, Figure 3 shows a typical inline type LP fuel filter manu-
resulting in better control of air fuel ratio and emissions. factured by Century. The primary function of the fuel fil-
This smoother control also minimizes wear on fuel system ter is to remove particles and sediments that have found
components such as the regulator diaphragm and lever by their way into the tank. The LP fuel filter will not remove
significantly reducing the pressure pulsations observed heavy end solids and paraffins that build up in LPG fuel
with a single FTV. systems as a result of vaporization.
Regulator Pressure Offset

Regulator pressure offset is achieved through the use of a
fixed orifice and a variable orifice in series. The inlet to
the fixed orifice is connected to the mixer inlet pressure
(roughly equal to ambient pressure). The outlet of the
fixed orifice is connected to both the pressure regulator
reference port and the inlet to the two FTVs (the variable
orifice) that act in parallel. The outlets of the FTVs are
connected to the mixer outlet, referred to as Air Valve Figure 3. Inline LP Fuel Filter
Vacuum (AVV). Thus, by modulating the FTVs, the pres-
sure regulator reference pressure can be varied between
SM 810 02(LP-T3)-1-4
MI-07 Fuel Lock-Off (Electric) off is opened, but if the operator fails to crank the engine
the SECM will close the lock-off after 5 seconds.
The fuel lock-off is a safety shutoff valve, normally held
closed by spring pressure, which is operated by an electric
solenoid and prevents fuel flow to the regulator/ converter N-2007 Pressure Regulator/Vaporizer
when the engine is not in operation. This is the first of The pressure regulator/vaporizer receives liquid LPG
three safety locks in the MI-07 system. from the fuel storage tank, drops the pressure, changes the
LPG phase from liquid to vapor, and provides vapor phase
LPG at a regulated outlet pressure to the mixer. To offset
the refrigeration effect of the vaporization process, the
regulator will be supplied with engine coolant flow suffi-
cient to offset the latent heat of vaporization of the LPG. A
thermostat provided in the coolant supply line to maintain
regulator outlet coolant temperature at or below 60°C
(140°F) will minimize the deposit of fuel contaminants
and heavy ends in the regulator and assure a more con-
trolled vaporization process with reduced pressure pulsa-
Figure 4. Electric Fuel Lock Assembly tions.
In the MI-07 design, power is supplied to the fuel lock-off A higher flow pressure regulator is required on larger
via the main power relay with the SECM controlling the engines.
lock-off ground (earth) connection. The lock-off remains
in a normally closed (NC) position until the key switch is
activated. This supplies power to the lock-off and the
SECM, but will not open the lock-off via the main power
relay until the SECM provides the lock-off ground con-
nection. This design gives the SECM full control of the
lock-off while providing additional safety by closing the
fuel lock-off in the unlikely event of a power failure, wir-
ing failure or module failure.
When the liquid service valve in the fuel container is
opened, liquid propane flows through the LP filter and
through the service line to the fuel lock-off. Liquid pro-
pane enters the lock-off through the 1/4” NPT liquid inlet Figure 5. N-2007 Regulator
port and stops with the lock-off in the normally closed
position. When the engine is cranked over, the main The regulator is normally closed, requiring a vacuum sig-
power relay applies power to the lock-off and the SECM nal (negative pressure) to allow fuel to flow. This is the
provides the lock-off ground, causing current to flow second of three safety locks in the MI-07 system. If the
through the windings of the solenoid and create a mag- engine stops, vacuum signal stops and fuel flow will auto-
netic field. The strength of this magnetic field is sufficient matically stop when both the secondary (2nd stage) valve
to lift the lock-off valve off of its seat against spring pres- and the primary (1st stage) valve closes. Unlike most other
sure. When the valve is open liquid propane, at tank pres- regulator/converters, the N-2007 primary valve closes
sure, flows through the lock-off outlet to the pressure with fuel pressure rather than against pressure, extending
regulator/converter. A stall safety shutoff feature is built primary seat life and adding additional safety.
into the SECM to close the lock-off in case of a stall con-
dition. The SECM monitors three engine states: Crank, Liquid propane must be converted into a gaseous form in
when the crankshaft position sensor detects any engine order to be used as a fuel for the engine. When the regula-
revolutions; Stall, when the key is in the ON position but tor receives the desired vacuum signal it allows propane to
the crankshaft position sensor detects no engine revolu- flow to the mixer. As the propane flows through the regu-
tions; and the Run state, when the engine reaches pre-idle lator the pressure is reduced in two stages from tank pres-
rpm. When an operator turns on the key switch the lock- sure to slightly less than atmospheric pressure. As the
pressure of the propane is reduced, the liquid propane
vaporizes and refrigeration occurs inside the regulator due
SM 810 02(LP-T3)-1-5
to the vaporization of liquid propane. To replace heat lost the expansion chamber, through the secondary chamber to
to vaporization, engine coolant is supplied by the engine the mixer.
driven water pump and pumped through the regulator.
Heat provided by this coolant is transferred through to the
fuel vaporization chamber.
N-2007 Operation
(Refer to Figure 6.)
Liquid propane, at tank pressure, enters the N-2007
through the fuel inlet port (1).
Propane liquid then flows through the primary valve (2).
The primary valve located at the inlet of the expansion
chamber (3), is controlled by the primary diaphragm (4),
which reacts to vapor pressure inside the expansion cham-
ber. Two springs are used to apply force on the primary Figure 6. Parts View of N-2007 Regulator
diaphragm in the primary diaphragm chamber (5), keep-
ing the primary valve open when no fuel pressure is Because vapor propane has now left the expansion cham-
present. ber, the pressure in the chamber will drop, causing the pri-
mary diaphragm spring force to re-open the primary valve
A small port connects the expansion chamber to the pri-
allowing liquid propane to enter the regulator, and the
mary diaphragm chamber. At the outlet of the expansion
entire process starts again. This creates a balanced condi-
chamber is the secondary valve (6). The secondary valve
tion between the primary and secondary chambers allow-
is held closed by the secondary spring on the secondary
ing for a constant flow of fuel to the mixer as long as the
valve lever (7). The secondary diaphragm controls the
demand from the engine is present. The fuel flow is main-
secondary lever. When the pressure in the expansion
tained at a constant output pressure, due to the calibrated
chamber reaches 1.5 psig (10.342 kPa) it causes a pres-
secondary spring. The amount of fuel flowing will vary
sure/force imbalance across the primary diaphragm (8).
depending on how far the secondary valve opens in
This force is greater than the primary diaphragm spring
response to the negative pressure signal generated by the
pressure and will cause the diaphragm to close the pri-
air/fuel mixer. The strength of that negative pressure sig-
mary valve.
nal developed by the mixer is directly related to the
Since the fuel pressure has been reduced from tank pres- amount of air flowing through the mixer into the engine.
sure to 1.5 psig (10.342 kPa) the liquid propane vaporizes. With this process, the larger the quantity of air flowing
As the propane vaporizes it takes on heat from the expan- into the engine, the larger the amount of fuel flowing to
sion chamber. This heat is replaced by engine coolant, the mixer.
which is pumped through the coolant passage of the regu-
lator. At this point vapor propane will not flow past the
CA100 Mixer
expansion chamber of the regulator until the secondary
valve is opened. To open the secondary valve, a negative The mixer is installed above the throttle body and meters
pressure signal must be received from the air/fuel mixer. gaseous fuel into the airstream at a rate that is proportional
When the engine is cranking or running a negative pres- to the volumetric flow rate of air. The ratio between volu-
sure signal (vacuum) travels through the vapor fuel outlet metric airflow and volumetric fuel flow is controlled by
connection of the regulator, which is the regulator second- the shaping of the mixer fuel cone and biased by the con-
ary chamber, and the vapor fuel inlet of the mixer. The trollable fuel supply pressure delivered by the pressure
negative pressure in the secondary chamber causes a pres- regulator. Fuel flow must be metered accurately over the
sure/force imbalance on the secondary diaphragm, which full range of airflows. Pressure drop across the mixer air
overcomes the secondary spring force, opening the sec- valve must be minimized to assure maximum power out-
ondary valve and allowing vapor propane to flow out of put from the engine.
The mixer fuel inlet is fitted with a thermistor-type tem-
perature sensor. This permits the SECM to correct fuel
pressure to compensate for variations in fuel temperature.
SM 810 02(LP-T3)-1-6
Left uncorrected, fuel temperature variations can cause (Refer to Figure 9.)
significant variations in air fuel ratio. The air/fuel mixer is mounted in the intake air stream
between the air cleaner and the throttle. The design of the
A higher flow mixer is required on larger engines. A
main body incorporates a cylindrical bore or mixer bore,
lower flow mixer is required on smaller engines.
fuel inlet (1) and a gas discharge jet (2). In the center of
the main body is the air valve assembly, which is made up
of the air valve (3), the gas-metering valve (4), and air
valve diaphragm (5) and air valve spring (6). The gas-
metering valve is permanently mounted to the air valve
diaphragm assembly with a face seal mounted between
the two parts.
When the engine is not running this face seal creates a
barrier against the gas discharge jet, preventing fuel flow
with the aid (downward force) of the air valve spring.
When the engine is cranked over it begins to draw in air,
creating a negative pressure signal. This negative pressure
signal is transmitted through four vacuum ports in the air
valve.
Figure 7. CA100 Mixer
CA100 Mixer Operation

Vapor propane fuel is supplied to the CA100 mixer by the
N-2007 pressure regulator/converter. The mixer uses a
diaphragm type air valve assembly to operate a gas-meter-
ing valve inside the mixer. The gas-metering valve is nor-
mally closed, requiring a negative pressure (vacuum)
signal from a cranking or running engine to open. This is
the third of the three safety locks in the MI-07 system. If
the engine stops or is turned off, the air valve assembly
closes the gas-metering valve, stopping fuel flow past the
mixer. The gas-metering valve controls the amount of fuel
to be mixed with the incoming air at the proper ratio. The
air/fuel mixture then travels past the throttle, through the
intake manifold and into the engine cylinders where it is
compressed, ignited and burned.
Figure 9. Parts View of CA100 Mixer
A pressure/force imbalance begins to build across the air

valve diaphragm between the air valve vacuum (AVV)
chamber (above the diaphragm) and atmospheric pressure
below the diaphragm. Approximately 6 inH2O (14.945
mbar) of negative pressure is required to overcome the air
valve spring force and push the air valve assembly upward
off the valve seat. Approximately 24 inH2O (59.781
mbar) pulls the valve assembly to the top of its travel in
the full open position.
The amount of negative pressure generated is a direct
result of throttle position and the amount of air flowing
Figure 8. CA100 Mixer Attached to Throttle Body through the mixer to the engine. At low engine speeds,
SM 810 02(LP-T3)-1-7
low AVV causes the air valve diaphragm assembly to voltmeter. NOTE: Adjustments should only be per-
move upward a small amount, creating a small venturi. At formed by trained service technicians.
high engine speeds, high AVV causes the air valve dia-
phragm assembly to move much farther creating a large
venturi. The variable venturi air/fuel mixer constantly
matches venturi size to engine demand.
Vaccum Parts
Gas-Metering
Valve
Air Intake
Figure 10. Bottom View of Air Valve Assembly

Figure 12. Idle Mixture Adjustment Screw
(shown with tamper proof cap removed)
Fuel Trim Valve (FTV)

The Fuel Trim Valve (FTV) is a two-way electric solenoid
valve and is controlled by a pulse-width modulated
(PWM) signal provided by the SECM. Two FTVs are
used to bias the output fuel pressure on the LPG regulator/
converter (N-2007), by metering air valve vacuum (AVV)
into the atmospheric side of the N-2007 secondary regula-
tor diaphragm. An orifice balance line connected to the air
inlet side of the mixer provides atmospheric reference to
the N-2007 when the FTV is closed. The SECM uses
feedback voltage from the O2 sensor to determine the
amount of bias needed to the regulator/converter.
Figure 11. CA100 Mixer Installed with Electronic Throttle
A main mixture adjustment valve on the fuel inlet of the

CA100 is not used in the MI- 07 system, however an idle
mixture adjustment is incorporated into the mixer (Figure
12). The idle mixture adjustment is an air bypass port,
adjusting the screw all the way in, blocks off the port and
enriches the idle mixture. Backing out the idle adjustment
In normal operation the N-2007 maintains fuel flow at a
screw opens the port and leans the idle mixture. The idle
constant output pressure, due to the calibrated secondary
mixture screw is a screw with locking threads that is fac-
spring. The amount of fuel flowing from the N-2007 will
tory set with a tamper resistant cap installed after adjust-
vary depending on how far the secondary diaphragm
ment. Accurate adjustment of the idle mixture can be
opens the secondary valve in response to the negative
accomplished by adjusting for a specific fuel trim valve
pressure signal generated by the air/fuel mixer. One side
(FTV) duty cycle with the Service Tool software or with a
of the N-2007 secondary diaphragm is referenced to FTV
SM 810 02(LP-T3)-1-8
control pressure while the other side of the diaphragm Branch-Tee Fitting
reacts to the negative pressure signal from the mixer. If
the pressure on the reference side of the N-2007 second- A branch-tee fitting is installed in the atmospheric vent
ary diaphragm is reduced, the diaphragm will close the port of the N-2007 with one side of the branch-tee con-
secondary valve until a balance condition exists across the nected to the intake side of the mixer forming the balance
diaphragm, reducing fuel flow and leaning the air/fuel line and referencing atmospheric pressure. The other side
mixture. of the branch-tee fitting connects to the FTV inlet (small
housing side). The FTV outlet (large housing connector
side) connects to the AVV port. When the FTVs are open
AVV is sent to the atmospheric side of the N-2007 sec-
ondary diaphragm, which lowers the reference pressure,
closing the N- 2007 secondary valve and leaning the air/
fuel mixture. The MI-07 system is calibrated to run rich
without the FTV. By modulating (pulsing) the FTVs the
SECM can control the amount of AVV applied to the N-
2007 secondary diaphragm. Increasing the amount of time
the FTVs remain open (modulation or duty cycle) causes
the air/fuel mixture to become leaner; decreasing the mod-
ulation (duty cycle) enriches the mixture.
ORIFICE "Y"
(COLOR BLUE)
LOCK OFF VALVE
FLOW
MOUNT TRIM
FLOW
VALVES VERTICALLY
FLOW
"Y" FITTING REGULATOR

(COLOR BLACK)
FLOW
CA100 MIXER
FUEL TEMP SENSOR
AND ADAPTER
Figure 13. Fuel Trim Valves Connected to MI-07 System
SM 810 02(LP-T3)-1-9
Electronic Throttle System then generates a corresponding electrical (driver) signal to

the throttle-valve actuator.
The electronic throttle system controls engine output
(speed and torque) through electronic control of mass air-
flow to the engine. Any DC motor-actuated or Limited
Angle Torquemotor (LAT)-actuated throttle with less than
5A peak and 2A steady state can be controlled. The TPS
must be directly coupled to the throttle shaft for direct
shaft position measurement.
A commonly used throttle is the Bosch DV-E5. This throt-
tle is available in a variety of bore sizes to meet specific
engine needs: 32mm, 40mm, and 54mm are readily avail-
able throttle bore sizes; other sizes are possible. The
Bosch throttle is a fully validated automotive component
incorporating a brushed DC motor with gear reduction,
dual throttle position sensors, throttle plate, and cast alu-
Figure 14. Bosch Electronic Throttle Body
minum housing. In the event of an electrical disconnec-
tion or other related failure, the throttle plate returns to a The MI-07 uses a dual TPS design (TPS1 and TPS2). The
limp-home idle position at a no-load engine speed above SECM continuously checks and monitors all sensors and
curb idle speed. calculations that effect throttle valve position whenever
This provides sufficient airflow for the engine to move the the engine is running. If any malfunctions are encoun-
vehicle on level ground. Any throttle bodies used for MI- tered, the SECM’s initial response is to revert to redun-
07 meet or exceed the specification for the Bosch throttle dant sensors and calculated data. If no redundant signal is
bodies. available or calculated data cannot solve the malfunction,
the SECM will drive the system into one of its limp-home
In terms of response, the throttle is capable of fully open- modes or shut the engine down, storing the appropriate
ing and closing in less than 50 msec. Position resolution fault information in the SECM.
and steady state control should be 0.25% of full travel or
better. There are multiple limp-home modes available with elec-
tronic throttle control:
MI-07 Electronic Throttle 1. If the throttle itself is suspected of being inoperable,

the SECM will remove the power to the throttle
Conventional throttle systems rely on a mechanical link- motor. When the power is removed, the throttle blade
age to control the throttle valve. To meet fluctuating returns to its “default” position, approximately 7%
engine demands a conventional system will typically open.
include a throttle valve actuator designed to readjust the
2. If the SECM can still control the throttle but some
throttle opening in response to engine demand, together
other part of the system is suspected of failure, the
with an idle control actuator or idle air bypass valve.
SECM will enter a “Reduced Power” mode. In this
In contrast, the MI-07 system uses electronic throttle con- mode, the power output of the engine is limited by
trol (ETC). The SECM controls the throttle valve based reducing the maximum throttle position allowed.
on engine RPM, engine load, and information received
from the foot pedal. Two potentiometers on the foot pedal
assembly monitor accelerator pedal travel. The electronic
throttle used in the MI-07 system is a Bosch 32mm or
40mm electronic throttle body DV-E5 (Figure 14). The
DV-E5 is a single unit assembly, which includes the throt-
tle valve, throttle-valve actuator (DC motor) and two
throttle position sensors (TPS). The SECM calculates the
correct throttle valve opening that corresponds to the
driver’s demand, makes any adjustments needed for adap-
tation to the engine’s current operating conditions and
SM 810 02(LP-T3)-1-10
3. In some cases, the SECM will shut the engine down.

This is accomplished by stopping ignition, turning
off the fuel, and disabling the throttle.
Throttle Plate
Gear Drive
DC Drive Motor
Picture courtesy of Robert Bosch GmbH
Figure 14. Throttle Body Assembly Exploded View
Ignition System engine speed calculation, coil energy information, and tar-
get spark timing. The SECM provides a TTL compatible
Spark-ignited engines require accurate control of spark signal for spark control. The coil must contain the driver
timing and spark energy for efficient combustion. The MI- circuitry necessary to energize the primary spark coil oth-
07 ignition system provides this control. The system con- erwise an intermediary coil driver device must be pro-
sists of the following components: vided. The SECM controls spark energy (dwell time) and
• SECM spark discharge timing.
• Ignition coil drivers *
• Ignition coil(s) *
• Crankshaft position sensor *
• Crankshaft timing (target) wheel *
• Spark plugs *
(*) Customer-supplied components
The SECM, through use of embedded control algorithms
and calibration variables, determines the proper time to
start energizing the coil and fire the spark plug. This
requires accurate crank/camshaft position information, an
SM 810 02(LP-T3)-1-11
GM 4.3L V-6 ENGINE FUEL SYSTEM the sensor changes the magnetic flux, creating an analog
voltage signal in the sensor coil.
OPTIONS
General Motors (GM) industrial engines have the capabil-
ity of being fueled with propane or natural gas. Propane
and natural gas have higher octane ratings than gasoline,
but they also have lower lubricity, so engines must be
designed specifically to handle the increased frictions
associated with these fuels.
Coil
The 4.3L V-6 engine versions are:
• LT (propane only) / EST ignition system Ignition
• AC (bi-fuel) / HVS ignition system Module
GM Delco EST Ignition System

Used on LT propane only engines The rising edge of the VR signal is converted to a rising 5-
volt signal by the ignition module. As the VR signal
The MI-07 system is capable of operating with either a passes back through zero volts, a falling edge is created
distributor based ignition system or a distributorless igni- producing a square wave or digital signal, similar to the
tion system. The current application uses a distributor signal produced by a Hall effect sensor. This falling edge
based ignition system. The distributor will have no inter- signal provides a stable engine position reference at all
nal advance mechanisms giving the SECM consistent engine speeds for the SECM.
authority over ignition timing. The spark is sent to the
appropriate cylinder in the conventional way via the rotor
arm and spark plug wires. The SECM uses the signal from HVS Ignition System
the GM Delco Ignition Module to determine the engine Used on AC bi-fuel engines
position and RPM at any time. It uses this information The High Voltage Switch (HVS) ignition system used on
together with the information from the TPS sensor and the AC engine version is very similar to that used in the
TMAP to calculate the appropriate ignition timing set- EST system with a few caveats. The ignition module has
tings. been replaced with a High Voltage Switch that is located
near the coils instead of inside the distributor. The distrib-
utor does still put out a cam sync signal. Note that the
High Voltage Switch will not run a default spark advance
map if the EST line is disconnected. The distributor is
cosmetically different, but still functions identically to the
distributor in the EST system, so you can still check the
spark timing with the cylinder number 1 secondary wire.
Exhaust System
The GM distributor used in the Delco EST ignition sys- Heated Exhaust Gas Oxygen Sensors
tem, incorporates a variable reluctance (VR) sensor,
(HEGO)
which transmits a reference signal to the GM ignition
module located on the distributor. A variable reluctance The MI-07 system utilizes two HEGO (O2) sensors. One
sensor is an electromagnetic device consisting of a perma- sensor is a pre-catalyst sensor that detects the amount of
nent magnet surrounded by a winding of wire. The sensor oxygen in the exhaust stream and is considered the pri-
is used in conjunction with a ferrous signal rotor on the mary control point. Based upon the O2 sensor feedback,
distributor shaft. The signal rotor has six lobes, one for the MI-07 system supplies a stoichiometric air-fuel ratio
each cylinder. Rotation of the signal rotor near the tip of to the catalytic converter. The catalytic converter then
reduces emissions to the required levels. The second sen-
sor is a post-catalyst sensor that detects the amount of
SM 810 02(LP-T3)-1-12
oxygen after the catalyst. This sensor is used as a second- the ability of the system to diagnose rich and
ary control point to adjust the pre-catalyst setpoint to lean conditions.
ensure proper catalyst conversion efficiency.
Once a HEGO sensor reaches approximately 600°F Catalytic Muffler
(316°C), it becomes electrically active. The concentration
of oxygen in the exhaust stream determines the voltage In order to meet 2007 emission requirements a 3-way cat-
produced. If the engine is running rich, little oxygen will alyst is necessary.
be present in the exhaust and voltage output will be rela- The MI-07 control system monitors the exhaust stream
tively high. Conversely, in a lean situation, more oxygen pre and post catalyst and uses this information to control
will be present and a smaller electrical potential will be the air-fuel mixture. By using the signals from the
noticed. HEGOs, the SECM can increase or decrease the amount
of oxygen in the exhaust by modulating the FTVs and
adjusting the air-fuel ratio. This control scheme allows the
SECM to make sure that the engine is running at the cor-
rect air to fuel ratio so that the catalyst can perform as
required to meet the emissions certification.
Figure 16. HEGO (O2) Sensor

In order for the sensor to become active and create an
electrical signal below 600°F (316°C) a heated element is
added to the sensor housing. Two wires provide the neces-
sary 12 Vdc and ground signal for the heater element. A
fourth wire provides an independent ground for the sen-
sor. The pre-catalyst sensor heater is powered by the main
power relay and is always powered. The post-catalyst sen-
sor heater is powered from an additional relay that is con-
trolled by the SECM. This relay is only energized when
the SECM calculates that water condensation in the
exhaust system and catalytic muffler prior to the sensor
should be evaporated. This is to avoid thermal shock of
the sensor that could prematurely fail the sensor.
The HEGO stoichiometric air-fuel ratio voltage target is
approximately 500 mV and changes slightly as a function
of speed and load. When the pre-catalyst HEGO sensor
sends a voltage signal less than 450 mV the SECM inter-
prets the air-fuel mixture as lean. The SECM then
decreases the PWM duty cycle sent to the fuel trim valves
in order to increase the fuel pressure to the mixer inlet;
thus richening air-fuel mixture. The opposite is true if the
SECM receives a voltage signal above 450 mV from the
HEGO. The air-fuel mixture would then be interpreted as
being too rich and the SECM would increase the duty
cycle of the trim valves.
! CAUTION
The HEGO sensors are calibrated to work
with the MI-07 control system. Use of alter-
nate sensors may impact performance and
SM 810 02(LP-T3)-1-13
SECM Fuel Management

During engine cranking at startup, the SECM provides a
General Description low side driver signal to the fuel lock-off, which opens the
lock-off allowing liquid propane to flow to the N-2007
The Woodward Small Engine Control Module (SECM) regulator. A stall safety shutoff feature is built into the
controller has full authority over spark, fuel and air. Uti- SECM to close the lockoff in case of a stall condition. The
lizing a Freescale micro controller, the SECM has 48 pins SECM monitors three engine states:
of I/O and is fully waterproof and shock hardened. To
optimize engine performance and drivability, the SECM Crank, when the crankshaft position sensor detects any
uses several sensors for closed loop feedback information. engine revolutions
These sensors are used by the SECM for closed loop con- Stall, when the key is in the ON position but the crank-
trol in three main categories: shaft position sensor detects no engine revolutions
• Fuel Management Run state, when the engine reaches pre-idle RPM.
• Load/Speed Management
When an operator turns on the key switch the lock-off is
• Ignition Management opened but if the operator fails to crank the engine, the
SECM will close the lock-off after 5 seconds.
To maintain proper exhaust emission levels, the SECM
uses a heated exhaust gas oxygen sensor (HEGO)
mounted before the catalyst, to measure exhaust gas con-
tent in the LP gas system. Engine speed is monitored by
the SECM through a variable reluctance (VR) sensor or
Hall-Effect type sensor. Intake manifold air temperature
and absolute pressure are monitored with a (TMAP) sen-
sor. The HEGO voltage is converted to an air/fuel ratio
value. This value is then compared to a target value in the
The SECM monitors system parameters and stores any SECM. The target value is based on optimizing catalyst
out of range conditions or malfunctions as faults in SECM efficiency for a given load and speed. The SECM then cal-
memory. Engine run hours are also stored in memory. culates any corrections that need to be made to the air/fuel
Stored fault codes can be displayed on the Malfunction ratio.
Indicator Light (MIL) as flash codes or read by the MI-07 The system operates in open loop fuel control until the
Service Tool software through a CAN (Controller Area engine has done a certain amount of work. This ensures
Network) communication link. that the engine and HEGO are sufficiently warmed up to
Constant battery power (12 Vdc) is supplied through the stay in control. In open loop control, the FTV duty cycle is
fuse block to the SECM and the main power relays. Upon based on engine speed and load. Once the HEGO reaches
detecting a key-switch ON input, the SECM will fully operating temperature the fuel management is in closed
power up and energize the main power relays. The ener- loop control for all steady state conditions, from idle
gized main power relays supply 12 Vdc power to the through full throttle. In closed loop mode, the FTV duty
heated element of the oxygen sensors, fuel lock-off, fuel cycle is based on feedback from the HEGO sensor.
trim valves (FTVs), crank sensor, cam sensor, and the The system may return to open-loop operation when
ignition coils. The SECM supplies voltage to the elec- engine load or engine speed vary beyond a chosen thresh-
tronic throttle actuator, oil pressure switch, fuel tempera- old.
ture sensor, and the coolant temperature sensor. The SECM makes any necessary corrections to the air-
Transducer or sensor power (+ 5 Vdc) is regulated by the fuel ratio by controlling the inlet fuel pressure to the air-
SECM and supplied to the manifold temperature/air pres- fuel mixer Reducing the fuel pressure leans the air/fuel
sure (TMAP) sensor, throttle position sensor (TPS), and mixture and increasing the fuel pressure enriches the air-
the accelerator pedal position sensors (APP1 & APP2). fuel mixture. Control is achieved by modulating the fuel
The SECM provides a transducer ground for all the sen- trim valves.
sors, and a low side driver signal controlling the fuel lock-
off, MIL, and FTVs.
SM 810 02(LP-T3)-1-14
Speed Management
NOTE
Drive-by-wire refers to the fact that the MI-07 control sys-
tem has no throttle cable from the foot pedal to the throttle The DV-E5 throttle is not a serviceable
body. Instead, the SECM is electronically connected both assembly. If a TPS sensor fails, the assembly
to the foot pedal assembly and the throttle body. The should be replaced.
SECM monitors the foot pedal position and controls the
throttle plate by driving a DC motor connected to the
throttle. The DC motor actuates the throttle plate to corre-
spond to the foot pedal position when the operator
depresses the pedal. The SECM will override the pedal
command above a maximum engine speed and below a
minimum idle speed.
The use of electronic throttle control (ETC) ensures that
the engine receives only the correct amount of throttle
opening for any given situation, greatly improving idle
quality and drivability.
Figure 17. Foot pedal

Two throttle position sensors (TPS1 and TPS2), which are
integral to the drive-by-wire (DBW) throttle assembly,
provide feedback for position control by monitoring the
exact position of the throttle valve. See Figure 18.
Figure 18. Throttle Position Sensor (TPS)

on DV-E5 Throttle
SECM self-calibration and “cross checking” compares

both signals and then checks for errors.
SM 810 02(LP-T3)-1-15
Engine Speed Governing The MI-07 system eliminates the need for air velocity
governors. This substantially increases the peak torque
The MI-07 system also performs minimum (min) and and power available for a given system as shown in Fig-
maximum (max) speed governing through the SECM and ure 19. When the engine speed reaches the max governing
DBW throttle. For min governing, or idle speed control, point the speed is controlled by closing the DBW throttle.
the idle speed is fixed by the SECM. Unlike a mechanical Using the DBW throttle as the primary engine speed con-
system, the idle speed is not adjustable by the end user. trol allows for a smooth transition into and out of the gov-
The idle speed is adjusted by the SECM based on engine ernor. If excessive over speed is detected, the engine is
coolant temperature. At these low engine speeds, the shut down.
SECM uses spark and throttle to maintain a constant
speed regardless of load.
Torque
Torque(ft.lb)
RPM
Horsepower
Power (BHP)
RPM
Figure 19. Peak Torque and Power Available with MI-07 System
SM 810 02(LP-T3)-1-16
Drive-By-Wire Signal Flow Process
Figure 20. Drive-By-Wire Signal Flow Process

Figure 20 describes the signal flow process of the MI-07 sent to the throttle as a throttle position sensor demand
DBW section. The foot pedal assembly uses two potenti- (TPSd). This signal will be processed through a PID (Pro-
ometers to detect pedal position. These two signals, accel- portional, Integral, Derivative) controller in the SECM to
erator pedal position 1 (APP1) and accelerator pedal achieve the appropriate motor-current response then
position 2 (APP2) are sent directly to the SECM. The passed to the throttle. The throttle moves to the com-
SECM uses a series of algorithms to self calibrate and manded position and provides a feedback signal from the
cross check the signals from the pedal assembly. A throttle position sensors (TPS1 and TPS2) to the SECM.
demand position for the throttle will then be derived and
SM 810 02(LP-T3)-1-17
Ignition Management SECM / Sensors

In the normal course of events, with the engine operating The 48-pin Small Engine Control Module (SECM) and
at the correct temperature in defined conditions, the sensors provide the computational power, algorithm logic,
SECM will use load and engine speed to derive the correct sensor inputs and control outputs to control the system.
ignition timing. In addition to load and speed there are The SECM receives signals from the sensors, digitizes
other circumstances under which the SECM may need to these signals, and then, through algorithms and calibration
vary the ignition timing, including low engine coolant maps, computes the desired output response to effect con-
temperature, air temperature, start-up, and idle speed control of fuel, spark and air to the engine. The SECM also
trol. provides a variety of other functions and features. These
include system monitoring and diagnostics to aid in main-
taining efficient system operation and auxiliary control.
SECM Electrical Mounting Recommendations
SECM/sensor inputs and control output specifications are
In order to prevent the possibility of any SECM malfunc- specific to the application, but include a selection of the
tions due to EMI/RFI emissions, engine packagers and following:
OEMs should follow industry “best practices” and the
SECM mounting and harness recommendations listed
below:
• The SECM should be mounted in a location that
minimizes the amount of EMI the module is
exposed to by locating it as far as practical from all
high tension components, such as ignition coils,
distributors, spark plug wires, etc. It is recom-
mended that the SECM be mounted at least 29.5”
(749 mm) away from the distributor and ignition
coil, and at least 20” (508 mm) from the nearest
plug wire.
• All wiring harnesses should be routed to minimize Analog Inputs
coupling (both radiated and conducted), and be
securely fastened to minimize movement and The 48-pin SECM is equipped with sufficient analog
maintain proper clearance between the SECM and inputs for the following sensors.
all ignition system components.
• Manifold Absolute Pressure (MAP) 1bar MAP,
• The OEM must ensure that a high-quality ground 0 to 5 V
connection between the SECM and battery nega-
• Manifold Air Temperature (MAT)
tive(-) is provided and can be maintained for the
-40°F to 266°F (-40°C to 130°C) range, 48 kohm
useful life of the vehicle. This may require the use
to 85 ohm sensor range
of star-type washers on all ground lug connections
between the SECM and the battery and/or special • Throttle Position Sensor 1&2 (TPS1 & TPS2)
preparation of all mating surfaces that complete the 0 to 5 V
ground connection in order to ensure that the con- • Foot Pedal Position 1&2 (FPP1 & FPP2)
nection is sound. 0 to 5 V
Engineering judgment must be exercised on all applica- • Coolant Temperature Sensor (CTS)
tions to determine if appropriate measures have been -40°F to 266°F (-40°C to 130°C) range, 48K ohm
implemented to minimize EMI exposure to the SECM and to 85 ohm sensor range
associated cabling. The above recommendations do not • Fuel Temperature Sensor (FTS)
provide any guarantee of proper system performance. -40°F to 266°F (-40°C to 130°C) range, 48K ohm
to 57 ohm sensor range
• HEGO (3) 0 to 1 V
• Auxiliary Analog Input (2) 0 to 5 V
• Battery Voltage (Vbatt) (1) 8-18 V
SM 810 02(LP-T3)-1-18
With the exception of battery voltage, all inputs are 0-5 Outputs
Vdc, ground referenced.
Resolution should be 0.1% or better. Accuracy should be • FTV drivers (2)
2% or better. 10A peak, 45V max. To drive an on/off fuel trim
valve with a minimum impedance of 5 ohms
Capable of continuous on-time
Frequency/Position Inputs Drive circuit designed for minimum turn-on /turn-
• Crankshaft position off delay
Variable reluctance (2-wire, 200 Vpp max) or 0-5 FTVs will be pulse width modulated between 8
V Hall Effect with calibration selectable pull-up and 40 Hz with a minimum pulse width resolution
resistor for open collector sensors Permits speed of 50 usec
resolution of 0.25 rpm and crankshaft position res- • Fuel lock-off solenoid valve
olution of 0.5° Low side switch, 10A peak, 4A continuous 45 V
• Camshaft position max
Variable reluctance (2-wire, 200 Vpp max) or 0-5 • Electronic Spark Timing (EST) (4)
V Hall Effect with calibration selectable pull-up TTL compatible outputs
resistor for open collector sensors. Software configured for coil-on-plug ignition sys-
tem
Digital Inputs • Throttle control (1)
H-Bridge, 5A peak, 2.5A continuous at 2500 Hz
• Oil pressure switch PWM includes current feedback for diagnostic
Normally open, internal pull-up resistor provided purposes.
to detect external switch to ground • MIL (malfunction indicator lamp)
• Transmission oil temperature switch Low side switch, sufficient to drive a 7W incandes-
Normally open, internal pull-up resistor provided cent lamp continuously
to detect external switch to ground • CANBus
• Ground speed select switch CAN 2.0b serial communication for J1939 com-
Permits selecting two different maximum engine munications, programming and diagnostics.
speeds Requires proper termination resistance per CAN
• Vswitched 2.0b.
Switched battery voltage
SECM-48 Wiring Diagram
! CAUTION
PROPER WIRING
To prevent system faults be sure to follow
good wiring practices. Poor wiring may cause
unexpected or intermittent failures not
related to MI-07 components.
NOTE
Always refer to MOR-furnished wiring dia-
grams for your specific application.
SM 810 02(LP-T3)-1-19
Figure 21. SECM Wiring Diagram for the LP Certified System
SM 810 02(LP-T3)-1-20
Section 2
SPECIFICATIONS
LP Fuel System Requirements N-2007 Pressure Regulator Specifica-

tions
Operating Tempera- -20 °F to 221°F [-29 °C to 105 °C]
ture Fuel Supply Pressure 10 psi to 250 psi (68.95 kPa to
1723.69 kPa)
Long-term Storage
-40 °F to 140 °F [-40 °C to 60 °C]
Temperature Fuel Inlet Fitting 1/4” NPT
Short-term Storage Fuel Outlet Fitting Two 3/4” NPT fittings with one
Temperature (Heat ≤ 257 °F [125 °C] plugged and
Soak) one 1/8” NPT fitting with plug
LPG Composition HD5 / HD10 LPG. Failure to use Fuel Supply -20 °F to 120 °F [-29 °C to 49 °C]
Requirements fuel compliant with HD5 or HD10 Temperature at Tank
standards will void the user war- Outlet
ranty.
Primary Pressure Tap 1/8” NPT with plug
Fuel Filter Micron 10 micron or better at 99%
Size efficiency Max Flow 50 lbm/hr LPG
Coolant Flow to > 1.0 gpm/100bhp,

Vaporizer equipped with 140 °F (60 °C) thermo-
Environmental / Electrical Specifica- stat
tions Fuel Outlet Pressure -0.7 ± 0.2 inH2O @ 1.7 lbm/hr LPG
Setpoints
(-1.744 ± 0.498 mbar) @ 1.7 lbm/hr
Ambient Operating -20 °F to 221°F [-29 °C to 105 °C] LPG)
Temperature -2.0 ± 0.2 inH2O @ 50 lbm/hr LPG
LPG Fuel Temperature -20 °F to 120 °F [-29 °C to 49 °C] (-4.982 ± 0.498 mbar) @ 50 lbm/hr
(Due to the low vapor pressure of LPG)
LPG below -20 °F (-29 °C), repeated
cranking to start the engine may be Mounting Regulator should be installed with
required) centerline of outlet at least 15° below
horizontal to permit drainage of any
Operating Voltage 8-16 Vdc liquid precipitates from LPG fuel.
Diaphragm should be vertically ori-
Over Voltage Operation 18 Vdc for less than 5 minutes
ented.
24 Vdc for less than 1 minute
SM 810 02(LP-T3)-2-1
CA100 Mixer Specifications Fuel Trim Valve (FTV) Specifications

Fuel LPG Actuator Type On/off two-position valve compatible
with LPG
Fuel Inlet Fitting 1/2” NPT
Fuel inlet fitted with Delphi tempera- Operating Voltage 8-16 Vdc
ture sensor
Air Intake Flange 2.25” (57.15mm) ID inlet, four #10-24

screws in 1.94” (49.28mm) square pat- Ignition System Specifications
tern
Coil Type Inductive
Mixer Mounting 1.87” (47.49mm ID outlet, four #12-24
Flange screws arranged in a rectangular pattern Coil Supply Voltage 8-16 Vdc
Reference Pressure Two 1/8-NPT ports. Pressure readings Minimum Open Circuit Voltage > 30 kV
Ports must be identical within 0.25 inH2O
(0.623 mbar) at all airflows. Minimum Coil Energy 35 mJ
Air Valve Vacuum 1/4-28 UNF Maximum Dwell Time 4 msec

(AVV) Port Size
Operating Temperature -20°F to 221°F [-29°C to
Fuel Inlet None 105°C]
Adjustments
Long-term Storage Temperature -40°F to 140°F [-40°C to
Idle Air Adjustment None 60°C]
Mounting Suitable for on-engine mounting in ver- Short-term Storage Temperature ≤ 257°F [125°C]
tical orientation (Heat Soak)
Electronic Throttle System Specifica-

tions System Control Performance Specifi-
Minimum Electrical Resistance
cations Power /Torque
1.5 ohms
of Throttle Actuator The MI-07 system maximizes engine power and torque while
meeting customerspecific needs for emissions, fuel consump-
tion, durability, and drivability. Bear in mind that engine power
is dependent on many variables other than the fuel control sys-
SECM Specifications tem, i.e., compression ratio, friction, valve timing, etc.
Operating Tempera-
-20 °F to 221°F [-29 °C to 105 °C]
ture
Exhaust Emissions
Long-term Storage -40 °F to 140 °F [-40 °C to 60 °C]
Temperature MI-07 is capable of meeting EPA 2007 LSI engine emission
standards when operating properly with an approved three-way
Short-term Storage ≤ 257 °F [125 °C] catalyst. Emission standards must be met on both the LSI engine
Temperature (Heat off-highway transient emissions test cycle and the ISO 8178 type
Soak) C2 steady-state emissions test cycle.
Operating Voltage 8-16 Vdc The fuel control logic, for both LPG and gasoline, employs a
SECM microprocessor may reset at closed-loop exhaust gas oxygen control algorithm in order to
voltages below 6.3 Vdc compensate for fuel system tolerances, aging, altitude, and fuel
composition. The algorithm utilizes dual heated exhaust gas
Operating On-engine mounting, underhood auto-
oxygen (HEGO) sensors with an output that switches high and
Environment motive Capable of withstanding spray
low at stoichiometry. When operated with LPG, the control logic
from a pressure washer
compensates for variations in fuel temperature as measured at
the mixer inlet.
SM 810 02(LP-T3)-2-2
Driveability / Transient Response

The engine will meet requirements of the EPA LSI engine tran-
sient emissions test cycle. It should start, run, accelerate, decel-
erate, and stop without hesitation or miss-fire.
Idle Speed
The low idle speed setpoint ranges between 500 rpm and 800
rpm, as defined by the OEM during calibration.
Maximum Speed
The maximum governed speed setpoint ranges between 1800
rpm and 3000 rpm, as defined by the OEM during calibration.
SM 810 02(LP-T3)-2-3
Section 3
RECOMMENDED MAINTENANCE
Suggested maintenance requirements for an engine Inspect Engine for Fluid Leaks
equipped with an MI-07 fuel system are contained in this
section. The operator should, however, develop a custom- • Start the engine and allow it to reach operating
ized maintenance schedule using the requirements listed temperatures.
in this section and any other requirements listed by the • Turn the engine off.
engine manufacturer. • Inspect the entire engine for oil and/or coolant
leaks.
Maintenance Tests & Inspections • Repair as necessary before continuing.
Test Fuel System for Leaks Inspect Vacuum Lines and Fittings
• Obtain a leak check squirt bottle or pump spray • Visually inspect vacuum lines and fittings for
bottle. physical damage such as brittleness, cracks and
• Fill the bottle with an approved leak check solu- kinks. Repair/replace as required.
tion. • Solvent or oil damage may cause vacuum lines to
• Spray a generous amount of the solution on the become soft, resulting in a collapsed line while the
fuel system fuel lines and connections, starting at engine is running.
the storage container. • If abnormally soft lines are detected, replace as
• Wait approximately 15-60 seconds, then perform a necessary.
visual inspection of the fuel system. Leaks will
cause the solution to bubble. Inspect Electrical System
• Listen for leaks
• Check for loose, dirty or damaged connectors and
• Smell for LPG odor which may indicate a leak wires on the harness including: fuel lock-off,
TMAP sensor, O2 sensors, electronic throttle, con-
trol relays, fuel trim valves, crank position sensor,
and cam position sensor.
• Repair and/or replace as necessary.
Inspect Foot Pedal Operation

• Verify foot pedal travel is smooth without sticking.
Check Coolant Level

• Repair any leaks before continuing.
• Crank the engine through several revolutions. This • The items below are a general guideline for system
will energize the fuel lockoff and allow fuel to checks. Refer to the engine manufacturer’s specific
flow to the pressure regulator/converter. Apply recommendations for proper procedures.
additional leak check solution to the regulator/ • Engine must be off and cold.
converter fuel connections and housing.
Repeat leak inspection as listed above.
• Repair any fuel leaks before continuing.
SM 810 02(LP-T3)-3-1
! WARNING ! CAUTION
PROPER USE Do not over tighten the spark plugs.
Never remove the pressure cap on a hot
engine.
Replace LP Fuel Filter Element
• The coolant level should be equal to the “COLD” Park the lift truck in an authorized refueling area with the
mark on the coolant recovery tank. forks lowered, parking brake applied and the transmission
• Add approve coolant to the specified level if the in Neutral.
system is low.
1. Close the fuel shutoff valve on the LP-fuel tank. Run
the engine until the fuel in the system runs out and
Inspect Coolant Hoses the engine stops.
• Visually inspect coolant hoses and clamps. 2. Turn off the ignition switch.
Remember to check the two coolant lines that con- 3. Scribe a line across the filter housing covers, which
nect to the pressure regulator/converter. will be used for alignment purposes when re-install-
• Replace any hose that shows signs of leakage, ing the filter cover.
swelling, cracking, abrasion or deterioration.
Filter
Housing
Inspect Battery System Scribe Point
• Clean battery outer surfaces with a mixture of bak-

ing soda and water.
• Inspect battery outer surfaces for damage and
replace as necessary.
• Remove battery cables and clean, repair and/or
replace as necessary.
FUEL FILTER DISASSEMBLY (Steps 4-7)

Inspect Ignition System
4. Remove the cover retaining screws (1).
• Remove and inspect the spark plugs. Replace as
required. 5. Remove top cover (2), magnet (3), spring (4), and fil-
ter element (7) from bottom cover (5).
• Inspect the ignition coil for cracks and heat deteri-
oration. Visually inspect the coil heat sink fins. If 6. Replace the filter element (7).
any fins are broken replace as required.
7. Check bottom cover O-ring seal (6) for damage.
Replace if necessary.
Replace Spark Plugs
2
• Using a gentle twisting motion, remove the high
voltage leads from the spark plugs. Replace any 4 1
damaged leads.
• Remove the spark plugs.
• Gap the new spark plugs to the proper specifica- 5
tions. 3
• Apply anti-seize compound to the spark plug
threads and install.
• Re-install the high voltage leads. 6
7
SM 810 02(LP-T3)-3-2
8. Re-assemble the filter assembly aligning the scribe Pressure Regulator/Converter Inspection
lines on the top and bottom covers.
• Visually inspect the pressure regulator/converter
9. Install the cover retaining screws, tightening the (B) housing for coolant leaks.
screws in an opposite sequence across the cover.
• Refer to Chapter 4 if the pressure regulator/con-
10. Open the fuel valve by slowly turning the valve verter requires replacement.
counterclockwise.
11. Crank the engine several revolutions to open the fuel Fuel Trim Valve Inspection (FTV)
lock-off. DO NOT START THE ENGINE. Turn the
ignition key switch to the off position. • Visually inspect the fuel trim valves (C) for abra-
sions or cracking. Replace as necessary.
12. Check the filter housing, fuel lines and fittings for
• To ensure a valve is not leaking a blow-by test can
leaks. Repair as necessary.
be performed.
1. With the engine off, disconnect the electrical connec-
Testing Fuel Lock-off Operation
tor to the FTVs.
• Start engine. 2. Disconnect the vacuum line from the FTVs to the
• Locate the electrical connector for the fuel lock pressure regulator/converter at the converter's tee
(A). connection.
• Disconnect the electrical connector. 3. Lightly blow through the vacuum line connected to
• The engine should run out of fuel and stop within a the FTVs.
short period of time. Air should not pass through the FTVs when de-ener-
gized.
NOTE If air leaks past the FTVs when de-energized, replace
the FTVs.
The length of time the engine runs on
trapped fuel vapor increases with any
increase in distance between the fuel lock-off
Inspect Air/Fuel Valve Mixer Assembly
and the pressure regulator/converter. • Refer to Chapter 5 for procedures regarding the LP
mixer (D).
• Turn the ignition key switch off and re-connect the
fuel lock-off connector.
Inspect for Intake Leaks
• Visually inspect the intake throttle assembly (E),
and intake manifold for looseness and leaks.
Repair as necessary.
Inspect Throttle Assembly

• Visually inspect the throttle assembly motor hous-
ing for coking, cracks, and missing cover-retaining
clips. Repair and/or replace as necessary.
NOTE
Refer to Chapter 4 for procedures on remov-
Figure 22. MI-07 System Installed on GM 4.3L Engine ing the mixer and inspecting the throttle
plate.
SM 810 02(LP-T3)-3-3
Checking the TMAP Sensor

• Verify that the TMAP sensor (F) is mounted tightly
into the manifold or manifold adapter (E), with no
leakage.
• If the TMAP is found to be loose, remove the
TMAP retaining screw and the TMAP sensor from
the manifold adapter.
• Visually inspect the TMAP O-ring seal for dam-
age. Replace as necessary.
• Apply a thin coat of an approved silicon lubricant
to the TMAP O-ring seal.
• Re-install the TMAP sensor into the manifold or
manifold adapter and securely tighten the retaining
screw.
Inspect Engine for Exhaust Leaks

• Start the engine and allow it to reach operating
temperatures.
• Perform visual inspection of exhaust system from
the engine all the way to the tailpipe. Any leaks,
even after the post-catalyst oxygen sensor, can
cause the sensor output to be effected (due to
exhaust pulsation entraining air upstream). Repair
any/all leaks found. Ensure the length from the
postcatalyst sensor to tailpipe is the same as origi-
nal factory.
• Ensure that wire routing for the oxygen sensors is
still keeping wires away from the exhaust system.
Visually inspect the oxygen sensors to detect any
damage.
SM 810 02(LP-T3)-3-4
Maintenance Schedule
NOTE
The MI-07 fuel system was designed for use with LPG fuel that complies with HD5 or HD10 LPG fuel
standards. Use of noncompliant LPG fuel may require more frequent service intervals and will disqualify
the user from warranty claims.
INTERVAL HOURS
CHECK POINT Every 250 Every 500 Every 1000 Every 1500 Every 2500
Daily Hours or Hours or Hours or Hours or Hours or
1 month 3 months 6 months 9 months 1 year
General Maintenance
Test fuel system for leaks. Prior to any service or maintenance activity
Inspect engine for fluid leaks. X
Inspect all vacuum lines and fittings. X
Inspect electrical system; check for loose, dirty, or
X
damaged wires and connections.
Inspect isolation mounts on engine control module
X
for cracks and wear; replace as necessary.
Inspect all fuel fittings and hoses. X
Inspect foot pedal travel and operation. X
Replace timing belt X
Check for MIL lamp test at key-on. If MIL lamp
remains illuminated (indicating a fault), use pedal X
to recover fault code(s). Repair faults.
Engine Coolant
Check coolant level. X
Inspect coolant hoses and fittings for leaks, cracks,
X
swelling, or deterioration.
Engine Ignition
Inspect battery for damage and corroded cables. X
Inspect ignition system. X
Replace spark plugs X
Fuel Lock-Off/Filter
Replace LP fuel filter element. X
Inspect lock-off and fuel filter for leaks. X
Ensure lock-off stops fuel flow when engine is off. X
Pressure Regulator/Converter
Test regulator pressures. X
Inspect pressure regulator vapor hose for deposit
X
build-up. Clean or replace as necessary.
Inspect regulator assembly for fuel/coolant leaks. X
Fuel Trim Valve
Inspect valve housing for wear, cracks or
X
deterioration.
Ensure valve seals in the closed position when the
X
engine is off.
Replace FTV. When indicated by MIL
SM 810 02(LP-T3)-3-5
INTERVAL HOURS
CHECK POINT Every 250 Every 500 Every 1000 Every 1500 Every 2500
Daily Hours or Hours or Hours or Hours or Hours or
1 month 3 months 6 months 9 months 1 year
Carburetor
Check air filter indicator. X
Check for air leaks in the filter system. X
Inspect air/fuel valve mixer assembly for cracks,
loose hoses, and fittings. Repair or replace as X
necessary.
Check for vacuum leaks in the intake system
including manifold adapter and mixer to throttle X
adapter.
Repair or replace throttle assembly. When indicated by MIL
Inspect air filter. X
Replace air filter element. X
Check TMAP sensor for tightness and leaks. X
Exhaust & Emission
Inspect engine for exhaust leaks. X
Replace PCV valve and breather element. X
Replace HEGO sensors When indicated by MIL
SM 810 02(LP-T3)-3-6
Section 4
INSTALLATION PROCEDURES
! WARNING
PROPER USE
• 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.
• Gas vapor may reduce oxygen available for
breathing, cause headache, nausea, dizzi-
ness and unconsciousness and lead to
injury or death. Always operate the forklift
in a well ventilated area
• Liquid propane may cause freezing of tis-
sue or frostbite. Avoid direct contact with
skin or tissue; always wear appropriate
safety protection including gloves and
safety glasses when working with liquid
propane.
! CAUTION
The regulator/converter and mixer are part
of a certified system complying with EPA and
CARB 2007 requirements. Only trained, cer-
tified technicians should perform disassem-
bly, service or replacement of the regulator/
converter or mixer.
Hose Connections
Proper operation of the closed loop control greatly
depends on the correct vacuum hose routing and fuel line
lengths. Refer to the connection diagrams below for
proper routing and maximum hose lengths when reinstall-
ing system components.
NOTE
Preferred mounting of regulator is off engine.
Hose Specifications
Vacuum hose to comply to SAE 1403 Type I or SAE J30
R7 R8 / EPDM textile reinforced / -40° F to +257° F (-
40°C +125°C / Inside Diameter: 7/32” (5.56mm)
SM 810 02(LP-T3)-4-1
Certified System Connections
Figure 23. Hose Connections for Certified Systems
DIAGRAM NOTES
Trim valves must be posi- ① N-2007 Regulator ⑧ Solenoid (AFS Lock Off Valve)
1 tioned vertically with flow ② Plastic WYE Fitting (black color) ⑨ Brass Tee Fitting. 1/4 Tube x 1/8
arrows in position shown for 7/32” (5.56mm) ID Tube NPTF x 1/4 Tube
Hose ⑩ CA100 Mixer
Fuel outlet must be min 15° ③ Valve (TEV Bosch Canister) ⑪ 1/4” (6.35mm) hose barb to 1/8”
2 below horizontal position ④ Plastic WYE Fitting (blue color) (3.2mm) male pipe, 125HBL,
Only one 90° fitting permissi- for 7/32” (5.56mm) ID Tube .062 flow ID
ble on vapor fuel line Hose ⑫ 1/4-28 UNF x 1/4” (6.35mm) hose
3
between mixer and regulator ⑤ Adapter (temperature sensor) barb
(As shown the temp sensor ⑥ Sensor (coolant, temperature)
adaptor is considered the one ⑦ Nipple (.625 hex 4mp, 2.5L steel)
90° fitting.)
Vapor fuel fittings (regulator
4 and mixer) must have mini-
mum ID of 0.46” (11.68mm)
Vapor hose length to be as
8 short as possible and have no
restrictions for best regulator
performance
SM 810 02(LP-T3)-4-2
Removal and Installation of N-2007 N-2007 Installation Steps

Certified LP Regulator/Converter Refer to Figure 27.
Follow the procedures below for removal and reinstalla- 1. Install the nipple extension (6) with the lock-off to
tion of the N-2007 regulator in certified systems. the regulator.
2. Install the fuel vapor outlet hose (5) to the regulator.
N-2007 Removal Steps
3. Install the two cooling lines (4) to the regulator.
Refer to Figure 24.
4. Install the four rear-mounting bolts that hold the reg-
1. Close the liquid outlet valve in the forklift cylinder or ulator to the support bracket. Use a torque wrench
fuel storage container. and tighten each bolt to 60-70 lbf-in (6.78-7.91 N-
m).
2. Purge the system of fuel by starting the engine and
running until all trapped fuel in the system is 5. Install the fuel inlet line (1) to the lock-off, the two
exhausted and the engine shuts down. vacuum lines (2) to the branch-tee fitting in the regu-
lator vent and re-connect the lock-off connector (3).
3. Key switch in “OFF” position.
6. Open the liquid outlet valve in the forklift cylinder or
4. Remove the fuel inlet line (1) from the lock-off, the
fuel storage container.
two vacuum lines (2) from the branch-tee fitting in
the regulator vent and disconnect the lockoff connec-
tor (3). Removal and Installation of CA100
5. Remove the four rear-mounting bolts that hold the Mixer
regulator to the support bracket. This will allow eas-
Follow the procedures below for removal and reinstalla-
ier access to the remaining hose clamps.
tion of the CA100 mixer.
6. Remove the two cooling lines (4) from the regulator.
CA100 Mixer Removal Steps
NOTE Refer to Figure 25.
NOTE: Either drain the coolant system or 1. Close the liquid outlet valve in the forklift cylinder or
clamp off the coolant lines as close to the reg- fuel storage container.
ulator as possible to avoid a coolant spill
when these lines are disconnected. 2. Purge the system of fuel by starting the engine and
running until all trapped fuel in the system is
7. Remove the fuel vapor outlet hose (5) from the regu- exhausted and the engine shuts down.
lator. 3. Key switch in “OFF” position.
8. Remove the nipple extension (6) with the lock-off 4. Remove the air cleaner hose (1).
from the regulator.
5. Mark the two vacuum lines (2) to the mixer for iden-
4 tification, as they must be reinstalled correctly for
proper operation. Remove the two vacuum lines.
6. Remove vapor fuel inlet line (3) from the fuel tem-
perature sensor fitting (4).
3
5 6 7. Disconnect the fuel temperature sensor connector
2
(5).
8. Disconnect the wires leading to the electronic throttle
body by pinching the lock tabs on either side of the
1
wiring harness connector. (See Figure 26 for location
of connector.)
Figure 24. N-2007 Regulator in Certified System
SM 810 02(LP-T3)-4-3
9. Loosen the four bolts (6) that secure the mixer/

adapter/throttle body assembly to the intake mani- VACUUM PORT BARB
fold. Used only on certified systems.
Location may vary depending upon
application.
10. Remove the mixer (9), the adapter (7), and the throt-
tle body (8) as an assembly by gently pulling
ALTERNATE VACUUM PORT BARB
upwards. Take care not to drop anything down the
intake manifold.
11. Gently wiggle and pull to separate mixer and adapter
from the throttle body. Take note of the adapter ori- Figure 27. Throttle Adapter Mount Screws
entation on the mixer, as it must be reinstalled cor-
rectly for proper fit on the throttle.
12. Remove the four mounting screws that attach the CA100 Mixer Installation Steps
throttle body adapter to the mixer. Refer to Figure 25.
13. Remove the fuel temperature sensor (not shown) 1. Install the vacuum port barb onto the mixer (9).
from the tee (4).
2. Install the fuel temperature sensor fitting (4) onto the
14. Remove the fuel temperature sensor fitting from the mixer.
mixer. Take note of the fitting’s orientation on the
mixer, as it must be reinstalled correctly for proper 3. Install the fuel temperature sensor into the fitting.
fit. 4. Install the four mounting screws that attach the throt-
15. Remove the short vacuum port barb from the mixer. tle adapter (7) to the mixer. See Figure 27. Torque
(See Figure 27 for location of port barb on mixer.) bolts to 30-40 lbf-in (3.39-4.52 N-m).
5. Position the mixer/adapter assembly onto the throttle
3 2 9 body (8), then drop in the four mounting bolts (6)
and gently push down on the assembly until it rests
on the throttle body. Be careful not to pinch the O-
1 ring.
(See Figure 26.)
6. Attach the mixer/throttle body assembly to the intake
4 manifold, making sure gasket is in place. Tighten the
four mounting bolts.
7 8
2 7. Connect the wiring harness to the throttle body. (See
5
6 Figure 27 for location of connector.) Connect the fuel
temperature sensor connector (5) to the sensor.
Figure 25. CA100 Mixer Installed on Engine
8. Install the vapor fuel inlet line (3) to the fuel temper-
ature sensor fitting.
Wiring 9. Install the two vacuum lines (2) to the mixer using
Harness
Connection the previous marks for identification. Vacuum lines
must be installed correctly for proper operation.
O-Ring
10. Install the air cleaner hose (1).
Spacer
Figure 26. O-Ring and Spacer Within Mixer Adapter Assembly
SM 810 02(LP-T3)-4-4
Section 5
TESTS AND ADJUSTMENTS
3. Union Tee 1/4” NPT with three 1/4” NPT x 1/4” hose
! WARNING barb
PROPER USE 4. Vacuum hose
• LP gas is highly flammable. To prevent
personal injury, keep fire and flammable 5. 0-3” WC Magnehelic gauge (inches of water col-
materials away from the lift truck when umn)
work is done on the fuel system. Secondary Stage (Break-Off) Test
• Gas vapor may reduce oxygen available for 1. Connect the vacuum pump, the Magnehelic gauge
breathing, cause headache, nausea, dizzi- and the regulator vapor outlet to the Union Tee fitting
ness and unconsciousness and lead to (Figure 28). Make sure there is no leakage at any of
injury or death. Always operate the forklift the fittings.
in a well ventilated area 2. Using the vacuum pump slowly apply enough vac-
• Liquid propane may cause freezing of tis- uum to measure above -2” WC on the gauge. This
sue or frostbite. Avoid direct contact with vacuum signal opens the secondary valve in the N-
skin or tissue; always wear appropriate 2007 regulator/converter.
safety protection including gloves and
safety glasses when working with liquid 3. Release the vacuum pump lever and you will see the
propane. gauge needle start falling back toward zero. When
the pressure drops just below the specified break-off
pressure (-0.5 +/- 0.35” WC) of the secondary spring,
NOTE the needle should stop moving.
The regulator/converter and mixer are part 4. At this point the secondary valve should close. If the
of a certified system complying with EPA and secondary valve seat or the secondary diaphragm is
CARB 2007 requirements. Only trained, cer- leaking the gauge needle will continue to fall toward
tified technicians should perform disassem- zero (proportional to the leak size). An excessively
bly, service or replacement of the regulator/ rich air/fuel mixture can be caused by a secondary
converter or mixer. valve seat leak and the regulator should be replaced.
N-2007 Regulator Service Testing

For checking the N-2007 regulator/converter operation,
the following tests can be performed (See Chapter 5 for
removal/installation of the N-2007 regulator). To check
the secondary regulation (output) a simple vacuum hand
pump can be used to simulate the vacuum signal transmit-
ted from the air/fuel mixer when the engine is running.
See listing below for required hardware.
Break-Off Test
Secondary Stage Test Hardware
1. Hand vacuum pump
2. Regulator vapor outlet test fitting 3/4” NPT x 1/4” Figure 28. Secondary Stage Test Connection
hose barb
SM 810 02(LP-T3)-5-1
Pressure Test water column on the Magnehelic gauge and maintain

a constant pressure for 60 seconds.
Primary Stage Test Hardware
1. Shop air pressure regulator adjusted to 100 psi
2. Shop air hose fitting (1/4” NPT to air hose)
3. Air hose
4. Test gauge fitting (1/16” NPT x 1/4” hose barb)
5. Vacuum hose or vinyl tubing
6. 0-60” WC Magnehelic gauge (inches of water col-
umn)
Primary Stage Pressure Test

Figure 30. Magnehelic Gauge Connection to Hose Barb
1. Remove the primary test port plug from the side of
the regulator and install the 1/16” NPT hose barb fit- 5. If the pressure reading begins to increase, a leak is
ting (Figure 29). most likely present at the primary valve, either the
2. Connect a compressed air line (shop air ~100 psi) to primary valve o-ring or the valve itself. If a leak is
the liquid propane fuel inlet of the N-2007 regulator present the regulator should be replaced.
(Figure 29). 6. If the pressure begins to decrease, the secondary seat
REGULATOR INLET is probably not making an adequate seal and is leak-
ing. The regulator should be replaced.
PRIMARY PRESSURE TAP 7. If the test is successful, re-install the primary test
port plug and check the fittings for leaks. See Chap-
ter 5 for installation of the N-2007 regulator.
NOTE
The N-2007 primary stage pressure can also
be tested at idle on a running engine. The N-
2007 primary pressure should be between 40
inH20 (99.635 mbar) and 55 inH20 (136.999
mbar) at 750 rpm, idle.
Figure 29. Primary Stage Test Connection
3. Apply compressed air, wait for air to exit the hose ! WARNING
barb in the test port, and then connect the Magnehelic • LP gas is highly flammable. To prevent
gauge (Figure 30) to the hose barb using the vacuum personal injury, keep fire and flammable
hose or vinyl tubing. This prevents the gauge from materials away from the lift truck when
reading maximum pressure due to the large velocity work is done on the fuel system.
of compressed air entering the primary chamber.
• Gas vapor may reduce oxygen available for
4. Make sure there is no leakage at any of the fittings. breathing, cause headache, nausea, dizzi-
The static pressure should read between 40-60” of ness and unconsciousness and lead to
injury or death. Always operate the forklift
in a well ventilated area
Liquid propane may cause freezing of tissue or frost-
bite. Avoid direct contact with skin or tissue; always
wear appropriate safety protection including gloves
and safety glasses when working with liquid propane.
SM 810 02(LP-T3)-5-2
AVV (Air Valve Vacuum) Testing Ignition Timing Adjustment

With the MI-07 system, ignition-timing advance is con-
Purpose of Test trolled by the SECM.
Check for excessive or inadequate pressure drop across The initial ignition timing needs to be set by the MOR.
CA55-500 mixer. This setup requires a specific technique for each engine
installation.
AVV Test Hardware
1. Union Tee fitting, 1/4” (6.35mm) NPT Connection of MI-07 Service Tool
with three 1/4” (6.35mm) NPT x 1/4” (6.35mm) hose
barbs To use the Service Tool, a USB (Universal Serial Bus) to
CAN (Controller Area Network) communication adapter
2. Vacuum hose
by KVaser will be required along with a Crypt Token
3. 0-20” H2O differential pressure Magnehelic gauge (Figure 32). The Crypt Token acts as a security key
allowing the laptop to retrieve the necessary data from the
SECM.
AVV Test
1. Install Union Tee fitting in the hose between the
FTVs and the AVV fitting. Connect this fitting to the
low pressure port of the Magnehelic gauge (Figure
31).
2. Leave high pressure port of the Magnehelic gauge
exposed to ambient pressure (Figure 31).
3. With the engine fully warmed up and running at idle
(750 rpm) place the transmission in Neutral. The
AVV should be between 5” and 8” H2O of pressure Figure 32. KVaser
vacuum. Communication Adapter
4. If the measured pressure drop is excessively high, 1. Install the Crypt Token in an available USB port in
check for sticking or binding of the diaphragm air the computer (Figure 33).
valve assembly inside the mixer. Replace mixer if
necessary.
5. If the measured pressure drop is low, check for vac-
uum leaks in the manifold, throttle, mixer, TMAP
sensor and attached hoses.
Crypt
Gauge Token
Fitting
Figure 33. Crypt Token Installed on Laptop

2. With the ignition key in the OFF position, connect
the KVaser communication cable from a second USB
AVV
Fitting port on the computer to the CAN communications
cable on the engine.
(*If your laptop computer does not have a second
Figure 31. Magnehelic Gauge Connection USB port an appropriate USB hub will need to be
used).
SM 810 02(LP-T3)-5-3
3. Connect a timing light to the engine. Idle Mixture Adjustment

4. Turn the ignition key to the ON position (Do Not
Start the Engine). NOTE
5. Launch the MotoView program on your computer Be sure engine is fully warm (ECT>167°F
and open the Service Tool display (Figure 34). [75°C]) before performing the idle mixture
adjustment.
The CA100 mixer requires adjustment of the idle mixture

screw to assure optimal emissions and performance. This
adjustment accounts for minor part-to-part variations in
the fuel system and assures stable performance of the
engine at idle. Once adjusted, the idle mixture screw is
sealed with a tamper proof cap, after which it need not be
adjusted for the life of the vehicle.
Therefore, the only situations in which the idle mixture
screw needs to be adjusted are when the engine is initially
fitted with a fuel system at the factory and following the
field replacement of the mixer. Under these situations, fol-
Figure 34. Opening the Service Tool Display low the procedures below for adjustment of the idle mix-
ture screw.
Factory Test Preparation:

1. Install the MI-07 fuel system, wiring harness and
SECM-48 control module on the engine.
2. All coolant hoses should be attached, filled with
coolant and bled to remove any air.
3. Attach LPG fuel lines.
4. Attach wiring harness to battery power.
5. Attach exhaust system.
6. If present, set fuel select switch to LPG fuel.
When operated at the factory, it is critical to simulate the

airflow found on a forklift at idle as nearly as possible in
order to achieve the proper air valve lift in the mixer. It
may be necessary to place a load on the engine to achieve
the required airflow without overspeeding the engine.
Means of achieving this load include:
a. Place an electrical load on the alternator. The
alternator should be able to briefly hold loads of
approximately 1.2 kW.
b. Attach the engine to a dynamometer.
SM 810 02(LP-T3)-5-4
Factory Adjustment Procedure: locked (displayed in screen tab Manual Override 1

under AFR Trim Vales, select “locked” under box
labeled Lock DC%).
NOTE
10. Use the Mototune Service Tool to monitor throttle
Be sure engine is fully warm (ECT>167°F position (TPS1) and Exhaust gas oxygen equivalence
[75°C]) before performing the idle mixture ratio (“O2 Value” in Figure 1). While monitoring O2,
adjustment. slowly increase the pedal input (APP) to achieve a
TPS1 value of 15%.
1. Operating the engine on LPG fuel, start the engine
and permit it to warm up until the coolant tempera- 11. Use the Mototune Service Tool to unlock the FTV
ture (ECT on Mototune display) is approximately duty cycle. Set display parameter
167°F (75°C). DitherValveDC_ovr = unlocked (displayed in screen
tab Manual Override 1 under AFR Trim Vales, select
2. Set APP input to minimum. “unlocked” under box labeled Lock DC%).
3. Adjust the load until engine speed reaches 750 rpm. 12. If at any time in step 10, O2 was greater than 1.2 go
4. Mototune display parameter LP Fuel Control must to step 13. If 02 remained below 1.2, proceed to Step
display “Closed Loop.” 15.
5. Use the Mototune Service Tool to monitor Duty 13. Adjust the idle mixture screw on the mixer until a
Cycle % on the Mototune display. reading of 50-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 35).
6. To adjust the idle mixture screw, use a 5mm hex or
Allen-type wrench. Turning the screw in (clockwise) 14. Use the accelerator pedal to increase RPM above idle
should increase the duty cycle; turning the screw out momentarily (rev the engine) then release the pedal
(counter-clockwise) should decrease the duty cycle. to return to idle RPM. The duty cycle setting should
remain within the adjustment range (50-55%). Place
7. Adjust the idle mixture screw on the mixer until a your thumb over the adjustment port for a more accu-
reading of 40-45% is reached for the FTV Duty rate reading by preventing air from leaking past the
Cycle in Closed Loop Idle (Figure 35). mixture adjustment screw, which may cause the duty
cycle to decrease.
Closed Loop
NOTE
Duty Cycle% If the FTV Duty Cycle reading is NOT
between 25-60%, check for possible vacuum
leaks, manifold leaks, or a faulty mixer.
15. Turn the ignition key to the OFF position to shut

down the engine.
Figure 35. FTV Duty Cycle Percentage Displayed on Service Tool
8. Use the accelerator pedal to increase RPM above idle

momentarily (rev the engine) then release the pedal
to return to idle RPM. The duty cycle setting should
remain within the adjustment range (40-45%). Place
your thumb over the adjustment port for a more accu-
rate reading by preventing air from leaking past the
mixture adjustment screw, which may cause the duty
cycle to decrease.
9. Use the Mototune Service Tool to lock the FTV duty
cycle. Set display parameter DitherValveDC_ovr =
SM 810 02(LP-T3)-5-5
16. Install the tamper proof cap on the idle mixture screw 4. Use the Mototune Service Tool to monitor Duty
adjustment port using a large pin punch, so that no Cycle % on the Mototune display.
further adjustments can be made (Figure 36).
5. To adjust the idle mixture screw, use a hex or Allen-
type wrench. Turning the screw in (clockwise)
should increase the duty cycle; turning the screw out
(counterclockwise) should decrease the duty cycle.
6. Adjust the idle mixture screw on the mixer until a
reading of 45-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 35). If engine idle
performance is unstable screw the idle screw in
slightly to see if stability is obtained, but in no case
should duty cycle exceed 60%.
Figure 36. Installing Tamper Proof Cap
7. Use the accelerator pedal to increase rpm above idle
momentarily (rev the engine) then release the pedal
to return to idle rpm. The duty cycle setting should
Idle Mixture Screw
Under Cap remain within the adjustment range (45-55%). Place
your thumb over the adjustment port for a more accu-
rate reading by preventing air from leaking past the
mixture adjustment screw, which may cause the duty
Tamper
Proof Cap
cycle to decrease.
8. If the FTV duty cycle reading is above 55% adjust
the idle adjustment screw outward and re-check the
duty cycle reading. Continue to do this until the FTV
duty cycle reading is within the optimum range (45-
Field Adjustment Procedure: 55%).
The idle mixture adjustment should only be necessary on 9. DO NOT adjust the screw so far outward that the
a new mixer that does not have the tamper proof cap tamper proof cap cannot be installed. A duty cycle
installed. The method for making the idle mixture adjust- measurement at Closed Loop Idle of 40-60% is
ment to a running engine is to use the Service Tool soft- acceptable if the optimum range of 45-55% cannot
ware by connecting a laptop computer to the SECM. If be reached through adjustment. If the FTV duty cycle
you do not have the Service Tool a multimeter capable of cannot be adjusted below 60%, the mixer is faulty
measuring duty cycle, such as a Fluke 87 III, can be used. and should be replaced.
If using a multimeter, connect the meter positive lead to
between battery positive and the meter negative to the NOTE
FTV signal wire. For the Fluke 87, press the “RANGE”
button until 4 or 40 appears in the lower right-hand corner If the FTV Duty Cycle reading is NOT
of the display. Press the “Hz” button twice so that the per- between 25-60%, check for possible vacuum
cent sign (%) appears on the right-hand side of the dis- leaks, manifold leaks, or a faulty mixer.
play. The multimeter will then read the duty cycle
percentage the same as the Service Tool shown in Figure 10. Turn the ignition key to the OFF position to shut
35. down the engine.
1. After installing a new mixer, operate the engine on 11. Install the tamper proof cap on the idle mixture screw
LPG fuel. Start the engine and permit it to warm up adjustment port using a large pin punch, so that no
until the coolant temperature (ECT on Mototune dis- further adjustments can be made (Figure 36).
play) is approximately 167°F (75°C).
2. Place the transmission in Neutral.
3. Mototune display parameter LP Fuel Control must
display “Closed Loop”.
SM 810 02(LP-T3)-5-6
Section 6
BASIC TROUBLESHOOTING
Preliminary Checks • Vacuum hoses for splits, kinks, and proper connec-
tion.
MI-07 systems are equipped with built-in fault diagnos-
• Air leaks at throttle body mounting and intake
tics. Detected system faults can be displayed by the Mal-
manifold
function Indicator Lamp (MIL) and are covered in
Chapter 7, Advanced Diagnostics. However, items such as • Exhaust system leaks
fuel level, plugged fuel lines, clogged fuel filters, and • Ignition wires for cracking, hardness, proper rout-
malfunctioning pressure regulators may not set a fault ing, and carbon tracking
code and usually can be corrected with the basic trouble- • Wiring for pinches and cuts
shooting steps described on the following pages.
Also check:
If engine or drivability problems are encountered with
your MI-07 system, perform the checks in this section • Connections to determine that none are loose,
before referring to Advanced Diagnostics. cracked, or missing
• Fuel level in vehicle is sufficient
NOTE • Fuel is not leaking
Locating a problem in a propane engine is • Battery voltage is greater than 11.5 volts
done exactly the same as with a gasoline • Steering, brakes, and hydraulics are in proper con-
engine. Consider all parts of the ignition and dition and vehicle is safe to operate
mechanical systems as well as the fuel system.
NOTE
BEFORE STARTING . . .
The Visual/Physical check is very important,
1. Determine that the SECM and MIL light are operat- as it can often correct a problem without fur-
ing. Verify operation by keying on engine and check- ther troubleshooting and save valuable time.
ing for flash of MIL light.
When the ignition key is turned on, the MIL will illu-
minate and remain on until the engine is started.
Once the engine is started, the MIL lamp will go out
unless one or more fault conditions are present. If a
detected fault condition exists, the fault or faults will
be stored in the memory of the small engine control
module (SECM). Once an active fault occurs the
MIL will illuminate and remain ON. This signals the
operator that a fault has been detected by the SECM.
2. Determine that there are no diagnostic codes stored,
or there is a diagnostic code but no MIL light.
VISUAL/PHYSICALCHECK
Several of the procedures call for a “Careful Visual/Physi-
cal Check” which should include:
• SECM grounds for being clean and tight
SM 810 02(LP-T3)-6-1
Group 02(LP-Tier3), MI-07 SYSTEM
Basic Troubleshooting
Intermittents
An intermittent fault is the most difficult to troubleshoot since the MIL flashes on at random, causing uncertainty in the
number of flashes or the conditions present at the time of the fault. Also, the problem may or may not fully turn “ON” the
MIL light or store a code.
Therefore, the fault must be present or able to be recreated in order to locate the problem. If a fault is intermittent, use of
diagnostic code charts may result in the unnecessary replacement of good components.
CORRECTIVE ACTION
Most intermittent problems are caused by faulty electrical connections or wiring.

Perform careful visual/physical check for:
• Poor mating of the connector halves or terminal not fully seated in the connector body
(backed out)
• Improperly formed or damaged terminal. All connector terminals in problem circuit should
be carefully reformed or replaced to insure proper contact tension
• Loose connections or broken wires
• Poor terminal to wire connection crimp
If a visual/physical check does not find the cause of the problem, perform the
following:
1. Drive the vehicle with a voltmeter or “Service” tool connected to a suspected circuit. Check if
circuit is active and signal is reasonable.
2. Using the “Service” tool, monitor the input signal to the SECM to help detect intermittent
conditions.
3. An abnormal voltage, or “Service” reading, when the problem occurs, indicates the problem
may be in that circuit.
4. If the wiring and connectors check OK, and a diagnostic code was stored for a circuit having
a sensor, check sensor.
An intermittent “Service Engine Soon” light with no stored diagnostic code may be caused by:
• Ignition coil shortage to ground and arcing at spark plug wires or plugs
• MIL light wire to ECM shorted to ground
• SECM grounds (refer to SECM wiring diagrams).
Check for improper installation of electrical options such as lights, 2-way radios, accessories, etc.
EST wires should be routed away from spark plug wires, distributor wires, distributor housing, coil
and generator. Wires from SECM to ignition should have a good connection.
SM 810 02(LP-T3)-6-2
Basic Troubleshooting (cont’d.)
Surges and/or Stumbles

Engine power varies under steady throttle or cruise. Feels like the vehicle speeds up and slows down with no change in
the acceleration pedal.
PRELIMINARY CHECKS
Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

Be sure driver understands vehicle operation as explained in the operator manual.
PROBABLE CAUSE CORRECTIVE ACTION
The fuel management should maintain a stoichiometric air-fuel ratio under all
steady state operating conditions following engine warmup.
Oxygen sensor malfunction
Failure of the Pre-catalyst O2 sensor should cause an O2 sensor fault that can be
diagnosed with the MIL lamp or Service Tool.
NOTE
NOTE: To determine if the condition is caused by a rich or lean
system, the vehicle should be driven at the speed of the complaint.
Fuel system malfunction Monitoring precatalyst O2 adapts*, dither valve duty cycle, or
mechanical injector pulse width will help identify problem.
Check fuel supply while condition exists.

Check in-line fuel filter. Replace if dirty or plugged.
Check fuel pressure.
Check for proper ignition voltage output using spark tester.

Check spark plugs.
• Remove spark plugs, check for wet plugs, cracks, wear, improper gap,
Ignition system malfunction burned electrodes, or heavy deposits.
• Repair or replace as necessary.
• Check condition of spark plug wires.
• Check ignition timing.
Check vacuum lines for kinks or leaks.
Component malfunction
Check alternator output voltage. Repair if less than 9 or more than 16 volts.
Check condition of exhaust system.

Exhaust backpressure
Check backpressure before catalyst. It should be less than 3.5 psig (24.13 kPa).
(*) Refer to Table 1 for description of gaseous and liquid O2 adapts.

Related MIL Faults:
Pre-catalyst O2 sensor errors / O2 control errors
Dither valve DC faults / EST faults / ETC faults
SM 810 02(LP-T3)-6-3
Engine Cranking but Will Not Start / Difficult to Start

Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.
PRELIMINARY CHECKS

Be sure driver is using correct method to start engine as explained in operator’s manual. Use “clear flood” mode
during cranking by fully depressing the pedal and cranking the engine. If engine does not start, continue trouble-
shooting.

Check for LPG vapor from LPG liquid outlet valve on tank.
Fuel container empty
Fill fuel container. Do not exceed 80% of liquid capacity.
Liquid valve closed Slowly open liquid valve.
Reset excess flow valve in LPG tank.
Propane excess flow
Close liquid valve. Wait for a “click” sound;
valve closed
slowly open liquid valve.
Remove obstruction from the fuel line.
• Close liquid fuel valve.
• Using caution, disconnect the fuel line (some propane may escape).
Plugged fuel line • Clear obstruction with compressed air.
• Re-connect fuel line.
• Slowly open liquid fuel valve.
• Leak test.
Repair/replace as required.
Clogged fuel filter
See Chapter 3 Fuel Filter replacement.
Check connection
Faulty vapor connection
between the pressure • Verify no holes in hose.
regulator/converter and the • Clamps must be tight.
mixer
• Look for kinked, pinched and/or collapsed hose.
Repair/replace fuel lock-off.
Fuel lock-off malfunction
See Chapter 3 Fuel Lock-off.
Pressure regulator/converter Test regulator/converter operation and pressure.
malfunction See Chapter 5 Tests and Adjustments.
Incorrect air/fuel or ignition/
See Chapter 7 Advanced Diagnostics.
spark control
No crankshaft position sensor Verify the crankshaft position signal is present
signal See Chapter 7 Advanced Diagnostics.
SM 810 02(LP-T3)-6-4
Engine Cranking but Will Not Start / Difficult to Start

Check Coolant Temperature Sensor using the Service Tool; compare coolant
temperature with ambient temperature on cold engine.
If coolant temperature reading is 5°ý greater than or less than ambient air
temperature on a cold engine, check resistance in coolant sensor circuit or sensor
itself. Compare CTS resistance value to “Diagnostic Aids” chart at end of this
section.
SECM / control system Verify that there is no code for ETC spring check fault.
malfunction
Check for 0% APP during cranking.
Cycle key ON and OFF and listen for throttle check (movement) on key OFF.
Check for oil pressure switch faults.
Check for sensor “sticking” faults.
Check TPS for stuck binding or a high TPS voltage with the throttle closed.
Check fuel lock off: actuator should turn “ON” for 2 seconds when ignition is turned
“ON”.
Check for contaminated fuel.
Fuel system malfunction Check lock off fuses (visually inspect).
Check propane tank valve & pickup. A faulty in-tank fuel pump check valve will
allow the fuel in the lines to drain back to the tank after engine is stopped. To
check for this condition, perform fuel system diagnosis.
Check FTV system for proper operation.
Check for proper ignition voltage output with spark tester.
Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as
necessary.
Check for:
Ignition system malfunction • Moisture in distributor cap*

• Bare or shorted wires
• Worn distributor shaft/rotor*
• Loose ignition coil ground
• Pickup coil resistance and connections
(*) Where present
Related MIL Faults:

ETC spring check / ETC faults / EST faults / TPS conflict
APP faults / Encoder error / MAP faults / Oil pressure faults
SM 810 02(LP-T3)-6-5
Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During Accelera-
tion
Engine delivers less than expected power. Little or no increase in speed when accelerator pedal is pushed down part way.
Momentary lack of response as the accelerator is pushed down. Can occur at all vehicle speeds. Usually most severe when
first trying to make vehicle move, as from a stop. May cause engine to stall.
PRELIMINARY CHECKS
Perform the visual checks as described at start of “ Basic Troubleshooting” chapter.

Drive vehicle; verify problem exists.
Remove air filter and check for dirt or other means of plugging. Replace if needed.

Check for restricted fuel filter.
Check fuel supply.
Check for clogged fuel filter and repair or replace as required. See Chapter 3 Fuel
Filter replacement
Check for plugged fuel line and remove any obstruction from the fuel line:
• Clear obstruction with compressed air.
Fuel system malfunction • Re-connect fuel line.
• Slowly open liquid fuel valve and leak test.
Check for faulty vapor connection between pressure regulator/converter and
mixer:
• Verify that there are no holes in hose.
• Observe that clamps are tight.
Monitor pre-catalyst O2 with Service Tool.
Check for proper pressure regulator operation.
See Chapter 5 Test and Adjustments.
Check for proper air/fuel mixer operation.
Check spark advance for excessive retarded ignition timing. Use Service Tool.
Check secondary voltage using an oscilloscope or a spark tester to check for a
Ignition system malfunction weak coil.
Check spark plug condition.
Check poor spark plug primary and secondary wire condition.
SM 810 02(LP-T3)-6-6
Lack of Power, Slow to Respond / Poor High Speed Performance Hesitation During Accelera-
tion (cont’d.)
Check SECM grounds for cleanliness and secure connection. See SECM wiring
diagrams.
Check alternator output voltage. Repair if less than 9 volts or more than 16 volts.
Check for clogged air filter and clean or replace as required.
Check exhaust system for possible restriction. Refer to Chart T-1 on later pages.
Inspect exhaust system for damaged or collapsed pipes.
• Inspect muffler for heat distress or possible internal failure.
• Check for possible plugged catalytic converter by comparing exhaust sys-
tem backpressure on each side at engine. Check backpressure by removing
Precatalyst O2 sensor and measuring backpressure with a gauge.
See Engine Manufacturer’s Service Manual.
Engine mechanical Check engine valve timing and compression
Check engine for correct or worn camshaft.
Related MIL Faults:

EST faults
ETC faults
ETC spring check
TPS faults
APP faults
Encoder error
Delayed Shutdown faults
SM 810 02(LP-T3)-6-7
Detonation / Spark Knock

A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change with throt-
tle opening (similar to the sound of hail striking a metal roof).
PRELIMINARY CHECKS

Check for proper fuel level:
• Check for LPG vapor from LPG liquid outlet valve on tank.
• Fill fuel container. Do not exceed 80% of liquid capacity.
Fuel system malfunction
To determine if the condition is caused by a rich or lean system, the vehicle should
be driven at the speed of the complaint. Monitoring with the Service tool will help
identify problem.
Check for obvious overheating problems:
• Low engine coolant
• Loose water pump belt
• Restricted air flow to radiator, or restricted water flow through radiator
Cooling system malfunction
• Inoperative electric cooling fan
• Correct coolant solution should be a mix of anti-freeze coolant (or equiva-
lent) and water
• High coolant temperature
Check ignition timing.
Ignition system malfunction
Check spark module wiring.
Check exhaust backpressure.
Exhaust system malfunction Check for debris clogging the catalyst.
Check that pre-catalyst O2 sensor is functioning.
Check for excessive oil in the combustion chamber and/or blow by from excessive
PCV flow.
Engine mechanical Check combustion chambers for excessive carbon build up.
Check combustion chamber pressure by performing a compression test.
Check for incorrect basic engine parts such as cam, heads, pistons, etc.
Related MIL Faults:

EST faults
Encoder error
High coolant temperature faults
SM 810 02(LP-T3)-6-8
Backfire
Fuel ignites in intake manifold or in exhaust system, making loud popping noise.
PRELIMINARY CHECKS

Simulate condition by reviewing operation procedure practiced by vehicle operator.

Perform fuel system diagnosis check:
• Check for fuel leaks
• Check for MIL faults
• Check for damaged components
Check proper ignition coil output voltage with spark tester.
Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as
Ignition system malfunction necessary.
Check spark plug wires for crossfire; also inspect distributor cap, spark plug wires,
and proper routing of plug wires.
Check compression: look for sticking or leaking valves.
Engine mechanical Check intake and exhaust manifold for casting flash and gasket misalignment.
Refer to Engine Manufacturer’s Service Manual.
Related MIL Faults: EST faults / ETC faults / Encoder error Pre-catalyst O2 sensor faults
Dieseling, Run-on
Engine continues to run after key is turned “OFF,” but runs very roughly. If engine runs smoothly, check ignition switch
and adjustment.
PRELIMINARY CHECKS
Perform the visual checks as described at start of “ Basic Troubleshooting” chapter.

Fuel system malfunction Check for fuel leaks.
Ignition switching Make sure power to system is shut off when key is in OFF position.
Fuel lock off valve Make sure lock off valve is closing properly.
Ignition system malfunction Check spark advance at idle.
Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults
SM 810 02(LP-T3)-6-9
Rough, Unstable, Incorrect Idle, or Stalling

Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.
PRELIMINARY CHECKS
Perform the visual checks as described at start of “Basic Troubleshooting” chapter. Check for vacuum leaks.
Check that SECM grounds are clean and tight. See SECM wiring diagram.

Monitor oxygen feedback to help identify the cause of the problem. If the system is
running lean or if the system is running rich evaluate further i.e. dither valve duty
cycle and injector pulse width.
Check for incorrect minimum idle speed that may be caused by foreign material
accumulation in the throttle bore, on the throttle valve, or on the throttle shaft.
Check that the injectors are clean and functioning.
Check for liquid fuel in propane pressure regulator hose. If fuel is present, replace
regulator assembly.
The pre-catalyst oxygen (O2) sensor should respond quickly to different throttle
positions. If it does not, then check the pre-catalyst O2 sensor for contamination. If
the pre-catalyst O2 sensor is aged or contaminated, the SECM will not deliver
correct amount of fuel, resulting in a drivability problem.
Fuel container empty
Fill fuel container. Do not exceed 80% of liquid capacity.
Ignition system malfunction Check ignition system; wires, plugs, rotor, etc.
LPG pressure regulator Test regulator operation and pressure.
malfunction See Chapter 6 Tests and Adjustments
Air/fuel mixer malfunction Check mixer.
Check throttle for sticking or binding.
Check PCV valve for proper operation by placing finger over inlet hole in valve end
several times. Valve should snap back. If not, replace valve.
Check alternator output voltage. Repair if less than 9 or more than 16 volts.
Perform a cylinder compression check.
Engine mechanical
See Engine Manufacturer’s Service Manual.
(continued on next page)
SM 810 02(LP-T3)-6-10
Rough, Unstable, Incorrect Idle, or Stalling

Reset excess flow valve.
Excess flow valve closed • Close liquid valve.
• Wait for a “click” sound. Slowly open liquid valve.
Repair/replace as required
Clogged fuel filter
See Chapter 3 Fuel Filter Replacement
Remove obstruction from the fuel line.
Plugged fuel line • Clear obstruction with compressed air.
• Re-connect fuel line.
• Slowly open liquid fuel valve & leak test.
Repair/replace fuel lock-off.

Fuel lock-off malfunction
See Chapter 3 Fuel Lock-Off.
Check connection.
Faulty vapor connection
between the pressure • Verify no holes in hose.
regulator/converter and the • Clamps must be tight.
mixer
Check level in cooling system:
• Must be full, check coolant strength
• -35°F (-37°C) minimum
Pressure regulator freezes Check coolant hoses.
• Watch for kinks and/or pinched hoses.
• Verify one pressure hose and one return hose.
Test regulator. See Chapter 5
Check for vacuum leaks . . .
• Between mixer and throttle body
Vacuum leak
• Between throttle body and intake manifold
• Between intake manifold and cylinder head
Related MIL Faults:

EST faults
ETC Sticking fault
Pre-catalyst adapts error
SM 810 02(LP-T3)-6-11
Cuts Out, Misses

Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases, sometimes
above 1500 rpm. The exhaust has a steady spitting sound at idle or low speed.
PRELIMINARY CHECKS

Check fuel system specifically for plugged fuel filter, low pressure.
Check lock off intermittent connection.
Check dither valve operation.
Check for spark on the suspected cylinder(s) using a shop oscilloscope or spark
tester or equivalent. If no spark, check for intermittent operation or miss. If there is
a spark, remove spark plug(s) in these cylinders and check for cracks, wear,
improper gap, burned electrodes, heavy deposits.
Check spark plug wires by connecting ohmmeter to ends of each wire in question.
Ignition system malfunction If meter reads over 30,000 ohms, replace wire(s).
Visually inspect distributor cap, rotor, and wires for moisture, dust, cracks, burns,
etc. Spray cap and plug wires with fine water mist to check for shorts.
Check engine ground wire for looseness or corrosion.
Check for electromagnetic interference (EMI). A missing condition can be caused

by EMI on the reference circuit. EMI can usually be detected by monitoring engine
rpm with Service Tool. A sudden increase in rpm with little change in actual engine
Component malfunction rpm indicates EMI is present. If problem exists, check routing of secondary wires
and check distributor ground circuit.
Check intake and exhaust manifolds for casting flash or gasket leaks.
Perform compression check on questionable cylinders. If compression is low,
repair as necessary.
Engine mechanical Check base engine. Remove rocker covers and check for bent pushrods, worn
rocker arms, broken valve springs, worn camshaft lobes, and valve timing.
Repair as necessary.
Related MIL Faults:

EST faults
ETC Sticking fault
SM 810 02(LP-T3)-6-12
Poor Fuel Economy / Excessive Fuel Consumption LPG Exhaust Smell

Fuel economy, as measured during normal operation, is noticeably lower than expected. Also, economy is noticeably
lower than what it has been in the past.
Propane fuel smell near vehicle sets off carbon monoxide sensors..
PRELIMINARY CHECKS

Verify operator complaint: identify operating conditions.
Check operator’s driving habits:
Are tires at correct pressure?
Are excessively heavy loads being carried?
Is acceleration too much, too often?
Check air cleaner element (filter) for being dirty or plugged.
Visually (physically) check vacuum hoses for splits, kinks, and proper connections.

Check for faulty gasoline pressure regulator.
Check for leaking injector.
Fuel system malfunction Check that dither valve duty cycle is < 15%.
Check for too high propane pressure at mixer (> 1” positive pressure).
Monitor Pre-catalyst O2 sensor with Service Tool.
Check engine coolant level.
Check engine thermostat for faulty part (always open) or for wrong heat range.
Check for weak ignition and/or spark control.
Ignition system malfunction
Check spark plugs. Remove spark plugs and check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as neces-
sary.
Check for exhaust system restriction or leaks.
Check induction system and crankcase for air leaks.
Check for clogged air filter; clean or replace as required.
Check FTV for housing cracks or obstructions; repair or replace as required.
Check for vacuum leak. Check system vacuum hoses from regulator to FTV and
mixer. Repair or replace as required.
Air/fuel mixer malfunction Check mixer.
Pressure regulator malfunc- Test regulator operation and pressure.
tion / fuel pressure too high
See Chapter 5 Tests and Adjustments.
Check compression.
Engine mechanical
Refer to Engine Manufacturer’s Service Manual.
Related MIL Faults:

Pre-catalyst O2 sensor faults / Low side driver / Dither valve duty cycle EST faults / Fuel adapt faults / Low coolant tem-
perature
SM 810 02(LP-T3)-6-13
High Idle Speed

Engine idles above the range of 750-1000 rpm.
PRELIMINARY CHECKS

Check all hoses and gaskets for cracking, kinks, or leaks.
Incorrect idle speed control Verify that there are no vacuum leaks.
See Chapter 7 Advanced Diagnostics & Chapter 5 Tests and Adjustments
Replace throttle.
Throttle sticking
See Fault Code 461: ETC_Sticking
Check pedal return spring travel for binding.
Foot pedal sticking or Check APP function with Service Tool.
incorrect pedal signal Verify smooth change of APP reading with pedal movement.
See Chapter 7 Advanced Diagnostics.
Check for vacuum hose leak.
Engine mechanical Check for PCV malfunction.
Check for defective intake gasket.
Related MIL Faults:

ETC Sticking fault
Idle adapt out of range
MAP Sticking fault
MAP high value
SM 810 02(LP-T3)-6-14
Excessive Exhaust Emissions or Odors

Vehicle has high CO emissions.
NOTE: Excessive odors do not necessarily indicate excessive emissions.
PRELIMINARY CHECKS
Verify that no stored codes exist.

If emission test shows excessive CO and HC, check items that cause vehicle to run rich.
If emission test shows excessive NOx, check items that cause vehicle to run lean or too hot.

If the Service tool indicates a very high coolant temperature and the system is run-
ning lean:
• Check engine coolant level.
• Check engine thermostat for faulty part (always open) or for wrong heat
range.
• Check fan operation
Fuel system malfunction If the system is running rich, refer to “Diagnostic Aids” chart on the next page.
If the system is running lean refer to “Diagnostic Aids” chart on the next page.
Check for properly installed fuel system components.
Ignition system malfunction Check ignition timing.
Check spark plugs, plug wires, and ignition components.
Check for vacuum leaks.
Check for contamination for catalytic converter (look for the removal of fuel filler
neck restrictor).
Check for carbon build-up. Remove carbon with quality engine cleaner. Follow
Component malfunction instructions on label.
Check for plugged PCV valve.
Check for stuck or blocked PCV hose.
Check for fuel in the crankcase.
Related MIL Faults:

Low side driver
Fuel adapt faults
EST faults
SM 810 02(LP-T3)-6-15
Diagnostic Aids for Rich / Lean Operation

SERVICE TOOL ITEM RICH LEAN
Pre-catalyst O2 A/ D counts Consistently > 250 Consistently < 170
Pre-catalyst O2 sensor switching Always high ADC Always low ADC
between high and low
Trim valve duty cycle > 90% < 10%
Malfunction codes • Pre-catalyst O2 sensor failed rich • Pre-catalyst O2 sensor failed lean
• Pre-catalyst O2 sensor high • Pre-catalyst O2 sensor low
• Fuel adapts • Fuel adapts
Closed loop operation Stuck in open loop Stuck in open loop
RICH OPERATION
LP (Trim valve duty cycle>90%)
• Inspect hoses from AVV port (port on bottom of mixer) to trim valves and regulator for leaks or blockages, replace
as necessary.
• Inspect in-line orifices for blockages (in wye), replace as necessary
• Check trim valves for proper operation, replace as necessary
• Check regulator out pressure, replace if out of spec
• Inspect fuel cone for damage, replace mixer assembly as necessary
LEAN OPERATION
LP (Trim valve duty cycle<10%)
• Check for vacuum leaks, replace hoses, o-rings, and gaskets as necessary
• Check balance line for blockage, replace as necessary
• Check vapor hose for restrictions, replace as necessary
• Check trim valves for proper operation, replace as necessary
• Check regulator out pressure, replace if out of spec
SM 810 02(LP-T3)-6-16
Chart T-1 4. Inspect the entire exhaust system for a collapsed

pipe, heat distress, or possible internal damage, split
Restricted Exhaust System Check welds, or cracked pipe.
Proper diagnosis for a restricted exhaust system is essen- 5. If there are no obvious reasons for the excessive
tial before replacement of any components. The following backpressure, the catalytic converter is restricted and
procedures may be used for diagnosis, depending upon should be replaced using current recommended pro-
engine or tool used. cedures.
CHECK AT PRE-CATALYST OXYGEN (O2) SEN-
SOR
1. Carefully remove pre-catalyst oxygen (O2) sensor.
2. Install exhaust backpressure tester or equivalent in
place of O2 sensor using Snap-On P/N EEVPV311A
kit and YA8661 adapter or Mac tool (see illustration).
3. After completing test described below, be sure to
coat threads of O2 sensor with anti-seize compound
prior to re-installation.
ILLUSTRATION NOTES
1. Backpressure gage
2. Pre-catalyst Oxygen (O2) sensor
3. Exhaust manifold
DIAGNOSIS:
1. With the engine idling at normal operating tempera-
ture, observe the exhaust system backpressure read-
ing on the gage. Reading should not exceed 1.25 psig
(8.61 kPa).
2. Increase engine speed to 2000 rpm and observe gage.
Reading should not exceed
3 psig (20.68 kPa).
3. If the backpressure at either speed exceeds specifica-
tion, a restricted exhaust system is indicated.
SM 810 02(LP-T3)-6-17
Group (LP-Tier3), MI-07 LP SYSTEM
Section 7
ADVANCED DIAGNOSTICS
MI-07 systems are equipped with built-in fault diagnos- Simply turn the key OFF to exit display mode. The code
tics. Detected system faults can be displayed by the Mal- list will continue to repeat until the key is turned OFF.
function Indicator Lamp (MIL) as Diagnostic Fault Codes
(DFC) or flash codes, and viewed in detail with the use of
the Service Tool software. When the ignition key is turned
Clearing Fault (DFC) Codes
on, the MIL will illuminate and remain on until the engine To clear the stored fault codes from SECM memory you
is started. Once the engine is started, the MIL lamp will go must complete the reset fault pedal maneuver.
out unless one or more fault conditions are present. If a
detected fault condition exists, the fault or faults will be
stored in the memory of the small engine control module
! CAUTION
(SECM). Once an active fault occurs the MIL will illumi- Once the fault list is cleared it cannot be
nate and remain ON. This signals the operator that a fault restored.
has been detected by the SECM.
First turn OFF the ignition key. Now turn ON the key but
do not start the engine. As soon as you turn the key to the
Reading Diagnostic Fault Codes ON position you must cycle the foot pedal by depressing
All MI-07 fault codes are three-digit codes. When the it to the floor and then fully releasing the pedal (pedal
fault codes are retrieved (displayed) the MIL will flash for maneuver). You must fully cycle the foot pedal ten (10)
each digit with a short pause (0.5 seconds) between digits times within five (5) seconds to clear the fault code list of
and a long pause (1.2 seconds) between fault codes. A the SECM. Simply turn the key OFF to exit the reset
code 12 is displayed at the end of the code list. mode. The code list is now clear and the SECM will begin
storing new fault codes as they occur.
EXAMPLE: A code 461 (ETCSticking) has been
detected and the engine has shut down and the MIL has
remained ON. When the codes are displayed the MIL will
Fault Action Descriptions
flash four times (4), pause, then flash six times (6), pause, Each fault detected by the SECM is stored in memory
then flash one time (1) This identifies a four sixty one (FIFO) and has a specific action or result that takes place.
(461), which is the ETCSticking fault. If any additional Listed below are the descriptions of each fault action.
faults were stored, the SECM would again have a long
pause, then display the next fault by flashing each digit. Engine Shutdown: The most severe action is an Engine
Since no other faults were stored there will be a long Shutdown. The MIL will light and the engine will imme-
pause then one flash (1), pause, then two flashes (2). This diately shutdown, stopping spark, closing the fuel lock-off
identifies a twelve, signifying the end of the fault list. This closing, and turning off the fuel pump and fuel injectors.
list will then repeat. Delayed Engine Shutdown: Some faults, such as low oil
pressure, will cause the MIL to illuminate for 30 seconds
Displaying Fault Codes (DFC) from and then shut down the engine.
SECM Memory Cut Throttle: The throttle moves to its default position.
The engine will run at idle but will not accelerate.
To enter code display mode you must turn OFF the igni-
tion key. Now turn ON the key but do not start the engine. Cut Fuel: Fuel flow will be turned off.
As soon as you turn the key to the ON position you must Turn on MIL: The MIL will light by an active low signal
cycle the foot pedal by depressing it to the floor and then provided by the SECM, indicating a fault condition. May
fully releasing the pedal (pedal maneuver). You must illuminate with no other action or may be combined with
fully cycle the foot pedal three (3) times within five (5) other actions, depending on which fault is active.
seconds to enable the display codes feature of the SECM.
SM 810 02(LP-T3)-7-1
Soft Rev Limit / Medium Rev Limit / Hard Rev Limit: these sensors are converted into digital counts by the
System will follow various sequences to bring engine SECM. A low/high range sensor fault is normally set
speed back to acceptable levels. when the converted digital counts reach the minimum of 0
or the maximum of 1024 (1024 = 5.0 Vdc with ~ 204
Level4 Power Limit / Level3 Power Limit / Level2
counts per volt).
Power Limit / Level1 Power Limit: The maximum
engine power output will be limited to one of four possi-
ble levels. The engine power is calculated from measured
engine parameters (e.g. MAP, rpm, fuel flow, etc).
Disable Gas O2 Control: In LPG mode, closed loop cor-
rection of air fuel ratio based on the Pre-catalyst O2 sen-
sor is disabled.
Fault List Definitions Additionally, the SECM includes software to learn the
actual range of the pedal position and throttle position
All the analog sensors in the MI-07 system have input sensors in order to take full advantage of the sensor range.
sensor range faults. These are the coolant temperature Faults are set if the learned values are outside of the nor-
sensor, fuel temperature sensor, throttle position sensors, mal expected range of the sensor (e.g.
pedal position sensors, manifold pressure sensor, HEGO APP1AdaptLoMin).
sensors, and intake air temperature sensor. Signals to
Table 1. Fault List Definitions
FAULT DESCRIPTION CODE
641
Learned full pedal end of APP1 sensor range higher than
APP1 Adapt Hi Max (64)
expected
Learned full pedal end of APP1 sensor range lower than

APP1 Adapt Hi Min 651
expected
APP1 Adapt Lo Max Learned idle end of APP1 sensor range higher than expected 661
631
APP1 Adapt Lo Min Learned idle end of APP1 sensor range lower than expected
(63)
APP1 sensor voltage out of range high, normally set if the

621
APP1 Range High APP1 signal has shorted to power or the ground for the
(62)
sensor has opened
APP1 sensor voltage out of range low, normally set if the

611
APP1 Range Low APP1 signal has shorted to ground, circuit has opened or
(61)
sensor has failed
Learned full pedal end of APP2 sensor range higher than 642
APP2 Adapt Hi Max
expected (68)
SM 810 02(LP-T3)-7-2
Table 1. Fault List Definitions(cont’d)
Learned full pedal end of APP2 sensor range lower than

APP2 Adapt Hi Min 652
expected
APP2 Adapt Lo Max Learned idle end of APP2 sensor range higher than expected 662
632
APP2 Adapt Lo Min Learned idle end of APP2 sensor range lower than expected
(67)
APP2 sensor voltage out of range high, normally set if the

622
APP2 Range High APP2 signal has shorted to power or the ground for the
(66)
sensor has opened
APP2 sensor voltage out of range low, normally set if the

612
APP2 Range Low APP2 signal has shorted to ground, circuit has opened or
(65)
sensor has failed
APP position sensors do no not track well, intermittent 691

APP_Sensors_Conflict
connections to APP or defective pedal assembly (69)
No crankshaft signal when engine is known to be rotating,

Crank Ed ges Fault 193
broken crankshaft sensor leads or defective crank sensor
Loss of synchronization on the crankshaft sensor, normally

Crank Sync Fault due to noise on the signal or an intermittent connection on the 194
crankshaft sensor
Engine Coolant Temperature is High. The sensor has

161
ECT Over Temp Fault measured an excessive coolant temperature typically due to
(16)
the engine overheating.
Engine Coolant Temperature Sensor Input is High. Normally

151
ECT Range High set if coolant sensor wire has been disconnected or circuit
(15)
has opened to the SECM.
Engine Coolant Temperature Sensor Input is Low. Normally

141
ECT Range Low set if the coolant sensor wire has shorted to chassis ground or
(14)
the sensor has failed.
ECT_IR_Fault Engine Coolant Temperature not changing as expected 171
EST1 output open, possibly open EST1 signal or defective 421

EST1_Open
spark module
EST1 output shorted high or low, EST1 signal shorted to 431

EST1_Short
ground or power or defective spark module (42)
SM 810 02(LP-T3)-7-3
Electronic Throttle Control Spring Return Test has Failed. The

SECM will perform a safety test of the throttle return spring
following engine shutdown. If this spring has become weak 481
ETC Spring Test
the throttle will fail the test and set the fault. (28)
NOTE: Throttle assembly is not a serviceable item and can
only be repaired by replacing the DV-EV throttle assembly.
Electronic Throttle Control Driver has failed. Normally set if

ETC_Open_Fault either of the ETC driver signals have opened or become 471
disconnected, electronic throttle or SECM is defective.
Electronic Throttle Control is Sticking. This can occur if the

throttle plate (butterfly valve) inside the throttle bore is
sticking. The plate sticking can be due to some type of
461
ETC_Sticking obstruction; a loose throttle plate or worn components shaft
(26)
bearings.
NOTE: Throttle assembly is not a serviceable item and can
only be repaired by replacing the DV-EV throttle assembly.
Conflict in fuel select signals, normally set if one or both of the

Fuel Select Conflict 181
fuel select signals are shorted to ground
Fuel Temperature Sensor Input is High. Normally set if the

Fuel Temp Range High fuel temperature sensor wire has been disconnected or the 932
circuit has opened to the SECM.
Fuel Temperature Sensor Input is Low. Normally set if the fuel

Fuel Temp Range Low temperature sensor wire has shorted to chassis ground or the 931
sensor has failed.
In LPG mode, system had to adapt 731

Gas Fuel Adapt Range Hi
lean more than expected (73)
721
Gas Fuel Adapt Range Lo In LPG mode, system had to adapt rich more than expected
(72)
Pre-catalyst O2 sensor indicates extended lean operation on

Gas O2 Failed Lean 751
LPG
Pre-catalyst O2 sensor indicates extended rich operation on 771

Gas O2 Failed Rich
LPG (77)
SM 810 02(LP-T3)-7-4
Pre-catalyst O2 sensor inactive on LPG, open O2 sensor 741

Gas O2 Not Active
signal or heater leads, defective O2 sensor, or defective FTVs (74)
Post-catalyst O2 sensor control on LPG has reached rich limit

and sensor still reads too lean. This could be caused by
oxygen leak before or just after sensor, catalyst failure, sensor
Gas Post O2 Failed Rich failure, or wiring/relay failure causing the sensor to not be 772
properly heated. If any Pre-O2 sensor faults are set, diagnose
these first and after correcting these faults recheck if this fault
sets.
Post-catalyst O2 sensor control on LPG has reached lean

limit and sensor still reads too rich. This could be caused by
catalyst failure, sensor failure, or wiring/relay failure causing
Gas Post O2 Failed Lean 752
the sensor to not be properly heated. If any Pre-O2 sensor
faults are set diagnose, these first and after correcting these
faults recheck if this fault sets.
Post-catalyst O2 sensor control on LPG has sensed the O2

sensor is not responding as expected. If any Pre-O2 sensor
faults are set diagnose these first and after correcting these
Gas Post O2 In active faults recheck if this fault sets. Possible causes for this fault 742
are sensor disconnected, sensor heater failed, sensor
element failed, heater relay, or SECM control of heater relay is
disconnected or failed.
Reserved for Future Use 743
(Electronic Throttle Control Driver has Failed)

Indeterminate fault on Hbridge driver for Electronic Throttle
491
Hbridge Fault ETC Control.
(29)
Possibly either ETC+ or ETC- driver signals have been
shorted to ground
Engine speed has exceeded the third level (3 of 3) of 571

Hard Over speed
overspeed protection (57)
Intake Air Temperature Sensor Input is High normally set if the

381
IAT temperature sensor wire has been disconnected, the
IAT Range High (38)
circuit has opened to the SECM, or a short to Vbatt has
occurred.
Intake Air Temperature Sensor Input is Low normally set if the

371
IAT Range Low IAT temperature sensor wire has shorted to chassis ground or
(37)
the sensor has failed.
IAT IR Fault Intake Air Temperature not changing as expected 391
SM 810 02(LP-T3)-7-5
Dither Valve 1 Fault, signal has opened or shorted to ground 711

LSD Fault_Dither1
or power or defective dither 1 valve (71)
Dither Valve 2 Fault, signal has opened or shorted to ground

LSD Fault_Dither2 712
or power or defective dither 2 valve
Fuel lock off Valve Fault, signal has opened or shorted to

LSD Fault_LockOff 717
ground or power or defective Fuel lock off valve
Malfunction Indicator Lamp Fault, signal has opened or

LSD Fault_MIL 718
shorted to ground or power or defective MIL lamp
Reserved 843
521
Low Oil Pressure Fault Low engine oil pressure
(52)
Manifold Absolute Pressure Sensor Input is High, normally set

if the TMAP pressure signal wire has become shorted to
MAP Range High 342
power, shorted to the IAT signal, the TMAP has failed or the
SECM has failed.
Manifold Absolute Pressure Sensor Input is Low, normally set

MAP Range Low if the TMAP pressure signal wire has been disconnected or 332
shorted to ground or the circuit has opened to the SECM
Manifold Absolute Pressure Sensor Input is High, normally set

if the TMAP pressure signal wire has become shorted to 341
MAP Time Range High
power, shorted to the IAT signal, the TMAP has failed or the (34)
SECM has failed.
Manifold Absolute Pressure Sensor Input is Low, normally set

331
MAP Time Range Low if the TMAP pressure signal wire has been disconnected or
(33)
shorted to ground or the circuit has opened to the SECM
MAP_IR_HI MAP sensor indicates higher pressure than expected 351
MAP_IR_LO MAP sensor indicates lower pressure than expected 352
MAP_STICKING MAP sensor not changing as expected 353
Engine speed has exceeded the second level (2 of 3) of

Medium Over speed 572
overspeed protection
Pre-catalyst O2 sensor voltage out of range high, sensor

O2 Range High 921
signal shorted to power
Pre-catalyst O2 sensor voltage out of range low, sensor signal

O2 Range Low 911
shorted to ground
Post-catalyst O2 sensor voltage out of range high, sensor

O2_PostCat Range High 922
signal shorted to voltage source (5V or battery)
SM 810 02(LP-T3)-7-6
Post-catalyst O2 sensor voltage out of range

O2_PostCat Range Low 912
low, sensor signal shorted to ground
561
Sens Volt Range High Sensor reference voltage XDRP too high
(56)
551
Sens Volt Range Low Sensor reference voltage XDRP too low
(55)
Service Fault1 Service Interval 1 has been reached 991
Service Interval 4 has been reached.time to replace HEGO

Service Fault4 994
sensors
Service Interval 5 has been reached. Time to replace engine

Service Fault5 995
timing belt
Engine speed has exceeded first level (1 of 3) of overspeed

Soft Over speed 573
protection
TPS1 Adapt Hi Min Learned WOT end of TPS1 sensor range lower than expected 271
541
Sys Volt Range High System voltage too high
(54)
531
Sys Volt Range Low System voltage too low
(53)
Learned WOT end of TPS1 sensor range higher than 251

TPS1 Adapt Hi Max
expected (25)
Learned closed throttle end of TPS1 sensor range higher than

TPS1 Adapt Lo Max 281
expected
Learned closed throttle end of TPS1 sensor range lower than 241
TPS1 Adapt Lo Min
expected (24)
TPS1 sensor voltage out of range high, normally set if the

231
TPS1 Range High TPS1 signal has shorted to power or ground for the sensor
(23)
has opened
TPS1 sensor voltage out of range low, normally set if TPS1

221
TPS1 Range Low signal has shorted to ground, circuit has opened or sensor
(22)
has failed
Learned WOT end of TPS2 sensor range higher than

TPS2 Adapt Hi Max 252
expected
SM 810 02(LP-T3)-7-7
Learned closed throttle end of TPS2 sensor range higher than

TPS2 Adapt Lo Max 282
expected
Learned closed throttle end of TPS2 sensor range lower than

TPS2 Adapt Lo Min 242
expected
TPS2 sensor voltage out of range high, normally set if the

TPS2 Range High TPS2 signal has shorted to power or ground for the sensor 232
has opened
TPS2 sensor voltage out of range low, normally set if TPS2

TPS2 Range Low signal has shorted to ground, circuit has opened or sensor 222
has failed
TPS sensors differ by more than expected amount.

TPS_Sensors_Conflict NOTE: The TPS is not a serviceable item and can only be 291
repaired by replacing the DV-EV throttle assembly
Trans Oil Temp Excessive transmission oil temperature 933
SM 810 02(LP-T3)-7-8
Table 2. Diagnostic Fault Codes (Flash Codes)
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
NONE
None, used as end of the fault list
12 Signifies the end of one pass NONE
identification
through the fault list
Check ECT sensor connector and wiring for

ECTRangeLow a short to GND
141
Coolant Sensor failure or Turn On Mil SECM (Signal) Pin B15 To ECT Pin 3
(14)
shorted to GND SECM (Sensor GND) Pin B1 to ECT Pin 1
SECM (System GND) Pin A16, B17
(1) Turn On Mil Check if ECT sensor connector is

ECTRangeHigh
151 (2) Delayed Engine disconnected or for an open ECT circuit
Coolant sensor disconnected
(15) Shutdown SECM (Signal) Pin B15 to ECT Pin 3
or open circuit
(3) Check Engine Light SECM (Sensor GND) Pin B1 to ECT Pin 1
Check coolant system for radiator blockage,

proper coolant level and for leaks in the
ECTOverTempFault (1) Turn On Mil system.
Engine coolant temperature is high. The (2) Delayed Engine Possible ECT short to GND, check ECT
161
sensor has measured an excessive Shutdown signal wiring
(16)
coolant temperature typically due to the (3) Check Engine Light SECM (Signal) Pin B15 to ECT Pin 3
engine overheating. SECM (Sensor GND) Pin B1 to ECT Pin 1
SECM (System GND) Pin A16, B17
Check regulator for coolant leaks
ECT_IR_Fault
Check for coolant system problems, e.g.
171 Engine coolant temperature not None
defective or stuck thermostat
changing as expected
Check fuel select switch connection for a

FuelSelectConflict
short to GND
Conflict in fuel select signals, normally
181 Turn On Mil SECM (SIGNAL) Pin A12
set if both of the fuel select signals are
SECM (SIGNAL) Pin A15
shorted to ground
SECM (Sensor GND) Pin B1
Check Crankshaft sensor connections

SECM (SIGNAL) Pin B5 to Crank sensor
CrankEdgesFault
Pin 3
No crankshaft signal when engine is
193 None SECM (Sensor GND) PIN B1 to Crank
known to be rotating, broken crankshaft
sensor Pin 2
sensor leads or defective crank sensor
Switched 12V to Crank sensor Pin 1
Check for defective Crank sensor
Check Crankshaft sensor connections

CrankSyncFault SECM (SIGNAL) Pin B5 to Crank sensor
Loss of synchronization on the Pin 3
194 crankshaft sensor, normally due to noise None SECM (Sensor GND) Pin B1 to Crank
on the signal or an intermittent sensor Pin 2
connection on the crankshaft sensor Switched 12V to Crank sensor Pin 1
Check for defective Crank sensor
(*) Fault actions shown are default values specified by the OEM.
SM 810 02(LP-T3)-7-9
Table 2. Diagnostic Fault Codes (Flash Codes) cont’d
CORRECTIVE ACTION
FIRST CHECK
Check throttle connector connection and

TPS1RangeLow
TPS1
TPS1 sensor voltage out of range low,
221 sensor for an open circuit or short to GND
normally set if the TPS1 signal has Turn On Mil
(22) SECM Pin B23 (signal) to ETC Pin 6
shorted to ground, circuit has opened or
SECM Pin B1 (sensor GND) to ETC Pin 2
sensor has failed
SECM (system GND) Pin A16, B17
Check throttle connector connection and

TPS2RangeLow
TPS2
TPS2 sensor voltage out of range low,
sensor for an open circuit or short to GND
222 normally set if the TPS2 signal has Turn On Mil
SECM Pin B4 (signal) to ETC Pin 5
sensor has failed
SECM (system GND) Pin A16, B17
TPS1RangeHigh
Check throttle connector and TPS1 sensor
TPS1 sensor voltage out of range high,
231 wiring for a shorted circuit
normally set if the TPS1 signal has Turn On Mil
(23) SECM Pin B23 (signal) to ETC Pin 6
shorted to power or the ground for the
sensor has opened
TPS2RangeHigh
Check throttle connector and TPS1 sensor
TPS2 sensor voltage out of range high,
wiring for a shorted circuit
232 normally set if the TPS2 signal has Turn On Mil
SECM Pin B4 (signal) to ETC Pin 5
SECM pin B1 (sensor GND) to ETC Pin 2
sensor has opened
Check the throttle connector and pins for

corrosion.
TPS1AdaptLoMin To check the TPS disconnect the throttle
241 Learned closed throttle end connector and measure the resistance from:
None TPS Pin 2 (GND) to Pin 6 (TPS1 SIGNAL)
(24) of TPS1 sensor range lower
than expected (0.7 Ω ± 30%)
TPS Pin 3 (PWR) to Pin 6 (TPS1 SIGNAL)
(1.4 Ω ± 30%)
Check the throttle connector and pins for

corrosion.
TPS2AdaptLoMin To check the TPS disconnect the throttle
Learned closed throttle end connector and measure the resistance from:
242 None TPS Pin 2 (GND) to Pin 5 (TPS2 SIGNAL)
of TPS2 sensor range lower
than expected (1.3K Ω ± 30%)
TPS PIN 3 (PWR) to PIN 5 (TPS2 SIGNAL)
(0.6K Ω ± 30%)
TPS1AdaptHiMax
251
Learned WOT end of TPS1 sensor range None N/A
(25)
higher than expected
TPS2AdaptHiMax
252 Learned WOT end of TPS2 sensor range None N/A
TPS1AdaptHiMin
271 Learned WOT end of TPS1 sensor range None N/A
lower than expected
SM 810 02(LP-T3)-7-10
CORRECTIVE ACTION
FIRST CHECK
TPS2AdaptHiMin
Learned WOT end of TPS2 sensor range
272 None N/A
lower than expected
TPS1AdaptLoMax
Learned closed throttle end of TPS1
281 None N/A
sensor range higher than expected
TPS2AdaptLoMax
Learned closed throttle end of TPS2
282 None N/A
sensor range higher than expected
TPS_Sensors_Conflict
TPS sensors differ by more than
expected amount
(1) Turn On Mil
291 NOTE: The TPS is not a serviceable Perform checks for DFCs 241 & 242
(2) Engine Shutdown
item and can only be repaired by
replacing the
DV-EV throttle assembly.
Check TMAP connector and MAP signal

wiring for an open circuit
TMAP Pin 4 to SECM Pin B18 (signal)
TMAP Pin 1 to SECM Pin B1 (sensor GND)
MAPTimeRangeLow TMAP Pin 3 to SECM Pin B24 (XDRP +5
Manifold Absolute Pressure sensor input Vdc)
331 is low, normally set if the TMAP pressure Check the MAP sensor by disconnecting the
None
(33) signal wire has been disconnected or TMAP connector and measuring at the
shorted to ground or the circuit has sensor:
opened to the SECM TMAP Pin 1(GND) to Pin 4 (pressure signal
KPA) (2.4k Ω - 8.2k Ω )
TMAP Pin 3 (power) to Pin 4 (pressure
signal KPA) (3.4k Ω - 8.2k Ω )

wiring for an open circuit
MAPRangeLow TMAP Pin 3 to SECM Pin B24 (XDRP +5
Manifold Absolute Pressure sensor input Vdc)
is low, normally set if the TMAP pressure (1) Turn On Mil Check the MAP sensor by disconnecting the
332
signal wire has been disconnected or (2) Cut Throttle TMAP connector and measuring at the
shorted to ground or the circuit has sensor:
opened to the SECM TMAP Pin 1(GND) to Pin 4 (pressure signal
KPA) (2.4k Ω - 8.2k Ω )
SM 810 02(LP-T3)-7-11
CORRECTIVE ACTION
FIRST CHECK

MAPTimeRangeHigh TMAP Pin 1 to SECM Pin B1 (sensor GND)
Manifold Absolute Pressure TMAP Pin 3 to SECM Pin B24 (XDRP +5
Sensor Input is High, normally set if the Vdc)
341 Check the MAP sensor by disconnecting the
TMAP pressure signal wire has become None
(34) TMAP connector and measuring at the
shorted to power, shorted to the IAT
signal, the TMAP has failed or the SECM sensor:
has failed. TMAP Pin 1(GND) to Pin 4 (pressure signal
KPA) (2.4k Ω - 8.2k Ω )

MAPRangeHigh TMAP Pin 3 to SECM Pin B24 (XDRP +5
Manifold Absolute Pressure Vdc)
(1) Turn On Mil Check the MAP sensor by disconnecting the
342 Sensor Input is High, normally set if the
(2) Cut Throttle TMAP connector and measuring at the
TMAP pressure signal wire has become
shorted to power, shorted to the IAT sensor:
signal, the TMAP has failed or the SECM TMAP Pin 1(GND) to Pin 4 (pressure signal
has failed KPA) (2.4k Ω - 8.2k Ω )
MAP_IR_HI Check for vacuum leaks. Check that TMAP

351 MAP sensor indicates higher pressure None sensor is mounted properly. Possible
than expected defective TMAP sensor.
MAP_IR_LO
352 MAP sensor indicates lower pressure None Possible defective TMAP sensor.
than expected
MAP_STICKING Check that TMAP sensor is mounted

353 None
MAP sensor not changing as expected properly. Possible defective TMAP sensor.
Check TMAP connector and IAT signal

IATRangeLow TMAP Pin 2 to SECM Pin B12 (signal)
Intake Air Temperature Sensor Input is TMAP Pin 1 to SECM Pin B1 (sensor GND)
371
Low normally set if the IAT temperature Turn On Mil To check the IAT sensor of the TMAP
(37)
sensor wire has shorted to chassis disconnect the TMAP connector and
ground or the sensor has failed. measure the IAT resistance
Resistance is approx 2400 ohms at room
temperature.
SM 810 02(LP-T3)-7-12
CORRECTIVE ACTION
FIRST CHECK
Check TMAP connector and IAT signal

IATRangeHigh
Intake Air Temperature
381 TMAP Pin 1 to SECM Pin B1 (sensor GND)
Sensor Input is High normally set if the
(38) Turn On Mil To check the IAT sensor of the TMAP
IAT temperature sensor wire has been
disconnect the TMAP connector and
disconnected or the circuit has opened to
measure the IAT resistance
the SECM.
Resistance is approx 2400 ohms at room
temperature.
IAT_IR_Fault Check connections to TMAP sensor. Check

391 Intake Air Temperature not changing as None that TMAP sensor is properly mounted to
expected manifold.
Check coil driver wiring and connector for

open circuit
SECM Pin A9 (EST1) to OEM ignition
system. See application note.
EST1_Open
Verify GND on ignition module Pin A (of
421 EST1 output open, possibly open EST1 Turn On Mil
both connectors)
signal or defective spark module
Verify +12 Vdc on ignition module Pin B (of
both connectors)
Refer to application manual for specific
engine details.
Check coil driver wiring and connector for

shorts
SECM Pin A9 (EST1) to ignition module Pin
EST1_Short D (4-pin connector)
EST1 output shorted high or low, EST1 Verify GND on ignition module Pin A (of
431 Turn On Mil
signal shorted to ground or power or both connectors)
defective spark module Verify +12 Vdc on ignition module Pin B (of
both connectors)
Refer to application manual for specific
engine details.
Check for debris or obstructions inside the

throttle body
ETC_Sticking • Perform the throttle test using the
Electronic Throttle Control is sticking. Service Tool and recheck for fault
This can occur if the throttle plate • Check throttle-plate shaft for bear-
(butterfly valve) inside the throttle bore is
sticking. The plate sticking can be due to
ing wear
(1) Turn On Mil Check the ETC driver wiring for an open
461 some type of obstruction, a loose throttle
(2) Engine Shutdown circuit
(26) plate, or worn components shaft
(3) Cut Throttle SECM Pin A17 to ETC + Pin 1
bearings.
NOTE: The throttle assembly is not a SECM Pin A18 to ETC - Pin 4
serviceable item and can only be Check the ETC internal motor drive by
repaired by replacing the DV-EV disconnecting the throttle connector and
throttle assembly. measuring the motor drive resistance at
the throttle
TPS Pin 1 (+DRIVER) to Pin 4 (-DRIVER)
~3.0-4.0 Ω
SM 810 02(LP-T3)-7-13
CORRECTIVE ACTION
FIRST CHECK
Check the ETC driver wiring for an open

circuit
SECM Pin A17 to ETC + Pin 1
ETC_Open_Fault SECM Pin A18 to ETC - Pin 4
Electronic Throttle Control Check the ETC internal motor drive by
Driver has failed, normally set if either of None disconnecting the throttle connector and
471
the ETC driver signals have opened or measuring the motor drive resistance at
become disconnected, electronic throttle the
or SECM is defective. throttle
~3.0-4.0 Ω
ETCSpringTest
Electronic Throttle Control Spring Return
Test has failed.
The SECM will perform a safety test of
the throttle return spring following
Perform throttle spring test by cycling the
481 engine shutdown. If this spring has (1) Turn On Mil
ignition key and recheck for fault
(28) become weak the throttle will fail the (2) Engine Shutdown
test and set the fault.
NOTE: The throttle assembly is not a
serviceable item and can only be
repaired by replacing the DV-EV
throttle assembly.
HbridgeFault_ETC Check ETC driver wiring for a shorted circuit

Electronic Throttle Control SECM Pin A17 to ETC + Pin 1
Driver has failed. SECM Pin A18 to ETC - Pin 4
Indeterminate fault on
• Perform the throttle test using the Ser-
Hbridge driver for electronic
491 throttle control. Possibly vice Tool and recheck for fault
Turn On Mil Check the ETC internal motor drive by
(29) either ETC+ or ETC- driver
signals have been shorted to disconnecting the throttle connector and
ground measuring the motor drive resistance at
the throttle
~3.0-4.0 Ω
Check engine oil level

(1) Turn On Mil
521 Check electrical connection to the oil
LowOilPressureFault (2) Delayed Engine
(52) pressure switch
Low engine oil pressure Shutdown
SECM Pin B9 to Oil Pressure Switch
(3) Check Engine Light
SM 810 02(LP-T3)-7-14
CORRECTIVE ACTION
FIRST CHECK
Check battery voltage

• Perform maintenance check on electri-
cal connections to the battery and chas-
sis ground
• Check battery voltage during starting
531 SysVoltRangeLow and with the engine running to verify
Turn On Mil charging system and alternator function
(53) System voltage too low
• Measure battery power at SECM with a
multimeter (with key on)
SECM Pin A23 (DRVP) to SECM Pin A16
(DRVG)
SECM Pin A23 (DRVP) to SECM Pin B17
(DRVG)
Check battery and charging system voltage

• Check battery voltage during starting
and with the engine running
• Check voltage regulator, alternator, and
charging system
541 SysVoltRangeHigh • Check battery and wiring for overheat-
Turn On Mil
(54) System voltage too high ing and damage
• Measure battery power at SECM with a
multimeter (with key on)
SECM Pin A23 (DRVP) to SECM Pin A16
(DRVG)
SECM Pin A23 (DRVP) to SECM Pin B17
(DRVG)
Measure transducer power at the TMAP

connector with a multimeter TMAP Pin 3
XDRP +5 Vdc to
TMAP Pin 1 XDRG GND
Verify transducer power at the SECM with a
SensVoltRangeLow
multimeter SECM Pin B24 +5 Vdc to
Sensor reference voltage
551 (1) Turn On Mil SECM
XDRP
(55) (2) Engine Shutdown Pin B1 XDRG GND
too low
Verify transducer power at ETC with a
multimeter
ETC Pin 3 XDRP PWR to ETC Pin 2 XDRG
GND
Verify transducer power to the foot pedal
with a multimeter.
SM 810 02(LP-T3)-7-15
CORRECTIVE ACTION
FIRST CHECK
Measure transducer power at the TMAP

connector with a multimeter TMAP Pin 3
XDRP +5 Vdc to TMAP Pin 1 XDRG GND
SensVoltRangeHigh Verify transducer power at the SECM with a
Sensor reference voltage multimeter SECM Pin B24 +5 Vdc to
561 XDRP (1) Turn On Mil SECM Pin B1 XDRG GND
(56) too high (2) Engine Shutdown Verify transducer power at ETC with a
multimeter
ETC Pin 3 XDRP PWR to ETC Pin 2 XDRG
GND
Verify transducer power to the foot pedal
with a multimeter.
Usually associated with additional ETC

faults
HardOverspeed
571
Engine speed has exceeded the third
(1) Turn On Mil • Check for ETC Sticking or other ETC
(57) (2) Hard Rev Limit faults
level (3 of 3) of overspeed protection
Verify if the lift truck was motored down a
steep grade

faults
572
MediumOverspeed (1) Turn On Mil • Check for ETC Sticking or other ETC
Engine speed has exceeded the second (2) Medium Rev Limit faults
level (2 of 3) of overspeed protection Verify if the lift truck was motored down a
steep grade

faults
SoftOverspeed
573 Engine speed has exceeded the first
(1) Turn On Mil • Check for ETC Sticking or other ETC
(2) Soft Rev Limit faults
level (1 of 3) of overspeed protection
Verify if the lift truck was motored down a
steep grade
APP1RangeLow
611 APP1 sensor voltage out of range low, Check foot pedal connector
(1) Turn On Mil
(61) normally set if the APP1 signal has
(2) Check Engine Light • Check APP1 signal at SECM PIN B7
sensor has failed
APP2RangeLow
APP2 sensor voltage out of range low, Check foot pedal connector
612
normally set if the APP2 signal has Turn On Mil
(65) • Check APP2 signal at SECM PIN B16
sensor has failed
APP1RangeHigh
APP1 sensor voltage out of range high, Check foot pedal connector
621 1) Turn On Mil
normally set if the APP1 signal has
(62) (2) Check Engine Light • Check APP1 signal at SECM PIN B7
sensor has opened
SM 810 02(LP-T3)-7-16
CORRECTIVE ACTION
FIRST CHECK
APP2RangeHigh
APP2 sensor voltage out of range high, Check foot pedal connector
622
normally set if the APP2 signal has Turn On Mil
(66) • Check APP2 signal at SECM PIN B16
sensor has opened
APP1AdaptLoMin Check APP connector and pins for corrosion

631
Learned idle end of APP1 sensor None • Cycle the pedal several times and check
(63)
range lower than expected APP1 signal at SECM Pin B7
APP2AdaptLoMin Check APP connector and pins for corrosion

632
Learned idle end of APP2 sensor range None • Cycle the pedal several times and check
(67)
lower than expected APP2 signal at SECM Pin B16
APP1AdaptHiMax
641
Learned full pedal end of APP1 sensor None N/A
(64)
range higher than expected
APP2AdaptHiMax
642
Learned full pedal end of APP2 sensor None N/A
(68)
range higher than expected
APP1AdaptHiMin
651 Learned full pedal end of APP1 sensor None N/A
range lower than expected
APP2AdaptHiMin
652 Learned full pedal end of APP2 sensor None N/A
range lower than expected
APP1AdaptLoMax
661 Learned idle end of APP1 sensor range None N/A
APP2AdaptLoMax
662 Learned idle end of APP2 sensor range None N/A
Check APP connector and pins for corrosion
APP_Sensors_Conflict • Cycle the pedal several times and check
691 APP position sensors do no not track 1) Turn On Mil
(69) well, intermittent connections to APP or (2) Level1 Power Limit
APP1 signal at SECM Pin B7
defective pedal assembly • Cycle the pedal several times and check
APP2 signal at SECM Pin B16
Check FTV1 for an open wire or FTV
connector being disconnected
LSDFault_Dither1 FTV1 Pin 1 (signal) to SECM Pin A1
711 Dither Valve 1 Fault, signal has FTV1 Pin 2 (power) to SECM (DRVP) Pin
Turn On Mil A23
(71) opened or shorted to ground or
power or defective dither 1 valve Check FTV1 for an open coil by
disconnecting the FTV connector and
measuring the resistance (~26 Ω ± 2 Ω )
SM 810 02(LP-T3)-7-17
CORRECTIVE ACTION
FIRST CHECK
Check FTV1 for an open wire or FTV
connector being disconnected or signal
shorted to GND
LSDFault_Dither2 FTV2 Pin 1 (signal) to SECM Pin A2
Dither Valve 2 Fault, signal has opened FTV2 Pin 2 (power) to SECM (DRVP) Pin
712 Turn On Mil
or shorted to ground or power or A23
defective dither 2 valve Check FTV1 for an open coil by
disconnecting the FTV connector and
LSDFault_CheckEngine
Check Engine Lamp Fault, signal has Check “Check Engine Lamp” for an open
714 None
opened or shorted to ground or power or wire or shorted to GND
defective check engine lamp
LSDFault_CrankDisable
Crank Disable Fault, signal has opened
715 None N/A
or shorted to ground or power or
defective crank disable relay
Check fuel lock off valve for an open wire or
connector being disconnected or signal
shorted to GND
LSDFault_LockOff Lockoff Pin B (signal) to SECM Pin A11
Fuel lock off Valve Fault, signal has Lockoff Pin A (power) to SECM (DRVP)
717 Turn On Mil
opened or shorted to ground or power or Pin A23
defective Fuel lock off valve Check CSV for an open coil by
disconnecting the CSV connector and
LSDFault_MIL
Malfunction Indicator Lamp Fault, signal Check MIL lamp for an open wire or short to
718 None
has opened or shorted to ground or GND.
power or defective MIL lamp
GasFuelAdaptRangeLo
721 Check fuel trim valves, e.g. leaking valve or
In LPG mode, system had to Turn On Mil
(72) hose
adapt rich more than expected
Check for missing orifice(s).
GasFuelAdaptRangeHi Check fuel trim valves, e.g. plugged valve or

731
In LPG mode, system had to adapt lean Turn On Mil hose.
(73)
more than expected Check for plugged orifice(s).
Check that Pre-catalyst O2 sensor

connections are OK.
O2 (signal) Pin 3 to SECM Pin B13
O2 Pin 2 (HEATER GND) to SECM (DRVG
GasO2NotActive GNG) Pins A16, B17
741 Pre-catalyst O2 sensor inactive on LPG, (1) Turn On Mil O2 Pin 1 (HEATER PWR) to SECM (DRVP
(74) open O2 sensor signal or heater leads, (2) Disable Gas O2 Ctrl + 12V) Pin A23
defective O2 sensor Verify O2 sensor heater circuit is operating
by measuring heater resistance (2.1 Ω ±
0.4 Ω )
O2 Pin 2 (HEATER GND) to Pin 1 (HEATER
PWR)
SM 810 02(LP-T3)-7-18
CORRECTIVE ACTION
FIRST CHECK
Check that Post-catalyst O2 sensor
connections are OK.
O2 Pin 2 (HEATER GND) to SECM (DRVG
GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to Post
O2 Heater Relay. Relay pin 87.
This relay only turns on after engine has
been running for some time and SECM
GasPostO2NotActive has calculated that water condensation in
(1) Turn On Mil exhaust has been removed by exhaust
Post-catalyst O2 sensor inactive on LPG,
742 (2) Disable Gas Post heat.
open O2 sensor signal or heater leads,
O2 Ctrl Post O2 Heater Relay has SECM (DRVP +
defective O2 sensor.
12V) applied to the relay coil power. The
relay coil ground is controlled by SECM
Pin A20 to activate the relay to flow
current through the post O2 heater.
Verify O2 sensor heater circuit is operating
by measuring heater resistance (2.1 Ω ±
0.4 Ω )
O2 Pin 2 (HEATER GND) to Pin 1 (HEATER
PWR)
743 Reserved

GasO2FailedLean (1) Turn On Mil
Check fuel trim valves, e.g. leaking valve or
751 Pre-catalyst O2 sensor indicates (2) Disable Gas
hose.
extended lean operation on LPG O2 Ctrl
Check for missing orifice(s).
Correct other faults that may contribute to
752 (e.g. faults pertaining to fuel trim
GasPostO2FailedLean valves, PreCat O2, Post Cat O2 sensor)
(1) Turn On Mil
Pre-catalyst O2 sensor indicates Check for vacuum leaks
752 (2) Disable Gas Post
extended lean operation on LPG Check for leaks in exhaust, catalytic
O2 Ctrl
converter, HEGO sensors; repair leaks.
Check all sensor connections (see fault 742
corrective actions).
GasO2FailedRich (1) Turn On Mil Check fuel trim valves, e.g. plugged valve or
771
Pre-catalyst O2 sensor indicates (2) Disable Gas hose.
(77)
extended rich operation on LPG O2 Ctrl Check for plugged orifice(s).
Correct other faults that may contribute to

772 (e.g. faults pertaining to FTVs, Pre-
GasPostO2FailedRich (1) Turn On Mil Cat O2, Post Cat O2 sensor)
772 Pre-catalyst O2 sensor indicates (2) Disable Gas Post Look for leaks in exhaust, catalytic
extended rich operation on LPG O2 Ctrl converter, HEGO sensors; repair leaks.
Check all sensor connections (see fault 742
corrective actions).
SM 810 02(LP-T3)-7-19
CORRECTIVE ACTION
FIRST CHECK
843 Reserved
Check if O2 sensor installed before the

O2RangeLow (1) Turn On Mil
catalyst is shorted to GND or sensor
Pre-catalyst O2 sensor voltage out of (2) Disable Liquid
GND.
911 range low, sensor signal shorted to O2 Ctrl
ground (3) Disable Gas
SECM (DRVG GND) Pins A16, B17
O2 Ctrl
SECM (XDRG sensor GND) Pin B1
Check if O2 installed after the catalyst

(1) Turn On Mil
O2_PostCatRangeLow sensor is shorted to GND or sensor GND.
(2) Disable Gasoline
Post-catalyst O2 sensor voltage out of O2 (signal) Pin 3 to SECM Pin B19
912 Postcatalyst O2 Ctrl
range low, sensor signal shorted to Possible sources: SECM (DRVG GND) Pins
(3) Disable LPG Post-
ground A16, B17 and SECM (XDRG sensor
catalyst O2 Ctrl
GND) Pin B1
(1) Turn On Mil Check if O2 sensor installed before catalyst

O2RangeHigh
(2) Disable Liquid is shorted to +5Vdc or battery.
Pre-catalyst O2 sensor voltage out of
921 O2 Ctrl O2 (signal) Pin 3 to SECM Pin B13
range high, sensor signal shorted to
(3) Disable Gas SECM (XDRP + 5V) Pin B24
power
O2 Ctrl SECM (DRVP + 12V) Pin A23
Check if O2 sensor installed after catalyst is

O2_PostCatRangeHigh (1) Turn On Mil
shorted to +5Vdc or battery.
Post-catalyst O2 sensor voltage out of (2) Disable Gasoline
922 range low, sensor signal shorted to Postcatalyst O2 Ctrl
Possible voltage sources: SECM (XDRP +
ground (3) Disable LPG Post-
5V) Pin B24 and SECM (DRVP + 12V) Pin
catalyst O2 Ctrl
A23
FuelTempRangeLow Check fuel temp sensor connector and

Fuel Temperature Sensor Input is Low wiring for a short to GND
931 normally set if the fuel temperature Turn On Mil SECM (signal) Pin B14 to FTS Pin 1
sensor wire has shorted to chassis SECM (sensor GND) Pin B1 to FTS Pin 2
ground or the sensor has failed. SECM (system GND) Pin A16, B17
FuelTempRangeHigh
Check if fuel temp sensor connector is
Fuel Temperature Sensor Input is High
disconnected or for an open FTS circuit
932 normally set if the fuel temperature Turn On Mil
SECM (signal) Pin B14 to FTS Pin 1
sensor wire has been disconnected or
SECM (sensor GND) Pin B1 to FTS Pin 2
the circuit has opened to the SECM.
(1) Turn On Mil
TransOilTemp Refer to drivetrain manufacturer’s
933 (2) Delayed Engine
Excessive transmission oil temperature transmission service procedures.
Shutdown
Perform service procedure related to

ServiceFault1
991 None Service Interval 1
Service Interval 1 has been reached
(determined by OEM)

ServiceFault2
(determined by OEM)
SM 810 02(LP-T3)-7-20
CORRECTIVE ACTION
FIRST CHECK
ServiceFault3
(determined by OEM)
ServiceFault4
Replace Pre-catalyst HEGO sensor
994 Service Interval 4 has been Turn On Mil
Replace Post-catlyst HEGO sensor
reached.replace HEGO sensors
ServiceFault5
995 Service Interval 5 has been Turn On Mil Replace engine timing belt
reached.replace timing belt
SM 810 02(LP-T3)-7-21
NOTE :
SM 810 02(LP-T3)-7-22
Section 8
PARTS DESCRIPTION
LP Fuel System Components for

4.3L GM Engines
The chart below lists the MI-07 components required for a 4.3L GM engine operating on LP fuel. Components shown
with part numbers are supplied by Woodward as part of the MI-07 system package. Components shown with a dot (.) are
supplied by customer.
PART NO. DESCRIPTION QTY
1751-6068 Engine Control Module (SECM 48-pin) 1
• Crankshaft Position Sensor 1
1689-1033 TMAP Sensor 1
1689-1081 Fuel Temperature Sensor 1
• Transmission Oil Temperature Switch 1
• Oxygen Sensors 2
• Coolant Sensor 1
• Engine Oil Pressure Switch 1
1309-6019 Fuel Trim Valve 2
• Ignition Coils 1
1311-1011 Fuel Lock Off Solenoid 1
5233-1018 Regulator 1
8062-1036 CA100 Mixer 1
6945-5001 Throttle-DV-E5 40mm 1
SM 810 02(LP-T3)-8-1
CA100 Mixer Exploded View CA100 Mixer

Refer to Figure 37 exploded view on facing page.
Parts List CA100 Mixer
REF
DESCRIPTION QTY
NO.
1 Torx Screws (T-25) #10-24 x 5/8” 4
2 Lockwashers (T-210) #10 SST 4
3 Mixer Cover 1
4 Mixer Spring 1
5 Diaphragm 1
6 Air Valve Assembly 1
7 Gas Valve Cone (part of air valve assembly) 1
8 Mixer Body 1
9 Expansion Plug Cap ø1/2” x 1/16” thick
1
(ø12.7mm x 27mm)
10 Fuel Inlet 1
11 Air Horn Gasket 1
12 Air Horn Adapter 2-1/16” (52.37mm) 1

Fillister Head Screws SEMS Lockwasher 10-
13 4
24 UNC x 5/8”
14 Throttle Body Gasket 1
Fillister Head Screws SEMS Split Lockwasher
15 4
#12-24 x 5/8”
Figure 37. CA100 Mixer Exploded View
SM 810 02(LP-T3)-8-2
N-2007 Regulator Explode

Refer to Figure 45 exploded view on facing page. d View N-2007 Regulator
Parts List
REF
DESCRIPTION QTY
NO.
1 1 N-2007 Body 1
2 2 Diaphragm, Primary Assembly 1
3 3 Springs, Primary Assembly 2
4 4 Cover, Primary Assembly 1
5 5 Spring, Secondary Seat, Red 1
6 Dowel Pin ø 0.094” x 1” L (ø2.39mm x
6 1
25.4mm L) Hardened Steel
7 7 Diaphragm, Secondary Assembly 1
8 8 Lever, Secondary 1
9 9 Seat, Secondary 1
10 10 Valve Primary 1
11 Fillister Head Screws SEMS Split
11 6
Lockwasher #12-24 x 5/8”
Pan Head Screw SEMS Ext. Tooth
12 1
Lockwasher #12-24 x 1/4”
13 Body Gasket 1
14 Back Plate 1
15 O-ring, Size 107 GLT Viton® 1
16 Bottom Plate Gasket 1
17 Plate Cover 1
Fillister Head Screws SEMS Split Lockwasher
18 6
#12-24 x 1-3/8”
Hex Head Screws SEMS Split Lockwasher 1/
19 4
4-20 x 5/8”
20 Plug, Socket Head Pipe (T-086) 1
21 Cover, Secondary Diaphragm 1
22 Lockwasher, Int. Tooth (T-210) #8 SST 6
23 Torx Screws (T-15) #8-32 x 5/8” 6
Figure 45. N-2007 Regulator Exploded View
SM 810 02(LP-T3)-8-3
Appendix In its natural state, propane is colorless and odorless; an

odorant (ethyl mercaptan) is added to the fuel so its pres-
ence can be detected. There are currently three grades of
LPG & LPG Fuel Tanks propane available in the United States. A propane grade
designation of HD5 (not exceeding 5% propylene), is
Liquefied petroleum gas (LPG) consists mainly of pro-
used for internal combustion engines while much higher
pane, propylene, butane, and butylenes in various mix-
levels of propylene (HD10) are used as commercial grade
tures. LPG is produced as a by-product of natural gas
propane along with a commercial propane /butane mix-
processing or it can be obtained from crude oil as part of
ture.
the oil refining process. LPG, like gasoline, is a compound
of hydrogen and carbon, commonly called hydrocarbons. APPROXIMATE COMPOSITION OF HD5 PRO-
PANE BY VOLUME
Butane Methane
Propane (C3H8) Propylene Iso-Butane TOTAL
(C4H10) (CH4)
90.0% min. 5% max. 2.0% 1.5% 1.5% 100%

An advantage of LPG is the ability to safely store and
transport the product in the liquid state. In the liquid state
propane is approximately 270 times as dense as it is in a
gaseous form. By pressurizing a container of LPG we can
effectively raise the boiling point above -44° F (-42° C),
keeping the propane in liquid form. The point at which the
liquid becomes a gas (boiling point) depends on the
amount of pressure applied to the container.
This process operates similarly to an engine coolant sys-
tem where water is kept from boiling by pressurizing the
system and adding a mixture of glycol. For example,
water at normal atmospheric pressure will boil at 212° F
(100°) C. If an engine’s operating temperature is approxi-
mately 230° F (110° C) then the water in an open un-pres-
surized cooling system would simply boil off into steam,
eventually leaving the cooling system empty and over-
heating the engine. If we install a 10-psig cap on the radi-
ator, pressurizing the cooling system to 10 psig, the
boiling point of the water increases to 242° F (117° C),
which will cause the water to remain in liquid state at the
engine’s operating temperature.
The same principle is applied to LPG in a container, com-
monly referred to as an LPG tank or cylinder. Typically an
LPG tank is not filled over 80% capacity to allow for a
20% vapor expansion space. Outside air temperature
affects an LPG tank and must be considered when using
an LPG system. Figure A1 shows the relationship
between pressure and temperature in a LPG tank at a
steady state condition.
SM 810 02(LP-T3)-8-4
LPG Tank Pressure VS Temperature LPG Fuel Tanks

300
The two styles of LPG storage containers available for
250 industrial use and lift truck applications are portable uni-
versal cylinders and permanently mounted tanks. Portable
200
Press ure, psig
universal cylinders are used primarily for off-highway

150 vehicles and are constructed in accordance with the DOT-
TC (United States Department of Transport-Transport
100
Canada). The cylinders are referred to as universal
50 because they can be mounted in either a vertical or hori-
0
zontal position (Figure A2).
-20 0 20 40 60 80 100 120 140
Temperature deg F
Figure A1. LPG Tank Pressure vs Temperature
With 128 psig vapor pressure acting against the liquid

propane, the boiling point has been raised to slightly more
than 80° F (27° C).
Compressed Vapor
128 psig
Liquid Propane
Figure A2. Portable Universal Cylinder
NOTE
A 375-psig relief valve is used on a DOT fork-
NOTE lift tank. The relief valve must be replaced
Vapor pressure inside an LPG tank depends with a new valve after the first 12 years and
on the propane temperature, not the amount every 10 years thereafter.
of liquid inside the tank. A tank that is 3/4
full of liquid propane at 80° F (27° C) will The tank must be discarded if the collar is damaged to the
contain the same vapor pressure as a tank point that it can no longer protect the valves. It must also
that is only 1/4 full of liquid propane. be replaced if the foot ring is bent to the point where the
tank will not stand or is easily knocked over.
LPG’s relative ease of vaporization makes it an excellent
fuel for low-rpm engines on start-and-stop operations. Installing LPG Fuel Tanks
The more readily a fuel vaporizes, the more complete
combustion will be. Because propane has a low boiling When installing a tank on a lift truck, the tank must be
point (-44° F [-42° C]), and is a low carbon fuel, engine within the outline of the vehicle to prevent damage to the
life can be extended due to less cylinder wall wash down valves when maneuvering in tight spaces. Horizontal
and little, if any, carbon build up. tanks must be installed on the saddle that contains an
alignment pin, which matches the hole in the collar of the
tank. When the pin is in the hole, the liquid withdrawal
tube is positioned to the bottom of the tank. A common
problem is that often these guide-pins are broken off,
allowing the tank to be mounted in any position. This cre-
ates two problems: (1) Exposure of the liquid withdrawal
tube to the vapor space may give a false indication that the
SM 810 02(LP-T3)-8-5
tank is empty, when actually it is not. (2). The safety relief LPG Fuel Tank Components
valve may be immersed in liquid fuel. If for any reason
the valve has to vent, venting liquid can cause a serious 1. Fuel Gauge
safety problem. 2. 80% Stop Bleeder
! 3. Pressure Relief Valve

CAUTION
Exchange empty tank with a pre-filled 4. Service Valve (Tank end male coupling)
replacement tank. Wear safety glasses and 5. Filler Valve
gloves when exchanging a tank.
6. Alignment Pin
7. Vapor Withdrawal Tube (used only with vapor with-
drawal)
8. 80% Limiter Tube
9. Liquid Withdrawal Tube
3 7
8 9
2
4
5
6
Figure A3. LPG Fuel Tank Components
Fuel Gauge
! WARNING
In Figure A3 a visual fuel gauge is used to show the fuel It is not a legal practice to fill the tank
level in the tank. A mechanical float mechanism detects through the liquid contents gauge.
the liquid propane level. A magnet on the end of the float
shaft moves a magnetic pointer in the fuel gauge. Some In some applications a fixed tube fuel indicator is used in
units have an electronic sending unit using a variable place of a float mechanism. A fixed tube indicator does
resistor, installed in place of a gauge for remote monitor- not use a gauge and only indicates when the LPG tank is
ing of the fuel level. The gauge may be changed with fuel 80% full. The fixed tube indicator is simply a normally
in the tank. DO NOT REMOVE THE FOUR LARGE closed valve that is opened during refueling by the fueling
FLANGE BOLTS THAT RETAIN THE FLOAT attendant. When opened during refueling and the tanks
ASSEMBLY WHEN FUEL IS IN THE TANK! LPG level is below 80%, a small amount of vapor will
exit the valve. When the LPG tank level reaches 80% liq-
uid propane will begin exiting the valve in the form of a
white mist (Always wear the appropriate protective
apparel when refueling LPG cylinders). In order for this
SM 810 02(LP-T3)-8-6
type of gauge to be accurate, the tank must be positioned open, the vehicle may not get enough fuel to
properly. When full (80% LPG) the valve is closed by operate efficiently. In addition to possibly
turning the knurled knob clockwise. Typically a warning starving the engine for fuel, a partly open
label surrounds the fixed tube gauge which reads STOP valve may restrict the flow enough to prevent
FILLING WHEN LIQUID APPEARS. the excess flow valve from closing in the event
of a ruptured fuel line.
Pressure Relief Valve
Most liquid service valves have an internal hydrostatic
A pressure relief valve is installed for safety purposes on relief valve and are usually labeled “LIQUID WITH
all LPG tanks. Portable fuel tank safety pressure relief INTERNAL RELIEF.” The hydrostatic relief valve pro-
valves are a normally closed spring-loaded valve and are tects the fuel service line between the tank and the lock off
calibrated to open at 375 psig tank pressure. This will from over pressurization. The internal hydrostatic relief
allow propane vapor to escape to the atmosphere. When valve has a minimum opening pressure of 375 psig and a
tank pressure drops below the preset value the valve maximum pressure of 500 psig. These relief valves have
closes. an advantage over external relief valves because the pro-
pane is returned to the tank in the event of an over pressur-
ization instead of venting the propane to the atmosphere.
Service Valve
The service valve is a manually operated valve using a
small hand wheel to open and close the fuel supply to the
service line (fuel supply line). The service valve installs
directly into the tank and has two main categories, liquid
and vapor service valves. Liquid service valves used on
portable LPG tanks use a 3/8” NPT) male pipe thread on
the service valve outlet for attachment of a quick discon-
nect coupler.
An excess flow valve is built into the inlet side of the ser-
vice valve as a safety device in case of an accidental open-
ing of the service line or damage to the service valve
itself. The excess flow valve shuts off the flow of liquid
propane if the flow rate of the liquid propane exceeds the
maximum flow rate specified by the manufacturer.
Outlet
Hydrostatic
Excess
Flow Valve
Figure A4. Service Valve
! CAUTION
The service valve should be completely open
when the tank is in use. If the valve is partly
SM 810 02(LP-T3)-8-7
Quick Disconnect Coupling halves are equipped with 100% shutoffs, which open
when coupled together to allow fuel flow. The coupler has
The liquid withdrawal or service valve on a DOT tank has two seals. One is an o-ring and the other is a flat washer.
male threads and accepts the female portion of a quick The o-ring prevents leakage from the shaft on the other
disconnect coupling (Figure A4). The female portion is coupling and the flat washer seals when the coupler is
adapted to the liquid hose going to the fuel system. Both fully connected.
Figure A4. Quick Disconnect Coupling
shear off above the check valves so that the tank will be
NOTE sealed and no liquid propane can escape.
The flat seal and/or the o-ring will sometimes
pop off when disconnecting and slide up the
shaft of the mating connector, causing the
valve not to open when fully mated. Remove
the extra washer or o-ring from the shaft and Weakness
reconnect the coupling. Ring
Filler Valve
The liquid filler valve (Figure A5) has a male thread to
receive a fuel nozzle and typically has a plastic or brass
screw on cap that is retained with a small chain or plastic
band to keep debris out of the filler valve. The filler valve
is a one-way flow device that uses two check valves to
allow fuel to enter the tank but prevent it from exiting. Figure A5. Liquid Filler Valve
Both check valves are backpressure type check valves,
designed so that backpressure from the tank assists the
check valves own spring pressure to close the valve. The
first valve uses a neoprene on metal seal and the second
valve uses a metal on metal seal.
A weakness ring is machined into the filler valve just
above the check valves and will allow the filler valve to
shear off in case of an accident. The valve will break or
SM 810 02(LP-T3)-8-8
Abbreviations
ACFM Actual cubic feet per minute at the specified suction conditions
AFR Air fuel ratio
BHP Brake horsepower
Bi-Fuel Able to operate on either of two fuels
CTS Coolant temperature sensor
CNG Compressed natural gas
Dual Fuel Able to run simultaneously on two fuels, e.g. diesel and natural gas. Often this term is
incorrectly used to describe bi-fuel operation. Spark-ignited engines are typically bi-fuel
while compression ignition engines are dual-fuel.
ECM Engine control module
FPP Foot pedal position
FPV Fuel primer valve
FTS Fuel temperature sensor
FTV Fuel trim valve
GPM Gallons per minute of flow
HEGO Heated exhaust gas oxygen (sensor)
LAT Limited-angle torque motor
LPG Liquified petroleum gas
MAP Manifold absolute pressure
MAT Manifold air temperature
MIL Malfunction indicator lamp
MOR Manufacturer of record for emissions certification on the engine
OEM Original equipment manufacturer
PHI Relative fuel-air ratio or percent of stoichiometric fuel

(actual fuel-air ratio / stoichiometric fuel-air ratio)
RPM Revolutions per minute
SECM Small engine control module
TMAP Temperature and manifold absolute pressure
TPS Throttle position sensor
VDC Voltage of direct current type
VE Volumetric efficiency
WOT Wide open throttle
SM 810 02(LP-T3)-8-9
GROUP 02 (LP-TIER4)
GROUP 02 (LP-TIER4)
PSI LP SYSTEM
(GM V6 4.3)
General Information.................................................... Section 1
Maintenance ................................................................. Section 2
LPG Fuel System.......................................................... Section 3
Fuel System Diagnosis ................................................ Section 4
Electrical Section.......................................................... Section 5

- Diagnostic Scan Tool
- Engine Wire Harness Repair
- Diagnostic Trouble Codes (DTCs)
Definitions.................................................................... Section 6
SM 810 02-0
Group 02(LP-Tier4), PSI LP SYSTEM
Section 1
General Information
INTRODUCTION ! CAUTION
This service manual has been developed to provide the Do not allow LPG to contact the skin. LPG is
service technician with the basic understanding of the PSI stored in the fuel tank as a liquid. When LPG
certified fuel and emission systems for their GM engine contacts the atmosphere, it immediately
line. This manual should be used in conjunction with the expands into a gas, resulting in a refrigera-
base engine manual and the OEM service manual when tion effect that can cause severe burns to the
diagnosing fuel or electrical problems. skin.
SERVICING YOUR EMISSIONS CERTIFIED

! CAUTION
ENGINE
Do not allow LPG to accumulate in areas
Any maintenance and repair should be performed by below ground level such as in a service pit or
trained and experienced service technicians. Proper tools underground ventilation systems. LPG is
and equipment should be used to prevent injury to the ser- heavier than air and can displace oxygen,
vicing technician and damage to the vehicle or compo- creating a dangerous condition
nents. Service repairs should always be performed in a
safe environment and the technician should always wear
protective clothing to prevent injury. ! CAUTION
Do not make repairs to the LPG fuel system
FUEL QUALITY if you are not familiar with or trained to ser-
vice LPG fuel system. Contact the dealer who
PSI LPG engines and fuel systems are designed to operate sold you the vehicle to locate a repair facility
on HD-5 or HD-10 specification LPG fuel. Fuel other with trained technicians to repair your fuel
than HD-5 or HD-10 may cause harm to the engine’s system
emission control system and a warranty claim may be
denied on this basis if operators can readily find the WARNINGS, CAUTIONS AND NOTES
proper fuel. Gasoline engines should use 87 octane or
higher. E85 fuel is not permitted for use in the gasoline This manual contains several different Warnings, Cau-
engine. Use of any other fuel may result in your engine no tions, and Notes that must be observed to prevent personal
longer operating in compliance with CARB or EPA emis- injury and or damage to the vehicle, the fuel system or
sions requirements. personal property.
A “WARNING“ is an advisement that by performing a
FUEL SYSTEM CAUTIONS process or procedure listed in this manual improperly may
result in serious bodily injury, death and/or serious dam-
! CAUTION
age to the vehicle or property.
Do not smoke, carry lighted tobacco or use a

lighted flame of any type when working on or
near any fuel related component. Highly
flammable air-fuel mixtures may be present
and can be ignited causing personal injury
SM 810 02(LP-T4)-1-1
PROPER USE OF THIS SERVICE MANUAL,

TOOLS AND EQUIPMENT
To reduce the potential for injury to the technician or oth-
ers and to reduce damage to the equipment during service
repairs the technician should observe the following steps:
• The service procedures defined in this manual,
when followed, have been found to be a safe and
efficient process to repair the fuel system. In some
cases special tools may be required to perform the
necessary procedures to safely remove and replace
a failed component.
• The installed PSI fuel system has been certified
with the Environmental Protection Agency (EPA)
and complies with the regulation in effect at the
time of certification. When servicing the fuel and
emission control system you should follow all the
recommended service and repair procedures to
insure the fuel and emissions system is operating
as designed and certified. Purposely or knowingly
defeating or disabling any part or the fuel and
emission system may be in violation of the anti-
tampering provision of the EPA’s Clean Air Act.
• Tools identified in this manual with the prefix “J”
or “BT” can be procured through SPX in Warren,
Michigan.
• Other special tools identified in this manual can be
acquired through the equipment OEM or PSI.
IMPORTANT
It is important to remember that there may
be a combination of Metric and Imperial fas-
teners used in the installation of the PSI fuel
system. Check to insure proper fit when
using a socket or wrench on any fastener to
prevent damage to the component being
removed or injury from “slipping off” the
fastener.
! WARNING
Always leak check any fuel system connec-
tion after servicing! Use an electronic leak
detector and/or a liquid leak detection solu-
tion. Failure to leak check could result in
serious bodily injury, death, or serious prop-
erty damage.
SM 810 02(LP-T4)-1-2
Section 2
Maintenance
MAINTENANCE COOLING SYSTEM

The maintenance of an engine and related components are It is important that the cooling system of the engine be
critical to its operating performance and lifespan. Indus- maintained properly to ensure proper performance and
trial engines operate in environments that often include longevity.
hot and cold temperatures and extreme dust. The recom-
mended maintenance schedule is listed in this section, ! WARNING
however, environmental operating conditions and addi-
tional installed equipment may require more frequent Do not remove the cooling system pressure
inspection and servicing. The owner and/or service agent cap (radiator cap) when the engine is hot.
should review the operating conditions of the equipment Allow the engine to cool and then remove the
to determine the inspection and maintenance intervals. cap slowly to allow pressure to vent. Hot
coolant under pressure may discharge vio-
lently.
! WARNING
When performing maintenance on the Note that there may be an LPG vaporizer connected to the
engine, turn the ignition OFF and disconnect cooling system and the fuel system may be adversely
the battery negative cable to avoid injury or affected by low coolant levels and restricted or plugged
damage to the engine. radiator cores. Therefore, the cooling system must be
maintained according to the recommend maintenance
The engine installed in this equipment uses a drive belt schedule in this section and also include:
that drives the water pump, alternator and additional
• The regular removal of dust, dirt and debris from
pumps or devices. It is important to note that the drive belt
the radiator core and fan shroud.
is an integral part of the cooling and charging system and
should be inspected according to the maintenance sched- • Inspection of coolant hoses and components for
ule in this section. When inspecting the belts check for: leaks, especially at the radiator hose connections.
Tighten hose clamps if necessary.
• Cracks
• Check radiator hoses for swelling, separation,
• Chunking of the belt hardening, cracks or any type of deterioration. If
• Splits any of these conditions exist the hose should be
• Material hanging loose from the belt replaced with a recommended OEM replacement
part.
• Glazing, hardening
• Inspect the radiator cap to ensure proper sealing.
If any of these conditions exist the belt should be replaced
with the recommended OEM replacement belt.
COOLANT
SERPENTINE BELT SYSTEM The engine manufacturer recommends the cooling system
be filled with a 50/50 mixture of antifreeze and water. The
Serpentine belts utilize a spring-loaded tensioner to keep use of DexCool “Long Life” type coolant is required. This
the belt properly adjusted. Serpentine belts should be antifreeze is typically a bright orange in color and should
checked according to the maintenance schedule in this meet the requirements issued by PSI. Coolant should have
section. a minimum boiling point of 300F (149c) and a freezing
point no higher than -34F (-37c).
IMPORTANT Do not add plain water. Replace coolant per the recom-
The use of “belt dressing” or “anti-slipping mended schedule.
agents” on belts is not recommended.
SM 810 02(LP-T4)-2-1
IMPORTANT ENGINE CRANKCASE OIL

The manufacturers of the engine and fuel
system do not recommend the use of “stop
leak” additives to repair leaks in the cooling OIL RECOMMENDATION
system. If leaks are present the radiator
should be removed and repaired or replaced. To achieve proper engine performance and durability, it is
important that you only use engine lubricating oils dis-
playing the American Petroleum Institute (API) “Star-
ENGINE ELECTRICAL SYSTEM MAINT- burst” Certification Mark ‘FOR GASOLINE ENGINES’
on the container.
NANCE
The engine’s electrical system incorporates an electronic
control module (ECM) to control various related compo-
nents. The electrical system connections and ground cir-
cuits require good connections. Follow the recommended
maintenance schedule in this section to maintain optimum Gasoline engines that are converted to run on LPG or NG
performance. When inspecting the electrical system check fuels must use oils labeled for gasoline engines. Oils spe-
the following: cifically formulated for Heavy Duty or Natural Gas
Engines are not acceptable
• Check Positive and Negative cables for corrosion,
rubbing, chafing, burning and to ensure tight con- IMPORTANT
nections at both ends. Oils recommended by the engine manufac-
• Check battery for cracks or damage to the case and turer already contain a balanced additive
replace if necessary. treatment. Oils containing “solid” additives,
• Inspect engine wire harness for rubbing, chafing, non-detergent oils, or low quality oils are not
pinching, burning, and cracks or breaks in the wir- recommended by the engine manufacturer.
ing. Supplemental additives added to the engine
oil are not necessary and may be harmful.
• Verify that engine harness connectors are correctly
The engine and fuel system supplier do not
locked in by pushing in and then pulling the con-
review, approve or recommend such prod-
nector halves outward.
ucts.
• Inspect ignition coil wire for hardening, cracking,
arcing, chafing, burning, separation, split boot cov-
ers. SYNTHETIC OILS
• Check spark plug wires for hardening, cracking,
Synthetic oils have been available for use in industrial
chafing, arcing or burning, separation, and split
engines for a relatively long period of time and may offer
boot covers.
advantages in cold and hot temperatures. However, it is
• Replace spark plugs at the required intervals per not known if synthetic oils provide operational or eco-
the recommended maintenance schedule. nomic bene ts over conventional petroleum-based oils in
• Verify that all electrical components are securely industrial engines. Use of synthetic oils does not permit
mounted to the engine or chassis. the extension of oil change intervals.
• Verify that any additional electrical services
installed by the owner are properly installed in the
system.
CHECKING/FILLING ENGINE OIL LEVEL
• Verify that the MIL, charging, and oil pressure IMPORTANT
lights illuminate momentarily during engine start. Care must be taken when checking engine oil
level. Oil level must be maintained between
the “ADD” mark and the “FULL” mark on
the dipstick. To ensure that you are not get-
ting a false reading, make sure the following
steps are taken before checking the oil level.
SM 810 02(LP-T4)-2-2
1. Stop engine. IMPORTANT

2. Allow approximately several minutes for the oil to Change oil when engine is warm and the old
drain back into the oil pan. oil flows more freely.
3. Remove the dipstick. Wipe with a clean cloth or 2. Stop engine

paper towel and reinstall. Push the dipstick all the
way into the dipstick tube. IMPORTANT
Engine oil will be hot. Use protective gloves
4. Remove the dipstick and note the amount of oil on to prevent burns. Engine oil contains chemi-
the dipstick. The oil level must be between the cals which may be harmful to your health.
“FULL” and “ADD” marks. Avoid skin contact.
3. Remove drain plug and allow the oil to drain.

4. Remove and discard oil lter and its sealing ring.
5. Coat sealing ring on the new lter with clean engine
oil, wipe the sealing surface on the lter mounting sur-
face to remove any dust, dirt or debris. Tighten lter
securely (follow lter manufacturers instructions). Do
not over tighten.
6. Check sealing ring on drain plug for any damage,
replace if necessary, wipe plug with clean rag, wipe
pan sealing surface with clean rag and re-install plug
5. If the oil level is below the “ADD” mark reinstall the into the pan. Tighten to speci cation.
dipstick into the dipstick tube and proceed to Step 6.
7. Fill crankcase with oil.
6. Remove the oil ller cap from the valve cover.
8. Start engine and check for oil leaks.
7. Add the required amount of oil to bring the level up
9. Dispose of oil and lter in a safe manner.
to, but not over, the “FULL” mark on the dipstick
Reinstall the oil ller cap to the valve rocker arm
cover and wipe any excess oil clean.
CHANGING THE ENGINE OIL

IMPORTANT
When changing the oil, always change the oil
lter.
1. Start the engine and run until it reaches normal oper-

ating temperature.
! CAUTION
An overfilled crankcase (oil level being too
high) can cause an oil leak, a fluctuation or
drop in oil pressure. When overfilled, the
engine crankshafts splash and agitate the oil,
causing it to aerate or foam.
SM 810 02(LP-T4)-2-3
FUEL SYSTEM INSPECTION AND • Check for leaks at the inlet and outlet ttings, using
a soapy solution or an electronic leak detector and
MAINTENANCE repair if necessary.
• Check to make sure lter is securely mounted.
GASOLINE AND LPG FUEL SYSTEM • Check lter housing for external damage or distor-
tion. If damaged replace fuel lter.
The fuel system installed on this industrial engine has
been designed to meet the mobile engine emission stan-
dard applicable for the 2010 and later model years. To REPLACING THE FUEL FILTER:
ensure compliance to these standards, follow the recom-
mended maintenance schedule contained in this section. 1. Move the equipment to a well ventilated area and
verify that sparks, ignition and any heat sources are
not present.
INSPECTION AND MAINTENANCE OF THE
FUEL STORAGE CYLINDER
3. If the engine operates on a positive pressure fuel sys-
The fuel storage cylinder should be inspected daily or at tem, run the engine with the fuel supply closed to
the beginning of each operational shift for any leaks, remove fuel from the system.
external damage, adequate fuel supply and to ensure the
IMPORTANT
manual service valve is open. Fuel storage cylinders
should always be securely mounted, inspect the securing A small amount of fuel may still be present in
straps or retaining devices for damage ensure that all lock- the fuel line. Use gloves and proper eye pro-
ing devices are closed and locked. Check to ensure that tection to prevent burns. If liquid fuel contin-
the fuel storage cylinder is positioned with the locating ues to ow from the connections when
pin in the tank collar on all horizontally mounted cylin- removed, make sure the manual valve is fully
ders this will ensure the proper function of the cylinder closed.
relief valve.
4. Slowly loosen the inlet tting and disconnect.
When refueling or exchanging the fuel cylinder, check the
quick ll valve for thread damage. Also verify O-ring is in 5. Slowly loosen the outlet tting and disconnect.
place and inspect for cracks, chunking or separation. If 6. Remove the lter housing form the equipment.
damage to the o-ring is found, replace prior to lling.
Check the service line quick coupler for any thread dam- 7. Check for contamination.
age. 8. Tap the opening of the lter on a clean cloth.
IMPORTANT 9. Check for debris.
When refueling the fuel cylinder, wipe both
10. Check canister for proper mounting direction.
the female and male connection with a clean
rag prior to lling to prevent dust, dirt and 11. Reinstall the lter housing to the equipment.
debris from being introduced to the fuel cyl-
12. Tighten the inlet and outlet ttings to specificaion.
inder.
13. Check for leaks at the inlet and outlet ttings, and the
lter housing end connection using a soapy solution or
INSPECTION AND REPLACEMENT OF THE an electronic leak detector, if leaks are detected make
FUEL FILTER repairs
The fuel system on this emission certi ed engine may uti-

lize an in-line replaceable fuel lter element. This element
should be replaced, at the intervals speci ed in the recom-
mended maintenance schedule. When inspecting the fuel
lter check the following:
SM 810 02(LP-T4)-2-4
DIRECT ELECTRONIC PRESSURE REGULA- IMPORTANT

TOR (DEPR) MAINTENANCE AND INSPEC- Draining the regulator when the engine is
warm will help the oils to ow freely from the
TION regulator.
IMPORTANT
To drain the regulator, follow the steps below:
The Direct Electronic Pressure Regulator
(DEPR) components have been speci cally 1. Move the equipment to a well ventilated area and
designed and calibrated to meet the fuel sys- ensure no external ignition sources are present.
tem requirements of the emission certi ed
engine.
3. With the engine running close the manual valve.
If the DEPR fails to operate or develops a leak, it should
4. When the engine runs out of fuel turn OFF the key
be repaired or replaced with the OEM recommended
when the engine stops and disconnect the negative
replacement parts. When inspecting the system check for
battery cable.
the following items:
IMPORTANT
• Check for any fuel leaks at the inlet and outlet fit-
tings. A small amount of fuel may still be present in
the fuel line, use gloves to prevent burns,
• Check for any fuel leaks in the IEPR body.
wear proper eye protection. If liquid fuels
• Check the inlet and outlet ttings of the coolant sup- continues to flow from the connections when
ply lines for water leaks if applicable. loosened check to make sure the manual
• Check to ensure the IEPR is securely mounted and valve is fully closed.
the mounting bolts are tight.
• Check IEPR for external damage. 5. Loosen the hose clamp at the inlet and outlet hoses
and remove the hoses.
• Check IEPR electrical connection to ensure the
connector is seated and locked. 6. Remove the regualtor mounting bolts.
7. Place a small receptacle in the engine compartment.
CHECKING/DRAINING OIL BUILD-UP IN THE 8. Rotate the regulator to 90° so that the outlet tting is
VAPORIZER REGULATOR pointing down into the receptacle and drain the regu-
lator.
During the course of normal operation for LPG engines
oil or °×heavy ends°± may build inside the secondary 9. Inspect the secondary chamber for any large dried
chamber of the Vaporizer Regulator. These oil and heavy particles and remove.
ends may be a result of poor fuel quality, contamination of 10. Remove the receptacle and reinstall the regulator
the fuel, or regional variation of the fuel make up. A sig- retaining bolts and tighten to speci cations.
nificant build up of oil can affect the performance of the
secondary diaphragm response. The Recommended Main- 11. Reinstall the fuel hoses.
tenance Schedule found in this section recommends that 12. Reconnect any other hoses removed during this pro-
the oil be drained periodically. This is the minimum cedure.
requirement to maintain the emission warranty. More fre-
quent draining of the Vaporizer Regulator is recom- 13. Slowly open the manual service valve.
mended where substandard fuel may be a problem. PSI IMPORTANT
recommends the Vaporizer Regulator be drained at every The fuel cylinder manual valve contains an
engine oil change if contaminated or substandard fuel is “Excess Flow Check Valve” open the manual
suspected or known to be have been used or in use with valve slowly to prevent activating the “Excess
the emission complaint fuel system. This is known as spe- Flow Check Valve.”
cial maintenance, and failure to follow this recommenda-
tion may be used to deny a warranty claim. 14. Check for leaks at the inlet and outlet ttings using a
soapy solution or an electronic leak detector. If leaks
SM 810 02(LP-T4)-2-5
are detected make repairs. Check coolant line con- The ECM then makes corrections to the fuel
nections to ensure no leaks are present. air ratio to ensure the proper fuel charge and
optimum catalytic performance. Therefore, it
15. Start engine recheck for leaks at the regulator.
is important that the exhaust connections
16. Dispose of any drained material in safe and proper remain secured and air tight.
manner.
IMPORTANT
The HEGO sensor is sensitive to silicone
AIR FUEL MIXER/THROTTLE CONTROL based products. Do not use silicone sprays or
DEVICE MAINTENANCE AND INSPECTION hoses which are assembled using silicone
lubricants. Silicone contamination can cause
IMPORTANT severe damage to the HEGO.
The Air Fuel Mixer components have been
speci cally designed and calibrated to meet When inspecting the Exhaust system check the following:
the fuel system requirements of the emission
certi ed engine. The mixer should not be dis- • Exhaust manifold at the cylinder head for leaks and
assembled or rebuilt. If the mixer fails to that all retaining bolts and shields (if used) are in
operate or develops a leak the mixer should place.
be replaced with the OEM recommended • Manifold to exhaust pipe fasteners to ensure they
replacement parts. are tight and that there are no exhaust leaks repair
if necessary.
When inspecting the mixer check for the following items: • HEGO electrical connector to ensure connector is
• Leaks at the inlet tting. seated and locked, check wires to ensure there is
no cracking, splits chafing or “burn through.”
• Fuel inlet hose for cracking, splitting or chaffing,
Repair if necessary.
replace if any of these condition exist.
• Exhaust pipe extension connector for leaks tighten
• Ensure the mixer is securely mounted and is not
if necessary
leaking vacuum at the mounting gasket or surface.
• If the egine is equipped with a catalytic converter
• Inspect air inlet hose connection and clamp. Also
inspect the converter to ensure it is securely
inspect inlet hose for cracking, splitting or chafing.
mounted.
Replace if any of these conditions exist.
• Check for any leaks at the inlet and outlet of the
• Inspect Air cleaner element according to the Rec-
converter.
ommended Maintenance Schedule found in this
section.
• Check Fuel lines for cracking, splitting or chafing.
Replace if any of these conditions exist.
• Check for leaks at the throttle body and intake
manifold.
EXHAUST SYSTEM AND CATALYTIC CON-

VERTER INSPECTION AND MAINTENANCE
IMPORTANT
The exhaust system on this emission certi ed
engine contains a Heated Exhaust Gas Oxy-
gen Sensor (HEGO) which provides feed
back to the ECM on the amount of oxygen
present in the exhaust stream after combus-
tion. The oxygen in the exhaust stream is
measured in voltage and sent to the ECM.
SM 810 02(LP-T4)-2-6
ENGINE MAINTENANCE REQUIREMENTS

Perform the following maintenance on the engine at the hours indicated and at equivalent hour intervals thereafter.
Interval Hours
Daily 200 400 800 1000 1250 1500 1750 2000
General Maintenance Section
Visual check for fluid leaks X
Check engine oil level X
Check coolant level X
Change engine oil and filter Every 150 hours or 120 days of operation
Check LPG system for leaks Prior to any service or maintenance activity
Inspect accessory drive belts for cracks, breaks, splits or glazing X
Inspect electrical system wiring for cuts, abrasions or corrosion X
Inspect all vacuum lines and fittings for cracks, breaks or hardening X
Engine Coolant Section
Clean debris from radiator core Every 100 hours or 60 days of operation
Change coolant X
Inspect coolant hoses for cracks, swelling or deterioration X
Engine Ignition System
Replace spark plugs X
Inspect battery case for damage X
Check spark plug wires for cuts abrasions or hardening X
Replace distributor cap and rotor X
Replace spark plug wires X
Fuel System Maintenance
Inspect air cleaner Every 200 hours, or every 100 hours in dusty environment
Replace filter element Every 400 hours, or every 200 hours in dusty enviroment
Replace fuel filter X
Inspect Shut-off Valve for leaks and closing X
Leak check fuel lines X
Check air induction for leaks X
Check manifold for vacuum leaks X
Drain LPG Vaporizer oil build up Every 150 hours or 120 days of operation
Engine Exhaust System
Inspect exhaust manifold for leaks X
Inspect exhaust piping for leaks X
Check HEGO sensor(s) connector and wires for burns, cuts or damage X
Inspect catalyst for mechanical damage X
The Maintenance schedule erpresents manufacturers recommended maintenance intervals to maintain proper
engine/equipment function. Specifid state and federal regulations may require equipment opeatos to conduct
compreshensive engine/equipment inspections at more periodic intervals than thost specified above.
SM 810 02(LP-T4)-2-7
Section 3
LPG Fuel System
MOBILE ENGINE FUEL SYSTEM SCHEMATIC
SM 810 02(LP-T4)-3-1
DESCRIPTION AND OPERATION OF ELECTRIC FUEL LOCK-OFF VALVE

THE FUEL SYSTEMS The Electric Fuel lock-off valve is an integrated assembly
consisting of a 12 volt solenoid and a normally closed
valve. When energized, the solenoid opens the valve and
NG & LPL FUEL SYSTEM allows the fuel to ow through the device. The valve opens
The primary components of the fuel system are the fuel during cranking and engine run cycles.
supply, direct electronic pressure regulator (DEPR), fuel
mixer, electronic throttle control (ETC) device, 2-Stage
convertor, engine control module (ECM), and a catalytic
converter. The system operates on a slightly positive fuel
pressure. Primary fuel pressure can be measured at the LD
2-Stage convertor. Secondary fuel pressure command and
actual fuel pressure is monitored by the ECM. You can
view these pressures using the diagnostic service tool.
SERVICE LINES ELECTRIC FUEL LOCK-OFF
Fuel ows from the fuel supply to the electric lock off Voltage to the Electric Lock-Off Valve is controlled by
valve. The service lines are not supplied by the engine the engine control module (ECM).
manufacturer. Please contact the equipment manufacturer
regarding fuel service lines DIRECT ELECTRONIC PRESSURE REGULA-
TOR (DEPR)
FUEL FILTER
The ECI engine management system uses the DEPR to
LP, fuel like all other motor fuels is subject to contamina- control fuel delivery for the precise fuel metering neces-
tion from outside sources. Refueling of the equipment sary for optimum combustion, fuel economy and transient
tank and removal of the tank from the equipment can response. The DEPR is available in either a 19 or a 28 mm
inadvertently introduce dirt and other foreign matter into size.
the fuel system. It is therefore necessary to filter the fuel
The DEPR is a single-stage microprocessor based electro-
prior to entering the fuel system components down stream
mechanical fuel pressure regulator that incorporates a
of the tank. An inline fuel lter has been installed in the
high speed/fast acting actuator. It communicates with the
fuel system to remove the dirt and foreign matter from the
Engine Control Module (ECM) over a Controller Area
fuel, which is replaceable as a unit only. Maintenance of
Network (CAN) link, receiving fuel pressure commands
the lter is critical to proper operation of the fuel system
and broadcasting DEPR operating parameters back to the
and should be replaced according to the maintenance
ECM. The DEPR can regulate fuel pressure from -18 to
schedule or more frequently under severe operating condi-
+13 inches of water column above the Mixer air inlet
tions.
pressure, providing sufficient control authority to stall an
engine either rich or lean. When the DEPR receives an
Inline Fuel Filter output pressure command from the ECM, the valve is
internally driven to attain targeted fuel pressure, the
DEPR then closes the loop internally using a built in fuel
pressure sensor to maintain target fuel pressure/fuel flow
rate, until another external command from the ECM is
received (intervals < 10 ms). The DEPR has an integral
fuel temperature sensor that is used by the ECM to correct
for variations in fuel density. This strategy provides an
extremely accurate method for open loop fuel control.
Then with the addition of the pre- and post-cat oxygen
sensors, the pressure command transmitted form the ECM
can be further adjusted using closed loop feedback
SM 810 02(LP-T4)-3-2
The mixer is equipped with a low speed mixture adjust-

ment retained in a tamper proof housing. The mixer has
been preset at the factory and should not require adjust-
ment. In the event that the idle adjustment should need to
be adjusted refer to the Fuel System Repair section of this
manual.
! CAUTION
The air/fuel mixer is an emission control
device. Components inside the mixer are spe-
cifically calibrated to meet the engine’s emis-
sions requirements and should never be
disassembled or rebuilt. If the mixer fails to
function correctly, replace with an OEM
replacement part.
Direct Electronic Pressure Regulator
! CAUTION
The IEPR is an emission control device and
should only be serviced by qualified techni-
cians.
AIR FUEL MIXER

The air valve mixer is a self-contained air-fuel metering
device. The mixer is an air valve design, utilizing a rela- Air Valve Mixer
tively constant pressure drop to draw fuel into the mixer
from cranking speeds to full load. The mixer is mounted
in the air stream ahead of the throttle control device. Light Duty 2-Stage Vaporizer
When the engine begins to crank it draws in air with The tier 3 certified mobile products utilize a 2- stage
the air valve covering the inlet, and negative pressure vaporizer as part of the fuel system. The primary function
begins to build. This negative pressure signal is com- of this part is to convert liquid LP fuel into a propane
vapor. The vapor is then introduced into the DEPR where
municated to the top of the air valve chamber
the pressures are regulated. Converting the fuel from a liq-
through vacuum ports in the air valve assembly. A uid to a vapor is accomplished by passing the propane
pressure/force imbalance begins to build across the through a heat exchanger inside the convertor. Coolant
air valve diaphragm between the air valve vacuum flows through the convertor as part of the heat exchange
chamber and the atmospheric pressure below the dia- process.
phragm. The vacuum being created is referred to as
Air Valve Vacuum (AVV). As the air valve vacuum
reaches the imbalance point, the air valve begins to
lift against the air valve spring. The amount of AVV
generated is a direct result of the throttle position. At
low engine speed the air valve vacuum and the air
valve position is low thus creating a small venturi for
the fuel to ow. As the engine speed increases the
AVV increases and the air valve is lifted higher thus
creating a much larger venturi. This air valve vac-
uum is communicated from the mixer venturi to the
IEPR via the fuel supply hose. LD 2-Stage Vaporizer
SM 810 02(LP-T4)-3-3
ELECTRONIC THROTTLE CONTROL DEVICE .

(ETC)—
Engine speed is controlled by the ECM and the Electronic
Throttle Control device which is an automotive style
throttle. The ECM controls engine speed one of several
ways depending on the equipment manufacturer’s require-
ment. Engine speed can be controlled by discrete speed
governing, whereby the OEM sends an open, high or low Three Way Catalytic Converter
voltage signal to an ECM pin. The ECM then targets the
preprogrammed speed for that pin. The other two modes
are through the use of a foot pedal or a hand throttle con- ENGINE CONTROL MODULE
troller. In both cases the foot pedal or hand throttle con-
To obtain maximum effect from the catalyst and accurate
troller will send a 0-5 volt signal to the ECM. The ECM is
control of the air fuel ratio, the emission certi ed engine is
programmed with an idle and high speed and interprets
equipped with an onboard computer or Engine Control
speed in between the two based on voltage.
Module (ECM). The ECM is a 32 bit controller which
When the engine is running electrical signals are sent receives input data from sensors mounted to the engine
from the foot pedal position sensor to the engine ECM and fuel system and then outputs various signals to control
when the operator depresses or release the foot pedal. The engine operation.
ECM then sends an electrical signal to the motor on the
electronic throttle control to increase or decrease the angle
of the throttle blade thus increasing or decreasing the air/
fuel charge to the engine. The electronic throttle control
device incorporates two internal Throttle Position Sensors
(TPS) which provide output signals to the ECM as to the
location of the throttle shaft and blade. The TPS informa-
tion is used by the ECM to correct for speed and load con-
trol as well as emission.
Engine Control Module (ECM)

Electronic Throttle Control Device One speci c function of the controller is to maintain a
closed loop fuel control which is accomplished by use of
the Heated Exhaust Gas Oxygen sensor (HEGO) mounted
THREE-WAY CATALYTIC CONVERTER in the exhaust system. The HEGO sensor sends a voltage
signal to the controller which then outputs signals to the
The Catalytic Converter is a component of the emissions
EPR to change the amount of fuel being delivered from
system which is designed to meet the emission standards
the regulator or mixer to the engine.
in effect for the Tier 3 mobile certified product.
The controller also performs diagnostic functions on the
The exhaust gases pass through the honeycomb catalyst
fuel system and noti es the operator of engine malfunc-
which is coated with a mixture of precious group metals to
tions by turning on a Malfunction Indicator Light (MIL)
oxidize and reduce CO, HC and NOX emission gases
mounted in the dash. Malfunctions in the system are identi
SM 810 02(LP-T4)-3-4
ed by a Diagnostic Trouble Code (DTC) number. In addi-

tion to notifying the operator of the malfunction in the
system, the controller also stores the information about
the malfunction in its memory. A technician can than uti-
lize a computerized diagnostic scan tool to retrieve the
stored diagnostic code and by using the diagnostic charts
in this manual to determine the cause of the malfunction.
In the event a technician does not have the computerized
diagnostic tool, the MIL light can be used to identify the
diagnostic code to activate the “blink” feature and count
the number of blinks to determine the diagnostic code
number to locate the fault in the system.
The Heat Exhaust Gas Oxygen (HEGO) Sensor
HEATED EXHAUST GAS OXYGEN SENSORS .HEGO1 (upstream or before the catalytic converter)
and HEGO2 (downstream) voltage output.
The Heated Exhaust Gas Oxygen (HEGO) Sensors are
mounted in the exhaust system, one upstream and one ! CAUTION
downstream of the catalytic converter. Models that do not
The Heated Exhaust Gas Oxygen Sensor
use a catalyst assembly will only use one HEGO sensor.
(HEGO) is an emissions control component.
The HEGO sensors are used to measure the amount of In the event of a failure, the HEGO should
oxygen present in the exhaust stream to determine only be replaced with the recommended
whether the air-fuel ratio is to rich or to lean. It then com- OEM replacement part. The HEGO is sensi-
municates this measurement to the ECM. If the HEGO tive to silicone based products and can
sensor signal indicates that the exhaust stream is too rich, become contaminated. Avoid using silicone
the ECM will decrease or lean the fuel mixture during sealers or air or fuel hoses treated with a sili-
engine operation. If the mixture is too lean, the ECM will cone based lubricant.
richen the mixture. If the ECM determines that a rich or
lean condition is present for an extended period of time
which cannot be corrected, the ECM will set a diagnostic TMAP SENSOR
code and turn on the MIL light in the dash.
The Temperature Manifold Absolute Pressure or TMAP
By monitoring output from the sensor upstream and the
sensor is a variable resistor used to monitor the difference
sensor downstream of the catalytic converter, the ECM
in pressure between the intake manifold and outside or
can determine the performance of the catalyst.
atmospheric pressure and the temperature. The ECM
monitors the resistance of the sensor to determine engine
load (the vacuum drops when the engine is under load or
at wide open throttle). When the engine is under load, the
computer may alter the fuel mixture to improve perfor-
mance and emissions. The temperature is also monitored
by the ECM, primarily to richen the fuel/air mixture dur-
ing a cold start.
COOLANT TEMPERATURE SENSOR

The Engine Coolant Temperature sensor or ECT is a vari-
able resistance thermistor that changes resistance as the
engine's coolant temperature changes. The sensor's output
is monitored by the ECM to determine a cold start condi-
tion and to regulate various fuel and emission control
functions via a closed loop emission system.
SM 810 02(LP-T4)-3-5
OIL PRESSURE SENDER

The Engine Oil Pressure sensEr is designed to ensure ade-
quate lubrication throughout the engine. It provides a
pressure value for the oil pressure gauge and is monitored
by the ECM. If the pressure drops, an MIL will occur.
Closed-Loop Fuel Control
SM 810 02(LP-T4)-3-6
Section 4
Fuel System Diagnosis
FUEL SYSTEM DIAGNOSIS
Direct Electronic Pressure Regulator Assembly
FUEL SYSTEM DESCRIPTION DIAGNOSTIC AIDS

The Engine Control Module (ECM) receives information This procedure is intended to diagnose equipment operat-
from various engine sensors in order to control the opera- ing on LPG. If the equipment will not continue to run,
tion of the Direct Electronic Pressure Regulator (DEPR) refer to Hard Start for preliminary checks.
and lock-off Valve. The lock-off Valve solenoid prevents
• Inspect the fuel supply lines to verify they are
fuel ow unless the engine is cranking or running.
properly connected and do not have any kinks or
At Key ON, the DEPR valve receives a two (2) second damage
prime pulse from the ECM, allowing time for the fuel to • Verify the fuel lock off valve is operating properly.
ow through the fuel lter and fuel lines to the DEPR. Refer to the OEM for information on the fuel shut
Fuel travels from the lock-off to the light duty 2- stage off valve.
regulator into the DEPR.
Engine cranking generates vacuum which provided lift for TOOLS REQUIRED:
the mixer air valve and is commonly referred to as air
valve vacuum. Once in the mixer, the fuel is combined DST
with air and is drawn into the engine for combustion.
• Diagnostic Scan Tool (DST)
PRESSURE GAUGES
• ITK-2 Test Kit
SM 810 02(LP-T4)-4-1
TEST DESCRIPTION HOW THE CORRECTION FACTORS WORK

The basis of the fuel system test is to determine if the fuel The correction factors are displayed in the DST as a posi-
is operating within proper fuel control parameters. This tive or negative percent. The numbers will range between
fuel control system operates on the basis of short term and -35% and +35%. A negative fuel correction number indi-
long term fuel correction to compensate for the normal cates the removal of fuel.
operation and aging of the engine. Abnormal operation of
An outside condition causing the system to be rich, such
the engine, due to a component issue or lack of mainte-
as a restricted air cleaner, can cause a negative short term
nance will cause fuel system control parameters to operate
and long term fuel correction. An outside condition caus-
outside of the normal range.
ing the system to be lean, such as a vacuum leak, can
The fuel system correction factors are viewable using the cause a positive fuel correction.
laptop based Diagnostic Service Tool (DST).
The short term correction factor is a percentage based fuel DETERMINING TOTAL FUEL CORRECTION
correction that will immediately be applied once the
engine reaches the closed loop fuel control mode. The The total fuel correction is the sum of the short term cor-
short term correction factor is known as “Closed Loop 1” rection (Closed Loop 1) and the long term correction
on the DST. (Adaptive 1).
The long term correction factor writes the short term cor- For instance, a Closed Loop 1 reading of -1.5% and an
rection into long term memory so it is available immedi- Adaptive 1 reading of -3.5% would mean a total fuel cor-
ately on the next start/run cycle. The long term correction rection of -5% was taking place at that time. The system is
factor is known as “Adaptive 1” on the DST. removing 5% fuel at that time.
Closed Loop 1 and Adaptive 1 can be viewed on the A Closed Loop 1 reading of 1.5% and an Adaptive 1 read-
Closed Loop Control panel on the Faults Page of the DST. ing of 3.5% (note both are positive numbers) would mean
that a total fuel correction of 5% was taking place at that
time. The system is adding 5% fuel.
Closed Loop 1 & Adaptive 1

Any parameter found to be out of conformance will
require additional diagnosis.
SM 810 02(LP-T4)-4-2
NORMAL & ABNORMAL FUEL CORRECTION control. The system will set Diagnostic Trouble Codes
(DTC’s) for correction factors in the +/- 30%-35% range.
Generally, the system is operating within specification If total fuel correction is found to be operating outside of
when total fuel correction falls between -15% and +15%. the normal range additional diagnostic procedure will be
Operation outside of this range will require further diag- required to determine the cause. Follow the appropriate
nosis to determine the system level issue affecting fuel Symptom Routine or DTC Chart for additional help.
SM 810 02(LP-T4)-4-3
FUEL SYSTEM SYMPTOM DIAGNOSTICS

Checks Action
Before using this section, you should have performed On Board Diagnostic (OBD) Check and
determined that:
1. The ECM and MIL are operating correctly.
Before Using This
2. There are no Diagnostic Trouble Codes (DTCs) stored, or a DTC exists but without a MIL.
Section
Several of the following symptom procedures call for a careful visual and physical check.
These checks are very important as they can lead to prompt diagnosis and correction of a prob-
lem.
1. Verify the customer complaint.
2. Locate the correct symptom table.
3. Check the items indicated under that symptom.
4. Operate the equipment under the conditions the symptom occurs. Verify HEGO switching
Fuel System Check
between lean and rich. IMPORTANT! Normal HEGO switching indicates the fuel sys-
tem is in closed loop and operating correctly at that time.
5. Take a data snapshot using the DST under the condition that the symptom occurs to review
at a later time.
• Check all ECM system fuses and circuit breakers.
• Check the ECM ground for being clean, tight and in its proper location.
• Check the vacuum hoses for splits, kinks and proper connections.
• Check thoroughly for any type of leak or restriction.
• Check for air leaks at all the mounting areas of the intake manifold sealing surfaces.
• Check for proper installation of the mixer assembly.
• Check for air leaks at the mixer assembly.
Visual and Physical Check the ignition wires for the following conditions:
Checks • Cracking
• Hardening
• Proper routing
• Carbon tracking.
• Check the wiring for the following items: proper connections, pinches or cuts.
• The following symptom tables contain groups of possible causes for each symptom. The
order of these procedures is not important. If the DST readings do not indicate a problem,
then proceed in a logical order, easiest to check or most likely to cause the problem.
SM 810 02(LP-T4)-4-4
INTERMITTENT
Checks Action
DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC).
Do not use the DTC tables. If a fault is an intermittent, the use of the DTC tables with this con-
Preliminary Checks
dition may result in the replacement of good parts.
Faulty electrical connections or wiring can cause most intermittent problems. Check the sus-
pected circuit for the following conditions:
• Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully seated in the
connector (backed out). Terminals not properly formed or damaged.
• Wire terminals poorly connected.
Faulty Electrical Con- • Terminal tension is insufficient.
nections or Wiring • Carefully remove all the connector terminals in the problem circuit in order to ensure the
proper contact tension.
• If necessary, replace all the connector terminals in the problem circuit in order to ensure the
proper contact tension (except those noted as “Not Serviceable”). See section Wiring Sche-
matics.
• Checking for poor terminal to wire connections requires removing the terminal from the
connector body.
If a visual and physical check does not locate the cause of the problem, operate the vehicle
Operational Test with the DST connected. When the problem occurs, an abnormal voltage or scan reading indi-
cates a problem circuit.
The following components can cause intermittent MIL and no DTC(s):
• A defective relay.
• Switch that can cause electrical system interference. Normally, the problem will occur
Intermittent MIL Illu- when the faulty component is operating.
mination • The improper installation of add on electrical devices, such as lights, 2-way radios, electric
motors, etc.
• The ignition secondary voltage shorted to a ground.
• The MIL circuit or the Diagnostic Test Terminal intermittently shorted to ground.
• The MIL wire grounds.
To check for the loss of the DTC Memory:
1. Disconnect the TMAP sensor.
Loss of DTC Memory 2. Idle the engine until the MIL illuminates.
3. The ECM should store a TMAP DTC which should remain in the memory when the ignition
is turned OFF. If the TMAP DTC does not store and remain, the ECM is faulty.
SM 810 02(LP-T4)-4-5
NO START
Checks Action
DEFINITION: The engine cranks OK but does not start.

Preliminary Checks None
Use the DST to :
• Check for proper communication with both the ECM
ECM Checks • Check all system fuses engine fuse holder. Refer to Engine Controls Schematics.
• Check battery power, ignition power and ground circuits to the ECM. Refer to Engine Con-
trol Schematics. Verify voltage and/or continuity for each.
• Check the TMAP sensor.
Sensor Checks
• Check the cam angle sensor for output (RPM).
Important: A closed LPG manual fuel shut off valve will create a no start condition.
• Check for air intake system leakage between the mixer and the throttle body. Verify proper
operation of the low pressure lock-off solenoids.
Fuel System Checks • Verify proper operation of the fuel control solenoids.
• Check the fuel system pressures.
• Refer to the LPG Fuel System Diagnosis.
• Check for proper mixer air valve operation.
Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the
equivalent gasoline operating conditions.
1. Check for the proper ignition voltage output with J 26792 or the equivalent.
2. Verify that the spark plugs are correct for use with LPG.
Check the spark plugs for the following conditions:
Ignition System • Wet plugs.
Checks • Cracks.
• Wear.
• Improper gap.
• Burned electrodes.
• Heavy deposits.
• Check for bare or shorted ignition wires.
• Check for loose ignition coil connections at the coil.
SM 810 02(LP-T4)-4-6
NO START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gaso-
line fuel system.
Check for the following:
• Vacuum leaks.
Engine Mechanical • Improper valve timing.
Checks • Low compression.
• Improper valve clearance.
• Worn rocker arms.
• Broken or weak valve springs.
Worn camshaft lobes.
Check the exhaust system for a possible restriction:
Exhaust System • Inspect the exhaust system for damaged or collapsed pipes:
Checks • Inspect the muffler for signs of heat distress or for possible internal failure.
• Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diag-
nosis.
SM 810 02(LP-T4)-4-7
HARD START
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start
but immediately dies.
Preliminary Checks Make sure the vehicle’s operator is using the correct starting procedure.
• Check the Engine Coolant Temperature sensor with the DST. Compare the engine coolant
temperature with the ambient air temperature on a cold engine. If the coolant temperature
Sensor Checks reading is more than 10 degrees greater or less than the ambient air temperature on a cold
engine, check for high resistance in the coolant sensor circuit. Check the cam angle sensor.
• Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor connections.
Important: A closed LPG manual fuel shut off valve will create an extended crank OR no
start condition.
• Verify the excess ow valve is not tripped or that the manual shut-off valve is not closed.
Fuel System Checks Check mixer assembly for proper installation and leakage.
• Verify proper operation of the low pressure lock-off solenoid.
• Verify proper operation of the EPR.
• Check for air intake system leakage between the mixer and the throttle body. Check the
fuel system pressures. Refer to the Fuel System Diagnosis.
equivalent gasoline operating conditions.
• Check for the proper ignition voltage output with J 26792 or the equivalent.
• Verify that the spark plugs are the correct type and properly gapped.
Check the spark plugs for the following conditions:

• Wet plugs.
• Cracks.
Ignition System • Wear.
Checks • Burned electrodes.
• Heavy deposits
• Check for bare or shorted ignition wires.
• Check for moisture in the distributor cap.
• Check for loose ignition coil connections.
Important:
1. If the engine starts but then immediately stalls, check the cam angle sensor.
2. Check for improper gap, debris or faulty connections.
SM 810 02(LP-T4)-4-8
HARD START
Checks Action
line fuel supply system.
Check for the following:
• Vacuum leaks
• Improper valve timing
Engine Mechanical
• Low compression
Checks
• Improper valve clearance.
• Worn rocker arms
• Broken or weak valve springs
• Worn camshaft lobes.
Check the intake and exhaust manifolds for casting flash.
Exhaust System • Inspect the exhaust system for damaged or collapsed pipes.
Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diagnosis.
SM 810 02(LP-T4)-4-9
CUTS OUT, MISSES

Checks Action
DEFINITION: A surging or jerking that follows engine speed, usually more pronounced as the engine load increases,
but normally felt below 1500 RPM. The exhaust has a steady spitting sound at idle, low speed, or hard acceleration for
the fuel starvation that can cause the engine to cut-out.
2. Check for proper ignition output voltage with spark tester J 26792.
3. Check for a cylinder mis re.
4. Verify that the spark plugs are the correct type and properly gapped.
Remove the spark plugs and check for the following conditions:
• Insulation cracks.
Checks • Improper gap.
• Heavy deposits.
Visually/Physically inspect the secondary ignition for the following:
• Ignition wires for arcing and proper routing.
• Cross- ring.
• Ignition coils for cracks or carbon tracking
Perform a cylinder compression check. Check the engine for the following:
• Improper valve timing.
Engine Mechanical • Improper valve clearance.
Checks • Worn rocker arms.
• Check the intake and exhaust manifold passages for casting ash.
Check the fuel system:
Fuel System Checks • Plugged fuel lter.

• Low fuel pressure, etc. Refer to LPG Fuel System Diagnosis.
• Check the condition of the wiring to the low pressure lock-off solenoid.
Check for Electromagnetic Interference (EMI), which may cause a misfire condition. Using
the DST, monitor the engine RPM and note sudden increases in rpms displayed on the scan
Additional Check
tool but with little change in the actual engine rpm. If this condition exists, EMI may be
present. Check the routing of the secondary wires and the ground circuit.
SM 810 02(LP-T4)-4-10
HESITATION, SAG, STUMBLE

Checks Action
DEFINITION: The engine has a momentary lack of response when putting it under load. The condition can occur at
any engine speed. The condition may cause the engine to stall if it’s severe enough.
• Check the fuel pressure. Refer to LPG Fuel System Diagnosis.
• Check for low fuel pressure during a moderate or full throttle acceleration. If the fuel pres-
sure drops below speci cation, there is possibly a faulty low pressure regulator or a restric-
tion in the fuel system.
Fuel System Checks
• Check the TMAP sensor response and accuracy.
• Check Shut-Off electrical connection.
• Check the mixer air valve for sticking or binding.
• Check the mixer assembly for proper installation and leakage. Check the EPR.
equivalent gasoline operating conditions. If a problem is reported on LPG and not gasoline, do
not discount the possibility of a LPG only ignition system failure and test the system accord-
Ignition System ingly.
Checks • Check for the proper ignition voltage output with J 26792 or the equivalent. Verify that the
spark plugs are the correct type and properly gapped.
• Check for faulty spark plug wires.
• Check for fouled spark plugs.
• Check for manifold vacuum or air induction system leaks.
Additional Check
• Check the alternator output voltage.
SM 810 02(LP-T4)-4-11
BACKFIRE
Checks Action
DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping noise.
Important! LPG, being a gaseous fuel, requires higher secondary ignition system volt-
ages for the equivalent gasoline operating conditions. The ignition system must be main-
tained in peak condition to prevent backfire.
• Check for the proper ignition coil output voltage using the spark tester J26792 or the equiv-
alent.
• Check the spark plug wires by connecting an ohmmeter to the ends of each wire in ques-
tion. If the meter reads over 30,000 ohms, replace the wires.
Ignition System • Check the connection at ignition coil.
Checks • Check for deteriorated spark plug wire insulation.
Remove the plugs and inspect them for the following conditions:
• Wet plugs.
• Cracks.
• Wear.
• Improper gap.
• Heavy deposits.
Important! The LPG Fuel system is more sensitive to intake manifold leakage than a gas-
oline fuel supply system.
Check the engine for the following:

Engine Mechanical • Engine compression.
Checks • Manifold vacuum leaks.
• Intake manifold gaskets.
• Sticking or leaking valves.
• Exhaust system leakage.
• Check the intake and exhaust system for casting ash or other restrictions.
Fuel System Checks Perform a fuel system diagnosis. Refer to LPG Fuel System Diagnosis.
SM 810 02(LP-T4)-4-12
LACK OF POWER, SLUGGISHNESS, OR SPONGINESS

Checks Action
DEFINITION: The engine delivers less than expected power.

• Refer to the LPG Fuel system OBD System Check.
• Compare the customer’s vehicle with a similar unit to verify customer has an actual prob-
lem. Do not compare the power output of the vehicle operating on LPG to a vehicle operat-
Preliminary Checks ing on gasoline as the fuels do have different drive feel characteristics.
• Remove the air lter and check for dirt or restriction.
• Check the vehicle transmission.
• Refer to the OEM transmission diagnostics.
• Check for a restricted fuel lter, contaminated fuel, or improper fuel pressure. Refer to LPG
Fuel System Diagnosis.
• Check for the proper ignition output voltage with the spark tester J 26792 or the equivalent.
• Check for proper installation of the mixer assembly. Check all air inlet ducts for condition
Fuel System Checks
and proper installation.
• Check for fuel leaks between the EPR and the mixer.
• Verify that the LPG tank manual shut-off valve is fully open.
• Verify that liquid fuel (not vapor) is being delivered to the EPR.
• Check the Heated Exhaust Gas Oxygen Sensors (HEGO) for contamination and perfor-
Sensor Checks mance. Check for proper operation of the TMAP sensor.
• Check for proper operation of the TPS and FPP sensors.
Exhaust System • Inspect the exhaust system for damaged or collapsed pipes.
• Check for possible plugged catalytic converter.
Check the engine for the following:
• Engine compression.
Engine Mechanical
• Valve timing.
Check
• Improper or worn camshaft.
• Refer to Engine Mechanical in the Service Manual.
• Check the ECM grounds for being clean, tight, and in their proper locations.
• Check the alternator output voltage.
If all procedures have been completed and no malfunction has been found, review and inspect
Additional Check the following items:
• Visually and physically, inspect all electrical connections within the suspected circuit and/
or systems.
• Check the DST data.
SM 810 02(LP-T4)-4-13
LACK OF POWER, SLUGGISHNESS, OR SPONGINESS

Checks Action
DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake.
Preliminary Checks None.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) performance:
• Check for silicone contamination from fuel or improperly used sealant. If contaminated,
the sensor may have a white powdery coating result in a high but false signal voltage (rich
Sensor Checks exhaust indication). The ECM will reduce the amount of fuel delivered to the engine caus-
ing a severe driveability problem.
Check the Temperature Manifold Absolute Pressure (TMAP) sensor response and accuracy.
• Check for rich or lean symptom that causes the condition.
• Drive the vehicle at the speed of the complaint.
• Monitoring the oxygen sensors will help identify the problem.
• Check for a sticking mixer air valve.
Fuel System Checks
• Verify proper operation of the EPR.
• Perform a cylinder compression test. Refer to Engine Mechanical in the Service Manual.
• Check the EPR fuel pressure. Refer to the LPG Fuel System Diagnosis.
• Check mixer assembly for proper installation and connection.
• Check for the proper ignition output voltage using the spark tester J26792 or the equivalent.
• Verify that the spark plugs are the correct type and properly gapped.
Remove the plugs and inspect them for the following conditions:
• Wet plugs.
• Cracks.
Checks • Improper gap.
• Blistered insulators.
• Heavy deposits.
Check the spark plug wires by connecting an ohmmeter to the ends of each wire in question. If
the meter reads over 30,000 ohms, replace the wires.
line fuel supply system.
• Check for vacuum leaks. Vacuum leaks can cause a higher than normal idle and low throt-
Additional Checks tle angle control command.
• Check the ECM grounds for being clean, tight, and in their proper locations. Check the bat-
tery cables and ground straps. They should be clean and secure. Erratic voltage may cause
all sensor readings to be skewed resulting in poor idle quality.
Check the engine for:
• Broken motor mounts.
Engine Mechanical • Low compression.
Check • Improper valve clearance.
• Worn rocker arms.
SM 810 02(LP-T4)-4-14
Section 5
Electrical Section
SM 810 02(LP-T4)-5-1
4.3L Duel Fuel 4.3L LPG
SM 810 02(LP-T4)-5-2
Diagnostic Scan Tool (DST)
CONTENTS
• Installation of the DST package to a personal computer (PC).
• Software login and password functionality. DST service pages.
• Updating the ECM calibration using a MOT file.
• DTC pages.
Examples and snapshots used in this manual are based off of the initial DST tool release as of July, 2007. This tool is fre-
quently updated and the illustrations may vary depending on the changes included in any updated DST display Interface.
For example, the Electronic Pressure Regulator (EPR) may be referred to as the “megajector.” Terms, names and descrip-
tions of parts and servicing procedures will be updated based on trade, brand, or common description to more accurately
describe the part or service procedure.
DST INSTALLATION INSTRUCTIONS

Before installing the DST software, please be sure your computer meets the minimum system requirements.
Supported operating systems are:
• Windows Vista
• Windows XP
• Windows 2000
Minimum processor speed:

• Pentium II 450 MHz
• Pentium III 1.0 GHz for Windows Vista
Minimum RAM requirement:

• Windows Vista 512 MB
• Windows XP 256 MB
• Windows 2000 128 MB
* At least one available RS232 serial or USB port.

* ECOM cable supports USB port only.
SM 810 02(LP-T4)-5-3
• Insert the CD into your computer and select LATEST_GCP_DISPLAY
• Open the ECOM_Driver Folder
SM 810 02(LP-T4)-5-4
• Double Click the setup.exe file - - - > This will launch the installation wizard
• Select “NEXT” until you finish the installation as shown below
• Return to the LATEST_GCP_DISPLAY folder
SM 810 02(LP-T4)-5-5
• Select the PC Display folder
• Select the GCP Display icon
• Select the GCP Display icon - - - > This will launch the installation wizard
• Select NEXT until it says you are finish
• Restart your PC
• Go to the START button on the lower left

corner and find the GCP Display Program
SM 810 02(LP-T4)-5-6
PASSWORD LOGIN
Figure 1 shows the password dialog box, which is displayed when a software session begins. Login can be accomplished
in two ways.
1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original equipment manufacture
(OEM).
2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A Single Serial Number
password is unique to a specific ECM serial number and permits authorized service personnel to make changes or
view information for a specific ECM.
3. In most instances the top “all” serial number boxes should be used for password entry. In this case, do not check the
single serial number box. Each password is a 16-character alphanumeric string specific to each Spectrum customer
and determines which pages and variables are visible through the software. Passwords are assigned by the OEM sup-
port group and may change periodically. Check the “save password” box to automatically retain the password for
future use.
Note: The password is printed on the CD disk. If it does not have a password or you have questions please contact the
OEM.
Figure 1: Populated Password Dialog Box
PASSWORD DIALOG BOX FUNCTIONS

• Clear Password Button Erases the current password from the password field.
• Paste Password Button Allows the user to copy a 16-character string from any word processor and paste the
string in the password field.
• Single Serial Number Access Checkbox Tells the software that the password is applicable for single serial num-
ber access.
• Serial Number Field Only applicable when Single Serial Number Access Checkbox is checked. The entry field
must be populated for the 6-digit serial number for which the Single Serial Number Access password applies
(NOTE: Leading zeros included in the serial number are not required).
• Save Password and S/N Checkbox Retains the password, and serial number (if applicable) for the next software
session.
SM 810 02(LP-T4)-5-7
Should an invalid password be entered, the error prompt shown in figure (2) will be displayed and the software
will not load. This prompt signifies the following:
• The All S/N password is invalid.
• The Single S/N password is incorrect for the Single Serial Number entered.
• An All S/N password is entered for Single Serial Number use.
• The Single Serial Number password is valid; however, the Single Serial Number Access Checkbox is not checked.
Figure 2: Password Error Prompt
If the Single S/N password entered is correct for the software but does not match the entered S/N of the targeted ECM, the
prompt in Figure 3 will be displayed.
Figure 3: Incorrect Serial Number Message
SM 810 02(LP-T4)-5-8
Figure 4 shows the communication status if a valid software password is entered when attempting to connect to an ECM
with a different key. In this instance the software will load but will not connect to the target (ECM).
Figure 4: Not Authorized to Connect Message

In the event you receive this error message call your OEM support group for more information.
CONNECTING THE PC TO THE ENGINE WIRE HARNESS
Connecting the DST cable

A laptop computer, with the diagnostic cable and software is the required tool for performing proper diagnostic testing of
the fuel system. It is also used to monitor sensor and actuator values and to read and clear Diagnostic Trouble codes. The
DST software also performs several special tests.
• Connect the system diagnostic cable to the USB port on the back of the computer.
• Connect the diagnostic cable to the DLC (diagnostic link connector) labeled in the electrical schematic. The DLC
is located on the engine harness. The new 8 pin DLC requires the use of the 4 to 8 pin adapter.
• Turn the computer ON.
• Start Windows.
• From the start menu select Programs → PSI GCP Display → PSI GCP Display
• Place the ignition key in the ON position.
Within several seconds the system Gauge screen should now appear and a green banner in the upper left hand will read
“Connected.”
SM 810 02(LP-T4)-5-9
• Connecting to the PC using the ECOM cable
• To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.
SM 810 02(LP-T4)-5-10
• You will now need to configure the ECOM communication protocol.
• Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You are now ready to con-
nect using the ECOM USB DLC cable.
SM 810 02(LP-T4)-5-11
DST SERVICE PAGES
Gauge Page
Provides system data in large easy to read displays. Displays ECM configuration information for the ECM software, hard-
ware, serial numbers and calibration dates.
SM 810 02(LP-T4)-5-12
Raw Volts Page
The raw volts page displays the sensor inputs and outputs in a raw voltage format. This page is most commonly used to
check values in the diagnostic trouble shooting charts.
Service 1
SM 810 02(LP-T4)-5-13
The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a display for rpm, coolant tem-
perature and spark advance. It also provides a large display to monitor the closed loop mixture control.
Tests Page
Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools such as spark and injec-
tor kill controls. Please note that not all features are available for all applications. The disabled item menus are grayed out
or rendered inoperative.
SPARK KILL
The spark kill mode allows the technician to disable the ignition on individual cylinders. If the Spark Kill diagnostic
mode is selected with the engine running below 1000 rpm, the minimum throttle command will lock into the position it
was in when the test mode was entered. If the Spark System Test mode is selected with the engine running above 1000
rpm, the throttle will continue to operate normally. Disabling Ignition Outputs to disable the ignition system for an indi-
vidual cylinder, use the mouse to highlight the “Spark Kill” button and select the desired coil. The spark output can be re-
enabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If the engine is running below
1000 rpm, the spark output will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the
spark output will stay disabled for 5 seconds and then re-set. This test mode has a timeout of 10 minutes. Record the rpm
drop related to each spark output disabled. The spark outputs are arranged in the order which the engine fires, not by cyl-
inder number.
INJECTOR KILL
The Injector Kill mode is used to disable individual fuel injectors. If the Injector Kill mode is selected with the engine
running below 1000 rpm, the minimum throttle command will lock into the position it was in when the test mode was
entered. If the Injector Kill mode is selected with the engine running above 1000 rpm, the throttle will continue to operate
normally. To disable an injector, use the mouse to select the desired injector. The word “Normal” will change to the Injec-
tor you have selected. The injector driver can be re-enabled by selecting again. If the engine is running below 1000 rpm,
the injector driver will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the injector
driver will stay disabled for 5 seconds and then re-set. Record the change in rpm while each driver is disabled.
SM 810 02(LP-T4)-5-14
DBW TEST MODE

The DBW (Drive by Wire) test mode allows the technician to control the throttle directly with the foot pedal or throttle
input and is used during the diagnostic routines specified for FPP and TPS for Spectrum systems that use DBW control.
FPP position displays the current position of the foot pedal as a percentage. FPP volts display the voltage which the ECM
is reading from the FPP sensor. TPS Command displays the commanded throttle position expressed as a percentage,
which is being sent to the throttle. TPS Position is the actual percent of throttle opening being sent to the ECM from the
throttle. TPS volts display the actual TPS signal voltage the ECM is receiving from the throttle. To select this test mode
the engine must be off and the key must be in the ON position.
EXTERNAL POWER TEST

The external power test manually activates relays (relay power, fuel pump, and drive-by wire power) controlled by the
ECM while the engine is in the “Stopped” or “Running” states. Reverts to normal operation if “Automatic” state is
selected or ignition voltage is cycled from high to low.
Faults Page
Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active Faults). Includes use-
ful system voltages and sensor readings used while working with the fuel and emission trouble shooting charts. Shows
power derate mode status. To erase a historic DTC code, double click on the code with the left mouse button. Then
choose to “Clear All Faults.”
SM 810 02(LP-T4)-5-15
PLOT/LOG MENU FUNCTIONS

The Plot/Log menu allows the user to graphically plot or numerically log variables that have been tagged for plotting/log-
ging. To plot or log variables, a tag must be assigned to each variable of interest. A variable is tagged for plotting/logging
through a single right-mouse click in the variable’s vicinity. Once a variable has been tagged for plotting/logging, it is
highlighted in green.
Figure 5 shows an example of variables that have been tagged. A maximum of twenty (20) variables may be tagged for
logging and a maximum of ten (10) variables may be tagged for plotting. The maximum achievable sample frequency/
minimum period is dependent on the number of variables tagged.
Figure 5: Tagged Variables for Plot/Log

Once the variables have been tagged as highlighted by the green color fill, select the “Plot/Log” function in the top menu
bar as shown below in figure 6.
Figure 6
SM 810 02(LP-T4)-5-16
• Select “Plot Tags” to open the snapshot window
Other functions available from the Plot/Log menu include:

• Clear Tags: Releases all plot/log variables.
• Plot Tags (Ctrl + P, or P): Graphically plot all tagged variables.
• Load Plot Setup: Loads and tags variables for plotting/logging that have been stored in a plot file (.plt).
• Log Tags (Ctrl + L): Numerically log all variables that have been tagged for plotting/logging.
Once the Plot Tags menu item has been selected, tagged variables are graphically plotted in a strip chart interface. An
example of a plot is shown in Figure 7. Capabilities of the plotter are outlined in Table 1.
Start/Stop Button Start or stop plotting of selected variables
Save Button Save plotted data displayed in the plot to a comma-separated value file (CSV) on the PC
hard drive. Format must not be altered if the Load function is to be used.
Snapshot Button Convert the plot into a snapshot that may be panned, zoomed, scrolled, and saved
Close Button Close the DST Plot interface
Load Setup Button Load tags from a previously saved plot (.plt) file to allow for similar plots and logs to be
generated
Load Plot Button Load a previously saved plot from the PC into the DST Plot interface
Variable Selector Menu Selects the active variable for axis scaling
Single Shot Acquisition When checked, this does not allow the plot to scroll past the ‘Time Interval’ thereby pre-
Checkbox* serving plotted data for post-processing.
Exclusive Serial Use When checked, this allows exclusive serial communication for the plot variables. Other
Checkbox* variables on the active page are not updated.
Min Y Value Field* Specify the minimum Y-axis scaling for the active variable
Max Y Value Field* Specify the maximum Y-axis scaling for the active variable
Sample Interval (ms) Define the sample period for recording and display Frequency (Hz.) = 1000/Sample
Field* Interval (ms)
Time Interval (s) Field* Defines the total sample acquisition time for the plot.
*Accessible only when plotter is not running.
SM 810 02(LP-T4)-5-17
Figure 7: DST Plot
• Click on the “Start” button to start the DST plot function.

• Click on the variable selector button to view selected sensors
Figure 8: DST Plot Snapshot

• Click on the “Save” button to save the snapshot as a file. To replay the saved file, open the edis_saplot program
from the windows start menu.
SM 810 02(LP-T4)-5-18
• Start Menu → Programs → PSI GCP Display → edis_saplot
DST PLOT INTERFACE FUNCTIONS

A graphic tool incorporated in the plotter is the snapshot function. This function allows data collected in a plot to be trans-
ferred into a second window for quick graphical post-processing. The snapshot allows the user to zoom in/out, pan left/
right, and move cursors along the signal traces to measure the variable values in virtual real-time. An example of a snap-
shot is shown in Figure 8. Any CSV file in plot format (.plt) may be loaded into the snapshot. Table 2 outlines the avail-
able hot key functions of the snapshot screen.
SNAPSHOT HOT KEY FUNCTIONS

Command Function
<Single, left-click on trace> Snap closest cursor to data
<Ctrl + Up/Down Arrows> Move/pan plot along y axis
<Ctrl + Left/Right Arrows> Move/pan plot along t axis
<Ctrl+Shift + Up/Down Arrows> Zoom plot in and out in y axis
<Ctrl+Shift + Left/Right Arrows> Zoom plot in and out in t axis
<Ctrl + Home> Resize plot to default settings
<Ctrl + Page Up> Zoom out by 10%
<Ctrl + Page Down> Zoom in by 10%
<Page Up> Toggle to previous cursor
<Page Down> Toggle to next cursor
<Left/Right Arrow> Follow selected data along trace
<Up/Down Arrow> Follow selected data along trace
<Shift + Left/Right Arrow> Move 10 points along trace
<Shift + Up/Down Arrow> Move 10 points along trace
<Home> Go to first visible point on current plot
<End> Advance to last visible point on current plot
<Shift + Up/Down Arrow> Toggle between traces/variables
Table 1
SM 810 02(LP-T4)-5-19
DST LOGGER
Another data capture function incorporated in the software is the DST logger. This tool serves as a PC data logger for any
variable available in the ECM through the interface software. Figure 9 shows the interface display for configuring the
DST Log. The interface allows the user to create the filename, set the sample rate for acquisition, set the time interval for
sampling, and display the progress of acquisition. A maximum of twenty (20) variables may be tagged for the log. The
amount of data stored is only limited by available PC RAM. The resulting text file may then be viewed by any standard
Windows text editor/reader program. To create a log file select the “Log Tags” in the drop down menu as shown in figure
6.
Figure 9: DST Log Interface
MALFUNCTION INDICATOR LAMP (MIL)

The Fuel system has built-in diagnostics for system trouble shooting. The system has a dash mounted malfunction indica-
tor lamp (MIL) that provides indications of engine or fuel system related problem. Most engine control system related
problems that affect emissions or driveability of the vehicle will set a (DTC) diagnostic trouble code and illuminate the
MIL.
The MIL serves as notification to the operator of a problem related to the emission control system so the driver can
arrange for service as soon as possible. It will also display DTCs that have been stored due to a system malfunction.
The MIL should illuminate when the key is in the ON position and the engine is not running. This feature verifies that the
lamp is in proper working order. If the MIL does not illuminate with the vehicle key ON/engine OFF, repair it as soon as
possible. Once the engine is in start or run mode, the MIL should turn off. If the lamp remains on while the engine is in
the start or run mode a diagnostic trouble code may be set.
The MIL will be turned OFF after three (3) consecutive run cycles or by clearing the active code with the Diagnostic Scan
Tool (DST).
DIAGNOSTIC TROUBLE CODES (DTC)

Diagnostic Trouble Codes are set when the Spectrum ECM (Electronic Control Module) runs a diagnostic self test and the
test fails. When a DTC is set, the ECM will illuminate the MIL on the instrument panel and also save the DTC in mem-
ory. The ECM will continue to run the self test. If the system continues to fail the test, the lamp will stay illuminated and
the DTC is stored as an active DTC. If the self test runs and passes, the DTC will be stored as historic DTC. All DTCs are
stored as historic faults until they are cleared. Most DTCs will automatically clear from memory if the DTC does not reset
within 50 to 100 consecutive engine run cycles.
While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a default “limp home” value and use that
value in its control algorithms. All of the system diagnostic self-tests run continuously during normal vehicle operation.
The Diagnostic Trouble Codes can be read by using either the MIL lamp or a laptop computer. Diagnostic Trouble Codes
can be cleared from memory with a laptop computer, or by turning the ignition key to the OFF position and removing the
ECM power fuse or battery cable for at least 15 seconds.
SM 810 02(LP-T4)-5-20
If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set. Diagnose each problem to
correction unless directed to do otherwise by the diagnostic chart. The DTCs are numbered in order of importance. Both
DTC 112 and DTC122 pertain to the oxygen sensor, so it is possible that a repair that corrects DTC 112 may also correct
the problem causing the DTC 122.
Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System Data Mode.” This
simply means that the DST is connected and communicating with the PC. In some instances the chart will call out a spe-
cial test mode. An example of this would be instructions for the DST to be connected and in the DBW (drive by wire)
mode. Always be sure to follow the special instructions to avoid a false diagnosis of fuel system components.
DLC COMMUNICATION ERROR

The ECM 5 volt reference circuit powers the Spectrum diagnostic link cable. In the event that the 5 volt reference signal
is open or shorted to ground, you will not be able to connect to the system. If you are unable to connect, follow the quick
checks listed below:
Be sure you are using the correct password and latest software for the system you are connecting to.
Check the ECM system power and ground circuits. Refer to DTC 562 for the power schematic. Also check for +12 volts
switched power at ECM pin 45 with the ignition key ON.
Check for power at the DLC connector for + 5 volts between pin 1 (BLK /LT GRN) and pin 2 (LT GRN RED) with the
ignition key in the ON position.
You may still be able to retrieve a code using the blink code function if none of the above recommendations prove useful.
In the event of a 5 volt reference signal malfunction, DTC 642 or DTC 643 should set. If you find one of these codes
using the blink code function, follow the DTC diagnostic chart recommendations for that specific DTC.
SM 810 02(LP-T4)-5-21
BLINK CODE FUNCTION

Although the DST is considered a required tool to access the DTC codes, codes may be retrieved without a laptop com-
puter using the blink code function. To enable this function follow the steps below:
• Jump pins 1 and 4 at the DLC connector (see illustration below)
• Turn the ignition key to the on position
• The system will now enter the self diagnostic blink code mode. Be ready with pen and paper to write down any
codes that may be stored.
• The ECM will flash the MIL indicator with a pause between represented numbers that represent DTC codes. The
sequence starts with code 1654. Code 1654 confirms the system has entered the blink code mode. The ECM will
flash code 1654 (3) times before displaying the actual DTC code that may be set.
Example:
One short blink (pause) six short blinks (pause) five short blinks (pause) four short blinks.
• If no DTC codes are found, the ECM will continue to flash 1654 only. This means no stored DTC codes were
found.
• If one of the numbers in the DTC code is zero (0), no flash will occur to represent the zero value—it will be repre-
sented as a short pause.
SM 810 02(LP-T4)-5-22
Diagram 1 will be able to see any unstable voltages that you would
otherwise not see with a standard DVOM.
When using the DST program to clear a DTC, always
select the “Clear All Faults” function to immediately turn Caution should be used when pressure washing the under
the MIL OFF after a successful repair (as shown in dia- hood of any electrical system. Avoid direct pressure spray
gram 1 above). on the system electrical connectors. They are splash proof,
but if water is sprayed directly at the connector moisture
can become trapped behind the connector seal and cause
INTERMITTENT PROBLEMS serious system problems.
Intermittent fuel system problems can prove to be the Extra care must be taken when probing electrical pins and
most challenging to repair. It is most important to remem- terminals. Do not bend or spread these terminals as this
ber when looking to find the cause of these problems, to can also be a source of intermittent problems cause by
operate the system in the condition when and where the improper handling of these connectors.
problem occurs. An example of this would be, if the DST
showed a lean fuel mixture at full load, one of the first
things to look at would be the fuel pressure. The fuel pres-
sure would need to be monitored while the machine is
operating at full load, not at idle because the leaning effect
does not occur at idle. Electrical problems should be
treated the same way. One excellent tool for finding inter-
mittent electrical problems is the DST plot/log function.
Set up the plot for the code that sets. An example of this
would be if an intermittent IAT code set, tag the IAT volt-
age and watch the plot. While watching the plot, agitate
the electrical wire connection at the sensor and ECM con-
nector. The resolution of the plot screen is such that you
SM 810 02(LP-T4)-5-23
Engine Wire Harness Repair
ON-VEHICLE SERVICE WIRE HAR-

NESS REPAIR REPAIRING TWISTED/SHIELDED CABLE
The ECM harness electrically connects the ECM to a var-

ious components in both the engine and passenger com-
partments.
Wire harnesses should be replaced with proper part num-
ber harnesses. When wires are spliced into a harness, use
1. Remove outer jacket
wire with high temperature insulation only.
Low current and voltage levels are used in the system, so 2. Unwrap aluminum/Mylar tape. Do not remove
it is important that the best possible bond at all wire Mylar.
splices be made by soldering the splices.
CONNECTORS AND TERMINALS

Use care when probing a connector or replacing terminals 3. Untwist conductors, strip insulation as necessary.
in them to prevent shorting opposite terminals and dam-
age certain components. Always use jumper wires
between connectors, for circuit checking. Do not probe
through the Weather-Pack seals with oversized wire
probes. Use tachometer adapter J 35812 (or equivalent)
which provides an easy hook up of the tach lead. The con-
nector test adapter kit J 35616 (or equivalent), contains an 4. Splice wire using splice clips and rosin core solder.
assortment of exible connectors used to probe terminals Wrap each splice to insulate.
during diagnosis. Fuse remover and test tool BT 8616, or
5. Wrap with Mylar and drain wire (uninsulated)
equivalent, is used for removing a fuse and to adapt fuse
wire.
holder, with a meter, for diagnosis. Do not solder oxygen
sensor wire terminals as these wire ends are used for the
sensors oxygen reference.
Open circuits are often difficult to locate by sight due to
dirt, oxidation, or terminal misalignment. Merely wig- 6. Tape over entire juncture and secure.
gling a connector on a sensor, or in the wiring harness,
may correct the open circuit condition. This should
always be considered, when an open circuit, or failed sen-
sor is indicated. Intermittent problems may also be caused
by oxidized or loose connections.
Before making a connector repair, be certain of the type of
connector. Weather-Pack and Compact Three connectors
look similar, but are serviced differently.
SM 810 02(LP-T4)-5-24
METRI-PACK
REPAIRING TWISTED LEADS
Some connectors use terminals called Metri- Pack Series
150. They are also called “Pull-To- Seat” terminals
because of the method of installation. The wire is inserted
through the seal and connector, the terminal is crimped on
the wire and then pulled back into the connector to seat it
in place.
1. Locate Damaged Wire.
2. Remove insulation as required.
3. Splice two wires together suing splice clips and

rosin core solder.
4. Cover splice with tape to insulated from other

wires.
5. Retwist as before and tape with electrical tape and

hold in place.
MICRO-PACK Metri-Pack Series 150 Terminal Removal
Refer to Figure 2 and repair procedure for replacement of 1. Slide the seal back on the wire.
a Micro-Pack terminal. 2. Insert tool BT-8518, or J 35689, or equivalent, as
shown in insert “A” and “B” to release the terminal
locking tab (2).
3. Push the wire and terminal out through the connec-
tor. If reusing the terminal, reshape the locking tab
(2).
WEATHER-PACK
A Weather-Pack connector can be identi ed by a rubber
seal, at the rear of the connector. The connector is used in
the engine compartment to protect against moisture and
dirt that may oxidize and/or corrode the terminals. Given
the low voltage and current levels found in the electronic
system, this protection is necessary to ensure a good con-
Micropack Connector nection.
1. Cable
2. Terminal
3. Locking Tang
4. Tool J33095/BT8234-A
SM 810 02(LP-T4)-5-25
WEATHER-PACK TERMINAL REPAIR
1. Open secondary lock hinge on connector.
2. Remove terminal using tool.
3. Cut wire immediately behind cable seal
4. Replace terminal.
a. Slip new seal onto wire
b. Strip 5 mm (.2”) of insulation from wire.
c. Crimp terminal over wire and seal.
5. Push terminal and connector and engage locking

tangs.
6. Close secondary lock hinge.
Use tool J M28742, or BT8234-A or equivalent to remove the pin and sleeve terminals. If the removal is attempted with
an ordinary pick, there is a good chance that the terminal will be bent, or deformed. Unlike standard blade type terminals,
these terminals cannot be straightened once they are bent.
Verify that the connectors are properly seated and all of the sealing rings in place, when connecting leads. The hinge type
ap provides a backup, or secondary locking feature for the connector. They are used to improve the connector reliability
by retaining the terminals, if the small terminal lock tabs are not positioned properly.
Weather-Pack connections cannot be replaced with standard connections. Additional instructions are provided with
Weather-Pack connector and terminal packages.
SM 810 02(LP-T4)-5-26
Diagnostic Trouble Codes (DTCs)
SM 810 02(LP-T4)-5-27
DIAGNOSTIC TROUBLE CODE (DTC) – CROSS REFERENCE CHART

PSI- GCP Diagnostic Cross Reference DTC Set 2 PSI- GCP Diagnostic Cross Reference DTC Set 2
Fault Fault
Index Description SPN-2 FMI-2 Index Description SPN-2 FMI-2
0 DTC 108: MAP pressure high 106 16 45 DTC 1164: Adaptive-learn NG low 520203 1
1 DTC 107: MAP voltage low 106 4 46 DTC 261: Injector 1 open or short to ground 651 5
2 DTC 118: ECT voltage high 110 3 47 DTC 264: Injector 2 open or short to ground 652 5
3 DTC 117: ECT voltage low 110 4 48 DTC 267: Injector 3 open or short to ground 653 5
4 DTC 116: ECT higher than expected stage 1 110 15 49 DTC 270: Injector 4 open or short to ground 654 5
5 DTC 113: IAT voltage high 105 3 50 DTC 273: Injector 5 open or short to ground 655 5
6 DTC 112: IAT voltage low 105 4 51 DTC 276: Injector 6 open or short to ground 656 5
7 DTC 2229: BP pressure high 108 0 52 DTC 279: Injector 7 open or short to ground 657 5
8 DTC 129: BP pressure low 108 1 53 DTC 282: Injector 8 open or short to ground 658 5
9 DTC 563: Vbat voltage high 168 15 54 DTC 285: Injector 9 open or short to ground 659 5
10 DTC 562: Vbat voltage low 168 17 55 DTC 288: Injector 10 open or short to ground 660 5
11 DTC 643: Sensor supply voltage 1 high 1079 3 56 DTC 262: Injector 1 coil shorted 651 6
12 DTC 642: Sensor supply voltage 1 low 1079 4 57 DTC 265: Injector 2 coil shorted 652 6
13 DTC 123: TPS1 voltage high 51 3 58 DTC 268: Injector 3 coil shorted 653 6
14 DTC 122: TPS1 voltage low 51 4 59 DTC 271: Injector 4 coil shorted 654 6
15 DTC 223: TPS2 voltage high 520251 3 60 DTC 274: Injector 5 coil shorted 655 6
16 DTC 222: TPS2 voltage low 520251 4 61 DTC 277: Injector 6 coil shorted 656 6
17 DTC 221: TPS1-2 higher than expected 51 0 62 DTC 280: Injector 7 coil shorted 657 6
18 DTC 121: TPS1-2 lower than expected 51 1 63 DTC 283: Injector 8 coil shorted 658 6
19 DTC 2122: FPP1 voltage high 91 3 64 DTC 286: Injector 9 coil shorted 659 6
20 DTC 2123: FPP1 voltage low 91 4 65 DTC 289: Injector 10 coil shorted 660 6
21 DTC 2128: FPP2 voltage high 29 3 66 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
22 DTC 2127: FPP2 voltage low 29 4 67 DTC 2303: Spark coil 2 primary open or short to ground 1269 5
23 DTC 2115: FPP1 higher than IVS 91 0 68 DTC 2306: Spark coil 3 primary open or short to ground 1270 5
24 DTC 2139: FPP1 lower than IVS 91 1 69 DTC 2309: Spark coil 4 primary open or short to ground 1271 5
25 DTC 2116: FPP2 higher than IVS 29 0 70 DTC 2312: Spark coil 5 primary open or short to ground 1272 5
26 DTC 2140: FPP2 lower than IVS 29 1 71 DTC 2315: Spark coil 6 primary open or short to ground 1273 5
27 DTC 2126: FPP1-2 higher than expected 91 16 72 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
28 DTC 2121: FPP1-2 lower than expected 91 18 73 DTC 2321: Spark coil 8 primary open or short to ground 1275 5
29 DTC 524: Oil pressure low 100 1 74 DTC 2324: Spark coil 9 primary open or short to ground 1276 5
30 DTC 171: Adaptive-learn gasoline bank1 high 520200 0 75 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
31 DTC 172: Adaptive-learn gasoline bank1 low 520200 1 76 DTC 2301: Spark coil 1 primary shorted 1268 6
32 DTC 1155: Closed-loop gasoline bank1 high 520204 0 77 DTC 2304: Spark coil 2 primary shorted 1269 6
33 DTC 1156: Closed-loop gasoline bank1 low 520204 1 78 DTC 2307: Spark coil 3 primary shorted 1270 6
34 DTC 1157: Closed-loop gasoline bank2 high 520205 0 79 DTC 2310: Spark coil 4 primary shorted 1271 6
35 DTC 1158: Closed-loop gasoline bank2 low 520205 1 80 DTC 2313: Spark coil 5 primary shorted 1272 6
36 DTC 1151: Closed-loop LPG high 520206 0 81 DTC 2316: Spark coil 6 primary shorted 1273 6
37 DTC 1152: Closed-loop LPG low 520206 1 82 DTC 2319: Spark coil 7 primary shorted 1274 6
38 DTC 1153: Closed-loop NG high 520207 0 83 DTC 2322: Spark coil 8 primary shorted 1275 6
39 DTC 1154: Closed-loop NG low 520207 1 84 DTC 2325: Spark coil 9 primary shorted 1276 6
40 DTC 174: Adaptive-learn gasoline bank2 high 520201 0 85 DTC 2328: Spark coil 10 primary shorted 1277 6
41 DTC 175: Adaptive-learn gasoline bank2 low 520201 1 86 DTC 217: ECT higher than expected stage 2 110 0
42 DTC 1161: Adaptive-learn LPG high 520202 0 87 DTC 111: IAT higher than expected stage 1 105 15
43 DTC 1162: Adaptive-learn LPG low 520202 1 88 DTC 127: IAT higher than expected stage 2 105 0
44 DTC 1163: Adaptive-learn NG high 520203 0 89 DTC 327: Knock1 sensor open or not present 731 4
SM 810 02(LP-T4)-5-28

Fault Fault
90 DTC 2112: Unable to reach higher TPS 51 7 136 DTC 1174: MegaJector voltage supply high 520260 3
91 DTC 2111: Unable to reach lower TPS 51 7 137 DTC 1175: MegaJector voltage supply low 520260 4
92 DTC 1531: Gov1/2/3 interlock failure 520270 31 138 DTC 1176: MegaJector internal actuator fault detection 520260 12
93 DTC 628: Fuel-pump high-side open or short to grou 1347 5 139 DTC 1177: MegaJector internal circuitry fault detection 520260 12
94 DTC 629: Fuel-pump high-side short to power 1347 6 140 DTC 1178: MegaJector internal comm fault detection 520260 12
95 DTC 342: Loss of CAM input signal 723 4 141 DTC 1131: WGP voltage high 1192 3
96 DTC 341: CAM input signal noise 723 2 142 DTC 1132: WGP voltage low 1192 4
97 DTC 336: CRANK input signal noise 636 2 143 DTC 234: Boost control overboost failure 1692 0
98 DTC 16: Crank and/or cam could not synchronize du 636 8 144 DTC 299: Boost control underboost failure 1692 1
99 DTC 606: Microprocessor failure - COP 629 31 145 DTC 236: TIP active 1692 2
100 DTC 1612: Microprocessor failure - RTI 1 629 31 146 DTC 183: FT high voltage 174 3
101 DTC 1613: Microprocessor failure - RTI 2 629 31 147 DTC 182: FT low voltage 174 4
102 DTC 1614: Microprocessor failure - RTI 3 629 31 148 DTC 524: Oil pressure sender low pressure 100 1
103 DTC 1615: Microprocessor failure - A/D 629 31 149 DTC 521: Oil pressure sender high pressure 100 0
104 DTC 1616: Microprocessor failure - Interrupt 629 31 150 DTC 523: Oil pressure sender high voltage 100 3
105 DTC 601: Microprocessor failure - FLASH 628 13 151 DTC 522: Oil pressure sender low voltage 100 4
106 DTC 604: Microprocessor failure - RAM 630 12 152 DTC 337: Crank signal loss 636 4
107 DTC 326: Knock1 excessive or erratic signal 731 2 153 DTC 1625: J1939 shutdown request 1384 31
108 DTC 219: RPM higher than max allowed govern spe 515 15 154 DTC 1626: CAN-J1939 Tx fault 639 12
109 DTC 1111: RPM above fuel rev limit level 515 16 155 DTC 1627: CAN-J1939 Rx fault 639 12
110 DTC 1112: RPM above spark rev limit level 515 0 156 DTC 508: IAC ground short 520252 6
111 DTC 134: EGO1 open / lazy 724 10 157 DTC 509: IAC coil open/short 520252 5
112 DTC 154: EGO2 open / lazy 520208 10 158 DTC 686: Power relay ground short 1485 4
113 DTC 140: EGO3 open / lazy 520209 10 159 DTC 685: Power relay coil open 1485 5
114 DTC 1521: CHT higher than expected stage 1 110 16 160 DTC 687: Power relay coil short to power 1485 3
115 DTC 1522: CHT higher than expected stage 2 110 0 161 DTC 616: Start relay ground short 1321 4
116 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3 162 DTC 615: Start relay coil open 1321 5
117 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4 163 DTC 617: Start relay coil short to power 1321 3
118 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3 164 DTC 1641: Buzzer control ground short 920 4
119 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4 165 DTC 1642: Buzzer open 920 5
120 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3 166 DTC 1643: Buzzer control short to power 920 3
121 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4 167 DTC 628: Fuel pump relay control ground short 1348 4
122 DTC 1621: RS-485 Rx inactive 0 31 168 DTC 627: Fuel pump relay coil open 1348 5
123 DTC 1622: RS-485 Rx noise 0 31 169 DTC 629: Fuel pump relay coil short to power 1348 3
124 DTC 1623: RS-485 Rx bad packet format 0 31 170 DTC 1644: MIL control ground short 1213 4
125 DTC 1624: RS-485 remote shutdown request 0 31 171 DTC 650: MIL open 1213 5
126 DTC 238: TIP high voltage 1127 3 172 DTC 1645: MIL control short to power 1213 3
127 DTC 237: TIP low voltage 1127 4 173 DTC 2618: Tach output ground short 645 4
128 DTC 92: FP high voltage 94 3 174 DTC 2619: Tach output short to power 645 3
129 DTC 91: FP low voltage 94 4 175 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
130 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10 176 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
131 DTC 1165: Catalyst inactive on LPG 520213 10 177 DTC 1121: FPP1/2 simultaneous voltages out-of-range (red 91 31
132 DTC 1166: Catalyst inactive on NG 520214 10 178 DTC 2120: FPP1 invalid voltage and FPP2 disagrees with I 520250 31
133 DTC 1171: MegaJector delivery pressure higher than 520260 0 179 DTC 2125: FPP2 invalid voltage and FPP1 disagrees with I 520250 31
134 DTC 1172: MegaJector delivery pressure lower than 520260 1 180 DTC 1122: FPP1/2 do not match each other or IVS (redund 520250 31
135 DTC 1173: MegaJector comm lost 520260 31 181 DTC 653: Sensor supply voltage 2 high 1080 3
SM 810 02(LP-T4)-5-29

Fault Fault
182 DTC 652: Sensor supply voltage 2 low 1080 4 229 DTC 1561: AUX analog Pull-Down 2 high voltage 0 3
183 DTC 1611: Sensor supply voltage 1 and 2 out-of-ran 1079 31 230 DTC 1561: AUX analog Pull-Down 2 low voltage 0 4
184 DTC 332: Knock2 sensor open or not present 520241 4 231 DTC 1561: AUX analog Pull-Down 3 high voltage 0 3
185 DTC 331: Knock2 excessive or erratic signal 520241 2 232 DTC 1561: AUX analog Pull-Down 3 low voltage 0 4
186 DTC 2135: TPS1/2 simultaneous voltages out-of-ran 51 31 233 DTC 1419: ERWT1 voltage high 443 3
187 DTC 2428: EGT temperature high 173 0 234 DTC 1420: ERWT2 voltage high 444 3
188 DTC 1628: J1939 CAN address / engine-number con 639 13 235 DTC 1421: ERWT1 voltage low 443 4
189 DTC 1631: PWM1-Gauge1 open / ground short 697 5 236 DTC 1422: ERWT2 voltage low 444 4
190 DTC 1632: PWM1-Gauge1 short to power 697 6 237 DTC 1423: ERWT1 higher than expected stage 1 443 15
191 DTC 1633: PWM2-Gauge2 open / ground short 698 5 238 DTC 1424: ERWT2 higher than expected stage 1 444 15
192 DTC 1634: PWM2-Gauge2 short to power 698 6 239 DTC 1425: ERWT1 higher than expected stage 2 443 0
193 DTC 1635: PWM3-Gauge3 open / ground short 699 5 240 DTC 1426: ERWT2 higher than expected stage 2 444 0
194 DTC 1636: PWM3-Gauge3 short to power 699 6 241 DTC 8901: UEGO microprocessor internal fault 3221 31
195 DTC 1637: PWM4 open / ground short 700 5 242 DTC 8902: UEGO heater supply high voltage 3222 3
196 DTC 1638: PWM4 short to power 700 6 243 DTC 8903: UEGO heater supply low voltage 3222 4
197 DTC 1639: PWM5 open / ground short 520230 5 244 DTC 8904: UEGO cal resistor voltage high 3221 3
198 DTC 1640: PWM5 short to power 520230 6 245 DTC 8905: UEGO cal resistor voltage low 3221 4
199 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10 246 DTC 8906: UEGO return voltage shorted high 3056 3
200 DTC 160: EGO4 open / lazy 520210 10 247 DTC 8907: UEGO return voltage shorted low 3056 4
201 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3 248 DTC 8908: UEGO pump voltage shorted high 3218 3
202 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4 249 DTC 8909: UEGO pump voltage shorted low 3218 4
203 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3 250 DTC 8910: UEGO sense cell voltage high 3217 3
204 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4 251 DTC 8911: UEGO sense cell voltage low 3217 4
205 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3 252 DTC 8912: UEGO pump voltage at high drive limit 3225 3
206 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4 253 DTC 8913: UEGO pump voltage at low drive limit 3225 4
207 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3 254 DTC 8914: UEGO sense cell slow to warm up 3222 10
208 DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4 255 DTC 8915: UEGO pump cell slow to warm up 3225 10
209 DTC 1551: AUX digital 1 high voltage 520222 3 256 DTC 8916: UEGO sense cell impedance high 3222 0
210 DTC 1552: AUX digital 1 low voltage 520222 4 257 DTC 8917: UEGO pump cell impedance high 3225 0
211 DTC 1553: AUX digital 2 high voltage 520223 3 258 DTC 8918: UEGO pump cell impedance low 3225 1
212 DTC 1554: AUX digital 2 low voltage 520223 4 259 DTC 1311: Cylinder 1 misfire detected 1323 11
213 DTC 1555: AUX digital 3 high voltage 520224 3 260 DTC 1312: Cylinder 2 misfire detected 1324 11
214 DTC 1556: AUX digital 3 low voltage 520224 4 261 DTC 1313: Cylinder 3 misfire detected 1325 11
215 DTC 188: Gaseous fuel temperature sender high vol 520240 3 262 DTC 1314: Cylinder 4 misfire detected 1326 11
216 DTC 187: Gaseous fuel temperature sender low volta 520240 4 263 DTC 1315: Cylinder 5 misfire detected 1327 11
217 DTC 1629: J1939 TSC1 message receipt loss 639 9 264 DTC 1316: Cylinder 6 misfire detected 1328 11
218 DTC 359: Fuel run-out longer than expected 1239 7 265 DTC 1317: Cylinder 7 misfire detected 1329 11
219 DTC 1630: J1939 ETC message receipt loss 91 2 266 DTC 1318: Cylinder 8 misfire detected 1330 11
220 DTC 502: Roadspeed input loss of signal 84 1 267 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
221 DTC 1411: EMWT1 voltage high 441 3 268 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
222 DTC 1412: EMWT2 voltage high 442 3 269 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
223 DTC 1413: EMWT1 voltage low 441 4 270 DTC 304: Cylinder 4 emissions/catalyst damaging misfire 1326 31
224 DTC 1414: EMWT2 voltage low 442 4 271 DTC 305: Cylinder 5 emissions/catalyst damaging misfire 1327 31
225 DTC 1415: EMWT1 higher than expected stage 1 441 15 272 DTC 306: Cylinder 6 emissions/catalyst damaging misfire 1328 31
228 DTC 1418: EMWT2 higher than expected stage 2 442 0 275 DTC 1651: J1939 ETC message receipt loss while in-gear 91 9
SM 810 02(LP-T4)-5-30

PSI- GCP Diagnostic Cross Reference DTC Set 2
Fault
Index Description SPN-2 FMI-2
276 DTC 1661: PWM6 open / ground short 925 5
277 DTC 1662: PWM6 short to power 925 3
280 DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3
281 DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4
282 DTC 1182: Fuel impurity level high 520401 0
287 DTC 1183: MegaJector autozero / lockoff failure 520803 31
288 DTC 11: Intake cam / distributor position error 520800 7
289 DTC 24: Exhaust cam position error 520801 7
290 DTC 88 Fuel pressure higher than expected 94 0
291 DTC 87 Fuel pressure lower than expected 94 1
292 DTC 1555: Water Intrusion Detection 520224 3
293 DTC 520: Oil pressure sender low pressure stage 1 100 18
294 DTC 916: Shift actuator feedback out-of-range 520226 3
295 DTC 919: Shift unable to reach desired gear 520226 7
296 DTC 920: Shift actuator or drive circuit failed 520226 31
297 Undefined DTC - Index 10297 0 31
SM 810 02(LP-T4)-5-31
OBD System Check/MIL (Malfunction Indicator Lamp)
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indi-
cator Lamp). The MIL serves as notification of an engine or fuel system related problem. The MIL also has the ability to
flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possi-
ble system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system
check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON posi-
tion, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illu-
minate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may
be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON.
SM 810 02(LP-T4)-5-32
HVS Ignition Control System Diagnostics
4.3L, 5.0L, 5.7L - SHOWN BELOW
Before using the Ignition Control Diagnostic chart be sure to check the following items:
Spark plug wires:
Be sure spark plug wires are in good condition. Check for cuts, breaks, burns, hardness or swelling. LPG fuel requires
much higher peak firing voltages compared to gasoline. Check spark pug electrical continuity using a DVOM. Wires
should ohm out to no more than 1,000 ohms per foot of wire length.
Distributor cap and rotor:

Check the cap and rotor assembly for moisture, corrosion or carbon tracking. The ignition timing is not adjustable. Turn-
ing the distributor assembly will not change the ignition timing, but will alter the rotor phase. Wipe away dust and debris
from the ignition coil tower.
System power fuses:

Check the system power fuses. These sources supply the ignition coil and module system power. Check that the power
and ground terminals are clean and in the proper location.
SM 810 02(LP-T4)-5-33
Ignition Control System Diagnostic Chart

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode.
2 • Crank the engine and observe the engine speed 125 RPM Go to Step (5) Go to Step (3)
signal on the DST
Is the value greater than the specified value?
• Check the DST for historical code sets.
(Always diagnose and repair codes with the lowest
3 numerical value first). Go to Step (16) Go to Step (4)
• Run the diagnostic chart for DTC 337
Did you find and correct the problem?
• Run the diagnostic chart for DTC 342
4 Go to Step (16) Go to Step (5)
Did you find and correct the problem?
• Disconnect the ignition module connector C011
• Using an LED type test lamp check for a signal
between the ignition module connector pin B and
5 battery positive Go to Step (6) Go to Step (10)
• Crank the engine
Does the LED test lamp flash while cranking the
engine?
Repair the system
• Using a DVOM check for power between the
power circuit.
ignition module connector pin A and engine
6 Go to Step (7) Check all system
ground
fuses and power
Do you have power?
relay connections
• Disconnect the ignition coil connector C009
• Using a digital LED test lamp check for a signal
between the ignition coil connector pin B and
7 battery positive Go to Step(8) Go to Step (13)
• Crank the engine
Does the LED test lamp flash while cranking the
engine?
Repair the system
• Using a DVOM check for voltage between the power circuit.
8 ignition coil connector pin A and engine ground System voltage Go to Step (9) Check all system
Does the DVOM show voltage? fuses and power
relay connections
• Replace the ignition coil
9 Go to Step (16) -
Is the replacement complete?
• Key OFF
Repair the open
• Disconnect the ECM connector C001
ignition control cir-
10 • Using a DVOM check for continuity between Go to Step (11) cuit. See wiring
ignition module connector pin B and ECM con- harness repair sec-
nector pin 31 tion.
Do you have continuity between them?
SM 810 02(LP-T4)-5-34

Repair the shorted
• Using a DVOM check for continuity between
to ground ignition
ignition module connector pin B and engine
11 control circuit. See Go to Step (12)
ground
wiring harness
repair section.
• Replace ECM
12 Go to Step (16) -
Repair the open
• Disconnect coil. Using a DVOM check for conti-
ignition module
nuity between the ignition module connector pin
13 Go to Step (14) ground circuit. See
C and engine ground
wring harness
Do you have continuity?
repair.
• Using a DVOM check for continuity between the Repair the open
ignition module connector pin D and ignition coil ignition module
14 Go to Step (15)
connector pin B circuit. See wring
Do you have continuity? harness repair.
• Replace the ignition module.
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
16 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine check for any stored
codes.
Does the engine operate normally with no stored
codes?
SM 810 02(LP-T4)-5-35
DTC 11 – Intake cam / distributor position error
Conditions for setting the DTC

• Camshaft Position sensor
• Check Condition- Engine cranking
• Fault Condition- Engine RPM’s greater than 1,200 and difference between the desired CAM position and actual CAM
position is greater than 30 CAD
• MIL Command-ON
Circuit Description
The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust), thus making the cylinder
identification available to the ECM. The camshaft position sensor is a 3 wire hall effect sensor. One wire for current feed
(5v), one for ground, and one for the output signal (CAM 1). The sensor must have a good 5v reference and ground to
operate properly. The CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP dis-
play software. This code will set when these two values are more than 30 CAD BTDC apart.
To change the CAM position you should rotate the distributor. If rotating the distributor does not correct the issue you
should troubleshoot sensor, wiring, and ECM for issues.
SM 810 02(LP-T4)-5-36
DTC 16-Never Crank Synchronized at Start
4.3L, 5.0 & 5.7L - SHOWN BELOW
Conditions for setting the DTC

• Crankshaft Position sensor
• Fault Condition- Cranking rpm above 90 and more than 4 cranking revolutions without synchronization Adaptive Dis-
abled
• MIL Command-ON
Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located
on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. This
fault will set if the ECM detects cranking revolutions without synchronization of the CMP and CKP sensors.
Reversed sensor wires, poor wire connections or a faulty system ground are most frequently the cause of this code set.
SM 810 02(LP-T4)-5-37
DTC 16 Crank Sync Noise

1 Go to Step (2)
Repair the circuit
• Check that the ECM ground terminals C010, as necessary. Refer
2 C022 and C023 are clean and tight Go to Step (3) to Wiring Repairs
Are the ground terminals clean and tight? in Engine Electri-
cal.
• Key On, Engine OFF
• Disconnect the CKP (Crankshaft position) Sensor
connector C015 Repair the circuit
• Using A DVOM check for voltage at the CKP as necessary. Refer
3 sensor connector pin 1 and engine ground 5.0 volts Go to Step (4) to Wiring Repairs
in Engine Electri-
(CHECK THIS BEFORE THE POWER RELAY cal.
SHUTS OFF)
Do you have voltage?
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
4 • Using a DVOM check for continuity between Go to Step (5) to Wiring Repairs
CKP connector pin 2 and ECM connector pin 22 in Engine Electri-
Do you have continuity between them? cal.
Repair the circuit
• Using a DVOM check for continuity between as necessary. Refer
5 CKP connector pin 3 and ECM connector pin 21 Go to Step (6) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
Repair the circuit
• Inspect the CKP connector C015 terminals for as necessary. Refer
6 damage, corrosion or contamination to Wiring Repairs Go to Step (7)
Did you find a problem? in Engine Electri-
cal.
Repair the circuit
• Inspect the ECM connector C001 terminals 19,
as necessary. Refer
21 and 22 for damage, corrosion or contamina-
7 to Wiring Repairs Go to Step (8)
tion
in Engine Electri-
Did you find a problem?
cal.
• Replace CKP sensor
8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -
SM 810 02(LP-T4)-5-38

etc.
ECM.
10 • Start the engine and operate the vehicle to full
System OK Go to Step (9)
operating temperature
• Observe the MIL
• After operating the engine within the test parame-
ters of DTC-16 check for any stored codes.
codes?
etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-39
DTC 107-MAP Low Voltage
Conditions for Setting the DTC

• Manifold Absolute Pressure Sensor
• Check Condition-Engine cranking or running
• Fault Condition-MAP voltage less than 0.050 with throttle position greater than 2.0% and engine RPM less than 7000.
• MIL-ON
• Adaptive-Disabled
• Fueling is based on RPM and TPS Limp-Home Condition during this fault.
Circuit Description
The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure
the pressure of air in the manifold prior to induction. The pressure reading is used in conjunction with other inputs to esti-
mate the airflow rate to the engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than
0.050 with TPS greater than 2% and engine RPM is less than 7000. The Adaptive Learn will be disabled for the remainder
of the key on cycle and the MIL command is on.
SM 810 02(LP-T4)-5-40
DTC 107-MAP Low Voltage

1 - Go to Step (2)
• Key ON, Engine running.
• DSC (Diagnostic Scan Tool) connected in Sys-
Intermittent prob-
2 tem Data Mode
Go to Step (3) lem Go to Intermit-
Does DST display MAP voltage of 0.050 or less with
tent section
the engine running below 7000 rpm and TPS above
2.0 %?
• Key OFF
• Disconnect the MAP sensor connector C006
from the wiring harness
3 • Jump the 5 volt reference pin 3 and MAP signal
Go to Step (4) Go to Step (8)
circuit pin 4 together
• Key ON
Does the DST display MAP voltage of 4.5 volts or
greater?
• Inspect MAP connector and pins for corrosion, Repair the circuit
contamination or mechanical damage as necessary. Refer
4 Any problems found? to Wiring Repairs Go to Step (5)
in Engine Electri-
cal.
5 • Check for continuity between MAP sensor con- Go to Step (6) to Wiring Repairs
nector signal pin 4 and ECM MAP signal pin 7. in Engine Electri-
• Check for continuity between MAP sensor con- Repair the circuit
nector 5 volt supply signal pin 3 and ECM 5 volt as necessary. Refer
6 supply pin 19 Go to Step (7) to Wiring Repairs
cal.
nector ground pin 1 and ECM sensor ground pin as necessary. Refer
7 20 Go to Step (17) to Wiring Repairs
cal.
• Probe MAP connector signal circuit pin 4 with a
test light connected to battery voltage.
Does the DST display MAP voltage of 4.0 or
greater?
• Disconnect ECM connector as necessary. Refer
9 • Check for continuity between MAP sensor con- Go to Step (10) to Wiring Repairs
nector pin 3 and ECM 5 volt pin 19. in Engine Electri-
SM 810 02(LP-T4)-5-41

nector 5 volt reference pin 3 and engine ground as necessary. Refer
10 Do you have continuity? - to Wiring Repairs Go to Step (11)
in Engine Electri-
cal.
• Inspect ECM and MAP wire harness connector Repair the circuit
and terminal for corrosion, contamination or as necessary. Refer
11 mechanical damage to Wiring Repairs Go to Step (16)
Any problems found? in Engine Electri-
cal.
• Replace ECM. Refer to ECM replacement in the
12 Engine Controls Section. Go to Step (17) -
• Disconnect ECM connector Repair the circuit
• Check for continuity between MAP sensor con- as necessary. Refer
13 nector signal circuit pin 4 and ECM signal pin 7. Go to Step (14) to Wiring Repairs
cal.
nector signal pin 4 and engine ground as necessary. Refer
14 Do you have continuity? to Wiring Repairs Go to Step (15)
in Engine Electri-
cal.
• Inspect ECM connector and wire harness connec- Repair the circuit
tor terminals for corrosion, contamination or as necessary. Refer
cal.
• Replace MAP sensor
etc.
ECM.
18 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-42
DTC 108-MAP High Pressure

• MAP pressure test
• Check condition-engine running
• Fault Condition-MAP greater than 17.00 psia with TPS less than 10% and engine rpm greater than 800.
• MIL-ON
• Adaptive-disabled
Circuit Description
The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure value is used for fuel, air-
flow and spark calculations. This fault will set in the event the MAP value is greater than 17.00 psia when the TPS is less
than 10% with engine rpm greater than 800.
SM 810 02(LP-T4)-5-43
DTC 108-MAP High Pressure

1 - Go to Step (2)
• Key ON, Engine running at full operating tem-
perature.
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
Does DST display MAP pressure of 17 psia or tent section
greater with the engine running above 800 rpm with
a TPS value less than 10%?
• Key OFF
• Disconnect the MAP sensor connector C006
3 • Key ON Go to Step (4) Go to Step (6)
Does the DST display MAP pressure less than 0.05
psia?
• Probe MAP connector ground pin 1 with a test
4 light connected to battery voltage. Go to Step (5) Go to Step (8)
Does the test light come on?
• Check MAP mechanical vacuum connection for
correct mounting or possible damage causing
leakage.
Is the MAP sensor mechanical connection OK?
• Disconnect ECM connector and inspect terminals as necessary. Refer
6 for damage corrosion or contamination. Go to Step (7) to Wiring Repairs
Is the connection OK? in Engine Electri-
cal.
• Replace MAP sensor.
7 - Go to Step (11) -
Is the repair complete?
• Disconnect ECM connector and check for conti- Repair the circuit
nuity between MAP connector sensor ground pin as necessary. Refer
8 1 and ECM sensor ground pin 20. Go to Step (9) to Wiring Repairs
cal.
• Correct MAP mechanical connection
9 Has the MAP mechanical connection problem been Go to Step (11) -
corrected?
• Replace MAP sensor
SM 810 02(LP-T4)-5-44

etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-45
DTC 111-IAT Higher Than Expected 1

• Intake Air Temperature
• Check Condition-Engine Running
• Fault Condition-Intake Air Temperature greater than 200 degrees F. with engine rpm greater than 600
• Condition must be present for a minimum of 60 seconds
• MIL-ON
• Adaptive-Disabled during active fault
• Derate level 1 will occur
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature
sensitive resistor is used in the TMAP located in the air intake manifold of the engine. It is used to monitor incoming air
temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM
provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. This
fault will set if the Intake Air Temperature is greater than 200 degrees F. with engine speed greater than 600 rpm. The
engine will go into a level 1 derate mode to prevent engine damage.
Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a
problem with the inlet air system.
• Ensure that the air inlet is not obstructed, modified or damaged.
• Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system
• If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.
SM 810 02(LP-T4)-5-46
DTC 112-IAT Low Voltage

• Check Condition Engine Cranking or Running
• Fault Condition-IAT Sensor Voltage less than 0.050
• MIL-ON during active fault
Circuit Description
sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold. It is used to monitor incom-
ing air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is less than 0.050 volts for 1 second anytime the engine is cranking or running. The
ECM will use the default value for the IAT sensor in the event of this fault.
SM 810 02(LP-T4)-5-47
DTC 112-IAT Voltage Low

1 - Go to Step (2)
• Key ON
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Data Mode
tent section
Does DST display IAT voltage of 0.050 or less?
• Key OFF
• Disconnect the TMAP sensor connector.
3 • Key ON Go to Step (4) Go to Step (5)
Does the DST display IAT voltage of 4.90 volts or
greater?
• Replace TMAP sensor.
4 Go to Step (9) -
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector C001
as necessary. Refer
5 • Check for continuity between TMAP sensor con- - to Wiring Repairs Go to Step (6)
nector ground pin 1 and TMAP sensor connector in Engine Electri-
signal pin 2 cal.
• Check for continuity between TMAP sensor con- Repair the circuit
nector signal circuit pin 2 and engine ground. as necessary. Refer
6 Do you have continuity? - to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
7 Engine Controls Section. - Go to Step (8) -
etc.
ECM.
8 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-48
DTC 113-IAT High Voltage

• Fault Condition-IAT Sensor Voltage greater than 4.950 volts
Circuit Description
sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold.. It is used to monitor incom-
ing air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is greater than 4.950 volts for 1 second or longer. The ECM will use a default value
for the IAT sensor in the event of this fault.
SM 810 02(LP-T4)-5-49
DTC 113-IAT Voltage High

1 - Go to Step (2)
• Key ON
Intermittent prob-
tem Data Mode
tent section
Does DST display IAT voltage of 4.950 or greater?
• Key OFF
• Disconnect the TMAP sensor connector C006
and jump pins 1 and 2 together
• Key ON
Does the DST display IAT voltage of 0.1 volts or
less?
• Key OFF
• Jump TMAP sensor connector signal pin 2 to
4 engine ground Go to Step (7) Go to Step (6)
• Key ON
Does DST display IAT voltage of 0.1 volts or less?
5 - Go to Step (11) -
• Key OFF
Repair the circuit
• Disconnect the ECM wire harness connector
as necessary. Refer
C001.
6 - Go to Step (10) to Wiring Repairs
• Check for continuity between TMAP sensor con- in Engine Electri-
nector signal pin 2 and ECM IAT signal pin 39 cal.
nector ground circuit pin 1 and ECM sensor as necessary. Refer
7 ground circuit pin 20 - Go to Step (10) to Wiring Repairs
cal.
• Replace the ECM.
8 Go to Step (11) -
• Re-check wire harness and TMAP sensor con- Repair the circuit
nector for damage corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Re-check wire harness and TMAP sensor con- Repair the circuit
nectors for damage corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
SM 810 02(LP-T4)-5-50

etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-51
DTC 116-ECT Higher Than Expected 1

• Engine Coolant Temperature
• Fault Condition-Engine Coolant Temperature reading or estimate greater than 220 degrees F. for greater than 10 sec-
onds
• MIL-On
• Power derate (level 1)
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant sensor that
is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and ignition timing
control and to enable certain other temperature dependant operations. This code set is designed to help prevent engine
damage from overheating. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads
higher voltage, and lower when warm. This fault will set when the coolant exceeds 220 degrees F. for more than 10 sec-
onds. Power derate level one will be enforced during this fault limiting the maximum throttle position to 50%.
SM 810 02(LP-T4)-5-52

Did you perform the On-Board (OBD) System
1 - Go to Step (2)
Check?
• Key ON
• DST (Diagnostic Scan Tool) connected in Sys-
tem Data Mode
Warm engine to normal operating temperature, then
2 run the engine above 1200 rpm for at least 60 sec- Go to Step (3)
onds
Does the DST display ECT temperture of 220
degrees F or greater?
Verify with a temperature gauge that the engine
coolant is over 220 degrees F. Repair cooling sys-
3
Does the temperature gauge indicated 220 degrees F. tem.
or greater?
Verify ECT Circuit function. Follow diagnostic test
4 procedure for DTC 217 (ECT Higher than expected -
2)
Temp Ohms
(deg F) +/-10%
242.4 101
231.9 121
211.6 175
201.4 209
181.9 302
163.1 434
144.9 625
127.4 901
102.4 1,556
78.9 2,689
49.9 5,576
23.5 11,562
-5.7 28,770
-21.2 49,715
-30.8 71,589
-40.0 99,301
SM 810 02(LP-T4)-5-53
DTC 117-ECT/CHT Low Voltage

• Fault Condition-ECT sensor voltage less than 0.050
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor
located in the engine coolant passage. It is used for the engine airflow calculation,
cold fuel enrichment and to enable other temperature dependant features. The
ECM provides a voltage divider circuit so that when the coolant is cool, the signal
reads higher voltage, and lower when warm (see table). This fault will set if the
signal voltage is less than 0.050 volts for any period longer than 1 second. The
ECM will use a default value for the ECT sensor in the event of this fault.
SM 810 02(LP-T4)-5-54
DTC 117-ECT/CHT Low Voltage

1 - Go to Step (2)
• Key ON
Intermittent prob-
tem Data Mode
tent section
Does DST display ECT voltage of 0.050 or less?
• Key OFF
• Disconnect the ECT wire harness connector
C007
• Key ON
Does the DST display ECT voltage of 4.90 volts or
greater?
• Replace ECT sensor.
4 Go to Step (8) -
• Disconnect ECM wire harness connector C001 as necessary. Refer
5 • Check for continuity between ECT sensor con- - to Wiring Repairs Go to Step (6)
nector signal pin A and ECT sensor ground pin B in Engine Electri-
• Check for continuity between ECT sensor con- Repair the circuit
nector signal circuit pin A and engine ground. as necessary.
TempRefer Ohms
6 Do you have continuity? - to Wiring Repairs
(deg F) Go to Step (7)
+/-10%
in Engine242.4
Electri- 101
cal.
231.9 121
211.6 175
7 Engine Controls Section. - Go to Step (8) -
Is the replacement complete? 201.4 209
• Remove all test equipment except the DST. 181.9 302
• Connect any disconnected components, fuses, 163.1 434
etc. 144.9 625
• Using the DST clear DTC information from the 127.4 901
ECM. 102.4 1,556
78.9 2,689
8 System49.9
OK 5,576
• Observe the MIL 23.5 11,562
• Observe engine performance and driveability -5.7 28,770
• After operating the engine within the test parame- -21.2 49,715
ters of DTC-117 check for any stored codes. -30.8 71,589
Does the engine operate normally with no stored -40.0 99,301
codes?
SM 810 02(LP-T4)-5-55
DTC 118-ECT/CHT High Voltage

• Fault Condition-ECT sensor voltage exceeds 4.950 volts
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive
resistor located in the engine coolant passage. It is used for the engine air-
flow calculation, cold fuel enrichment and to enable other temperature
dependant features. The ECM provides a voltage divider circuit so that
when the coolant is cool, the signal reads higher voltage, and lower when
warm (see table). This fault will set if the signal voltage is greater than
4.950 volts anytime the engine is running. The ECM will use a default
value for the ECT sensor in the event of this fault.
SM 810 02(LP-T4)-5-56
DTC 118-ECT/CHT High Voltage

1 - Go to Step (2)
• Key ON
Intermittent prob-
tem Data Mode
tent section
Does DST display ECT voltage of 4.95 or greater?
• Key OFF
• Disconnect the ECT sensor connector C007 and
Jump terminals A and B together
• Key ON
Does the DST display ECT voltage of 0.05 volts or
less?
• Using a DVOM check the resistance between the See resistance
two terminals of the ECT sensor and compare the chart vs. tem-
4 resistance reading to the chart perature in the Go to Step (6) Go to Step (5)
Is the resistance value correct? DTC 118 cir-
cuit description
• Replace ECT sensor.
5 Go to Step (14) -
• Inspect the ECT wire harness connector terminals Repair the circuit
A and B for damage, corrosion or contamination as necessary. Refer
6 Did you find a problem? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Disconnect ECM wire harness connector C001 as necessary. Refer Intermittent prob-
7 • Inspect ECM connector pins 10 and 20 for dam- to Wiring Repairs lem Go to Intermit-
age corrosion or contamination in Engine Electri- tent section
Did you find a problem? cal.
• Jump the ECT signal pin A at the ECT connector
8 to engine ground Go to Step (9) Go to Step (12)
Does DST display ECT voltage of 0.05 or less?
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector
as necessary. Refer
ECT sensor ground pin B and ECM connector in Engine Electri-
pin 20 cal.
• Inspect ECM connector pins 40 and 20 for dam- Repair the circuit
age, corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
SM 810 02(LP-T4)-5-57

• Replace ECM
• Key OFF
Repair the circuit
as necessary. Refer
ECT connector signal pin A and ECM connector in Engine Electri-
terminal 40 cal.
• Inspect ECM connector pins 40 and 20 for dam- Repair the circuit
age, corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
etc.
ECM.
14 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-58
DTC 121-TPS 1 Lower Than TPS 2

• Throttle Position Sensor 1 & 2
• Check Condition-Key ON
• Fault Condition-TPS 1 20% lower than TPS 2
• MIL-ON for remainder of key on cycle
• Engine shutdown
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS
1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for
the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if
the throttle is opening as commanded. This fault will set if TPS 1 is 20% (or more) lower than TPS 2. At this point the
throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is on
and the engine will shutdown.
SM 810 02(LP-T4)-5-59
DTC 121-TPS 1 Lower Than TPS 2

1 - Go to Step (2)
• Key ON, Engine OFF
Does the DST display more than a 20% difference tent section
between TPS 1 and TPS 2 voltage?
• Key OFF
• Disconnect electronic throttle connector C017
3 • Key ON
• Change DST mode to DBW (drive by wire) test
mode
Is the voltage for TPS 1 less than 0.1 volts?
• Key OFF Repair the TPS 1
• Disconnect ECM wiring harness connector C001 circuit shorted to
• Key ON voltage as neces-
4 Go to Step (9)
• Using a DVOM check for voltage between ECM sary. Refer to Wir-
connector TPS 1 signal pin 5 and engine ground ing Repairs in
Do you have voltage? Engine Electrical.
• Jump TPS 1 signal pin 6 to the 5 volt reference
5 pin 3 at connector C017 Go to Step (6) Go to Step (8)
Does DST display TPS 1 voltage over 4.90 volts
• Inspect wire terminals at throttle connector for Repair the circuit
damage corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Replace the electronic Throttle
7 Go to Step (12)
• Key OFF
Repair the open cir-
cuit as necessary.
8 • Using a DVOM check for continuity between Go to Step (9) Refer to Wiring
throttle connector TPS 1 signal pin 6 and ECM Repairs in Engine
connector TPS 1 signal pin 5 Electrical.
• Using a DVOM check for continuity between Repair the open cir-
throttle connector signal ground pin 2 and ECM cuit as necessary.
9 connector signal ground pin 20 Go to Step (10) Refer to Wiring
Do you have continuity between them? Repairs in Engine
Electrical.
• Inspect ECM connector terminals for damage Repair the circuit
corrosion or contamination. as necessary. Refer
in Engine Electri-
cal.
SM 810 02(LP-T4)-5-60

• Replace ECM
etc.
ECM.
12 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-61
DTC 122-TPS 1 Low Voltage

• Throttle Position Sensor 1
• Check Condition-Cranking or Running
• Fault Condition-TPS sensor less than 0.200 volts
• Engine shutdown
Circuit Description
throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage is less than 0.200 volts. The MIL command is ON and
the engine will shut down.
SM 810 02(LP-T4)-5-62
DTC 122-TPS 1 Low Voltage

1 - Go to Step (2)
• DST (Diagnostic Scan Tool) connected in DBW
2 (Drive by Wire) throttle test mode Does the DST Go to Step (4) Go to Step (3)
display TPS 1 voltage of 0.200
volts or less with the throttle closed?
• Slowly depress Foot Pedal while observing TPS Intermittent prob-
3 1 voltage Go to Step (4) lem Go to Intermit-
Does TPS 1 voltage ever fall below 0.200 volts? tent section
• Key OFF
• Disconnect the electronic throttle connector C017
• Jump the 5 volt reference circuit pin 3 and TPS 1
4 signal circuit pin 6 together at the throttle connec- Go to Step (7) Go to Step (5)
tor
• Key ON
Does DST display TPS 1 voltage of 4.0 volts or greater?
• Key OFF
Repair the circuit
as necessary. Refer
5 • Using a DVOM check continuity between the Go to Step (6) to Wiring Repairs
electronic throttle connector signal pin 6 and in Engine Electri-
ECM connector TPS 1 signal pin 5 cal.
Do have continuity between them?
• Replace ECM
6 Go to Step (9)
• Inspect the throttle wire harness connector termi- Repair the circuit
nals for damage, corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Replace the electronic throttle
8 Go to Step (9) -
• Connect any disconnected components, fuses, etc.
ECM.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
9 operating temperature System OK
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-63
DTC 123-TPS 1 High Voltage

• Fault Condition-TPS sensor voltage exceeds 4.800 volts
• Engine shutdown
Circuit Description
assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts. The MIL command is ON and the
engine will shut down.
SM 810 02(LP-T4)-5-64
DTC 123-TPS 1 High Voltage

1 - Go to Step (2)
2 • DST (Diagnostic Scan Tool) connected Go to Step (4) Go to Step (3)
Does the DST display TPS 1 voltage of 4.800 volts
or greater with the throttle closed?
3 1 voltage Go to Step (4) lem. Go to Inter-
Does TPS 1 voltage ever fall below 4.800 volts? mittent section
• Key OFF
• Disconnect electronic throttle connector
• Key ON
Does DST display TPS 1 voltage less than 0.2 volts?
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the circuit
• Key ON as necessary. Refer
5 • Using a DVOM check for voltage between TPS 1 to Wiring Repairs Go to Step (6)
signal at the ECM connector pin 5 and engine in Engine Electri-
ground cal.
• Replace ECM
6 Go to Step (11)
• Back probe sensor ground circuit at the ECM side
of the wire harness pin 3 with a test light con-
nected to battery voltage
• Inspect the electronic throttle connector terminals Repair the circuit
for damage, corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
9 Go to Step (11) -
• Key OFF
Repair the circuit
• Disconnect ECM connector C001
as necessary. Refer
10 • Using a DVOM check for continuity between the Go to Step (6) to Wiring Repairs
electronic throttle connector sensor ground pin 2 in Engine Electri-
and ECM connector TPS 1 sensor ground pin 20 cal.
SM 810 02(LP-T4)-5-65

etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-66
DTC 127-IAT Higher Than Expected 2

• Fault Condition-Intake Air Temperature greater than 230 degrees F. with engine speed greater than 900 rpm
• Fault condition must be active for longer than 10 seconds
• MIL-ON for active fault
• Engine Shut Down
Circuit Description
sensitive resistor is used in the TMAP located in the intake manifold of the engine. It is used to monitor incoming air tem-
perature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM pro-
vides a voltage divider circuit so that when the air is cool, the signal reads a higher voltage, and lower when warm. This
fault will set if the intake air temperature is greater than 230 degrees F. with engine speed greater than 900 rpm. The MIL
light command is on during this active fault and the engine will shut down.
Diagnostic Aid
• This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a
problem with the inlet air system. Ensure that the air inlet is not obstructed, modified or damaged.
• Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system
• If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.
SM 810 02(LP-T4)-5-67
DTC 129-BP Low Pressure

• Barometric Pressure
• Fault Condition-BP less than 8.30 psia
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value is used for fuel and air-
flow calculations. This fault sets in the event the BP value is out of the normal range.
SM 810 02(LP-T4)-5-68
DTC 129-BP Low Pressure

1 - Go to Step (2)
• Key ON.
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem. Go to Inter-
tem Data Mode
mittent section
Does DST display BP pressure of 8.30 psia or less?
• Key OFF
• Disconnect the TMAP sensor connector
• Jump the 5 volt reference pin 3 and MAP signal
3 pin 4 together Go to Step (4) Go to Step (8)
• Key ON
Does the DST display BP pressure of 16.00 psia or
greater?
• Inspect TMAP connector and wire harness con- Repair the circuit
nector terminals for corrosion, contamination or as necessary. Refer
cal.
5 • Check for continuity between TMAP sensor con- Go to Step (6) to Wiring Repairs
nector pin 4 and ECM connector pin 7 in Engine Electri-
nector 5 volt supply pin 3 and ECM connector as necessary. Refer
6 pin 19 Go to Step (7) to Wiring Repairs
cal.
nector ground pin 1 and ECM connector pin 20 as necessary. Refer
7 Do you have continuity between them? Go to Step (17) to Wiring Repairs
in Engine Electri-
cal.
• Remove the Jumper that was installed during step 3
• Probe TMAP connector signal circuit pin 4 with a
8 test light connected to battery voltage Go to Step (9) Go to Step (13)
Does the DST display BP pressure of 16.00 psia or
greater?
9 • Check for continuity between TMAP sensor con- Go to Step (10) to Wiring Repairs
nector pin 3 and ECM connector pin 19 in Engine Electri-
SM 810 02(LP-T4)-5-69

• Check for continuity between TMAP sensor con- Repair the open cir-
nector 5 volt reference pin 3 and engine ground cuit as necessary.
10 Do you have continuity? Refer to Wiring Go to Step (11)
Repairs in Engine
Electrical.
• Inspect TMAP and ECM connector pins for cor- Repair the circuit
rosion, contamination or mechanical damage as necessary. Refer
in Engine Electri-
cal.
• Disconnect ECM connector C001 Repair the circuit
• Check for continuity between TMAP sensor con- as necessary. Refer
13 nector pin 4 and ECM pin 7 Go to Step (14) to Wiring Repairs
cal.
nector pin 4 and engine ground as necessary. Refer
14 Do you have continuity? to Wiring Repairs Go to Step (15)
in Engine Electri-
cal.
• Inspect ECM connector and wire harness connec- Repair the circuit
tor pins for corrosion, contamination or mechani- as necessary. Refer
15 cal damage to Wiring Repairs Go to Step (16)
cal.
• Replace TMAP sensor
etc.
ECM.
18 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-70
DTC 134-EGO 1 Pre Cat Open/Lazy

• Heated Oxygen Sensor
• Check condition-Engine running
• Fault condition-EGO 1 pre catalyst persistently cold for more than 120 seconds
• Closed Loop-Disabled during active fault
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive
multiplier. This fault will set if EGO 1 is cold, nonresponsive, or inactive for more than 120 seconds.
SM 810 02(LP-T4)-5-71
DTC 134-EGO 1 Open/Inactive

1 - Go to Step (2)
• Key ON, Engine Running
tem Data Mode lem. See Electrical
2 • Run engine to full operating temperature and then Go to Step (3) Section Intermit-
idle for a minimum of 2 minutes tent Electrical
Does DST display EGO 1 voltage fixed between 0.4 Diagnosis
and 0.5 volts after at least 2 minutes of idle run time?
• Key OFF
• Disconnect EGO 1 connector C005
• Key ON
• Using a DVOM check for voltage between EGO
1 connector pins C and D
(Check must be made within 30 seconds or before
power relay shuts down)
• Key OFF
1 connector pin C and engine ground Repair system
System Volt-
4 • Key ON Go to Step (5) power relay open
age
(Check must be made within 30 seconds or before circuit
• Key OFF
• Key ON
Repair open heater
5 • Using a DVOM check for voltage between TPS 1 Go to Step (6)
ground circuit
signal at the ECM connector pin 5 and engine
ground
• Inspect wire harness connector C005 pins B and Correct the prob-
D and C001 pins 1 and 72 for damage, corrosion lem as required see
6 Go to Step (7)
or contamination Electrical Section
Did You find a problem? wire harness repair
• Replace ECM
7 Go to Step (11) -
• Key OFF
Repair open EGO 1
8 • Using a DVOM check for continuity between Go to Step (9)
circuit
EGO 1 pin B and ECM connector pin 1
SM 810 02(LP-T4)-5-72

Repair open EGO 1
9 EGO 1 pin A and ECM connector pin 20 Go to Step (10)
signal ground
• Replace EGO 1 sensor
etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-73

• Check condition-Engine running
• Fault condition-EGO 2 cold persistently more than 120 seconds
• MIL-ON during active fault and for 1 second after active fault
• Closed Loop-Disabled during active fault
Circuit Description
The EGO 2 sensor is used to monitor the efficiency of the catalytic converter. The ECM compares the EGO1 and EGO2
voltage signals to determine this. This fault will set if EGO 1 is cold, non-responsive, or inactive for more than 120 sec-
onds.
SM 810 02(LP-T4)-5-74

1 - Go to Step (2)
tem Data Mode lem. See Electrical
2 • Run engine to full operating temperature and then Go to Step (3) Section Intermit-
idle for a minimum of 2 minutes tent Electrical
Does DST display EGO 2 voltage fixed between 0.4 Diagnosis
and 0.5 volts after at least 2 minutes of idle run time?
• Key OFF
• Disconnect EGO 2 connector C005
• Key ON
2 connector pins C and D
(Check must be made within 30 seconds or before
• Key OFF
2 connector pin C and D Repair system
System Volt-
4 • Key ON Go to Step (5) power relay open
age
(Check must be made within 30 seconds or before circuit
• Using a DVOM check for voltage between EGO Repair open heater
5 Go to Step (6)
2 connector pin D and ECM connector pin 73 ground circuit
• Inspect wire harness connector C005 pins C and Correct the prob-
D and C001 pins 1 and 72 for damage, corrosion lem as required see
6 Go to Step (7)
or contamination Electrical Section
Did You find a problem? wire harness repair
• Replace ECM
7 Go to Step (11) -
• Key OFF
Repair open EGO 2
8 • Using a DVOM check for continuity between Go to Step (9)
circuit
EGO 2 connector pin B and ECM connector pin 1
Repair open EGO 2
9 EGO 2 pin A and ECM connector pin 20 Go to Step (10)
signal ground
SM 810 02(LP-T4)-5-75

etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-76

• Fault Condition-Engine Coolant Temperature reading or estimate greater than 230 degrees F. for greater than 15 sec-
onds
• MIL-On
• Engine shutdown will occur
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant sensor that
is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and ignition timing
control and to enable certain other temperature dependant operations. This code set is designed to help prevent engine
damage from overheating. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads
higher voltage, and lower when warm. This fault will set when the coolant exceeds 230 degrees F. for more than 15 sec-
onds. Engine shutdown will occur if this code occurs.
SM 810 02(LP-T4)-5-77

1 - Go to Step (2)
tem Data Mode
Intermittent prob-
2 • Warm engine to normal operating temperature, Go to Step (3) lem. Go to Inter-
then run the engine above 1200 rpm for at least mittent section
60 seconds
Does the DST display ECT temperture of 230
degrees F or greater?
Verify with a temperature gauge that the engine
coolant is over 230 degrees F. Repair cooling sys-
3 Go to Step (4)
Does the temperature gauge indicated 230 degrees F. tem
or greater?
4 Verify ECT Circuit function. - -
SM 810 02(LP-T4)-5-78
DTC 219-Max Govern Speed Override

• Max Govern Speed Override
• Fault Condition-Engine rpm greater than 3,200
• Fault condition active for 2 or more seconds
Circuit Description
This fault will set anytime the engine rpm exceeds 3,200 for longer than 2 seconds. The MIL command is ON during this
active fault
Diagnostic Aid
Check for other stored DTC codes before using the following DTC chart for this code set. Always diagnose and repair
any existing codes starting with the lowest numerical code first.
SM 810 02(LP-T4)-5-79
DTC 219-Max Govern Speed Override

1 - Go to Step (2)
2 • DST connected Go to Step (3) Go to Step (4)
Are any other DTC codes present with DTC 219?
• Diagnose and repair any other DTC codes stored
before proceeding with this chart.
3 Go to Step (4) -
Have any other DTC codes been diagnosed and
repaired?
• Check the service part number on the ECM to
4 ensure the correct calibration is in use Go to Step (6) Go to Step (5)
Is the Service Part Number Correct?
• Replace ECM with correct service part number
5 Go to Step (9) -
• Check the mechanical operation of the throttle
Is the mechanical operation of the throttle OK?
• Correct mechanical operation of the throttle.
Refer to Engine & Component section
7 Go to Step (9) -
Has the mechanical operation of the throttle been
corrected?
• Check engine for large manifold vacuum leaks.
Go to OBD Sys-
8 Refer to Symptom Diagnostic section Go to Step (9)
tem Check Section
Did you find and correct the vacuum leak?
etc.
ECM.
9 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-80
DTC 221-TPS 1 Higher Than TPS 2

• Throttle Position Sensor 1 & 2
• Fault Condition-TPS 1 20% higher than TPS2
• MIL-ON for remainder of key on cycle
• Engine shutdown
Circuit Description
throttle plate position. TPS 1 will read lower voltage when closed and TPS 2 will read higher voltage when closed. The
TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated val-
ues for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to deter-
mine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic
throttle assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2. At this point the throt-
tle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and
the engine will shutdown.
SM 810 02(LP-T4)-5-81
DTC 221-TPS 1 Higher Than TPS 2

1 - Go to Step (2)
2 tem Data Mode Go to Step (3) lem. Go to Inter-
Does the DST display more than a 20% difference mittent section
between TPS 1 and TPS 2?
• Key OFF
3 • Key ON
• Change DST mode to DBW (drive by wire) test
mode
Is the voltage for TPS 1 less than 0.1 volts?
• Key OFF Repair the TPS 1
• Disconnect ECM wiring harness connector C001 circuit shorted to
• Key ON voltage as neces-
4 Go to Step (9)
• Using a DVOM check for voltage between ECM sary. Refer to Wir-
connector TPS 1 signal pin 5 and engine ground ing Repairs in
Do you have voltage? Engine Electrical.
• Jump TPS 1 signal pin 6 to the 5 volt reference
5 pin 3 at connector C017 Go to Step (6) Go to Step (8)
Does DST display TPS 1 voltage over 4.900 volts?
• Inspect wire terminals at throttle connector for Repair the circuit
damage corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Replace the electronic Throttle
7 Go to Step (12) -
• Key OFF
cuit as necessary.
8 • Using a DVOM check for continuity between Go to Step (9) Refer to Wiring
throttle connector TPS 1 signal pin 6 and ECM Repairs in Engine
connector TPS 1 signal pin 5 Electrical.
• Using a DVOM check for continuity between Repair the open cir-
throttle connector signal ground pin 2 and ECM cuit as necessary.
9 connector signal ground pin 3 Go to Step (10) Refer to Wiring
Do you have continuity between them? Repairs in Engine
Electrical.
• Inspect ECM connector terminals for damage Repair the circuit
corrosion or contamination. as necessary. Refer
in Engine Electri-
cal.
SM 810 02(LP-T4)-5-82

Check?
etc.
ECM.
12 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-83
DTC 222-TPS 2 Signal Voltage Low

• Fault Condition-TPS 2 sensor voltage less than 0.200 volts
Circuit Description
assembly must be replaced. This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON.
SM 810 02(LP-T4)-5-84
DTC 222-TPS 2 Signal Voltage Low

1 - Go to Step (2)
2 (Drive by Wire) throttle test mode Go to Step (4) Go to Step (3)
or less with the throttle closed?
Does TPS 2 voltage ever fall below 0.200 volts? mittent section
• Key OFF
• Jumper the 5 volt reference circuit pin 3 and TPS 2
4 signal circuit pin 5 together at the throttle connector Go to Step (7) Go to Step (5)
• Key ON
Does DST display TPS 2 voltage of 4.0 volts or
greater?
• Key OFF
Repair the circuit
as necessary. Refer
5 • Using a DVOM check continuity between TPS 2 Go to Step (6) to Wiring Repairs
connector signal pin 5 and ECM connector TPS 2 in Engine Electri-
Signal pin 6 cal.
• Replace ECM
6 Go to Step (9) -
• Inspect the electronic throttle wire harness con- Repair the circuit
nector terminals for damage, corrosion or con- as necessary. Refer
7 tamination to Wiring Repairs Go to Step (8)
cal.
8 Go to Step (9) -
ECM.
Go to OBD Sys-
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-85
DTC 223-TPS 2 Signal Voltage High

• Fault Condition-TPS 2 sensor exceeds 4.800 volts
Circuit Description
throttle plate position.TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
assembly must be replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL command is ON.
SM 810 02(LP-T4)-5-86
DTC 223-TPS 2 Signal Voltage High

1 - Go to Step (2)
2 (Drive by Wire) throttle test mode Go to Step (4) Go to Step (3)
or greater with the throttle closed?
Does TPS 2 voltage ever exceed 4.800 volts? mittent section
• Key OFF
• Key ON
• Key OFF
5 • Using a DVOM check for voltage between elec- to Wiring Repairs Go to Step (6)
tronic throttle connector TPS 2 signal pin 5 and in Engine Electri-
engine ground cal.
• Replace ECM
6 Go to Step (11) -
• Probe sensor ground circuit at the ECM side of
the wire harness pin 3 with a test light connected
to battery voltage
• Inspect the electronic throttle wire harness con- Repair the circuit
nector and terminals for damage, corrosion or as necessary. Refer
8 contamination to Wiring Repairs Go to Step (9)
cal.
• Replace electronic throttle
9 Go to Step (11) -
• Key OFF
Repair the circuit
as necessary. Refer
throttle connector C017 sensor ground pin 2 and in Engine Electri-
ECM connector sensor ground pin 20 cal.
SM 810 02(LP-T4)-5-87

etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-88
DTC 336-Crank Sync Noise

• Crankshaft Position sensor
• Check Condition- Engine running
• Fault Condition- 1 invalid crank re-sync in less than 800 ms
• Adaptive- Disabled
• MIL- On during active fault
Circuit Description
on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. This
fault will set If no signal is present for 800ms or longer.
SM 810 02(LP-T4)-5-89
DTC 336-Crank Sync Noise

1 - Go to Step (2)
• Check that the ECM ground terminals C010, Repair the circuit
C022 and C023 are clean and tight as necessary. Refer
2 Are the ground terminals clean and tight? Go to Step (3) to Wiring Repairs
in Engine Electri-
cal.
• Key On, Engine OFF
as necessary. Refer
• Using A DVOM check for voltage at the CKP
3 5.0 volts Go to Step (4) to Wiring Repairs
sensor connector pin 1 and engine ground
in Engine Electri-
(CHECK THIS BEFORE THE POWER RELAY
cal.
SHUTS OFF)
• Using a DVOM check for continuity between Repair the circuit
CKP connector pin 3 and ECM connector pin 21 as necessary. Refer
in Engine Electri-
cal.
• Inspect the CKP connector C015 terminals for Repair the circuit
damage, corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Inspect the ECM connector C001 terminals 19, Repair the circuit
22, and 21 for damage, corrosion or contamina- as necessary. Refer
7 tion to Wiring Repairs Go to Step (8)
cal.
8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -
SM 810 02(LP-T4)-5-90

etc.
ECM.
10 System OK Go to Step (9)
• Observe the MIL
codes?
etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-91
DTC 337-Crank Loss

• Crankshaft position sensor
• Fault Condition- 6 cam pulse signals without crankshaft activity
• MIL- On during active fault
• Adaptive- Disabled
Circuit Description
on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. The
ECM must see a valid Crankshaft position signal while cranking. If no crankshaft signal is present for 6 cam pulses this
fault will set.
SM 810 02(LP-T4)-5-92
DTC 337-Crank Loss

1 - Go to Step (2)
• Check that the ECM ground terminals C010, Repair the circuit
C022 and C023 are clean and tight as necessary. Refer
in Engine Electri-
cal.
• Key OFF
as necessary. Refer
• Using A DVOM check for voltage at the CKP
sensor connector pin 1 and engine ground
in Engine Electri-
(CHECK THIS BEFORE THE POWER RELAY
cal.
SHUTS OFF)
CKP connector pin 3 and ECM connector pin 21 as necessary. Refer
in Engine Electri-
cal.
• Inspect the CKP connector C015 terminals for Repair the circuit
damage, corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Inspect the ECM connector C001 terminals 19, Repair the circuit
22, and 21 for damage, corrosion or contamina- as necessary. Refer
7 tion to Wiring Repairs Go to Step (8)
cal.
8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -
SM 810 02(LP-T4)-5-93

etc.
ECM.
• Observe the MIL
codes?
etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-94
DTC 341-Camshaft Sync Noise

• Camshaft position sensor
• Fault Condition-1 invalid cam re-sync in 700ms or less
• Adaptive Learn disabled
• MIL-ON
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM
detects erroneous pulses from the camshaft position sensor causing invalid cam re-sync. MIL light will become active and
Adaptive Learn will be disabled.
SM 810 02(LP-T4)-5-95
DTC 341-Camshaft Sync Noise

1 - Go to Step (2)
• Check that the ECM ground terminal C010 is Repair the circuit
clean, tight and in the proper location as necessary. Refer
in Engine Electri-
cal.
• Key OFF
Repair the circuit
• Disconnect the CMP (Camshaft position) Sensor
as necessary. Refer
connector C016
• Using A DVOM check for voltage at the CMP in Engine Electri-
sensor connector pin C and engine ground cal.
CMP connector pin A and ECM connector pin 24 in Engine Electri-
CMP connector pin B and ECM connector pin 23 as necessary. Refer
in Engine Electri-
cal.
• Inspect the CMP connector terminals for damage, Repair the circuit
corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Inspect the ECM connector C001 terminals 4, 23, Repair the circuit
and 24 for damage, corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Replace CMP sensor
8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -
SM 810 02(LP-T4)-5-96

etc.
ECM.
• Observe the MIL
codes?
etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-97
DTC 342-Camshaft Sensor Loss

• CMP (Camshaft Position Sensor)
• Check Condition-Engine Cranking or Running
• Fault Condition-No cam pulse in 2.5 cycles with engine speed greater than 1000 rpm
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM
does not detect a cam pulse in 2.5 engine cycles whenever the engine is greater than 1000 rpm. The engine may not run
with this fault present.
SM 810 02(LP-T4)-5-98
DTC 342-Camshaft Sensor Loss

1 - Go to Step (2)
• Check that the ECM ground terminal C010 is Repair the circuit
clean, tight and in the proper location as necessary. Refer
2 Is the ground terminal clean tight and in the proper Go to Step (3) to Wiring Repairs
location? in Engine Electri-
cal.
• Key OFF
• Disconnect the CMP (Camshaft Position) Sensor
3 • Using A DVOM check for voltage at the CMP 5.0 volts Go to Step (4) to Wiring Repairs
sensor connector pin C and engine ground in Engine Electri-
(RUN THIS VOLTAGE CHECK BEFORE THE cal.
POWER RELAY SHUTS OFF)
CMP connector pin A and ECM connector pin 24 in Engine Electri-
CMP connector pin B and ECM connector pin 23 as necessary. Refer
in Engine Electri-
cal.
• Inspect the CMP connector terminals for damage, Repair the circuit
corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Inspect the ECM connector terminals 2, 23 and Repair the circuit
24 for damage, corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Replace the CMP
8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -
SM 810 02(LP-T4)-5-99

etc.
ECM.
• Observe the MIL
codes?
etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-100
DTC-359 Fuel Run-out Longer Than Expected

• LPG lock-off valve
• Check Condition-Key OFF
• Fault Condition-Engine run down time greater than 20 seconds
• MIL-ON
Circuit Description
The LPG lock off valve is supplied system battery power from the VSW fused source. The ECM then provides a path to
ground to turn the valve on. This fault will set in the event the engine continues to run for more than 20 seconds after the
key is turned off. This fault indicates a possible problem with the electric LPG lock off solenoid.
SM 810 02(LP-T4)-5-101
DTC-359 Fuel Run-out Longer Than Expected

1 - Go to Step (2)
Check?
• Disconnect the LPG shut off solenoid connector
C003
• Using a DVOM check for power across terminals
System Volt-
2 A and B while cranking the engine, then turn the Go to Step (3) Go to Step (5)
age
key to the OFF position
Did the voltage immediately turn OFF with the key
cycle?
• Turn off the LPG manual valve at the fuel
• tank Intermittent prob-
lem. See intermit-
3 • Start the engine and let it idle until the engine
tent problems in the Go to Step (4)
stops.
electrical section of
(THIS MAY TAKE SEVERAL MINUTES)
this manual.
Did the engine ever stop?
• Replace the LPG shut off solenoid
4 Go to Step (8) -
• Key OFF
Repair the LPG
C001
5 solenoid control Go to Step (6)
• Using a DVOM check for continuity between short to ground
ECM pin 12 and engine ground
• Inspect the ECM wire harness and connector for Correct the prob-
damage corrosion or contamination lem as required.
6 Go to Step (7)
Did you find a problem? See wire harness
repair.
• Replace the ECM
7 Go to Step (8) -
etc.
ECM.
8 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-102
DTC 520-Oil Pressure Low Stage 1

• Engine Oil Pressure low.
• Check Condition-Engine running for 5 seconds or more with engine speed less than 1200 rpm.
• Fault Condition- Oil pressure less than 15 psi for 5 or more seconds
• Engine Shut Down.
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine damage can occur if the
engine is operated with low oil pressure. The ECM sends a 5v signal to the oil pressure sender. The sender will report a
signal back to the ECM on the signal wire depending on the pressure that is applied on its diaphragm. The voltage is lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will shut down in
the event of this fault to help prevent possible engine damage.
SM 810 02(LP-T4)-5-103

1 - Go to Step (2)
• Verify that the engine has oil pressure using a
mechanical oil pressure gauge before proceeding
Repair faulty Oil-
2 with this chart. See Engine Specifications Section 15 psi Go to Step (3)
ing System
1F.
Does the engine have oil pressure above 15 psi?
• Key ON, Engine Running DST connected in Sys-
tem Data Mode
• Clear DTC 524
• Warm the engine by idling until the ECT temper- Intermittent prob-
3 ature is above 160 degrees F. and has been run- Go to Step (4) lem Go to Intermit-
ning for at least 20 seconds or more tent section
• Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to shut
down?
• With a volt meter, check terminal B on the sensor
4 for a 5 volt reference from the ECM. 5v Go to Step (6) Go to Step (5)
Do you have 5 volts on terminal B?
• With a volt meter, check terminal 19 on the ECM Repair faulty wir-
for a 5 volt reference. ing between ECM
5 5v Go to Step (8)
Do you have a 5v reference coming out of the ECM? and Oil pressure
sensor
• With the oil pressure sender connected check for
a signal coming out of terminal C. Replace faulty oil
6 Go to Step (7)
Do you have a voltage signal coming out of terminal pressure sender
C?
• With the oil pressure sender connected check for Repair faulty wiring
7 a signal at terminal 53 of the ECM. Go to Step (8) between terminal C
Do you have a signal voltage at pin 53 of the ECM? and Terminal 25.
• Replace ECM
8 Go to Step (9) -
ECM.
Go to OBD Sys-
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-104
DTC 521- Oil Pressure High

• Check Condition-Engine running for 20 seconds or more with engine speed greater than 600 rpm.
• Fault Condition- Oil pressure greater than 95 psi for 5 or more seconds
Circuit Description
SM 810 02(LP-T4)-5-105
DTC 521- Oil Pressure High

1 - Go to Step (2)
Repair faulty Oil-
2 with this chart. See Engine Specifications Section Go to Step (3)
ing System
1F.
• With the engine running measure the signal volt-
Replace faulty oil
3 age on terminal C of the oil pressure sender. > 3.8v. Go to Step (4)
pressure sender.
Do you have more than 3.8v?
• With the engine running measure the signal volt- Repair faulty wir-
Replace faulty
4 age on terminal 25 of the IEPR / ECM. > 3.8v. ing between termi-
IEPR / ECM
Do you have more than 3.8v? nal C and 25.
SM 810 02(LP-T4)-5-106
DTC 522- Oil Pressure Sender low voltage

• Fault Condition- Voltage on terminal 25 is less than 0.2v for more than 1 second
• MIL-ON during active fault and for 2 seconds after active fault.
Circuit Description
SM 810 02(LP-T4)-5-107
DTC 522- Oil Pressure Sender low voltage

1 - Go to Step (2)
• Using the Diagnostic Service Tool (DST) check
the OILP_raw value on the “RAW VOLTS” Replace faulty
2 > 0.2v Go to Step (3)
page. IEPR / ECM
Is the voltage less than 0.2 volts
• Using a voltmeter measure the voltage at terminal
Replace faulty
3 53 of the ECM > 0.2v Go to Step (4)
IEPR / ECM
Is the voltage less than 0.2 volts?
• Using a voltmeter measure the voltage at terminal Intermittent prob-
Replace faulty oil
4 C at the oil pressure sender. > 0.2v lem Go to Intermit-
pressure sender
Is the voltage less than 0.2 volts? tent section
SM 810 02(LP-T4)-5-108
DTC 523- Oil Pressure Sender high voltage

• Fault Condition- Voltage on terminal 25 is less than 4.8v for more than 1 second
• MIL-ON during active fault and for 2 seconds after active fault.
Circuit Description
SM 810 02(LP-T4)-5-109
DTC 523- Oil Pressure Sender high voltage

1 - Go to Step (2)
• Using the Diagnostic Service Tool (DST) check
the OILP_raw value on the “RAW VOLTS” Replace faulty
2 > 4.8v Go to Step (3)
page. IEPR / ECM
Is the voltage over 4.8 volts
• Using a voltmeter measure the voltage at terminal
Replace faulty
3 53 of the ECM > 4.8v Go to Step (4)
IEPR / ECM
Is the voltage over 4.8 volts?
• Using a voltmeter measure the voltage at terminal Intermittent prob-
Replace faulty oil
4 C at the oil pressure sender. > 4.8v lem Go to Intermit-
pressure sender
Is the voltage over 4.8 volts? tent section
SM 810 02(LP-T4)-5-110

• Check Condition-Engine running for 5 seconds or more with engine less than 1200 rpm.
• Fault Condition- Oil pressure less than 8 psi for 5 or more seconds
Circuit Description
SM 810 02(LP-T4)-5-111

1 - Go to Step (2)
Repair faulty Oil-
2 with this chart. See Engine Specifications Section 8 psi Go to Step (3)
ing System
1F.
• Key ON, Engine Running DST connected in Sys-
tem Data Mode
• Clear DTC 524
• Warm the engine by idling until the ECT temper- Intermittent prob-
3 ature is above 160 degrees F. and has been run- Go to Step (4) lem Go to Intermit-
ning for at least 20 seconds or more tent section
• Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to shut
down?
• With a volt meter, check terminal B on the sensor
4 for a 5 volt reference from the ECM. 5v Go to Step (6) Go to Step (5)
Do you have 5 volts on terminal B?
• With a volt meter, check terminal 19 on the ECM Repair faulty wir-
for a 5 volt reference. ing between ECM
5 5v Go to Step (8)
Do you have a 5v reference coming out of the ECM? and Oil pressure
sensor
• With the oil pressure sender connected check for
Replace faulty oil
6 a signal coming out of terminal C. Go to Step (7)
pressure sender
Do you have a voltage signal coming out of terminal C?
• With the oil pressure sender connected check for Repair faulty wir-
a signal at terminal 53 of the ECM. ing between termi-
7 Go to Step (8)
Do you have a signal voltage at pin 53 of the ECM? nal C and Terminal
25.
• Replace ECM
8 Go to Step (9) -
ECM.
Go to OBD Sys-
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-112
DTC 562-System Voltage Low

• System Voltage to ECM
• Check Condition-Key on with engine speed greater than 1500 RPM
• Fault Condition-Battery voltage at ECM less than 9.0
• Fault Condition is present for longer than 5 seconds.
Circuit Description
The battery voltage powers the ECM and must be measured to correctly to properly operate injector drivers, solenoid
valves and ignition coils. This fault will set if the ECM detects system voltage less than 9.00 volts while the alternator
should be charging. The adaptive learn is disabled during this fault.
SM 810 02(LP-T4)-5-113
DTC 562-System Voltage Low

1 - Go to Step (2)
Intermittent prob-
lem Go to Engine
2 tem Data Mode - Go to Step (3)
Electrical Intermit-
Does DST display system voltage greater than 9.50
tent section
volts?
• Check battery condition
3 - Go to Step (4) Replace Battery
Is it OK?
• Check charging system Repair charging
4 - Go to Step (5)
Is it OK? System
• Key OFF
• Disconnect the ECM connector C001 Repair ECM
• Check the voltage between ECM connector C001 Ground circuit. Go
5 pins 60, 79 and engine ground. - to Power and Go to Step (6)
• Measure voltage with DVOM between each pin Ground section in
and engine ground engine Electrical
Is the voltage greater than for each pin 9.50 volts?
• Check the voltage at ECM connector pins 69 and Repair ECM power
81 circuit. Go to
6 • Measure voltage with DVOM between each pin - Power and Ground Go to Step (7)
and battery positive section in engine
Is the voltage greater than 9.50 volts? Electrical
• Replace ECM
7 - Go to Step (8) -
ECM.
Go to OBD Sys-
8 operating temperature - System OK
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-114
DTC 563-System Voltage High

• System Voltage to ECM
• Fault Condition-System battery voltage at ECM greater than 18 volts
• Fault must be present for 3 or more seconds
Circuit Description
The battery voltage powers the ECM and must be measured to correctly operate injector drivers, trim valves and ignition
coils. This fault will set if the ECM detects voltage greater than 18 volts anytime the engine is cranking or running. The
adaptive learn function is disabled during this fault. The ECM will shut down with internal protection if the system volt-
age ever exceeds 26 volts.
SM 810 02(LP-T4)-5-115
DTC 563-System Voltage High

1 - Go to Step (2)
Intermittent prob-
lem Go to Engine
2 tem Data Mode - Go to Step (3)
Electrical Intermit-
Does DST display system voltage greater than 18
tent section
volts?
• Check voltage at battery terminals with DVOM
3 with engine speed greater than 1500 rpm - Go to Step (4) Go to Step (5)
Is it greater than 18 volts?
• Repair the charging system
Has the charging system been repaired?
• Replace ECM
ECM.
Go to OBD Sys-
6 operating temperature - System OK
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-116
DTC 601-Flash Checksum Invalid

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Engine Shutdown will occur
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown
when this fault occurs.
SM 810 02(LP-T4)-5-117
DTC 601-Flash Checksum Invalid

1 - Go to Step (2)
• Clear system fault code tent section
Does DTC 601 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Did the power and ground circuits check OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
ECM.
Go to OBD Sys-
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-118
DTC 604-RAM Failure

• MIL-ON
Circuit Description
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown if
this fault occurs.
SM 810 02(LP-T4)-5-119
DTC 604-RAM Failure

1 - Go to Step (2)
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
ECM.
Go to OBD Sys-
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-120
DTC 606-COP Failure

• MIL-ON
Circuit Description
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown
when this fault occurs.
SM 810 02(LP-T4)-5-121
DTC 606-COP Failure

1 - Go to Step (2)
Are the power and ground circuits OK? as necessary. Refer
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
ECM.
Go to OBD Sys-
tem Check
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-122
DTC 642-External 5 Volt 1 Reference Low

• External 5 volt reference
• Fault Condition-5 volt reference voltage lower than 4.60 volts
Circuit Description
The External 5 volt supply powers many of the sensors and other components of the fuel system. The accuracy of the 5
volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to
determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5 volt supply. This fault will
set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be disabled during this fault
SM 810 02(LP-T4)-5-123
DTC 642-External 5 Volt 1 Reference Low

1 - Go to Step (2)
Intermittent prob-
tem Fault Mode
tent section
Does DST display DTC 642?
• Key OFF
3 • Using DVOM check for continuity between Go to Step (5) Go to Step (4)
ECM 5 volt reference pin 19 and engine ground
• Replace ECM
4 Go to Step (7) -
• While monitoring DVOM for continuity between
ECM 5 volt reference and engine ground
• Disconnect each sensor (below) one at a time to
find the shorted 5 volt reference. When continu-
ity to ground is lost the last sensor disconnected
is the area of suspicion. Inspect the 5 volt refer-
ence supply wire leads for shorts before replacing
the sensor. Repair shorted wire
5 Go to Step (6)
• TMAP harness
• Electronic Throttle
• FPP
• Crankshaft Sensor
• Camshaft Sensor
While disconnecting each sensor one at a time did
you loose continuity?
• Replace the last disconnected sensor
6 Go to Step (7) -
etc.
ECM.
7 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-124
DTC 643-External 5 Volt 1 Reference High

• External 5 volt reference
• Fault Condition-5 volt reference higher than 5.40 volts
Circuit Description
The External 5 volt supply powers many of the sensors and other components in the fuel system. The accuracy of the 5
volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to
determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5volt supply. This fault will
set if the 5 volt reference is greater than 5.40 volts anytime the engine is cranking or running. Adaptive Learn will be dis-
abled during this fault
SM 810 02(LP-T4)-5-125
DTC 643-External 5 Volt 1 Reference High

1 - Go to Step (2)
Intermittent prob-
tem Data Mode
tent section
Does DST display DTC 643?
• Check all ECM ground connections Repair the circuit
• Refer to Engine electrical power and ground disas necessary. Refer
3 tribution. Go to Step (4) to Wiring Repairs
Are the ground connections OK? in Engine Electri-
cal.
• Key OFF
Repair the circuit
as necessary. Refer
4 • Key ON
to Wiring Repairs Go to Step (5)
• Using DVOM check for Voltage between ECM in Engine Electri-
harness wire pin 19 and engine ground cal.
• Replace ECM
5 Go to Step (6) -
etc.
ECM.
6 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-126
DTC 650-MIL Control Open

• MIL check
• Check Condition-Key ON engine OFF
• Fault Condition-ECM MIL circuit open
• MIL Command-ON
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indi-
cator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to flash DTC
codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possible system
malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system check. This
simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the
engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate with
the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp should
go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may be set or a
problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source supplied
to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control cir-
cuit is open.
SM 810 02(LP-T4)-5-127
DTC 650-MIL Control Open

1 - Go to Step (2)
tem Data Mode Intermittent prob-
2 • Clear system fault code Go to Step (3) lem Go to Intermit-
• Key OFF tent section
• Key ON
Does DTC 650 reset?
• Remove the MIL bulb or driver circuit
• Using a DVOM check for continuity through the
bulb or driver device
• Replace the open bulb or driver device
4 Go to Step (8) -
• Key OFF
• Re-install the bulb or driver device Repair the circuit
• Disconnect vehicle interface connector C012 as necessary. Refer
5 • Using a DVOM check for continuity between vehi- Go to Step (6) to Wiring Repairs
cle interface connector pin G and battery positive in Engine Electri-
• Key ON cal.
• Using a DVOM check for continuity between as necessary. Refer
6 ECM harness connector pin 80 and vehicle inter- Go to Step (7) to Wiring Repairs
face connector pin G in Engine Electri-
Do you have continuity? cal.
• Inspect ECM wire harness connector pin 80 and Correct the prob-
vehicle interface connector pin G for damage, lem as required.
7 Go to Step (8)
corrosion or contamination See wiring harness
Did you find a problem? repair
etc.
ECM.
8 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-128
DTC 685-Relay Coil Open

• Power relay check
• Fault Condition-Relay coil open
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the
ECM detects an open circuit on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.
SM 810 02(LP-T4)-5-129
DTC 685-Relay Coil Open

1 - Go to Step (2)
• DST connected and in the system data mode
• Key OFF
• Remove the power relay from the fuse block
• Using a DVOM check the resistance of the relay
coil between terminals 1 and 2
Is the resistance value less than 100 ohms?
• Replace the power relay
3 Go to Step (9) -
• Check fuse F2
4 Replace fuse F2 Go to Step (8)
Is the fuse open?
cuit as required.
5 ECM pin 71 and fuse block cavity for relay ter- Go to Step (6)
See wiring harness
minal 2
repairs
• Remove fuse F2
cuit as required.
6 fuse block cavity for relay terminal 1 and the Go to Step (7)
See wiring harness
power out of the F2 fuse holder
repairs
• Check all system fuses.
• Check all relay placement positions in fuse block.
• Run complete pin to pin checks on chassis wiring
7 to fuel system harness. Go to Step (9) Go to Step (8)
• See complete fuel system schematic for further
details
Did you find the problem?
• Replace the ECM
8 Go to Step (9) -
etc.
ECM.
9 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-130
DTC 686-Relay Control Ground Short

• Power relay ground control
• Fault Condition-Relay control shorted to ground
Circuit Description
ECM detects a short to ground on the relay control output.
Diagnostic Aid
degrees F.
SM 810 02(LP-T4)-5-131
DTC 686-Relay Control Ground Short

1 - Go to Step (2)
• Key ON, DST connected in the System Data
mode Intermittent prob-
2 • Clear DTC 686 Go to Step (4) lem Go to Intermit-
• Start the engine tent section
Does DTC 686 re-set?
• Using a DVOM check the resistance value
between ECM pin 71 and engine ground
Is the resistance less than 60 ohms?
• Remove the power relay from the fuse block Repair the shorted
• Using a DVOM check the resistance value again to ground relay
4 between ECM pin 71 and engine ground control circuit as Go to Step (6)
Is the resistance less than 60 ohms? necessary. See wir-
ing harness repairs
5 Go to Step (8) -
• Replace the ECM
6 Go to Step (8) -
etc.
ECM.
7 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-132
DTC 687-Relay Coil Short to Power

• Power relay check
• Fault Condition-Relay coil shorted to power
Circuit Description
ECM detects a short circuit to power on the relay control output.
Diagnostic Aid
degrees F.
SM 810 02(LP-T4)-5-133
DTC 687-Relay Coil Short to Power

1 - Go to Step (2)
• DST connected and in the system data mode
• Key OFF
• Remove the power relay from the fuse block
• Using a DVOM check the resistance of the relay
coil between terminals 1 and 2
Is the resistance value less than 60 ohms?
3 Go to Step (9) -
4 relay terminals 2 and 3 Go to Step (3) Go to Step (5)
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the short to
System battery
5 • Using a DVOM check for power between ECM power. See wiring Go to Step (6)
voltage
pin 71 and engine ground with the key ON harness repair.
Do you have power?
6 Go to Step (7) -
etc.
ECM.
7 • Start the engine and operate the vehicle to full Go to Step (8) Go to Step (9)
• Observe the MIL
Does DTC 687 still re-set?
• Replace the ECM
8 Go to Step (9) -
SM 810 02(LP-T4)-5-134

etc.
ECM.
9 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-135
DTC 1111-Fuel Rev Limit

• Fuel Rev Limit
• Fault Condition-Engine rpm greater than set limit
Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings in the calibration. This is generally set at
3200 rpms. The MIL command is ON during this active fault
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing
codes starting with the lowest numerical code first.
SM 810 02(LP-T4)-5-136
DTC 1111-Fuel Rev Limit

1 Go to Step (2)
2 • DST in Active Fault Mode Go to Step (3) Go to Step (4)
• Diagnose and repair any other DTC codes before
proceeding with this chart.
3 Go to Step (4) -
repaired?
• Check the service part Number on the ECM to
4 ensure correct calibration is in use Go to Step (6) Go to Step (5)
Is the service part Number Correct?
• Replace ECM with the correct service part num-
5 ber Go to Step (9) -
7 Go to Step (9) -
corrected?
Go to OBD Sys-
8 Refer to Fuel Systems symptom diagnostics Go to Step (9)
tem Check Section
etc.
ECM.
9 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-137
DTC 1112-Spark Rev Limit

• Spark Rev Limit
• Check Condition-Engine running
• Fault Condition-Engine rpm greater than set limit
• Engine Shut Down
Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings installed in the calibration. This is gener-
ally set at 3200 rpms. The MIL command is ON during this active fault and the engine will shut down.
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing
codes starting with the lowest numerical code first.
SM 810 02(LP-T4)-5-138
DTC 1112-Spark Rev Limit

1 Go to Step (2)
2 • DST connected Go to Step (3) Go to Step (4)
• Diagnose any other DTC codes before proceed-
ing with this chart.
3 Go to Step (4) -
repaired?
• Check the service part Number on the ECM to
4 ensure correct calibration is in use Go to Step (6) Go to Step (5)
Is the service part Number Correct?
• Replace ECM with correct service part number
5 Go to Step (9) -
7 Go to Step (9) -
corrected?
Refer to Fuel Systems section Symptom Diag- Go to OBD Sys-
8 Go to Step (9)
nostics tem Check Section
etc.
ECM.
9 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-139
DTC 1151-Closed Loop Multiplier High LPG

• Fault Condition-Closed Loop multiplier out of range (greater than 35%)
• MIL-ON
Circuit Description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the adaptive
multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation and cannot correctly mod-
ify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially
at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
SM 810 02(LP-T4)-5-140
DTC 1151-Closed Loop Multiplier High LPG

• Perform the On-Board (OBD) System Check?
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted
• The air filter for being plugged
• System power fuses are good and in the proper
location
2 • The EGO 1 sensor installed securely and the wire Go to Step (9) Go to Step (4)
leads not contacting the exhaust manifold or igni-
tion wires
• ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground Distribution
• Fuel System Diagnostics. Refer to Fuel System
Diagnostics
Was a repair made?
ing with this chart. Always repair existing codes
3 starting with the lowest numerical code set first. Go to Step (9) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Disconnect EGO1 connector C005
• Using a DVOM check for voltage between EGO Repair the open
1 connector pin B and engine ground EGO power circuit
4 System voltage Go to Step (5)
(CHECK MUST BE MADE WITHIN 30 SEC- to Wiring Repairs
ONDS OR BEFORE POWER RELAY SHUTS in Engine Electri-
DOWN) cal.
• Key OFF
• Disconnect EGO 1 sensor wire harness connector
C005
Repair the shorted
circuit as neces-
5 • C001
sary. Refer to Wir- Go to Step (6)
• Key ON ing Repairs in
• Using a high impedance DVOM check for conti- Engine Electrical.
nuity between EGO 1 connector signal pin A and
engine ground
• Using a high impedance DVOM check for conti- Repair the shorted
nuity between EGO 1 connector signal ground circuit as neces-
6 pin C and EGO 1 signal pin A sary. Refer to Wir- Go to Step (7)
Do you have continuity? ing Repairs in
Engine Electrical.
SM 810 02(LP-T4)-5-141

• Using a high impedance DVOM check for conti-
nuity between EGO 1 heater ground pin D and Repair the open
7 Go to Step (8)
ECM pin 72 EGO heater ground
8 Go to Step (9) -
etc.
ECM.
9 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-142
DTC 1152-Closed Loop Multiplier Low LPG

• Functional Fault-Closed Loop multiplier out of range (at limit of -35%)
• MIL Disabled
Circuit Description
multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier can-
not correctly modify the fuel flow within its limits, it is limited at -35%.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic
Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure
that the specified HD-5 or HD-10 motor fuel grade LPG is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
SM 810 02(LP-T4)-5-143

restricted
2 • The EGO sensor installed securely and the wire
leads not damaged contacting the secondary igni-
tion wires
• ECM grounds for being clean and tight.
• Run the fuel system diagnostic checks
Was a repair made?
and repaired?
• Key OFF
• Disconnect EGO sensor wire harness connector Repair the circuit
• Disconnect ECM wire harness connector Key short to voltage as
4 ON necessary. Refer to Go to Step (5)
• Using a DVOM check for voltage at the EGO 1 wiring harness
connector C005 signal pin C and engine ground repair.
• Replace EGO sensor
5 Go to Step (6) -
etc.
ECM.
6 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-144

• Functional Fault-Closed Loop multiplier out of range (at limit of -35%)
• MIL Disabled
Circuit Description
multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier can-
not correctly modify the fuel flow within its limits, it is limited at -35%.
Diagnostic Aid
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich.
SM 810 02(LP-T4)-5-145

restricted
2 • The EGO sensor installed securely and the wire
leads not damaged contacting the secondary igni-
tion wires
• Run the fuel system diagnostic checks
Was a repair made?
and repaired?
• Key OFF
• Disconnect EGO sensor wire harness connector Repair the circuit
• Disconnect ECM wire harness connector Key short to voltage as
4 ON necessary. Refer to Go to Step (5)
• Using a DVOM check for voltage at the EGO 1 wiring harness
connector C005 signal pin C and engine ground repair.
5 Go to Step (6) -
etc.
ECM.
6 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-146
DTC 1161-Adaptive Learn High LPG

• Fault Condition-Adaptive multiplier out of range greater than 30%
• MIL-ON
Circuit Description
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostic checks before using the following diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
SM 810 02(LP-T4)-5-147
DTC 1161-Adaptive Learn High LPG

restricted
• System power fuses are good and in the proper
location
2 • The EGO 1 sensor installed securely and the wire Go to Step (9) Go to Step (4)
leads not contacting the exhaust manifold or igni-
tion wires
• ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground Distribution
• Fuel System Diagnostics. Refer to Fuel System
Diagnostics
Was a repair made?
ing with this chart. Always repair existing codes
3 starting with the lowest numerical code set first. Go to Step (9) Go to Step (4)
and repaired?
• Disconnect EGO1 connector C005
• Using a DVOM check for voltage between EGO Repair the open
1 connector pin B and engine ground EGO power circuit
4 System voltage Go to Step (5)
(CHECK MUST BE MADE WITHIN 30 SEC- to Wiring Repairs
ONDS OR BEFORE POWER RELAY SHUTS in Engine Electri-
DOWN) cal.
• Key OFF
• Disconnect EGO 1 sensor wire harness connector
C005
Repair the shorted
circuit as neces-
5 • C001
sary. Refer to Wir- Go to Step (6)
• Key ON ing Repairs in
• Using a high impedance DVOM check for conti- Engine Electrical.
nuity between EGO 1 connector signal pin A and
engine ground
• Using a high impedance DVOM check for conti- Repair the shorted
nuity between EGO 1 connector signal ground circuit as neces-
6 pin C and EGO 1 signal pin A sary. Refer to Wir- Go to Step (7)
Do you have continuity? ing Repairs in
Engine Electrical.
SM 810 02(LP-T4)-5-148

• Using a high impedance DVOM check for conti-
nuity between EGO 1 heater ground pin D and Repair the open
7 Go to Step (8)
ECM pin 49 EGO heater ground
8 Go to Step (9) -
etc.
ECM.
9 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-149
DTC 1162-Adaptive Learn Low LPG

• Fault Condition-Adaptive multiplier out of range greater than -30%
• MIL-ON
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostics before using the following diagnostic chart.
Diagnostic Aid
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure
that the specified HD-5 or HD-10 motor fuel grade propane is used.
SM 810 02(LP-T4)-5-150
DTC 1162-Adaptive Learn Low LPG

restricted
2 • The EGO sensor is installed securely and the wire
leads not damaged or contacting the secondary
ignition wires
• Fuel system diagnostic checks
Was a repair made?
and repaired?
• Key OFF
• Disconnect EGO sensor wire harness connector
C005 Repair the circuit
as necessary. Refer
4 to Wiring Repairs Go to Step (5)
• Key ON in Engine Electri-
• Using a DVOM check for voltage at EGO 1 con- cal.
nector signal pin A and engine ground
5 Go to Step (6) -
etc.
ECM.
6 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-151
DTC 1165-LPG Catalyst Monitor

• Catalyst Function
• Check condition- Engine running
• Fault condition- EGO 1 signal = EGO 2 signal for 100 updates
• MIL- On during active fault and for 1 second after active fault
• Adaptive- Disabled during active fault
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffl er. When the signals for
EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.
Diagnostic Aid
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to
replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after
repairing exhaust leaks, and recheck for code.
SM 810 02(LP-T4)-5-152
DTC 1171-EPR Pressure Higher Than Expected

• EPR delivery pressure
• Check condition-Engine running or cranking
• Fault condition-EPR actual pressure greater than 1.5 inches above commanded pressure
• Adaptive disabled
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. This code will set in the event the actual pressure is 1.5 inches water pressure higher than the actual commanded
pressure. Adaptive learn is disabled and the MIL command is ON during this fault. The engine will shutdown if this fault
occurs.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic chart. High sec-
ondary fuel pressure due to a worn or damaged primary or secondary seat may cause this fault to set
SM 810 02(LP-T4)-5-153
DTC 1171-EPR Pressure Higher Than Expected

1 - Go to Step (2)
Did you run the fuel pressure diagnostic test in the
2 fuel system diagnostic section with no problems Go to Step (4) Go to Step (3)
found?
• Run the EPR pressure test in the fuel system Follow the EPR
diagnostic section service recommen-
3 Did the EPR pass the fuel pressure test specifica- Go to Step (4) dations from the
tions? fuel pressure test
chart.
• Inspect the EPR electrical connector pins C018 Repair the circuit
for damage, corrosion or contamination. as necessary. Refer
4 Go to Step (5)
Did you find a problem? to wire harness
repair section.
• Replace or repair the EPR
5 Go to Step (6) -
etc.
ECM.
6 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-154
DTC 1172-EPR Pressure Lower Than Expected

• EPR delivery pressure
• Check condition-Engine running or cranking
• Fault condition-EPR actual pressure less than 1.5 inches below commanded pressure
• Adaptive disabled
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. This code will set in the event the actual pressure is 1.0 inches water pressure lower than the actual commanded
pressure. Adaptive is disabled and the MIL command is ON during this fault. Engine will shutdown if this fault occurs.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic chart. Low sec-
ondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.
SM 810 02(LP-T4)-5-155
DTC 1172-EPR Pressure Lower Than Expected

1 - Go to Step (2)
Did you run the fuel pressure diagnostic test in the
2 fuel system diagnostic section with no problems Go to Step (4) Go to Step (3)
found?
• Run the EPR pressure test in the fuel system Follow the EPR
diagnostic section service recommen-
3 Did the EPR pass the fuel pressure test specifica- Go to Step (4) dations from the
tions? fuel pressure test
chart.
• Inspect the EPR electrical connector C018 for Repair the circuit
damage, corrosion or contamination. as necessary. Refer
4 Go to Step (5)
Did you find a problem? to wire harness
repair section.
• Replace or repair the EPR
5 Go to Step (6) -
etc.
ECM.
6 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-156
DTC 1612-RTI 1 Loss

• MIL-ON
• Adaptive-Disabled for the remainder of the key-ON cycle
Circuit Description
this code occurs.
SM 810 02(LP-T4)-5-157
DTC 1612-RTI 1 Loss

1 - Go to Step (2)
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
etc.
ECM.
5 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-158
DTC 1613-RTI 2 Loss

• MIL-ON
Circuit Description
this code occurs.
SM 810 02(LP-T4)-5-159
DTC 1613-RTI 2 Loss

1 - Go to Step (2)
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
etc.
ECM.
5 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-160
DTC 1614-RTI 3 Losss

• MIL-ON
Circuit Description
this code occurs.
SM 810 02(LP-T4)-5-161
DTC 1614-RTI 3 Loss

1 - Go to Step (2)
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
etc.
ECM.
5 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-162
DTC 1615-A/D Loss

• MIL-ON
Circuit Description
this code occurs.
SM 810 02(LP-T4)-5-163
DTC 1615-A/D Loss

1 - Go to Step (2)
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
etc.
ECM.
5 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-164
DTC 1616-Invalid Interrupt

• MIL-ON
Circuit Description
this code occurs.
SM 810 02(LP-T4)-5-165
DTC 1616-Invalid Interrupt

1 - Go to Step (2)
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
etc.
ECM.
5 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-166
DTC 1626-CAN Tx Failure

• CAN Tx
• Fault Condition-CAN Tx error 120 packets lost within 1 second
• MIL-ON
Circuit Description
The CAN bus (controller area network) is used by the ECM to communicate with other digital devices used throughout
the fuel system. Information is sent over the CAN bus in digital information “packets” that contain information for vari-
ous control functions. This fault will set if the ECM detects 120 packets lost within a one second time period. The MIL
command is ON.
SM 810 02(LP-T4)-5-167
DTC 1626-CAN Tx Failure

1 - Go to Step (2)
• Check that the ECM power connection C019 is Repair the circuit
clean, tight and in the proper location. as necessary. Refer
3 • Check that the ECM ground connection C010 is Go to Step (4) to Wiring Repairs
clean, tight and in the proper location. in Engine Electri-
Are the power and ground circuits OK? cal.
• Using a DVOM check for continuity between Repair the shorted
ECM pins 14 and 15 circuit as neces-
4 Do you have continuity between them? sary. Refer to Wir- Go to Step (5)
ing Repairs in
Engine Electrical.
• Using a DVOM check for continuity to engine Repair the shorted
ground on pins 69 and 81 to ground circuit as
5 Do have continuity to engine ground? necessary. Refer to Go to Step (6)
Wiring Repairs in
Engine Electrical.
• Using a DVOM check for continuity to battery Repair the shorted
positive on pins 69 and 81 to ground circuit as
6 Do have continuity them? necessary. Refer to Go to Step (7)
Wiring Repairs in
Engine Electrical.
• Replace ECM
7 Go to Step (8) -
etc.
ECM.
8 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-168
DTC 1627-CAN Rx Failure

• CAN Rx
• Fault Condition-CAN Rx error 120 packets lost within 1 second
• MIL-ON
Circuit Description
ous control functions. This fault will set if the ECM detects 120 packets lost within a one second time period. The MIL
command is ON.
SM 810 02(LP-T4)-5-169
DTC 1627-CAN Rx Failure

1 - Go to Step (2)
• Check that the ECM power connection C019 is Repair the circuit
clean, tight and in the proper location. as necessary. Refer
3 • Check that the ECM ground connection C010 is Go to Step (4) to Wiring Repairs
clean, tight and in the proper location. in Engine Electri-
Are the power and ground circuits OK? cal.
ECM pins 14 and 15 circuit as neces-
4 Do you have continuity between them? sary. Refer to Wir- Go to Step (5)
ing Repairs in
Engine Electrical.
• Using a DVOM check for continuity to engine Repair the shorted
ground on pin 14. to ground circuit as
5 • Do have continuity to engine ground? necessary. Refer to Go to Step (6)
Wiring Repairs in
Engine Electrical.
• Using a DVOM check for continuity to battery Repair the shorted
positive on pin 14. to ground circuit as
6 Do have continuity between them? necessary. Refer to Go to Step (7)
Wiring Repairs in
Engine Electrical.
• Replace ECM
7 Go to Step (8) -
etc.
ECM.
8 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-170
DTC 1628-CAN Address Conflict

• CAN Rx
• Fault Condition-5 or more address conflict errors
• MIL-ON
Circuit Description
ous control functions. Individual devices are assigned network addresses. This fault will set if the ECM detects an address
conflict, such as two devices with the same address. This is usually not due to an in field failure and may be the results of
“add on” CAN devices
SM 810 02(LP-T4)-5-171
DTC 1628-CAN Address Conflict

1 - Go to Step (2)
• Key OFF
Contact the CAN
• Disconnect one CAN device
Repeat step 3 until device manufac-
• Clear DTC 1628
all CAN devices turer for additional
3 • Key ON (start engine if possible if not continue have been discon- CAN address infor-
cranking for at least 3 seconds) nected one at a time mation
• Wait 5 seconds
Go to Step (4)
Does DTC 1628 re-set?
Has the CAN device been replaced or address con-
4 Go to Step (5) -
flict resolved?
etc.
ECM.
5 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-172
DTC 1644-MIL Control Ground Short

• MIL
• Fault Condition-ECM MIL output shorted to ground
• MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Mal-
function Indicator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL
control is shorted to ground.
SM 810 02(LP-T4)-5-173
DTC 1644-MIL Control Ground Short

1 - Go to Step (2)
• Key ON
Does DTC 1644 reset?
• Key OFF
Intermittent prob-
C001
3 Go to Step (4) lem Go to Intermit-
• Using a DVOM check for continuity between tent section
ECM connector pin 5 and engine ground
• Disconnect vehicle interface connector C012 Repair the MIL
Repair the shorted
• Using a DVOM check for continuity between control wire short
to ground circuit
ECM connector pin 80 and engine ground to ground between
between the ECM
4 Do you have continuity? the vehicle inter-
connector and
face connector and
engine ground.
vehicle chassis.
Then go to step (6)
Then go to step (6)
• Replace the ECM
5 Go to Step (7) -
etc.
ECM.
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-174

etc.
ECM.
7 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-175
DTC 1645-MIL Control Ground Short To Power

• MIL check
• Fault Condition-ECM MIL output shorted to ground
• MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Mal-
function Indicator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL
control is shorted to voltage.
SM 810 02(LP-T4)-5-176
DTC 1645-MIL Control Ground Short To Power

1 - Go to Step (2)
• Key ON
Does DTC 1645 reset?
• Key OFF
C001 Intermittent prob-
3 • Using a DVOM check for voltage between ECM Go to Step (4) lem Go to Intermit-
connector pin 80 and engine ground tent section
• Key ON
• Disconnect vehicle interface connector C012 Repair the MIL
Repair the shorted
• Using a DVOM check for continuity between control wire short
to ground circuit
ECM connector pin 80 and engine ground to ground between
between the ECM
4 Do you have continuity? the vehicle inter-
connector and
face connector and
engine ground.
vehicle chassis.
Then go to step (6)
Then go to step (6)
• Replace the ECM
5 Go to Step (7) -
etc.
ECM.
6 • Start the engine and operate the vehicle to full
System OK Go to Step (5)
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-177

etc.
ECM.
7 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-178
DTC 2111-Unable To Reach Lower TPS

• Throttle Position Sensor
• Fault Condition-Actual throttle position is 20% greater than the throttle command
• Engine shutdown
Circuit Description
the throttle is opening as commanded. This fault will set if the actual throttle position is 20% greater than the throttle com-
mand. During this active fault the MIL command is ON and the engine will shutdown.
SM 810 02(LP-T4)-5-179
DTC 2111-Unable To Reach Lower TPS

1 - Go to Step (2)
Intermittent prob-
(Drive By Wire) test mode
• Depress foot pedal until the throttle command is tent section
between 63%-68%
Is the TPS 1 voltage greater than 2.0 volts?
• Key OFF
• Probe TPS 1 signal pin 6 with a test light con-
nected to battery voltage
• Key ON
• Key OFF
4 • Using a DVOM check for voltage between throt- to Wiring Repairs Go to Step (5)
tle connector TPS 1signal pin 6 and engine in Engine Electri-
ground cal.
• Replace ECM
5 Go to Step (13) -
• Probe sensor ground circuit at ECM connector
C001 with a test light connected to battery volt-
age
• Key OFF
Repair the circuit
as necessary. Refer
7 • Using a DVOM check for continuity between to Wiring Repairs
throttle connector signal ground pin 2 and ECM in Engine Electri-
signal ground circuit pin 20 cal.
• Replace ECM
8 Go to Step (13) -
• Check throttle for foreign object in bore
Did you find a foreign object in the bore?
• Remove foreign object
Is the removal complete?
• Inspect the throttle wire harness connector termi- Repair the circuit
nals for damage, corrosion or contamination as necessary. Refer
11 Did you find the problem? to Wiring Repairs Go to Step (12)
in Engine Electri-
cal.
SM 810 02(LP-T4)-5-180

• Replace throttle
etc.
ECM.
13 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-181
DTC 2112-Unable To Reach Higher TPS

• Throttle Position Sensor
• Fault Condition-Actual throttle position is 20% less than the throttle command
• Engine shutdown
Circuit Description
the throttle is opening as commanded. This fault will set if the actual throttle position is 20% less than the throttle com-
mand. The MIL command is ON and the engine will shutdown.
SM 810 02(LP-T4)-5-182
DTC 2112-Unable To Reach Higher TPS

1 - Go to Step (2)
Intermittent prob-
(Drive By Wire) test mode
• Depress foot pedal until the throttle command is tent section
63%-68%
Is the TPS voltage less than 2.0 volts?
• Key OFF
• Probe TPS 1 signal circuit pin 6 with test light
connected to battery voltage
• Key ON
Is TPS voltage 4.0 volts or greater?
• Check throttle bore for foreign object
Did you find a problem?
• Remove the foreign object
5 Go to Step (11) -
Has the object been removed?
• Check the electronic throttle connector terminals Repair the circuit
for damage corrosion or contamination as necessary. Refer
in Engine Electri-
cal.
• Replace throttle
7 Go to Step (11) -
• Key OFF
Repair the circuit
as necessary. Refer
throttle connector TPS 1 signal pin 6 and ECM in Engine Electri-
TPS 1 signal pin 5 cal.
throttle connector TPS 1 signal pin 6 and engine to ground circuit as
9 ground necessary. Refer to Go to Step (10)
Do you have continuity between them? Wiring Repairs in
Engine Electrical.
• Replace ECM
SM 810 02(LP-T4)-5-183

etc.
ECM.
11 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-184
DTC 2229-BP High Pressure

• Barometric Pressure
• Fault Condition-BP greater than 16 psia
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value is used for fuel and air-
flow calculations. This fault sets in the event the BP value is out of the normal range.
SM 810 02(LP-T4)-5-185
DTC 2229-BP High Pressure

1 - Go to Step (2)
• Key ON
• DST (Diagnostic Scan Tool) connected in Intermittent prob-
2 • System Data Mode Go to Step (3) lem Go to Intermit-
Does DST display MAP pressure of 16 psia or tent section
greater?
3 Go to Step (4) -
Is the repair complete?
etc.
ECM.
4 System OK
• Observe the MIL
codes?
SM 810 02(LP-T4)-5-186
Section 6
Definitions
Air Valve Vacuum (AVV): The vacuum signal taken Cathode Ray Tube: A vacuum tube in which cathode
from below the air valve assembly and above the throttle rays usually in the form of a slender beam are projected
butterfly valve. on a uorescent screen and produce a luminous spot.
ADP: Adaptive Digital Processor. Circuit: A path of conductors through which electricity
ows.
Air/Fuel Ratio: The amount or balance of air and fuel in
the air fuel mixture that enters the engine. Closed Loop Operation: Applies to systems utilizing an
oxygen sensor. In this mode of operation, the system
Analog Voltmeter: A meter that uses a mechanical nee-
uses oxygen sensor information to determine air/fuel
dle to point to a value on a scale of numbers. It is usually
ratio. Adjustments are made accordingly and checked by
of the low impedance type and used to measure voltage
comparing the new oxygen sensor to previous signals.
and resistance.
No stored information is used.
Aromatics: Pertaining to or containing the sixcarbon ring
CNG: Compressed Natural Gas.
characteristic of the benzene series. Found in many
petroleum distillates. CKP: Crankshaft Position Sensor
Back re: Combustion of the air/fuel mixture in the intake CMP: Camshaft Position Sensor
or exhaust manifolds. A backfire can occur if the intake
Conductor: A material, normally metallic, that permits
or exhaust valves are open when there is a mis-timed
easy passage of electricity.
ignition spark.
Contaminants: Impurities or foreign material present in
Benzene: An aromatic (C6H6). Sometimes blended with
fuel.
gasoline to improve anti-knock value. Benzene is toxic
and suspected of causing cancer. Control Module: One of several informal names for a
solid state microcomputer which monitors engine condi-
Bi-Fueled: A vehicle equipped to run on two fuels.
tions and controls certain engine functions; i.e. air/fuel
Blow-By: Gases formed by the combustion of fuel and ratio, injection and ignition time, etc. The formal name
air, which ordinarily should exert pressure only against and the one used throughout this manual is ECM, or
the piston crown and rst compression ring. When rings Engine Control Module.
do not seal, these gases escape or “blow by” the side of
Converter: A LPG fuel system component containing
the piston into the crankcase.
varying stages of fuel pressure regulation combined with
BTU: British Thermal Unit. A measurement of the a vaporizer.
amount of heat required to raise the temperature of 1lb.
Cryogen: A refrigerant used to obtain very low tempera-
of water 1 degree F.
tures.
Butane: An odorless, colorless gas, C4H10 found in natu-
Current: The volume or ow of electrons through a con-
ral gas and petroleum. One of the ve LP gases.
ductor. Measured in amperes or amps.
CAFE: Corporate Average Fuel Economy.
DBW: Drive By Wire
CARB: California Air Resources Board.
Dedicated Fuel System: A motor fuel system designed to
Carbon Monoxide (CO): A chemical compound of a operate on only one fuel type.
highly toxic gas that is both odorless and colorless.
Diaphragm: A thin, exible membrane that separates two
Carburetor: An apparatus for supplying an internal- chambers. When the pressure in one chamber is lower
combustion engine a mixture of vaporized fuel and air. than in the other chamber, the diaphragm will move
toward the side with the low pressure.
SM 810 02(LP-T4)-6-1
Group 02(LP-Tier4), PSI SYSTEM
Diaphragm Port: The external port located at the fuel Fuel Injector: a spring loaded, electromagnetic valve
inlet assembly and connected to the vacuum chamber which delivers fuel into the intake manifold, in response
above the air valve diaphragm. to an electrical input from the control module.
DLC: Data Link Connector. Fuel Lock: A solenoid-controlled valve located in the
fuel line to stop the ow when the engine stops or the
DTC: Diagnostic Trouble Code
ignition switch is off.
DST: Diagnostic Scan Tool.
Gasohol: 10 percent ethanol, 90 percent gasoline. Often
DVOM: Digital Volt/ohm Meter. A meter that uses a referred to as E-10.
numerical display in place of a gauge and is usually of
Gasoline: A motor vehicle fuel that is a complex blend of
the high impedance type.
hydrocarbons and additives. Typical octane level is 89.
ECT: Engine Coolant Temperature.
GCP: Spectrum III (90-pin) ECM.
ECM: Electronic Control Module
Greenhouse Effect: A scienti c theory suggesting that
ECOM: A DLC cable supporting CAN and serial com- carbon dioxide from the burning of fossil fuels is causing
munication with a PSI/EControls ECM. the atmosphere to trap heat and cause global warming.
EFI: Electronic Fuel Injection. A fuel injection system, HC: Hydrocarbon. An organic chemical compound.
which uses a microcomputer (ECM) to
HD 10: A fuel of not less than 80% liquid volume pro-
determine and control the amount of fuel, required by, and pane and not more than 10% liquid volume propylene.
injected into, a particular engine.
HD 5: A fuel of not less than 90% liquid volume propane
EGO: Exhaust Gas Oxygen, used to describe a sensor. and not more than 5% liquid volume propylene.
Also known as “HEGO” (Heat Exhaust Gas Oxygen)
HDV: Heavy Duty Vehicle.
sensor, “O2” or “Oxygen sensor.
Heavy Ends: A term used to describe the build up of
EGR: Exhaust Gas Recirculation.
wax-like impurities that fall out of LPG when vaporized.
EPA: Environmental Protection Agency: A regulating
HEGO: Heated Exhaust Gas Oxygen, used to describe a
agency of the Federal government which, among other
sensor. Also known as “EGO” (Exhaust Gas Oxygen
duties, establishes and enforces automotive emissions
sensor), “O2” or “Oxygen sensor.
standards.
Hg: Chemical symbol for the element mercury. Used in
Ethanol: Grain alcohol (C2H5OH), generally produced
reference to a measure of vacuum (inches of Hg).
by fermenting starch or sugar.
Histogram: The graphical version of a table which shows
Evaporative Emissions Controls: An automotive emis-
what proportion of values fall into specific categories
sion control system designed to reduce hydrocarbon
over a specific period of time.
emissions by trapping evaporated fuel vapors from the
fuel system. Hydrocarbon: A chemical compound made up of hydro-
gen and carbon (HC). Gasoline and almost all other fuels
Excess Flow Valve: A check valve that is caused to close
are hydrocarbons.
by the fuel when the ow exceeds a predetermined rate.
Hydrostatic Relief Valve: A pressure relief device
FTV: Fuel Trim Valve.
installed in the liquid LPG hose on a LPG fuel system.
FFV: Flexible Fuel Vehicle.
IAT: Intake Air Temperature
Firing Line: The portion of an oscilloscope pattern that
Ideal Mixture: The air/fuel ratio at which the best com-
represents the total amount of voltage being expended
promise of engine performance to exhaust emissions is
through the secondary circuit.
obtained. Typically 14.7:1.
FMVSS: Federal Motor Vehicle Safety Standards.
Ignition Reserve: The difference between available volt-
FPP: Foot Pedal Position Sensor age and the required voltage.
ILEV: Inherently Low Emission Vehicle.
SM 810 02(LP-T4)-6-2
Impedance: A form of opposition of AC electrical current Mixer: Fuel introduction device that does not include a
ow (resistance) measured in ohms. throttle plate.
Insulation: A nonconductive material used to cover wires MFI: Multiport Fuel Injection. A fuel injection system
in electrical circuits to prevent the leakage of electricity that uses one injector per cylinder mounted on the engine
and to protect the wire from corrosion. to spray fuel near the intake valve area of combustion
chamber.
Intercept: An electrical term for a type of splice where
the original circuit is interrupted and redirected through MSV: Manual Shut-Off Valve. Refers to the manually
another circuit. operated valve on the LPG tank.
Knock: Sound produced when an engine’s air/fuel mix- MTBE: Methyl Tertiary Butyl Ether. Oxygenate add to
ture is ignited by something other than the spark plug, gasoline to reduce harmful emissions and to improve the
such as a hot spot in the combustion chamber. Also octane rating.
caused by a fuel with an octane rating that is too low
Multi-fuel System: A motor fuel system designed to
and/or incorrect ignition timing. Also called detonation
operate on two different fuels, such as LPG and gasoline.
or ping.
Natural Gas: A gas formed naturally from buried organic
Lambda Sensor: A feedback device, usually located in
material, composed of a mixture of hydrocarbons, with
the exhaust manifold, which detects the amount of oxy-
methane (CH4) being the dominant component.
gen present in exhaust gases in relation to the surround-
ing atmosphere. (See HEGO). NGV: Natural Gas Vehicle.
LDV: Light Duty Vehicle. NOX: See Oxides of Nitrogen.
Lean Mixture: An air to fuel ratio above the stoichiomet- OBD: On Board Diagnostic
ric ratio; too much air.
Octane Rating: The measurement of the antiknock value
LEV: Low Emission Vehicle. of a motor fuel.
Limp-in or Limp Home: A mode where the ECM or a OEM: Original Equipment Manufacturer, the vehicle
component has failed, but the vehicle remains opera- manufacturer.
tional although the engine may operate minimally. This
Open-Loop: An operational mode during which control
term may also describe the drivability characteristics of a
module memory information is used to determine air/
failed computer system.
fuel ratio, injection timing, etc., as opposed to actual
Liquid Petroleum Gas (LPG): A fuel commonly known oxygen sensor input.
as propane consisting mostly of propane (C3H8),
Ori ce: A port or passage with a calibrated opening
derived from the liquid components of natural gas
designed to control or limit the amount of ow through it.
stripped out before the gas enters the pipeline, and the
lightest hydrocarbons produced during petroleum re Oscilloscope: An instrument that converts voltage and
ning. Octane level of LPG is 107. frequency readings into traces on a cathode ray tube
(also see Cathode Ray Tube).
LPG: Liqui ed Petroleum Gas.
Oxides of Nitrogen: Chemical compounds of nitrogen
M85: A blend of gasoline and methanol consisting of
bonded to various amounts of oxygen (NOX). A chief
85% methanol and 15% gasoline.
smog forming-agent.
Measurements of Pressure: 1 PSI=2.06” Hg (mercury) =
Oxygen Sensor: An automotive fuel system that produces
27.72” H2O (water column). At sea level atmospheric
a signal in accordance with the oxygen content of the
pressure is 29.92” Hg.
exhaust gas. (See Lambda Sensor).
Methanol: Known as wood alcohol (CH3OH), a light,
Oxygenate: Oxygenates (such as MTBE, ethanol and
volatile, ammable alcohol commonly made from natural
methanol) added to gasoline to increase the oxygen con-
gas.
tent and therefore reduce exhaust emissions.
MIL: Malfunction Indicator Lamp.
Ozone: A radical oxygen module (O3) that is found in the
Mis re: Failure of the air/fuel mixture to ignite during the upper atmosphere and lters out ultraviolet radiation from
power stroke.
SM 810 02(LP-T4)-6-3
Group 02(LP-Tier4), PSI SYSTEM
the sun. Ground level ozone is formed by NOX, during Spark Line: The portion of an oscilloscope pattern that
the formation of photochemical smog. represents the time during which the air/fuel mixture is
being burned in the combustion chamber.
Particulates: Microscopic pieces of solid or liquid sub-
stances such as lead and carbon that are discharged into Splice: An electrical term for the joining of two or more
the atmosphere by internal combustion engines. conductors at a single point.
Positive Crankcase Ventilation (PCV): An automotive Stoichiometric Ratio: An ideal fuel/air ratio for combus-
emission control system designed to reduce hydrocarbon tion in which all of the fuel and most of the oxygen will
emissions by routing crankcase fumes into the intake be burned.
manifold rather than to the atmosphere.
Sulfur Oxides: Chemical compounds where sulfur is
Power Derate: A mode of reduced engine power output bonded to oxygen produced by the combustion of gaso-
for the purposes of protecting engine components during line or any other fuel that contains sulfur. As sulfur
a failure or malfunction. oxides combine with water in the atmosphere to form
sulfuric acid.
Pressure Differential: The differential between atmo-
spheric pressure and intake manifold (referred to as vac- System Pressure: The fuel pressure maintained in the
uum) pressure. system during normal engine operation.
Pressure Regulator: A device to control the pressure of Tap: An electrical term for a type of splice where the
fuel delivered to the fuel injector(s). original circuit is not interrupted.
Primary Circuit: The low-voltage or input side of the TBI: Throttle Body Injection. Any of several injection
ignition coil. systems that have the fuel injector(s) mounted in a cen-
trally located throttle body.
Propane: An odorless and colorless gas, C3H8, found in
natural gas and petroleum. Throttle Body: Controls engine RPM by adjusting the
engine manifold vacuum to the mixer. Consists of a
Psia: pounds per square inch absolute
housing shaft, throttle liner and butter y valve.
PTV: Pressure Trim Valve
TLEV: Transitional Low Emission Vehicle.
Reactivity: Refers to the tendency of an HC in the pres-
TMAP: Combined Air Inlet and Manifold Pressure Sen-
ence of NOX and sunlight to cause a smogforming reac-
sor.
tion. The lighter the HC, the lower reactivity tends to be.
Toluene: A liquid aromatic hydrocarbon C7H8.
Regulator: An assembly used to reduce and control the
pressure of a liquid or vapor. TPS: Throttle Position Sensor.
Resistance: The opposition to the ow of current in an TSB: Technical Service Bulletin.
electrical circuit. Measured in ohms.
ULEV: Ultra Low Emission Vehicle.
Rest Pressure: Fuel pressure maintained within the sys-
USB: Universal Serial Bus. A plug or interface supplied
tem after engine shutdown.
on most personal computers.
Rich Mixture: An air to fuel ratio below the stoichiomet-
Vaporization: A process in which liquid changes states
ric ratio; too much fuel.
into gas.
SAE: Society of Automotive Engineers.
Venturi Air Valve Vacuum (VAVV): An ampli ed air
Secondary Circuit: The high-voltage output side of the valve vacuum signal coming from the venturi area of the
ignition coil. mixer, directly exposed to air ow before the addition of
vaporized LPG.
SEFI or SFI: Sequential Electronic Fuel Injection or
Sequential Fuel Injection. Volt/ohmmeter (VOM): A combination meter used to
measure voltage and resistance in an electrical circuit.
Sensors: Devices that provide the control module with
Available in both analog and digital types. May also
engine information as needed to properly control engine
referred to as AVOM and DVOM.
function.
SM 810 02(LP-T4)-6-4
Voltage: The electrical pressure that causes current to ow

in a circuit. Measured in volts.
Voltage Drop: A lowering of the voltage in a circuit
when resistance or electrical load is added.
Voltmeter: A meter that uses a needle to point to a value
on a scale of numbers usually of the low impedance
type; used to measure voltage and resistance.
VSS: Vehicle Speed Sensor
Xylene: C6H4 (CH3)2. Any of three toxic, ammable, and
oily isomeric aromatic hydrocarbons that are dimethyl
homologues of benzene and usually obtained from petro-
leum or natural gas distillates.
ZEV: Zero Emission Vehicle.
SM 810 02(LP-T4)-6-5
GROUP 03
GROUP 03
INTAKE AND EXHAUST SYSTEM
Intake and Exhaust Systems

Specification and Description .................. Section 1

Troubleshooting ........................................ Section 2
Intake System Service .............................. Section 3
Exhaust Systems ....................................... Section 4
SM 810 03-0
Group 03, Intake and Exhaust System
Section 1

Specifications To lengthen the maintenance interval, the air cleaner used

in this fork lift truck is composed of one large centrifugal
Air Cleaner Type: Canister style with replaceable paper air pre-filter and dual elements. The dust injector port on
element and air-restriction indicator. air cleaner body discharges the particles from the filter.
Some trucks are equipped with an “air restriction indica-
Fastener Torques tor” that warns the driver of dirty and restricted air intake.
The air cleaner should only be serviced when the air
Air Cleaner Hose Clamp Torques: 2.9~3.9 N⋅m (2.1-2.9 ft- restriction indicator shows service is required or every
lb) 1000 hours. However, the system components should be
visually checked regularly for leaks, holes, or other dam-
Air Cleaner Bracket Mounting Nut Torques: 20-25 N⋅m
age that could affect the readings of the air restriction
(14.5-18.5 ft-lb)
indicator.
Air filter ass'y is composed of inlet/outlet hose, air cleaner
Service Intervals
body, filter element, air restriction indicator, dust injector
Air Cleaner (Filter) Replacement: and clamps. The air intake opening is located in a leg of
the operator’s cell, high enough above the ground to pre-
• Diesel trucks, replace every 1000 hours. vent excessive dust and dirt from entering the system.
Drain hose is connected to diesel intake manifold.
IMPORTANT
Filter replacement intervals also depend on
operating conditions. The air cleaner body
and element should be check visually at regu-
lar intervals to check for leaks, holes, or
other conditions that will affect the air
restriction indicator. Air cleaner should be
serviced when the air restriction indicator
shows service is required.
Air Hoses and Clamps Inspection: Every 50-250 hours or

each PM.
Exhaust Pipe and Muffler Inspection: Every 50-250 hours
or each PM.
Description
The reason for providing an air cleaner for the engine is to
protect the engine from abrasive dust and dirt entering the
cylinders and causing excessive wear. Industrial truck
operating environments can contain a high concentration
of dust, fibers, or other contaminants. Dirty filter elements
or loose, leaking, or broken hoses or clamps can dramati-
cally shorten engine life. Clogged air filters cause engine
power loss and poor fuel economy.
SM 810 03-1-1
Section 2
Intake System Troubleshooting
Dirty or restricted air induction components can cause If any of these problems occur with the truck, the air filter
several problems with your truck’s operation. Regular may be clogged or the air intake system is restricted. Ser-
maintenance and service of the filter element and related vice the entire system to make sure that air flow is clean
components can prevent problems with your truck. The and unrestricted. Change the filter element and check all
air restriction indicator also automatically gauges the air hoses, tubing, and the air cleaner for tight fittings. Look at
induction system performance and can warn you when all connections for fan-shaped dust deposits that indicate
problems arise. The air restriction indicator switch is a possible air leaks. Check all hoses for proper seating and
mechanical control mounted on the air cleaner body. The look for cracks or damage. Make sure all hose clamps are
switch monitors the vacuum present in the system and properly torqued.
determines when the air flow is not adequate; either a
clogged air intake or dirty filter element prevents the full,
required amount of air from reaching the engine.
Clogged air filters may cause the following symptoms :
• Engine starts but does not remain running.
• Engine lacks power.
• Excessive black exhaust smoke.
• Fuel or oil leaking from exhaust manifold.
• Excessive fuel consumption.
• Low compression.
SM 810 03-2-1
Section 3
Intake System Service
Use the illustrations on the following pages to service the 6. Reseat the air cleaner cover, making sure that it fits
intake system, including changing the air filter element. tightly around the air cleaner.
NOTE 7. Close and latch the air cleaner cover clamps.
The air restriction indicator gauges vacuum
present in the system. For diesel engines, the Air Cleaner Removal
filter should be replaced every 900-1000
hours. Regularly check the system compo- 1. Remove the two bolts that mount the air cleaner to
nents, however, to check for leaks, holes, or the frame.
other damage that could affect the air
2. Loosen the clamp and remove the hose from the
restriction indicator.
engine.
3. Remove the hose from the intake pipe.
! CAUTION
4. Remove the air cleaner and hosing from the truck.
1. Park truck on a hard, level, and solid
Air Cleaner Replacement
surface, such as a concrete floor with no
gaps or breaks. Installation is the reverse order of removal.
2. Put upright in vertical position and fully • Torque the hose clamp bolts to 2.9-3.9 N•m (2.1-
lower the forks or attachment. 2.9 ft-lb).
3. Put all controls in neutral. Turn key • Torque air cleaner bracket mounting bolts to 20-25
switch OFF and remove key. N•m (14.8-18.5 ft-lb).
4. Apply the parking brake and block the

wheels.
Air Filter Replacement

1. The air cleaner is located to the right of the driver’s
seat.
2. Inspect the components and look for fan-shaped dust
accumulation at all hose connections. Clean compo-
nents of dust, dirt, and other contaminants that might
enter the system on disassembly.
3. Loosen the air cleaner, and remove the hose from the
engine.
4. Clean the inside of the air cleaner.
5. Install the new filter element. Be sure that the filter
element is fully seated in the air cleaner.
NOTE
Do not try to air clean and blow out the filter.
Filter is further clogged by air cleaning.
Always replace with a new filter element.
SM 810 03-3-1
Air Filter - Diesel
΁ΣΖ͑ʹΝΖΒΟΖΣ
ͺΟΥΒΜΖ͑΁ΚΡΖ
΅ΠΣ΢ΦΖ͑ͫ͑
ͥͥͦ͑͡͞Ϳ͟Ξ
͙ͤͤͤ͑͡͞ΗΥ͟ΝΓ͚
΅ΠΣ΢ΦΖ͑ͫ͑
ͣͪͤͪ͑͟͟͞Ϳ͟Ξ
͙ͣͣͪ͑͟͢͟͞ΗΥ͟ΝΓ͚
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ͳΝΠΨ͑ΓΪ͑͹ΠΤΖ
͙ͥͩͩͦ͑͢͟͢͟͞ΗΥ͟ΝΓ͚
΄ΦΡΡΝΪ͑͹ΠΤΖ
SM 810 03-3-2
Section 4
Exhaust Systems
! CAUTION
SAFE PARKING. Before working on
truck:
surface, such as a concrete floor with
no gaps or breaks.
2. Put upright in vertical position and
fully lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
wheels.
SM 810 03-4-1
Exhaust System
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͙ͥͩͩͦ͑͢͟͢͟͞ΗΥ͟ΝΓ͚ ͶΩΙΒΦΤΥ͑΁ΚΡΖ
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l
͙ͥͩͩͦ͑͢͟͢͟͞ΗΥ͟ΝΓ͚
SM 810 03-4-2
GROUP 06
GROUP 06
TRANSMISSION
Torque Converter ..................................... Section 1
Testing and Adjusting .............................. Section 2
Transmission Specifications ....................Section 3
Transmission ..............................................Section 4
Disassembly and Assembly

of the Control Valve ..................................Section 5
Transmission Disassembly and

Assembly ....................................................Section 6
SM 810 06-0
Group 06, Transmission
Section 1
Torque Converter
1. Basic Specifications
Turbine
Flexible Plate Impeller Torque Converter
Stator
Pump Gear
To Engine To Transmission
1 Torque Converter Flexible Plate Input Plate tightening torque 450 ± 30 kgf.cm
2 Torque Converter Pump Gear tightening torque 200 ± 30 kgf.cm
A Pilot boss outer diameter 19.959 - 19.980mm
B Oil seal contact outer diameter 134.9 - 135.0mm
C Needle Bearing contact inner diameter 68.000 - 68.019mm
D Sealing contact inner diameter 60.333 - 60.363mm
The Torque Converter which connects the Engine and Transmission by hydraulic means, comprises
three major components consisting of the of Impeller, Stator and Turbine. The Torque Converter
transmits Engine power to the gear box smoothly, or amplifies the power into higher torque, and
transmits the torque to the Transmission.
In a Torque Converter, an Impeller rotates with the power (torque) of the Engine to generate oil flow
which in turn rotates a turbine to transmit the power. The turbine in the Torque Converter rotates the
input shaft of Transmission. The oil, after turning the turbine, returns to the impeller in the direction
against the rotation of the impeller. To avoid this counter-flow, the stator guides the oil flow path to
the rear side of the impeller for smooth torque amplification and Transmission.
The hydraulic oil in the Torque Converter is supplied from the charging pump of Transmission and
oil pump through a narrow path in the control valve and the oil from the Torque Converter outlet
flows into the Transmission oil cooler.
SM 810 06-1-1
Section 2
Testing and Adjusting
Troubleshooting
Perform various test operations to detect any trouble in the transmission.
Record any abnormal noise on the check sheet. If any abnormal operation is identified, refer to the “Troubles” and “Pos-
sible Cause” columns in the Troubleshooting Reference Sheet.
1) Visual Inspection
(1) With the transmission in neutral position, start the engine and check the oil level in the transmission.
(2) Inspect all the oil line, hoses, connections and fittings for damage or leaks.
(3) Shift the lever to forward and reverse positions.
(4) Inspect the strainer and oil filter in the transmission for any foreign material or clogging.
a. If metal particles appear on the filter paper, the clutch may be failing.
b. If metal particles appear in the filter, metalic wear is indicated or there are other defects.
c. If rubber particles are visible, a seal or rubber hose may be damaged.
d. If aluminum particles appear, the converter may be damaged.
(5) If metal or rubber scrap is seen, wash all the hydraulic parts of the transmission.
(6) If any part is damaged, replace it with a new one.
2) Caution in Operation
[CAUTION]
Check the oil level in the transmission before starting the engine. Refill if necessary.
Inappropriate oil level may cause damage to transmission parts.
(1) Start the engine. Depress the brake pedal and move the forward-reverse shift lever to all positions.
(2) If the lever can be shifted to each position, check that the vehicle moves in the direction and speed according to the
lever position. If any abnormal noise is heard, find out the source and record it. If any problem is identified in this proce-
dure, correct the problem referring to the sheet below.
3) Checklist during Operation
No. Problem Possible Cause Corrective Action
1 Transmission can- (1) Low or zero oil pressure. (1) Check oil level.
not be operated in all a. No or insufficient oil. Or oil viscosity is a. Check if incompatible kinds of oil are
speed levels. too high. mixed.
b. Loose connection with inching control b. Check/replace control valve joint bolts.
valve. Inaccurate adjustment or dam-
aged. c. Check/replace control valve spool.
c. Inching valve spool is seized or open d. Check/replace Charging pump.
d. Charging pump defect or damaged
e. Converter pump gear bolt damaged, or e. Check tightening torque of converter
not engaged with pump pump gear bolts.
f. Main regulator valve is seized or open f. Check control valve.
g. Oil circuit is clogged or strainer is dirty g. Check the suction filter for clogging.
SM 810 06-2-1
2 Transmission can- (1) Low oil pressure (1) Check oil level
not be shifted. (2) Main regulator valve failure. (2) Check control valve
(3) Malfunction of solenoid or related elec- (3) Check the solenoid of the control valve
trical part (check for magnetic field generation by
visual inspection to attach a steel part)
3 Transmission over- (1) Coolant line is clogged (1) Check transmission oil circuit for clog-
heating (2) Too much or too little oil. ging
(3) Low pump pressure, pump wear or (2) Check oil level
damage (3) Check/replace charging pump
(4) Wear or slip in the unidirectional clutch (4) Check/replace the converter
in the converter (5) Check the inner cover of the transmis-
(5) Air in oil. Air leaks-in through pump sion
inlet (6) Check if inside oil paths are clogged
(6) Insufficient oil flow through the con- (7) Check working condition of the vehicle
verter (8) Check control valve
(7) Vehicle overload (9) Check other related parts
(8) Excessive inching operation
(9) Excessive converter stall
(10) Coolant bypass valve seized or open,
or oil flow through oil cooler is too little.
4 Clutch engagement (1) Low oil pressure (1) Check oil level
failure or engaged (2) Low converter pressure (2) Check converter
too slow. (3) Air in the oil (3) Check transmission inner cover
a. Air leaks-in through pump inlet a. Check air leak at pump inlet
b. Low oil level b. Low oil level
(4) Incorrect adjustment of inching valve (4) Check related parts.
linkage
5 Transmission oper- (1) Excessive wear of the disc or plate in (1) Check the discs and plates of the clutch.
ates in Forward the reverse clutch. (2) Replace damaged seal
direction only (2) Oil leakage at seal (3) Replace damaged part
(3) Damaged reverse clutch component (4) Check the solenoid of the control valve
a. Worn or damaged metallic seal (check for magnetic field generation by
b. Clutch piston seal wear or damage visual inspection to attach a steel part)
c. Defect in other parts
(4) Malfunction of solenoid or related elec-
trical parts
6 Transmission oper- (1) Excessive wear of the discs or plates in (1) Check the discs and plates of the clutch.
ates in Reverse the forward clutch. (2) Replace damaged seal
direction only (2) Oil leakage at seal (3) Replace damaged part
(3) Damaged forward clutch component (4) Check the solenoid of the control valve
a. Worn or damaged metallic seal (check for magnetic field generation by
b. Clutch piston seal wear or damage visual inspection to attach a steel part)
c. Defect in other parts
(4) Malfunction of solenoid or related elec-
trical parts
7 Low stall rpm (1) Engine is not set up/tuned properly (1) Check engine adjustment
(2) Unidirectional clutch (Torque Con- (2) Check/replace the converter
verter stator) defective
SM 810 06-2-2
8 High stall rpm at all (1) Low oil level (1) Check oil level
the speed steps of (2) Air in oil (2) Check air in oil
the transmission (3) Clutch slipping (3) Check the discs and plates of the clutch
(4) Defective converter (4) Replace the converter
9 High stall rpm in a (1) Oil leak in clutch circuit (1) Check clutch oil circuit. Replace the
direction and speed (2) Defective clutch defective part if necessary
(2) Replace the clutch
10 Clutch engagement (1) Incorrect adjustment of inching valve (1) Adjust inching valve correctly
is delayed and gear (2) Inching valve was not tightly closed or (2) Check the orifice hole of the orifice in
shifting is rough. orifice is clogged the control valve. Clean the hole if nec-
(3) Low main pressure essary
(4) Low pressure in steering clutch (3) Check oil path in the transmission
(5) Oil leak (4) Check oil path for clutchs
(6) Valve spool spring is weak or damaged. (5) Replace leaking parts
(6) Replace the spring
11 The vehicle moves (1) Clutch failure. Clutch disc/plate is dam- (1) Replace the part
slowly in Neutral aged (2) Replace the part
position (in a direc- (2) Valve spool is damaged or seized
tion)
4) Troubleshooting for Abnormal Noise
1 Abnormal noise in (1) Worn gear or bearing in the pump (1) Replace the defective parts of the oil
neutral (2) Worn unidirectional clutch in the con- pump (charging pump).
verter (2) Replace the converter
(3) Low oil level (3) Check oil level
(4) Engine, transmission, converter hous- (4) Check and correct alignment
ing and pump gear are not aligned.
2 Noise from pump (1) Sharp, repetitive but irregular noise is (1) Replace the oil pump
caused by foreign matter in the trans- (2) Replace the oil pump
mission hydraulic system.
(2) Regular noise is caused by a defective
pump
3 Noise from trans- (1) Converter housing and pump gear are (1) Check and correct alignment
mission not aligned with the engine or transmis- (2) Worn or damaged transmission part
sion. a. Replace the defective gear
(2) Worn or damaged transmission part b. Replace clutch plate and disc
a. Damaged gear c. Replace the thrust washer
b. Noise from clutch plate and disc e. Replace the defective part
c. Defective thrust washer
e. Other worn or damaged parts
4 Abnormal noise (1) Air in hydraulic system (1) Replace the control valve
from control valve a. Air leaks in through pump inlet (2) Replace the control valve
(2) Clogged oil path (3) Replace the control valve
(3) Valve spool movement is not smooth
SM 810 06-2-3
5) Troubleshooting for Pressure Problems
1 Forward/reverse (1) Incorrect adjustment of inching valve (1) Adjust the inching valve correctly
clutch pressure is linkage (2) Replace the inching spool
low (2) Seized or opened inching valve spool (3) Replace the clutch or piston seal
(3) Leak at clutch/piston seal (4) Replace the regulator spring
(4) Defective regulator spring (5) Check transmission oil path
(5) Low oil pressure (6) Check cooler line connection
(6) Incorrect connection of cooler line
2 Clutch and main (1) Pressure control valve cannot move (1) Check the pressure regulator valve
pressure are too smoothly. (2) Check the hydraulic oil circuit
high. (2) Oil circuit is clogged
3 Clutch pressure is (1) Oil leak due to incorrect assembling of (1) Replace the clutch piston seal
too low clutch piston seal (2) Replace the clutch piston seal and shaft
(2) Worn or damaged clutch piston seal and sealing
shaft sealing (3) Replace the gasket on the control valve
(3) Irregular control valve surface, or dam- surface
aged gasket
4 Main pressure is too (1) Low oil level (1) Check oil level
low (2) Main regulator valve movement is not (2) Check the main regulator valve
smooth. (3) Replace the defective charging pump
(3) Worn charging pump (4) Disassemble the transmission for
(4) Inside oil leak inspection
(5) Low oil pressure (5) Disassemble the transmission for
inspection
5 Converter pressure (1) main regulator valve is seized at open (1) Adjust the main regulator valve
is too high position resulting in too much oil flow (2) Replace the converter
to converter (3) Check transmission oil path hole
(2) Clogged converter assembly
(3) Clogged oil path
6 Converter pressure (1) Clogged main regulator valve (1) Check/replace the main regulator valve
is too low
7 Converter outlet and (1) Low oil pressure (1) Check oil level
cooler inlet pressure (2) Cooler bypass is seized in the open (2) Cooler bypass is seized at open position
is too low position
8 Converter outlet and (1) Clogged cooler line joint (1) Check cooler line
cooler inlet pressure
is too high
SM 810 06-2-4
Section 3
Transmission Specifications
Type 3-elements, 1-stage, 2-phase

Torque Converter
Power transmission Torque converter
Transmission Type/No. of shifts (forward / reverse) Power shift / F2: R2
Reduction Ratio 1st gear in Forward/Reverse 2.550
2nd gear in Forward/Reverse Diesel ; 1.218

LPG ; 1.448
P.T.O System Included
Oil Type TEXTRAN TDH PREMIUM
Oil Capacity 13 L
Transmission Valve Transmission System Electrical type
Charging Pump Discharge Capacity 20.6 cc/rev
SM 810 06-3-1
Section 4
Transmission
1 Torque Converter 8 Clutch Piston 15 Output Shaft

2 Input Shaft 9 Valve Assembly 16 Clutch Drum (Forward)
3 P.T.O Gears (3 types) 10 Clutch (Reverse, 1-step) 17 Clutch (Forward, 2-step)
4 Pump Assembly 11 Gear (Reverse, 1-step) 18 Gear (Output, 2-step)
5 Gear (Reverse, 2-step) 12 Gear (Forward, 1-step ) 19 Gear (Forward, 2-step)
6 Clutch (Reverse, 2-step) 13 Clutch (Forward, 1-step ) 20 Count Shaft
7 Clutch Drum (Reverse) 14 Gear (Output,1-step )
The transmission receives power from the engine, transmits the power through torque conversion and speed
change via a torque converter and hydraulic friction clutch pack.
The transmission facilitates vehicle operation by shifting gears according to the travel speed of the vehicle.
Speed change steps are 2 steps forward and 2 steps reverse.
The transmission has 4 hydraulic clutches which are disengaged by spring force, and direction and speed are
controlled by electrical means. Power from the engine is transmitted to the drive shaft through transmission.
SM 810 06-4-1
2. Transmission Gear Arrangement¦
Torque Converter Input
Torque Converter Relief
Torque Converter Output

(To Cooler)
From Cooler
SIDE
Torque Converter Output Relief
1 Clutch Drum (reverse) 4 Gear (output, 1-step) 7 Gear (forward, 2-step)
2 Gear (reverse, 2-step) 5 Gear (output, 2-step) 8 Gear Clutch (forward)
3 Gear (reverse,1-step) 6 Gear (forward,1-step)
SM 810 06-4-2
3. Transmission Pressure Ports
1 Torque Converter inlet pressure 2 Main line pressure 3 Forward Step-2 pressure
4 Forward Step-1 pressure 5 Reverse Step-1 pressure 6 Reverse Step-2 pressure
<< Transmission Pressure>>
Engine Speed Man Line Converter Forward Step- Reverse Step-

Unit
(rpm) (Neutral) Inlet (Neutral) 1&2 Clutches 1&2 Clutches
Idle kg/㎠ 8.5~12.2 0.5~3.0 8.5~12.2 8.5~12.2
1300 kg/㎠ 9.0~14.5 1.5~6.5 9.0~14.5 9.0~14.5
2200 kg/㎠ 11.0~15.0 3.0~8.0 11.0~15.0 11.0~15.0
SM 810 06-4-3
Section 5
Disassembly and Assembly of the Control Valve
<Disassembling Transmission Control Valve>

* Remove the transmission control valve.
1) Remove the valve gasket (2-2).
2) Remove stop bolt (19) and pin (18) from the control valve body (1).
3) Remove spool (14), spring (18), spring (16), plunger (17), oil seal (20), and plug (21).
4) Remove plug (4), spring (3), and spool (2).
5) Remove plug (7) and spring (9), and remove plug (11), filter (12), O-rings (13), (27), and piston (10).
6) Remove the plugs (23) on both sides.
SM 810 06-5-1
<Assembling Transmission Control Valve>

1) Assemble valve gasket (2-2) onto the control valve body.
2) Assemble the plugs (23) on both sides.
3) Install spring (9) and plug (7), and reassemble piston (10), O-rings (13),(27), filter (12), and plug (11).
4) Install plug (21), and reassemble spool (14), spring28),(15),(16), oil seal (20) and plunger (17).
5) Install pin (18) and stop bolt (19).
6) Reassemble spool (2), spring (3), and plug (4).
SM 810 06-5-2
Section 6
Transmission Disassembly and Assembly
(Disassembling Transmission)
1) Remove the Torque Converter from the housing.
From the Torque Converter, remove six bolts (3), plate (2) and Flex-
ible plate (1).
2) From the Torque Converter (4), remove the six socket bolts (6), dis-
assemble the gear P.T.O input (5).
3) From the housing (7), remove the oil seal (10), four bolts (8), four
bolts (9) and washers.
SM 810 06-6-1
4) Remove the plug (16), spring (18) and ball (17) from the bearing
plate.
5) Remove the plug (13), spring (12) and valve (14).
6) Remove the plug (11).
[CAUTION]
The bearing cups (20) and shims (19) are within the bearing plate (21)
or on the shaft in the transmission case. Mark their positions on the
transmission cover or transmission case before disassembly.
7) Remove the 5 bolts (23) from the stator hub (24) assembled with the
bearing plate (21), and disassemble the stator hub (24) from the bear-
ing plate (21). Use a rubber hammer not to damage the stator hub.
SM 810 06-6-2
8) From the bearing plate (21) remove the 4 socket bolts (29), and dis-
assemble the flange pump (28). From the flange pump, remove the
socket bolt (32) and 4 socket bolts (33), disassemble the charging
pump (31) and pump gasket. Disassemble the P.T.O output gear (25)
and ball bearing, and remove the 90 degree elbow (27).
9) From the bearing plate (21), remove the 2 thrust washers (34), needle
bearing (35) and P.T.O idle gear (36).
10) Remove the 2 bolts (38) and 9 bolts (39), and valve gasket (40).
SM 810 06-6-3
11) From the transmission, remove the 8 bolts (41) and 5 socket bolts
(42), and disassemble the valve plate (37) carefully.
12) Remove the plug (46) and O-ring. Disassemble the spring (47) and
oil screen (48) from the case.
13) Remove the temperature sensor (45) from the case.
14) Remove the plug (43) and copper washer (44).
15) When pushing the tube (49) out from the transmission case, use a
plastic hammer.
16) Disassemble the output shaft assembly (51), input shaft assembly
(50), and counter shaft assembly (52) from the case.
SM 810 06-6-4
17)Disassemble the output power gear (53) from the case.
18) Using a gear puller, disassemble the high speed bearing cone (54) in
front of the clutch assembly.
19) Remove the 2 thrust washers (55) and gear (56).
20) Remove the needle bearing and washer from the shaft in front of the
high speed clutch surface.
SM 810 06-6-5
21) Using a screw driver, disengage the snap ring (57) from the drum.
22) Disassemble the 4T-3 plates (58) and 2T-5 plates (60), 6 discs, and
the bending plate (59) from the drum.
23) When pushing down the retainer (61) and disengaging the snap ring
(62) using an appropriate tool, the spring assembly is subject to ten-
sion. Remove it carefully.
24) Disassemble the retainer (61) and spring assembly from the drum.
25) Using compressed air, disassemble the piston (63) and the O-ring
from the shaft.
SM 810 06-6-6
26) Disassemble the sealing from the low speed forward travel clutch
shaft assembly.
Disassemble the bearing (65), thrust washer (66), gear (67). Needle
bearing, and spacer sealing (64).
27) Remove the snap ring (57), 4T-3 plates (58) and 2T-5 plates (60), 6
discs, and bending plate (59) from the drum.
28) Remove 2 thrust washers and pin.
29) Using an appropriate tool, push the retainer (61) to remove the snap
ring (62). Release the tension of the spring assembly and remove the
retainer and spring.
30) Using compressed air, disassemble the piston (63) and remove the
O-ring from the shaft.
[Caution]
The disassembling procedures of the input shaft assembly are same as
those of the counter shaft assembly.
SM 810 06-6-7
31) Disassemble the input shaft assembly.
32) Disassemble the bearing (68) and gear (69) from the output shaft
assembly (51).
33) Remove the bearings (70) from the transmission case.
[Caution] Mark the positions of the bearings.
34) Remove the 2 lip-type oil seals (71) from the transmission.
SM 810 06-6-8
(Assembling the Transmission)
1) Completely wash all the parts of the transmission. Apply transmis-

sion oil on all the parts of the transmission.
2) Assemble the inner seal (71) and outer seal (71) of the transmission
case with the lips facing inwards
3) Assemble the bearing cup (70) in the correct position of the transmis-
sion.
4) Assemble the gear (69) and bearing (68) on the power output shaft
(51).
SM 810 06-6-9
5) Assemble the seal ring on the piston (63). Apply transmission oil on
the seal ring before assembly,
6) In the drum, assemble the piston with seal ring.
[Caution]
When assembling the piston, take care not to damage the seal ring.
7) Install the spring assembly and retainer (61) in the drum.
8) Place the shaft assembly on a press, push down the retainer and assem-
ble the snap ring (62) using a screw driver.
9) Assemble the two pins and thrust washer in the counter shaft of the low
speed clutch.
10) Install the needle bearing, spacer, needle bearing, gear (67), thrust
washer (66), bearing (65), and seal ring (64).
11) Apply clean transmission oil on the clutch discs and plates. Assemble
the 4T-3 clutch plates and 2T-5 plates, bending plate, and 6 discs in
the following procedures.
(1) First, assemble one of the 4T clutch plates.
(2) Next, assemble the clutch disc with toothed inner side.
(3) Insert 2T-1 plate and one disc. Insert the total of 2T-5 plates and 6
discs alternatively in this manner.
(4) Assemble 4T-1 plate, and then assemble 1 bending plate with its
rear side facing downwards.
(5) Assemble the last 4T plate.
12) Check that the discs, plates and bending plate have been installed in
the drum correctly. Install the snap ring (57) using a screw driver.
13) Assemble the three seal rings on the shaft.
[Caution]
Take care not to damage the seal ring in the counter shaft.
SM 810 06-6-10
14) For the assembly of the other part of the counter shaft assembly, refer
to the paragraphs 5) ~ 8).
15) Apply clean transmission oil on the clutch plates and discs before
assembly.
(1) First, assemble 4T-1 clutch plate.

(2) Next, assemble 1 clutch disc with teeth inside.
(3) Insert 2T-1 plate, and then 1 disc. Insert total 2T-1 plates and 6 disc
alternatively in this manner.
(4) Assemble 4T-1 plate and then 1 bending plate with its rear side fac-
ing downwards.
(5) Assemble the last 4T plate.
16) Check that the discs, plates, and bending plate have been correctly
assembled in the drum. Install the snap ring (57) using a screw driver.
17) Assemble the 3 seal rings on the shaft.
18) Assemble the thrust washer and needle bearing on the high speed
clutch counter shaft.
19) Install the gear (56) and thrust washer (55). Adjust the bearing cone
(54) using an assembly jig.
[Caution]
Do not apply excessive force to the gear for assembly.
While pushing the gear into the clutch assembly by moving the gear for-
ward and backward, turn the gear so that the spline of the gear engages
which the teeth of the clutch disc
SM 810 06-6-11
20) The assembly procedures of the input shaft assembly are same as
those of the counter shaft assembly.
21) In the case, align the output gear (53) with the output shaft.
22) Install the transmission case at correct position, and assemble the
counter shaft assembly (52) in the case carefully.
23) Assemble the input shaft (50) in the transmission case at correct posi-
tion carefully.
Assemble the output shaft assembly in the output gear assembly (51),
and turn the gear to engage with the gears on the other gear assem-
blies.
24) Install the tube (49) using a plastic hammer in the transmission case.
25) Insert the spring (47) and oil screen (48) into the case, and assemble
the plug (46) and O-ring with the case.
26) Install the temperature sensor (45) in the case.
27) Install the plug (43) and copper washer (44) in the case.
SM 810 06-6-12
28) Apply Loctite #5127 on the gasket contact surface of the case.
Install the valve plate (37) with 8 bolts (41) and 5 socket bolts (42).
29) Install the gasket (40) and install the control valve with 2 bolts (38)
and 9 bolts (39).
30) On the bearing plate (21), install 2 thrust washers (34), needle bear-
ing (35) and P.T.O idle gear (36).
SM 810 06-6-13
31) Assemble the P.T.O output gear (25) and 2 ball bearings on the flange
pump (28) using a jig and joint with 4 bolts (29) on the bearing plate.
Assemble the charging pump (31) and gasket (30) with the flange
pump (28) using 1 bolt (32) and 4 bolts (33). Assemble the 90 degrees
elbow (27).
32) In order to install on the bearing plate (21), assemble the stator hub
assembly (24) – bush (22), piston ring, and 6 bolts (23). Assemble
them with the bearing plate.
SM 810 06-6-14
33) Assemble the plug (11) and O-ring with the bearing plate.
34) Assemble the valve (14), spring (12), plug (13) and O-ring in the
bearing plate.
35) Assemble the plug (15).
36) Assemble the ball (17), spring (18), plug (16), and O-ring in the bear-
ing plate.
37) Install the bearing cup and shim on the bearing plate.
[Caution]
The bearing cup and shim must be installed in their original position on
the transmission cover aligned with the shaft in the transmission case.
38) If new shims are used, calculate the thickness as follows.

(1) Assemble the shaft assembly (including taper bearing cone and
cup)
(2) Install the shaft assembly on the transmission case.
[Caution]
Since depth gauges and block gauges are used, the bearing cup must be
higher than the transmission case surface.
Calculating shaft shim thickness

: transmission cover depth – bearing prominence of the shaft assem-
bly in the transmission case
Part Shim thickness
Power input shaft Y - X - 0.01
Counter shaft Y - X - 0.05
Power output shaft Y - X - 0.05
(3) Select 0~0.05mm thickness shims according to the shaft.

(4) Assemble the cover with the transmission case.
(5) Erect the transmission assembly vertically
(6) Check the shim adjustment of the input shaft and counter shaft.
The input shaft of the transmission must rotate freely.
(7) If the input shaft or output shaft does not rotate freely, remove shims by 0.025~0.05mm.
SM 810 06-6-15
[Caution]
Do not tilt the cover while assembling. Otherwise, the seal ring on the input shaft may be damaged.
39) Assemble the oil seal (10), 4 bolts (8), four bolts (9) and washer with
the housing (7).
40) Mount the P.T.O input gear (5) on the Torque Converter (4) and
assemble them with the 6 socket bolts (6).
41) Assemble the plate (2) and flexible plate (1) with the Torque Con-
verter using 6 bolts (3)
Then, assemble the Torque Converter with the housing.
SM 810 06-6-16
GROUP 13
GROUP 13
ELECTRICAL SYSTEM
Cautions for working on the electrical system ..... Section 1
Electrical system Specifications and features .......Section 2
Electrical Circuit diagram & Electrical parts

Arrangement ...........................................................Section 3
Electrical components Specification and

Operation ..................................................................Section 4
SM 810 13-0
Group 13, Electrical System
Section 1
Cautions for working on the electrical system
As checking the electrical components − Remove the jumper (-) cable from the engine block
of the discharged machine.
When working or checking electrical components make − Remove the other end of jumper (-) cable from the
sure to study the features and specifications of the relevant battery (-) terminal of the running engine.
components in advance so that the possibility of accident − Remove the jumper (+) cable from the battery (+)
will be avoided. terminal of the running engine.
− Remove the other end of jumper (+) cable from the
Cautions for welding battery (+) terminal of the discharged machine.
Electrical components on the machine may be damaged

by the high-voltage currents occurred during welding. If
welding shall be performed on the machine, disconnect
the (-) cables from the battery in advance.
Start-up with jumper cables

When the machine cannot be started due to the battery has
being discharged, make use of jumper cables for starting.
Proceed as follows:
Connecting the jumper cables

− Connect one end of jumper (+) cable to the battery
(+) terminal of the discharged machine.
− Connect the other end of jumper (+) cable to the
battery (+) terminal of the running engine.
− Connect one end of jumper (-) cable to the battery
(-) terminal of the running engine.
− Connect the other end of jumper (-) cable to the
engine block of the discharged machine.
! CAUTION
Confirm the clips of the jumper cable are
secured on the terminals.
Try to start up only when there is no problem
with the connection of the jumper cables.
Never make the jumper (+) cable and the
jumper (-) cable contact each other.
Removing the jumper cables

− When removing the jumper cables, reverse the
order used for connecting.
SM 810 13-1-1
Section 2
Electrical system Specifications and features
Features of the electrical system Battery

The electrical system consists of the start-up circuits, • Diesel
instrument panel and auxiliary circuits. Inputs and outputs − Type : 12Volt, 60AH x 2
of most circuits is controlled by a microprocessor located − Cold start current : 550Amp (-18℃)
in the instrument panel. − Capacity : 100minutes (27℃)
• LPG
Start-up circuit − Type : 12Volt, 60AH
− Cold start current : 550Amp (-18℃)
The start-up circuit consists of the high power circuits
− Capacity : 100minutes (27℃)
such as used for engine starting, battery charging, etc.
Instrumental panel Start motor

• Diesel
The monitor circuit allows the operator to check on the
− Specification : 24Volt, 4.0kW
operational condition of the truck by observing the
required indicator. This circuit monitors fuel level, engine • LPG
temperature, battery charge level, working hours and fail- − Specification : 12Volt, 1.6kW
ure of sensors. Additionally, it monitors for proper opera-
tion according to the condition of the truck and or a signal
input by the operator. Neutral start, anti-restart park brake
interlock, and auto engine shutdown conditions are all
monitored as critical conditions for proper operation.
Auxiliary circuit
The auxiliary circuit consists of lamps, horn and warning
devices. They are turned “ON” and “OFF” by the opera-
tor as required.
Specification
Voltage and Grounding

Diesel : 24Volt, Negative ground
LPG : 12Volt, Negative ground
SM 810 13-2-1
Section 3
Electrical Circuit Diagram & Electrical Parts Arrangement
Wiring Diagram (Diesel-Tier2) ................................................... 2
Assembly of Electrical Component (Diesel, LPG)..................... 5
Assembly of Wiring Harness (Diesel) ......................................... 8
Install Accessory (Diesel, LPG) ................................................. 11
Install Battery (Diesel)................................................................ 12
Electrical of CAB (Diesel, LPG) ............................................... 13
Electrical Assembly of CAB (Diesel, LPG) ............................. 15
Wiring Diagram (LPG-Tier0) ................................................... 18
Wiring Diagram (LPG-Tier3) ................................................... 21
Assembly of Wiring Harness (LPG) ......................................... 26
Install Battery (LPG).................................................................. 30
SM 810 13-3-1
• Wiring Diagram (Diesel - Tier 2) - (1/3)
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SM 810 13-3-2
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SM 810 13-3-3
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SM 810 13-3-4
• Assembly of Electrical Component (Diesel, LPG) - (1/3)
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SM 810 13-3-5
• Assembly of Electrical Component (Diesel, LPG) - (2/3)
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SM 810 13-3-6
• Assembly of Electrical Component (Diesel LPG) - (3/3)
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SM 810 13-3-7
• Assembly of Wiring Harness (Diesel) - (1/3)
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SM 810 13-3-8
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͵ΖΥΒΚΝ͑͵
SM 810 13-3-9
΄ͺ͙͚ͥͨͦͥͧͤͤ͞͠
͵ΖΥΒΚΝ͑Ͷ
SM 810 13-3-10
• Install Accessory (Diesel, LPG)
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SM 810 13-3-11
• Install Battery (Diesel)
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SM 810 13-3-12
• Electrical of CAB (Diesel, LPG) - (1/2)
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SM 810 13-3-13
• Electrical of CAB (Diesel, LPG) - (2/2)
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SM 810 13-3-14
• Electrical Assembly of CAB (Diesel, LPG)
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SM 810 13-3-15
• Electrical of CAB (Diesel, LPG) - Cassette
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SM 810 13-3-16
• Electrical of CAB (Diesel, LPG) - Heater
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SM 810 13-3-17
• Wiring Diagram (LPG - Tier 0) - (1/3)
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SM 810 13-3-18
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SM 810 13-3-19
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SM 810 13-3-20
• Wiring Diagram (LPG - Tier 3) -(1/3)
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SM 810 13-3-21
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SM 810 13-3-22
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SM 810 13-3-23
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SM 810 13-3-24
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SM 810 13-3-25
• Assembly of Wiring Harness (LPG) - (1/4)
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SM 810 13-3-26
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SM 810 13-3-27
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SM 810 13-3-28
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SM 810 13-3-29
• Install Battery (LPG)
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SM 810 13-3-30
Section 4
Electrical Components Specification and Operation
SM 810 13-4-1
Instrument Panel
Appearance
Parts
1. Fuel Gauge
2. Coolant Temperature Gauge
3. Operating Time Display
4. Alarm Display Panel
SM 810 13-4-2
Alarm Type and Description
Alarm Description Remark
Preheat in Operation
Diesel Engine
It is light when the preheater is activated.
Engine Oil Alarm

It is light when the engine oil is low or the switch malfunctions.
Transmission Oil Temperature Alarm

It is light when the transmission oil temperature is too high.
Battery
It is light when the battery is not recharged due to the problem with the
alternator, etc.
Engine System Alarm LPG Engine

It is light when there is the problem with the engine system. (Tier-2, Tier-3)
Parking Brake Alarm

It is light when the parking brake is activated.
Seat Belt
It is activated when the seat switch is opened.
Reverse Driving Lamp

It is light when the reverse driving lamp is turned on.
Forward Driving
It is light when the forward driving lamp is turned on.
SM 810 13-4-3
Instrument Panel Functions
Fuel Gauge
1) Function: It displays the amount of fuel left in the tank ( Only for DSL MODE ).
2) For LPG MODE

− The following indicator is light.
− The following alarm is light when

there is too little LPG left in the tank.
Coolant Temperature Gauge

1) Function: It displays the coolant temperature.
2) Coolant Temperature Gauge Specification
Temperature(°C) 50 90 120 130
Resistance(Ω) 12V(LPG) 154 36 16 12
12V(Diesel) 800 240 110 90
Gauge Position Start scale Half scale Start red End red
SM 810 13-4-4
Hour Meter
1) Function : It displays the elapsed operating.
2) Operation
Time is counted only when the battery charging signal is HIGH.
(The battery charging signal remains HIGH only while the engine is operating)
SM 810 13-4-5
Battery
Function
As a source for the main electrical power for the truck, the battery supplies 12volts to all of electrical components allow-
ing them to operate, and also stores the electrical energy generated by the alternator.
Specification
Model name LPG / Diesel
Voltage 12V / 2 X 12V
Capacity (20 hr) 60(AH) each
Reserve Capacity 100 minutes (each)
Cold Cranking Amperes 550(A) (each)
! CAUTION
- Battery terminal must always be assembled tightly. Any loose parts can cause failure in starting or
sparking, causing severe damage or fire in various electrical components.
- Since cold weather reduces performance, during cold operations, after operating, park your forklift
inside a building or near a warm area to ease starting later.
- When repairing or checking your forklift, be careful that the positive (+) terminal of the battery does not
come in contact with the frame. Sparking could occur causing severe damage to, or fire in, electrical
components.
- Battery electrolyte consists of a corrosive acid solution. Protect yourself from contact with it. If your
battery is not a maintenance free type, when low, top up the cell electrolyte level using only distilled
water.
SM 810 13-4-6
Engine Accessories
Alternator
Function
The alternator is a device for converting mechanical rotational energy of the IC engine to electrical energy. Under normal
conditions, it generates voltages of about 13-15V (for 12V system), 27-29V (for 24V system), and supplies these to the
truck for operating the electrical systems and charging the battery.
Diesel
Circuit
Rating : 24V, 70A
LPG
Circuit
Rating : 12V, 65A
SM 810 13-4-7
Water Temp Sender

Function
The water temperature sender detects the temperature of the coolant inside of the engine. This is displayed to the operator
on the instrument panel gage, and functions due to changes in the resistance values of the sender, dependent on the tem-
perature.
LPG
Resist. Specification
Temp (°C) Resist. (Ω)
50 +25.0
153.9-20.0
80 51.9 -+4.9
4.4
100 27.4 -+1.9
1.2
120 16.1±1.2
Diesel
Specification
Resist. Temp (°C) Min. Resist. (Ω) Max. Resist. (Ω)
-40 38.313 52.926
-30 22.307 30.194
-20 13.402 17.718
-10 8.244 10.661
x 0 5.227 6.623
10 3.390 4.217
20 2.262 2.760
25 1.870 2.260
30 1.553 1.866
C
40 1.080 1.277
50 0.771 0.900
60 0.555 0.639
A
70 0.408 0.465
B
80 0.304 0.342
·ΚΖΨ͑Ή 90 0.230 0.257
͙ͺΟΤΡΖΔΥ͑Ͳ͞ʹ͚ 100 0.178 0.196
110 0.136 0.152
120 0.106 0.119
130 0.084 0.095
140 0.067 0.076
Testing
Measure the resistance with multi-meter as shown in the figure above and compare the resistance values per the coolant
temperature shown on the specification table.
SM 810 13-4-8
Switch-Eng Oil Pressure
Function
This switch senses if oil pressure in normal or not.
Diesel
Resist. Specification
As turn ENG 1(MΩ) or more
As stop ENG 0Ω
LPG/Gasoline
Specification
Resist.
As turn ENG 1(MΩ) or more
As stop ENG 0Ω
Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or short. Normally it will display
short due to low pressure when the engine is stopped, and open when engine is running.
SM 810 13-4-9
LPG Pressure Switch

Function
This switch will be ON/OFF depending upon the LPG pressure in LPG tank. This switch is on when the LPG pressure
drops down as fuel is consumed.
Resist
Specification
Item Spec Pressure Resist (Ω)
Switch operating pressure 40±4 psi (open) more than 40 psi Open (more than 1MΩ)
less than 40 psi 0
Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or closed. It will be closed when
the pressure is at lower specification and open when the pressure is higher. (Open in case the LPG tank is full and closed
when the tank is empty)
SM 810 13-4-10
Brake Stop Switch

Function
This switch will be ON/OFF if the brake pedal is depressed or not.
Specification of switch - start (device ass’y condition)

Brake Output
Item Spec.
ON 0Ω
Operation Pressure (Switch) 3-8 kg/㎤
OFF Open
Testing
Measure resistance with multi-meter as shown in the figure above with the brake pedal released. The switch should be off
(open). The switch should be on (closed) when the pedal is depressed.
SM 810 13-4-11
Parking Brake Switch
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SM 810 13-4-12
Seat Switch
Function
This switch senses if the driver is in the seat or not.
Resist.
Testing
Condition Output
Seated 0Ω
Not seated Open
SM 810 13-4-13
General Electrical Parts
Relay
Function
This relay supplies electrical power to engine stop motor(diesel) and start coil(gasoline/LPG) when the key switch on.
The forklift can be started only when engine stop relay is operated.
Resist.
Circuit
Specification
Item Spec.
Rated voltage DC 24V / 12V
Rated load NO : 20A

NC : 15A
Testing
1. Position multi-meter to resistance mode and measure resistance between both terminals as above.
24V 12V
Resist.(Ω ) 340 85
SM 810 13-4-14
Flash Unit
Function
This supplies ON/OFF outputs in order that the indicator lamp flashes in a regular interval.
Specification
Item Spec.
Use temp. -20°C ~ 60°C
Frequency 85 ± 20 C/MIN
Rated load MIN : 10(W)

MAX : 50(W)
Operation Descriptions
When applying 12V to B terminal, 85±20 C/MIN are output-
ted to output terminal (L) in the form of ON/OFF.
Load
SM 810 13-4-15
Horn
Function
As an alarm unit, this part will make a warning sound when the horn button is pressed.
Battery
Specification
Item Spec.
Rated Current 3.5A, Max
Sound Pressure 110 ± 5dB
Frequency 415 ± 20Hz
Testing
Apply 12V or 24V to the terminals of the horn as shown above. A sound pressure level of 110 ± 5dB (as specified)
should be measured.
SM 810 13-4-16
Backup Alarm
Function
This functions as a warning device when traveling in reverse.
Battery
Specification
Item Spec.
Sound Pressure 100 ± 5dB
Frequency 1000 ± 50Hz
SM 810 13-4-17
Lights
Lamp-Work
Function
To improve forward and rearward lighting conditions when operating in poorly lit areas.
Battery
Specification
Item Spec.
Bulb spec. 55W, H3 / 70W, H3
Testing
Check the work lamps for proper operation by applying 12V / 24V as shown above.
Confirm the proper voltage for the lamp you are testing before connecting.
SM 810 13-4-18
Lamp-Beacon
Function
This part uses a strobe lamp and functions as a visual warning to the area around the truck when operating.
Battery
Specification
Item Spec.
Bulb spec. 2.5W, Max
Frequency 80~100 / Min
Testing
Check the beacon lamp for proper operation by applying 12V / 24V as shown in the figure above. (Be sure to identify
battery +/- terminals when applying voltage. Connecting terminals in the wrong polarity will cause severe damages to the
part)
SM 810 13-4-19
Fuel Sender
Function
This detects the amount of fuel in fuel tank and enables it to be displayed on the fuel gage of instrument panel. When the
float moves upward and downward, the resistance value varies according to the height of the float.
30
98
135.75
292
467
ȋ
132
507
50
297.8
39
R3
35
Resistor Specification
Plot Position Empty 50% Full
Resistor Value( Ω ) 244 100 28
Tolerance ( Ω ) ±7 - ±2
Testing
After removing the fuel sender, measure the resistance value according to the height shown in the specifications.
SM 810 13-4-20
Start Switch
Function
This functions to start the forklift and supplies electrical power to some electrical parts.
Specification
Item Spec.
Rated voltage DC 14V/ 28V
ON current 8A, Heavy Duty Ignition Coil
START current 20A, Continuous
75A, Instantaneous
SM 810 13-4-21
Combination Lamp
Function
Turn signal lamp, back up lamp, brake lamp and tail lamp.
Specification
Light Bulb
Lamp Classification Lens Color
12V 24V
Stop/Tail Red 21/5W 25/10W
Turn Signal Yellow 21W 25W
Back Up White 10W 25W
Reflector Red 25 AI Type
Schematic Wiring Diagram
Maintenance
Check the function of the lamps. Replace the lamp if necessary.
SM 810 13-4-22
Turn Signal Lamp

Function
Indicates turning directions (left/right) and tail lamp.
Specification
Classification Specification
Rated Voltage DC 12V DC 24V
Lamp 23/8W 25/10W
Schematic Wiring Diagram
Maintenance
Check the function of the lamps. Replace the lamp if necessary.
SM 810 13-4-23
Fuse Box
Function
Protects electrical/electronic parts from over current.
Specification
No. Capacity Function

F1 10A Engine shut down(option)
F2 10A Turn signal
F3 10A Horn
F4 20A Head lamp
F5 20A SECM (LPG)
F6 10A Cassette
F7 10A Direction switch/parking
F8 10A Ignition
F9 10A Back up alarm
F10 10A Rear work lamp
F11 15A Wiper
15A Spare
10A Spare
10A Spare
[Caution]
Use the fuses which satisfy the standard specification in the above table.
Fuses whose capacity is larger than the specification may damage electrical/electric parts.
SM 810 13-4-24
Failure Diagnosis
1. Engine Starting Circuit
Cannot start the engine.
Neutral start Engine can be started only when the shift

function lever is at neutral position.
Restart the engine with the shift Restart limiting To restart the engine, turn the start key to
lever at neutral, but failed. function OFF and start it again.
NO
YES
When the start key is turned to Check the start relay.

START position, the start motor runs. Check battery cable.
NO
YES
Check the E/SHUT.

Does the E/SHUT relay function?
Check electrical wiring.
NO
YES
After starting (3~4 times), is the Problem in battery charging.

battery voltage 23V (11V-LPG)? Check/replace the battery.
NO
YES
Check engine fuel line.
SM 810 13-4-25
Cannot travel forward / reverse.
Travel limiting function: when

Was the parking brake released?
parking brake is applied.
When N.S Controller Option is excluded
Does the forward/backward travel

Replace the fuse.
power fuse (f7) function?
NO
YES
Isolate forward / reverse solenoid

connector, measure the voltage.
Measure the voltage at the connectors at forward/ backward

lever shifting. → 24V(DSL), 12V(LPG)
Are the outputs of the forward /

Is the measured voltage OK
reverse lever normal?
(24V (LPG: 12V))?
(1st gear, forward/backward)
NO
YES
Problem in the solenoid valve or

In link with the lever shift, measure
transmission.
the voltage between the lever output
terminal and chassis
→24V(DSL), 12V(LPG)
Replace the shift lever.

NO
YES
Do the forward / reverse relays

Replace the forward / reverse
function according to the lever
relays
shifting?
NO
YES
Problem in electrical wiring.

Check the wiring for short circuit or
open.
SM 810 13-4-26
2. Dashboard Circuit
Fuel gauge does not function.

(For diesel engine only).
Float Position Lowest 1/2 Highest

Isolate fuel level sensor connector
and measure electrical resistance Resistance (ഐ) 244 100 28
Is the resistance within 28~244Ω? Replace the fuel sensor.
NO
YES
Measure resistance between the

Assemble the fuel sensor. Isolate
dashboard, measure resistance Pin 16 and Pin 23 (black in the left)
with a multimeter
Problem in electrical wiring. Check

Does the circuit show resistance?
for short circuited or open wire.
NO
YES
Replace the dashboard.
SM 810 13-4-27
Coolant temperature gauge does

not function.
Temperature ( `C ) 50 80 100 120

Isolate coolant temperature sensor
connector and measure resistance LPG Resistance (ഐ) 153.9 51.9 27.4 16.1
Diesel Resistance (ഐ) 800 240 110 90
Does the resistance meet the

Replace the coolant temperature
specification (Diesel: 90~800Ω /
sensor.
LPG: 16~153Ω)?
Measure resistance between the

Assemble the coolant sensor.
Isolate dashboard, measure resistance Pin 19 and Pin 23 (black in the left)
with a multimeter

Does the circuit show resistance?
Replace the dashboard.
SM 810 13-4-28
Service hour meter does not function.
After starting, service hour meter Problem in LPG.

does not function. Replace the dashboard.
Service time is counted when the

Service time is not counted. engine is started up (by checking
the alternator output).
Battery charging lamp is lit.
Problem in the battery charging Problem in electrical wiring. Check

system. for short circuited or open wire.
Check the alternator. Replace the dashboard.
SM 810 13-4-29
3. Auxiliary Electrical Circuit (various lamps)
Head lamp does not function.
- Head lamp Switch -
Start key S/W and headlamp S/W

cannot turn the headlamp on
Isolate headlamp connector(in OHG),

measure the voltage.
Is the battery voltage OK? Check the headlamp fuse in the

24V(DSL), 12V(LPG) fuse box. F4(20A), F10(10A)
NO
YES
Is the battery voltage OK?

Replace the fuse if failed.
24V(DSL), 12V(LPG)
Replace the headlamp relay. If fuse is OK, check the headlamp

relay.
NO
YES

SM 810 13-4-30
Back up lamp does not function.
- Backup lamp switch -
Start key S/W and backup lamp

S/W cannot turn the back up lamp
Isolate lamp connector (in OHG),

measure the voltage
Is the battery voltage OK? Check the back up lamp fuse in

24V(DSL), 12V(LPG). the fuse box. F10(10A)
NO
Problem of the back up lamp.

Replace the fuse if failed.
Check the lamp
If fuse is OK, check the back up

Replace the back up lamp relay.
lamp relay. Does it function?
NO
YES

SM 810 13-4-31
Horn does not function.
Start key S/W and horn S/W cannot

trigger the horn
Isolate horn connector and measure

the voltage.
Is the battery voltage measured Check the horn fuse in the fuse
when the switch is operated? box. F3(10A).
NO
YES
.
Problem of the horn. Replace the fuse if failed.
Replace the horn relay. If the fuse is OK, check the horn
relay. Is the relay OK?
NO
YES

for short circuited or open
SM 810 13-4-32
GROUP 20
GROUP 20
DRIVE AXLE
Introduction ............................................... Section 1
Differential Carrier Assembly ..................Section 2
Drive Axle ...................................................Section 3
Troubleshooting .........................................Section 4
Disassembly and Assembly .......................Section 5
SM 810 20-0
Group 20, Drive Axle
Section 1
Introduction
1. General Specifications
1. Differential gear 5. Parking brake
2. Drive axle shaft
3. Drive wheel
4. Service brake
The power train comprises the differential gear (1), drive axle (2), and drive wheel (3).
Engine power is transmitted to the engine flywheel, torque converter and transmission.
The power from the output gear of the transmission is transmitted to the spiral bevel gear set
in the differential, drive axle shaft, and on to the drive wheel.
SM 810 20-1-1
2. Power Train Specifications
Differential 2.923
Reduction Ratio Planet Gear 4
Drive Axle Total Ratio 11.692
Oil MOBIL Fluid #424
Oil Capacity Differential: 9.5ℓ , Axle hub: 0.6ℓ X 2
Service Brake Wet Disc Brake
Brake Oil RANDO HD 32
Parking Brake Drum Brake
Gear Bevel Gear

Differential
Differential Type 4-pinion type
Universal Joint 5C
SM 810 20-1-2
Section 2
Differential Carrier Assembly
1 Inner diameter of differential pinion gear 20.000 - 20.021 mm
2 Outer diameter of spider 19.959 - 19.980 mm
3 Thickness of pinion gear washer 1.92 - 2.08 mm
4 Thickness of side gear washer 1.95 - 2.05 mm
5 Side Gear -
The differential transmits power from the transmission to wheels. When one of two wheels
turns, the other wheel rotates slower. The differential consists of 4 pinions (1), 2 side gears
(5), and 1 spider (2) which connects the pinions (1) and side gears to engage the gears perpen-
dicularly.
SM 810 20-2-1
Section 3
Drive Axle
SM 810 20-3-1
1. Sun Gear 6. Hub Assembly 11. Pinion Shaft

2. Planetary Gear 7. Wet Disc Brake 12. Spider
3. Internal Gear 8. Drive Axle Shaft 13. Differential Pinion Gear
4. Internal Gear Carrier 9. Differential Carrier Assembly 14. Differential Side Gear
5. Taper Roller Bearing 10. Ring Gear
The drive axle which transmits power from the transmission to the wheels consists of the differential carrier
assembly (9), drive axle shaft (8), and hub assembly (6). The pinion shaft (11) with the drive shaft is con-
nected to the output shaft of the transmission by a spline. Power from transmission is transmitted to the dif-
ferential consising of the pinion shaft (11) and ring gear (10), and the differential witch drives the drive axle
shaft (8). The differential transmits power from the transmission to the wheels. When one of the two wheels
turns, the other wheel rotates slower. The differential consists of 4 pinions (13), 2 side gears (14), and 1 spi-
der which connects the pinions (13) and side gears (14) to engage the gears perpendicularly. The side gear
(14) and the drive axle shaft (8) are joined with a spline, and the drive axle shaft (8) is connected to the plan-
etary gear (2), internal gear (3), wheel hub (6) and drive wheels.
SM 810 20-3-2
2. Drive Axle Tightening Torque
1 Internal carrier tightening torque 220 ± 30 kgf.㎝
2 Spindle tightening torque 1,200 ± 50 kgf.㎝
3 Parking piston tightening torque 150 ± 10 kgf.㎝
4 Adjusting nut tightening torque 100 ± 20 kgf.㎝
5 Differential cap tightening torque 1,600 ± 50 kgf.㎝
6 Differential case tightening torque 600 ± 50 kgf.㎝
7 Wheel hub tightening torque 300 ± 30 kgf.㎝
8 Ring Gear tightening torque 1,350 ± 50 kgf.㎝
9 Differential carrier assembly tightening torque 1,800 ± 50 kgf.㎝
SM 810 20-3-3
3. Disc Brake
1. Spindle 5. Auto Clerance Adjust Bolt

2. Steel Plate 6. Spline Collar
3. Disc Plate 7. Drive Axle Shaft
4. Brake Piston 8. Parking brake
The service brake is a hydraulic disc braking system which is a sealed type to guarantee brak-
ing performance in humid, corrosive, and dusty environments.
The brake system ensures a semi-permanent service life, without the necessity of lining
replacement, different from a drum brake. In addition, a self-adjusting feature is included to
prevent a low pedal situation.
Major parts are 3 disc plates (3), 4 steel plates (2), brake piston (4), and 4 gap control bolts.
The power transmitted via the drive axle shaft (7) and brake piston (4) pushes the discs (3) and
plates (2) to apply braking force.
SM 810 20-3-4
Section 4
Troubleshooting
SM 810 20-4-1
(1) Insufficient oil Fill up with oil to proper level

(2) Inappropriate type of oil. Replace oil
(3) Inappropriately adjusted or defective wheel bearing Replace wheel bearing
Readjust the gears, referring to Disassembly and
Regular noise (4) Inappropriately adjusted ring gear and pinion shaft Assembly section
1
from differential
(5) Worn or damaged ring gear or pinion shaft Replace the damaged gear
(6) Incorrect gear back lash. Replace the differential gear
(7) Worn or loose pinion bearing Replace the bearing
(8) Worn or loose side bearing Replace the bearing
(1) Unstable ring gear rotation.
a. Incorrect torque of ring gear fixing bolt Tighten the bolt with specified torque
2 Irregular noise
b. Bad ring gear Replace the gear
(2) Damaged bearing in the differential Replace the bearing
(1) The pinion or spider of the differential is too tightly jointed. Replace the pinion gear or spider.
(2) The side gear in the differential case is too tightly jointed. Replace the side gear
3 Noise during (3) The pinion or side gear of the differential is defective Replace the gear
rotation
(4) Worn or damaged thrust washer Replace the thrust washer
(5) Excessive back lash between the side gear and pinion Replace the gear
(1) Leak at the axle hub carrier
a. Excessive lubricant oil Adjust the oil volume
b. Incompatible type of oil Replace the oil
c. Axle housing breather is clogged Replace the breather
Lubricant oil
4 leak (2) Oil leak at pinion shaft
a. Excessive lubricant oil Adjust the oil volume
b. Incompatible type of oil Replace the oil
c. Clogged breather Wash or replace the breather
d. Worn or incorrectly assembled oil seal Replace the oil seal
(1) Damaged axle shaft
a. Loose wheel bearing Reassemble or replace the wheel bearing, (refer-

ring to Disassembly and Assembly section)
b. Axle shaft is short. Replace the axle shaft
5 Drive wheels do
not rotate. c. Loose stud or nut Tighten the stud and nut
(2) Worn drive gear tooth surface Replace the drive gear
(3) Damaged pinion of the differential side gear Replace the damaged part
(4) Damaged spider of the differential pinion shaft Replace the damage part
SM 810 20-4-2
Section 5
Disassembly and Assembly
1. Removal and Disassembly of Wheel Hub

1) Remove the drain plug from the axle housing using a torque
wrench and drain the oil.
2) Remove one of the plugs from the planetary gear housing.

Drain the oil.
3) Remove 4 socket bolts and remove the planet gear housing.

Remove the O-ring (2) on the planet gear housing.
SM 810 20-5-1
4) Remove the snap ring (3) from the planetary gear housing.
5) Disassemble 3 planetary gear shafts (4) using a hammer.
6) Disassemble the planetary gear (5), needle bearing (6), and

thrust washer (7).
7) Remove the sun gear (8) and drive axle shaft assembly (9).
SM 810 20-5-2
8) Remove the snap ring (10), and disassemble the sun gear (8)
from the drive axle shaft (9).
9) Remove the hex bolt (11) and disassemble the ring gear (13) and
torque plate (12).
10) Remove the C-ring (14) from the ring gear (13) and disassem-
ble the ring gear carrier (15).
11) Using two M8 bolts, disassemble the bearing of the ring gear
carrier.
SM 810 20-5-3
12) Remove 14 hex bolts and two nuts which fix the spindle.
Remove the wheel hub.
13) Remove the drive axle, disc and plate assembly from the axle housing.
14) Remove 4 self-adjusting bolts (18), remove the spring (20) from the
bush (19), and remove the piston (17) from the axle housing (16) using
a jig. At this time, remove the 3 pins (23) from the axle housing.
Remove each one of the square rings (21),(22) from the housing.
[CAUTION]
Check the square rings (21),(22) and replace if worn or damaged.
SM 810 20-5-4
15) Disassemble the bearing cup from the wheel hub using a jig
and hammer. This process will damage the oil seal, it can not
be reused.
SM 810 20-5-5
2. Removal and Disassembly of Differential Carrier Assembly

1) Remove 12 hex bolts (1). Remove the differential carrier assem-
bly from the axle housing using a hoist.
2) In order to use in reassembly, measure and record the rotational

resistance of the differential carrier assembly. Remove the hex
bolt (2) and spring washer (3), and remove the plate (4).
3) Before removing the diff case set (8) from the differential carrier
assembly (5), check the position marking of the cap (6) on the
differential carrier housing. Mark the position if not marked
yet.
4) Remove 4 reamer bolts (7) and remove the cap (6).
SM 810 20-5-6
5) Remove the diff case set (8) from the differential carrier hous-
ing.
6) Remove the taper roller bearing (9) from the diff case and
remove 12 hex bolts (10).
7) From the differential carrier, remove the hex bolt (11) and ring
gear.
8) Check that the differential case has direction marking, and dis-
assemble the differential case. If not marked, mark the correct
direction. Reassembly shall be performed in the same direction.
SM 810 20-5-7
9) Remove 2 thrust washers (12), pinion gear (13), side gear (14),
spider (15) and ring gear (16), and put them on a clean place.
10) Remove 4 hex bolts (17) and remove the brake drum from the
brake assembly.
11) Remove the nut (18) and disassemble the yoke (19).
12) Remove 4 hex bolts (20) and disassemble the brake assembly
(21) from the differential carrier housing.
13) Remove the pinion shaft (22) carefully using a plastic hammer.
[CAUTION]
Take care not to damage the bevel gear shaft.
SM 810 20-5-8
14) Remove the shim (23) and ring (24) from the pinion shaft.
Using a bearing puller, disassemble the inner race of the taper
roller bearing from the pinion shaft.
15) Using a jig and hammer, disassemble the outer race of the taper
roller bearing and shim from the housing.
[Caution]
Do not reuse damaged shim.
16) Disassemble the outer race of the taper roller bearing on the
opposite side.
SM 810 20-5-9
3. Reassembly
Wash all the parts cleanly with detergent. Remove residual Loctite.
[WARNING]
Take not to expose skin to, drink, or inhale vapor of the detergent.
Wear safety gloves and goggles. If skin is smeared with detergent, wash with sufficient water immediately.
If swallowed, take medical treatment immediately.
Observe all the work guides, procedures and safety rules to prevent accidents.
Check all the parts for wear, damage or crack. Replace defective parts.
• If gear tooth is worn, replace the gear set.
• Replace damaged or worn taper roller bearings.
• Do not reuse deformed shims or worn thrust washers.
• Finish seal contact surfaces with a file.
4. Adjustments in Reassembly
Pinion shaft shim adjustment;
1) Adjust shim thickness and pinion shaft correctly in compliance
with following procedures.
- Measure “E” of the differential carrier housing with a jig.
- Determine shim thickness with the formula: "X = E - B - T ± C
B : installation length of the pinion shaft which is 131.10,

T : width of the taper roller bearing,
C : the size engraved on the end of the pinion. 0 if no marking.
Example : if the dimension E of the housing is 162.85,
B is 131.10 which is determined by the MAKER,
T measure on the taper roller bearing is 31.5, and,
C carved on the pinion shaft is 0.05,
The two X of the shim combination are:
[Caution]
If a gear is worn, replace the pinion shaft and ring gear with a new set.
Do not reuse deformed shim, worn or damaged taper roller bearing.
SM 810 20-5-10
2) Combine the shims to obtain the thickness calculated with

above method. Insert the shim set on the taper roller bearing
seat. Using a jig, install the taper roller bearing with its outer
race on the taper roller bearing seat of the differential carrier
housing.
3) Heat the inner race of the taper roller bearing up to 100℃ and
assemble the bearing on the pinion shaft. Ensure that the inner
race is in good contact with the taper roller bearing seat.
4) Assemble the taper roller bearing cup.

Assemble the taper roller bearing, ring, and the shim set on the
pinion shaft.
5) Install the pinion shaft in the differential carrier housing.

Assemble the taper roller bearing cone, yoke and nut.
Apply Loctite #271 or #277 on the thread of the pinion shaft,

and tighten the lock nut to 45~51kgf.m torque.
Measure the rolling resistance of the pinion shaft.
Adjust the thickness of the pinion shaft combination so that the

rolling resistance is 0.2~0.41kgf.m.
SM 810 20-5-11
5. Assembling the Differential

1) Assemble the thrust washer, side gear, pinion gear and spider with the ring gear, and install the gear in the case set. Apply
grease on the thrust washer before assembly.
2) Assemble the diff case set.
[CAUTION]
Check the direction marking on the differential case.
The markings on the two differential cases must be in the same direction.
3) Install the differential case with 12 hex bolts (1).

Apply Loctite #271 or #277 on the threads of the hex bolts and
tighten them to 5.0~7.5kgf.m torque.
4) Install the ring gear with hex bolt (2). Apply Loctite #271 or
#277 on the threads of the hex bolts and tighten them to
12.5~14.5kgf.m of torque.
SM 810 20-5-12
5) Mount the diff case set on the differential carrier housing.

Mount the taper roller bearing cup and adjusting nut on the dif-
ferential carrier housing. And then, adjust the rotation back lash
with the adjusting nut, by measuring the back lash with a dial
gauge installed on the gear tooth and rotating the ring gear.
- Rotation back lash: 0.18~0.23mm
6) Assemble the differential carrier housing cap.
[Caution]
Install the differential carrier housing cap with a reamer bolt.
Tighten the bolt to 15~17kgf.m torque.
Measure the rolling resistance of the taper roller bearing.
The table below presents appropriate rolling resistance of the pinion shaft measured in the paragraph 2, "Adjustment of the
Pre-Load of the Pinion Shaft.”
(kgf.m)
Pinion Adjustment Total Adjustment of the Ring - Pinion

0.20 0.30
0.26 0.35
0.30 0.40
0.35 0.45
Note1) after assembling the oil seal, the torque will be increased by about 0.07 - 0.12kgf.m.
7) Check that the adjusting nut is in close contact with the taper roller bearing.
8) When the differential carrier housing assembly is complete, check the rotation back lash again, and readjust the back
lash with adjusting nut, if necessary.
9) Apply Locktite #271 on the threads of the reamer bolt and tighten to 15~17kgf.m torque.
10) Install the plate with hex bolts. Apply Loctite #271 or #277 on the bolt threads and tighten to 0.8~1.2kgf.m torque.
[Caution]
Assemble the other side in the same procedures.
11) Apply marking fluid on the sides of 3~4 teeth of the ring gear and have the gear contact with the pinion shaft for several
times. Check the contact shape.
SM 810 20-5-13
6. Assembling Carrier Assembly with Axle Housing

1) Mount the differential carrier assembly in the axle housing.
2) Install the carrier assembly in the axle housing with the hex bolt
(1). Apply Loctite #271 or #277 on the bolt threads and tighten
to 11~13kgf.m torque.
7. Adjusting the Parking Brake

1) Adjust the parking brake in following procedures.
Turn the adjuster in the pinion shaft direction until the jig touches the pad.
Turn the adjuster by four clicks in the opposite direction.
(Now, the lining gap will be 0.1~0.25mm.)
Check the adjustment by rotating the jig while operating the lever.
(Repeat above procedure until appropriate friction force is achieved.)
* If a jig is not available, assemble the brake drum and conduct adjustment per the above procedure)
2) Install the yoke with the hex bolt (1).

Apply Loctite #271 or #277 on the hex bolt and tighten the bolt to
11~13kgf.m torque.
3) Stop up the adjustment hole (2) with a rubber plug.
SM 810 20-5-14
8. Assembling Wheel Hub Assembly with Axle

Housing
1) Install the taper roller bearing on the wheel hub. Take care to
achieve appropriate contact.
[Caution]
Install oil seal applied with grease or oil towards the outside of the
wheel hub.
2) Install the assembled wheel hub until it contacts with the spindle
of the axle housing.
3) Insert the carrier into the ring gear, and engage the C-ring.
4) Heat the bearing race and push it into the carrier correctly.
Install the assembly on the wheel hub after fully cooled down.
SM 810 20-5-15
5) Assemble the torque plate with the ring gear, and install the assembly on the spindle.
Tighten the port of the wheel hub assembly to 3kgf.m.
Apply Loctite #271 or #277 on the threads of the bolt and tighten to 1.5kgf.m torque.
Apply grease on the bush.
Apply Loctite #5127 on the housing contact surface of the spindle.
6) Assemble the square rings (2)(3) with the axle housing (1), and apply oil (MOBIL #424).
Install the self-adjusting bush (5) on the piston, and assemble the piston with the axle housing.
Insert the self-adjusting spring (6) into the self-adjusting bush. At this time, align the tapped part of the axle housing
with the bush hole of the piston.
Apply Loctite #277 on the threads of the self-adjusting bolt (7) and tighten the bolt to 1.4~1.6kgf.m torque. Install the
3 pins (8) on the axle housing.
[CAUTION]
Check the square ring. Replace the ring if necessary.
<Assembling and Adjusting the Plate>

a. Assemble 3 plates (9), 2 discs (10) and snap ring (12) with the collar spline (11). Keep the assembling sequence: disc →
plate → disc → plate → disc.
b. Before assembly, wash all the parts clean, and remove harmful projection.
SM 810 20-5-16
7) Insert one plate into the axle housing. Assemble the plate and disc assembly. Then, assemble the last plate and drive axle
shaft with the axle housing. (When completed, there will be 4 plates and 3 discs.) After assembling the plates and discs,
check that the height differs from the brake housing surface by 2.1~2.6mm.
The height of the spindle will be 1.4mm, and the operating stroke of the plate and disc assembly will be 1.0~1.5mm.
8) Install the wheel hub assembly on the axle housing.
9) Check that the pre-load of the wheel hub assembly is 3kgf.m.

Apply Loctite #271 or #277 on the bolt (13) and tighten it to
1.8~2.2kgf.m torque.
SM 810 20-5-17
10) Assemble the sun gear with the drive axle shaft and fix it with
a snap ring. Apply grease on the drive axle shaft contacting the
bush. Apply grease on the teeth of the planet gear.
11) Reassemble the inner parts of the planetary gear housing in the reverse procedure of disassembly.
12) Assemble the planetary gear housing assembly with the wheel
hub assembly. Tighten the socket bolts to 2.5~4.0kgf.m torque.
13) Assemble the wheel hub. Tighten the plug (14) to

3.5~6.0kgf.m torque
SM 810 20-5-18
GROUP 22
GROUP 22
WHEELS AND TIRES
Wheels and Tires Specifications and

Description ............................................ Section 1
Pneumatic Wheels and Tires ....................Section 2
SM 810 22-0
Group 22, Wheels and Tires
Section 1
Wheels and Tires

Specifications Description
Steer Tire Types : Pneumatic rubber. The wheels and tires used on the truck come in pneumatic
or cushion types in a variety of sizes depending on truck
Drive Tire Types : Pneumatic rubber.
model and application. Pneumatic tires are mounted on
Pneumatic Drive and Steer Tire Inflation Pressure : multi-piece rims with locking rings.
Drive C40, C50s: 820 kPa (119psi)
C45, C55s : 951 kPa (138psi)
! WARNING
Steer C40- 55s : 1000 kPa (145psi) For your safety and the safety of others,
before you do tire or rim maintenance or ser-
vice, read the OSHA rules regarding owner
Fastener Torques responsibility. Do not work on tires or rims
Steer Tire Mounting Nut Torque : Check mounting proce- unless you have been trained in the correct
dure in Sections 2 and 3 for pneumatic tires and wheels. procedures. Read and understand all mainte-
nance and repair procedures on tires and
Wheel Mounting Nut Torques : rims. Serious injury or death can result if
safety messages are ignored.
Classification Torque
Drive Wheel 340-380 N.m(251-280 ft.lb) The Occupational Safety and Health Act (OSHA) speci-
Steer Wheel 343-392 N.m(253-289 ft.lb) fies required procedures for servicing multi-piece rim
wheels in 29 CFR Section 1910.177. It is the owner’s
responsibility to comply with OSHA.
Service Intervals
In accordance with OSHA, the owner must provide a
Wheel Mounting Bolts Check and Tightening : Every 50- training program to train and instruct all employees who
250 hours of operation and each PM. service multi-piece rim wheels in the hazards involved
Tire Condition : Daily inspection. and the safety procedures to be followed. Do not let any-
one mount, demount, or service multi-piece rim wheels
Tire Pressure Check : Daily inspection. without correct training.
The owner should obtain and maintain in the service area
current copies of the United States Department of Trans-
portation, National Highway Traffic Safety Administra-
tion publications entitled “Safety Precautions for Mount-
ing and Demounting Tube-Type Truck/Bus Tires,” and
Multi-Piece Rim/Wheel Matching Chart” or other similar
publications applicable to the types of multi-piece rim
wheels being serviced.
SM 810 22-1-1
Section 2
Pneumatic Wheels and Tires
SM 810 22-2-1
5. Always remove all air from a single tire and from

! CAUTION both tires of a dual assembly prior to removing any
SAFE PARKING. Before working on truck : rim components, or any wheel components, such as
nuts and rim clamps. Always remove the valve core
1. Park truck on a hard, level, and solid to remove air from tire. Be sure all air is removed.
gaps or breaks. 6. Check rim components periodically for fatigue
cracks. Replace all cracked, badly worn, damaged,
2. Put upright in vertical position and fully and severely rusted components.
7. Do not, under any circumstances, attempt to rework,
3. Put all controls in neutral. Turn key switch weld, heat, or braze any rim components that are
OFF and remove key.
cracked, broken, or damaged. Replace with new parts
4. Apply the parking brake and block the or parts that are not damaged, which are of the same
wheels. size, type, and make.
8. Never attempt to weld on an inflated tire/rim assem-
Pneumatic Tire Maintenance bly.
Precaution 9. Clean rims and repaint to stop detrimental effects of
corrosion. Be very careful to clean all dirt and rust
The following instructions supplement the OSHA require-
from the lock ring gutter. This is important to secure
ments. In the event of any conflict or inconsistency
the lock ring in its proper position.
between these instructions and the OSHA requirements,
A Filter on the air filling equipment to remove the
the OSHA requirements shall be controlling.
moisture from the air line prevents a lot of corrosion.
The filter should be checked periodically to make
! WARNING sure it is working properly.
Before you do tire or rim maintenance, read 10. Make sure correct parts are being assembled. Ask
the OSHA rules regarding owner responsib- your distributor or the manufacturer if you have any
lilty. Read and understand all maintenance doubts.
and repair procedures on tires and rims. Do
not work on tires or rims unless you have 11. Do not be careless or take chances. If you are not
been trained in the correct procedures. Seri- sure about the proper mating of rim and wheel parts,
ous injury or death can result if the safety consult a wheel and rim expert. This may be the tire
messages are ignored. man who is servicing your fleet, the rim and wheel
distributor in your area, or the CLARK dealer.
1. Do not let anyone mount or demount tires without 12. Mixing parts of one manufacturer’s rims with those
proper training. of another is potentially dangerous. Always ask man-
2. Never sit on or stand in front of a tire and rim assem- ufacturer for approval.
bly that is being filled with air. Use a clip-on chuck 13. Do not use undersized rims. Use the right rims for
and make sure the hose is long enough to permit the the job.
person filling the tire with air to stand to the side of
the tire, not in front or in back of the tire assembly. 14. Do not overload rims. Ask your rim manufacturer if
special operating conditions are required.
3. Never operate a vehicle on only one tire of a dual
assembly. The carrying capacity of the single tire and 15. Do not seat rings by hitting with a hammer while the
rim is dangerously exceeded, and operating a vehicle tire is filled with air pressure. Do not hit a filled or
in this manner can result in damage to the rim and partially-filled tire/rim assembly with a hammer.
truck tip-over and driver injury. 16. Double check to make sure all the components are
4. Do not fill a tire with air that has been run flat with- properly seated prior to filling tire with air.
out first inspecting the tire, rim, and wheel assembly. 17. Have the tire in a safety cage when filling with air.
Double check the lock ring for damage. Make sure
that it is secure in the gutter before filling the tire
with air.
SM 810 22-2-2
18. When removing wheels, regardless or how hard or • Incorrect (low) tire pressure can reduce the sta-
firm the ground appears, put hardwood blocks under bility of a lift truck and cause it to tip over.
the jack.
IMPORTANT
19. Block the tire and wheel on the other side of the vehi- Check wheels and tires for damage every
cle, before you place the jack in position. Place time you check tire pressure. Make repairs
blocks under the truck frame as near as possible to when needed. Dirt can get into cuts and cause
the jack to prevent the truck from falling if the jack
damage to the tire cord and tread. Remove
should fail.
debris from all cuts.
20. Remove the bead seat band slowly to prevent it from
dropping off and crushing your toes. Support the 2. Check the condition of the drive and steer wheels and
band on your thigh and roll it slowly to the ground. tires. Remove objects that are imbedded in the tread.
This will protect your back and feet. Inspect the tires for excessive wear, cuts and breaks.
21. Bead breakers and rams apply pressure to bead
flanges. Keep your fingers away from the bead
flanges. Slant bead breaker about 10° to keep it
firmly in place. If it slips off, it can fly with enough
force to kill. Always stand to one side when you
apply hydraulic pressure.
General Tire Maintenance, Inspection,

and Repair
3. Check all wheel lug nuts or bolts to be sure none are
1. Park the truck as described in “Safe Parking” and loose or missing. Have missing bolts replaced and
check for correct tire inflation air pressure. loose bolts tightened to the correct torque before
Drive C40, C50s: 820 kPa (119psi) operating the truck.
C45, C55s : 951 kPa (138psi)
Steer C40~55s : 1000 kPa (145psi)
Drive Wheel 340-380 N.m(251-280 ft.lb)
! CAUTION
Steer Wheel 343-392 N.m(253-289 ft.lb)
Check tire pressure from a position facing

the tread of the tire, not the side. Use a long- Inspection and Minor Repair
handled gauge to keep your body away from
the side. Inspect pneumatic tires and wheels carefully for.
1. Low inflation pressure.
2. Damaged tires. Check tires for cuts and breaks.
3. Damaged wheels or loosening of the lock ring on
multi-piece rims.
• If tires are low, do not add air. Have the tire and
wheel inspected by a person trained and autho-
rized to do tire and wheel maintenance. The tire
may require removal and repair. 4. Check for loose nuts or bolts not in position.
5. Check the nuts or bolts for damage.
SM 810 22-2-3
6. Check the surface of the wheels for bent flanges.

7. Check all parts for rust or corrosion.
8. Mark the damaged areas with chalk so that the parts Tire and wheel
can be removed from operation. assembly
9. Remove all parts that are damaged and install new Wheel Nut
parts in the same position.
10. Replace parts with the correct sizes and types. See
your parts manual.
11. Include your truck serial number when ordering
replacement parts. Drive axle Hub
Wheel Dismounting and Remounting

Refer to “Lifting, Jacking, and Blocking” in Group SA for
information on jacking up or raising the truck for wheel 3. Use a portable jack of adequate capacity placed
removal. Always start with the truck parked safely. under the frame of truck to raise drive or steer wheels
off floor.
Drive and Steer Wheel Dismounting 4. Once tire is off the ground enough to rotate freely,
remove the lug nuts and lift the wheel from the hub.
1. Remove the valve core from the valve stem to be Use caution when lifting tire and wheel.
sure all air is removed from the tire.
2. Loosen the lug nuts on the wheel. Drive and Steer Wheel Remounting
IMPORTANT
See “Tire Installation” in this Section to
make sure the wheel and tire mounting orien-
tation is correct. Check the information for
correct tire-to-wheel mounting and wheel-to-
hub mounting.
1. Make sure the truck is parked on a flat, hard surface

and the jacking and blocking devices are secure to
Steer axle Hub hold the truck in a safe position.
2. Inspect the removed lug nuts for damage to the
threads. Also inspect all hub studs for thread damage.
Replace any lug nuts or studs that have damaged
threads. Make sure studs are secure in the axle hub.
Steer axle
hub lug Nut
SM 810 22-2-4
3. Set the wheel on the hub and start the lug nuts on the Dual-Drive Wheel Dismounting
hub studs. Tighten the nuts only enough to seat the
nuts into the beveled openings on the wheel and to 1. Remove the valve core from the valve stem of the
secure the wheel on the axle hub. outer wheel to be sure all air is removed from the
4. Use a crisscrossing nut tightening sequence to torque tire.
the nuts to a pre-final torque of 54-81 N⋅m (40-60 Drive axle hub
ft⋅lb). Make sure all nuts seat into beveled spacer
holes correctly. Wheel nut
1 8
5 4
3 6
7 2
Drive and Steer Wheel Stud bolt

inner wheel
5. Begin the crisscrossing sequence again and tighten
the lug nuts to final torque. Outer wheel
2. Use a portable jack of correct capacity placed under
Drive Wheel 340-380 N.m(251-280 ft.lb) the frame of truck to raise drive wheels off floor.
Steer Wheel 343-392 N.m(253-289 ft.lb)
3. Remove the eight outer-wheel nuts and remove the
outer wheel and tire from the drive axle studs.
6. Carefully lower the truck and remove the jack.
4. Remove the valve core from the valve stem of the
7. Check tire pressure for correct inflation pressure.
inner wheel to be sure all air is removed from the
Drive C40, C50s: 820 kPa (119psi)
tire.
C45, C55s : 951 kPa (138psi)
Steer C40- 55s : 1000 kPa (145psi) 5. Remove the tire and wheel from the drive-axle hub.
Use caution when lifting wheel and tire assembly.
! WARNING
Dual-Drive Wheel Remounting
If tires are not fully inflated, see “Adding Air
Pressure To Mounted Wheel/Tire Assem- IMPORTANT
blies” and follow the procedures for adding See “Tire Installation” in this Section to
air to the mounted tires. make sure the wheel and tire mounting orien-
Before you add air pressure to the tire, make tation is correct. Check the information for
sure the lock ring is correctly positioned in correct tire-to-wheel mounting and wheel-to-
the rim and side ring. The lock ring can sepa- hub mounting.
rate from the rim with enough force to cause
injury or death. 1. Make sure the truck is parked on a flat, hard surface
and the jacking and blocking devices are secure to
hold the truck in a safe position.
2. Inspect the lug nuts for damage to the threads. Also
inspect all studs for thread damage. Replace any lug
nuts or studs that have damaged threads. Make sure
studs are secure in the drive-axle hub.
SM 810 22-2-5
3. Install inner wheel and tire assembly on drive-axle

hub shoulder studs. ! WARNING
Before starting disassembly, remove the air
from the tire. Failure to remove the air from
the tire can result in serious injury.
1 8 2. Remove lock ring.

5 4
3 6
7 2
4. Install the outer wheel to the drive axle hub, and

tighten the wheel nut to fix the drive axle wheel hub.
5. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 340-380 N.m(251-280
ft.lb). Make sure all nuts are seating into beveled
3. Remove wheel wedge.
spacer holes correctly. See illustration above. 4. Remove tire from wheel.
6. Begin the crisscrossing sequence again and torque
the lug nuts as described in step 4 and 5.
NOTICE
The outside diameter of the left or right
wheel or set of wheels must not differ more
than 6mm (0.25 in) per side.
7. Check tire presssure for correct inflation pressure :

• Drive wheel pressure is C40, C50s : 820kpa
(119psi), C45, C55s : 951kpa(138psi).
5. Remove the rubber inner tube protector (flap).

! WARNING
If tire are not fully inflated, see “Adding Air
Pressure To Mounted Wheel/Tire Assem-
blies” and follow the procedures for adding
air to the mounted tires.
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and side ring. The lock ring can sepa-
rate from the rim with enough force to cause
injury or death.
6. Repair tire and/or tube, as needed.
Wheel Disassembly and Tire Removal
1. Remove valve core from the valve stem to be sure all
air is removed.
SM 810 22-2-6
7. Check for cracks in the wheel. 12. Clean the tire bead seat area. Remove all rust and
rubber with a wire brush or wheel.
Cracks in the wheel are caused by :

• Deep rim tool marks.
13. Clean wedge and lock rings. Make sure the seating
• Overload on wheels. surface and bead seat areas are clean.
• Too much air pressure in the tires.
• Using the wrong size tires.
8. Check for cracks in the lock ring.
9. Check for cracks between the stud holes in the wheel.
Cracks are caused by :
• Loose wheel nuts.
• Wheel not installed correctly.
• Wrong size or type of parts used.
• Too much torque on the wheel fasteners. If the
wheel mounting parts are too tight, the studs or
bolts can break, causing cracks in the wheel 14. Apply paint to the tire rim with a brush. Or, use an
between the stud holes. aerosol can of metal primer.
• Too little torque on the wheel fasteners. If the The parts must be clean and dry before you apply the
wheel mounting parts are too loose, damage to paint. Make sure to apply paint to the outside or tire
parts and tire wear will result. side of the rim. This is important because air is on the
metal surface of the tire side of the rim
10. Check wedge ring for wear or damage. Corrosion
buildup will cause wear and damage to the wheel 15. Apply lubricant on the tire side of the rim base. Do
wedge ring. not use a lubricant that has water or solvent which
will cause damage to the rubber.
11. Clean the wheels. Remove rust and dirt.
NOTE
Clark dealers can supply the correct lubri-
cant, which contains a rust inhibitor.
SM 810 22-2-7
Tire Replacement and Wheel 5. Install the wheel wedge.

Reassembly
1. Put the tube into the tire.
6. Put the side ring over the rim and install the lock ring
as shown.
IMPORTANT
Install washer 22.123 on tube over valve stem
before flap is installed, when specified. See
sketch. Refer to Service Parts List.
Wheel Washer
Tube
7. Connect air chuck and turn the tire over with the
2. Put the rubber tube protector(flap) over the tube. valve stem down. Put 21 kPa (3 psi) of air into the
tire.
3. Install the tire onto the wheel rim, against the bead
seat area.
8. Turn wheel to the other side. Check to make sure

lock ring is in correct location.
4. Put the wheel wedge over the rim.
SM 810 22-2-8
9. Disconnect the air chuck. Use a mallet and hit the above the wheel center. Arrow must point to ward
ring to make sure the ring is fully installed. front of truck.
INSIDE
TRUCK
10. Put the tire in an OSHA-approved safety cage. 2. Outside dual tire arrow to point in the direction of
rearward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow should point toward
rear of truck.
Tire-to-Wheel Mounting
Directional-Tread Tires
All directional-tread tires are to be mounted in the correct
position with respect to the arrow cast on the side of the
tire as explained below.
Directional-Tread Dual Tires
1. Inside dual tire arrow to point in the direction of for-

ward rotation. Rotate wheel to bring arrow on tire
SM 810 22-2-9
Filling Tires with Air 2. Turn the regulator valve counterclockwise (CCW)
until you can feel no resistance from the regulator.
Follow these procedures when putting air into tires. All This will adjust the regulator presssure to a low pres-
wheel and tire assemblies must be filled in a safety cage. sure near zero.
The hose must have an adapter that can be connected to
the valve stem.
1. Attach an air hose to valve stem.
2. Open the control valve which will let compressed air
into the tire.
3. At intervals, close the control valve and check the
pressure in the tire by reading the gauge. Do not put
too much presssure into the tire.
4. Continue to fill the tire to the correct air pressure
reading of 3. Slowly turn the cylinder valve counterclockwise
Drive C40, C50s: 820 kPa (119psi) (CCW) to open position.
C45, C55s : 951 kPa (138psi)
Steer C40- 55s : 1000 kPa (145psi)
IMPORTANT
Put equal pressure in both tires of a dual
assembly. Do not put air into a tire that is flat
without first inspecting it and the wheel for
damage.
Filling Tires with Nitrogen

If your air supply does not have enough pressure to fill the 4. The tank gauge will now show tank pressure.
tire, you can use a pressurized cylinder of commercial
nitrogen gas to get the correct tire pressure. With the tire
in a safety cage, connect the nitrogen cylinder to the valve
stem with the use of an air chuck.
! WARNING
Use introgen only. Do not use oxygen or any
other gas to fill tires. Make sure all items of
equipment used (nitrogen cylinder, regulator,
gauges, hoses) are UL approved and in good 5. Turn the regulator valve clockwise (CW) until the
condition. Use the correct regulator and hose regulator gauge reads the correct tire pressure. Fill
for the pressures that are necessary. the tire with nitrogen.
1. Be sure tank valve is closed to connect hose to valve

stem. Tank vlave is closed by turning handle on top
of tank clockwise to a stop.
SM 810 22-2-10
6. Turn the tank valve clockwise (CW) and close the Checking and Adjusting Tire Pressure
valve.
! WARNING
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and wheel wedge. The lock ring can
separate from the rim with enough force to
cause injury or death.
7. Disconnect the air chuck from the valve stem.
1. Attach a clip-on air chuck to valve stem. Stand by the

side of the wheel and put the correct air pressure in
the tire.
8. Turn the regulator valve counterclockwise (CCW) to

the off position.
2. If your air supply does not have enough pressure to

fill the tire, you can use a nitrogen cylinder to get the
correct pressure.
NITROGEN
9. Use a tire pressure gauge to check the tire pressure. If

necessary, put more air into the tire. Do this as many
times as necessary to reach the correct tire pressure.
3. Put a clip-on type air chuck on the nitrogen cylinder
! CAUTION hose and attach it to the valve stem. Follow the pro-
Use a long-handled gauge so that your hand cedures described previously for adjustment of the
does not go inside the cage, or in front of any nitrogen cylinder valves.
component of a multi-piece wheel.
! WARNING
Use nitrogne only. Do not use oxygen or any
other gas to fill tires.
SM 810 22-2-11
GROUP 23
GROUP 23
BRAKE SYSTEM
Braking / Inching System

Specifications and Description ............ Section 1
Service Brake Troubleshooting ................Section 2
Brake / Inching Pedals and Linkages

Adjustments ...........................................Section 3
Brake Bleeding ...........................................Section 4
Brake Master Cylinder Service ................Section 5
Parking Brake Service ..............................Section 6
SM 810 23-0
Group 23, Brake System
Section 1
Braking / Inching System

NOTE
INCHING. This Section only covers inching in re-
gard to the linkage between the brake and inching
pepals. The inching system is more fully covered in
Group 06, “Transmission.”
Specifications
Service Brake : Parking Brake :
Type : Wet disc brake. Brake valve supplied by a reserve Type : Drum brake connected to from the drive axle.
tank.
Holding Test: Rated load on 15% grade.
Fluid : Fluid provided by reserve tank. (CLARK MS-68)
Pedal Freeplay : 4-6mm (0.16-0.24in)
Inching : also see standard transmission specs in Group
06
Type : Inching pedal which is mechanically connected to
the inching spool and brake pedal of the transaxle.
Pedal Freeplay: None
SM 810 23-1-1
General Description Inching Operation

The service brake and inching system consists of : The inching pedal allows the operator to vary transmis-
sion slippage through the clutch pack so that travel speed
Service brake assembly — Wet disc brake.
and lifting speed can be independent.
Brake Master Cylinder — The brake master cylinder
The inching pedal also applies the service brakes. When
and the brake fluid reservoir are separated. The brake
the inching pedal is depressed to a certain point, a
fluid is supplied from the reservoir directly to the master
mechanical linkage between the inching pedal and the
cylinder.
brake pedal begins to apply the service brake. When the
Inching cable — It is connected to the inching pedal and inching pedal is fully depressed, the clutch pack fully dis-
the T/M inching spool linkage, so the inching spool is engages and the service brake fully applies.
drawn according to the displacement of inching pedal. In
this way, the inching function can be operated.
Braking Operation
Service brake and inching pedals and linkages — A
mechanical system through which the brake pedal or inch- When the operator depresses the brake pedal, or depresses
ing pedal operates the brake valve. The inching pedal is the inching pedal far enough to operate the brake pedal,
mechanically linked to the brake pedal so that the inching the brake link operates a piston in the brake valve.
pedal, near the end of its stroke, also operates the service The brake valve receives flow from the reservoir. In gen-
brakes. eral, the brake valve allows pressure to build in the wheel
Inching control valve — A hydraulic valve in the trans- cylinder in proportion to the extent the brake pedal is
mission control valve assembly that hydraulicly varies depressed.
clutch pack pressure so the operator can “inch” the truck. When the operator applies the brakes, the brake valve pis-
Parking brake lever — Operates the parking brake via ton shifts to provide pressure to the wheel cylinders for
cables. See “Parking Brake Adjustment,” in this Group, braking. The amount of pressure is modulated by the posi-
for details. tion of the piston. When the pedal is released, pressure in
the brake piston vents to the sump and the return springs
on the piston retract the brake piston.
Service Requirements
Operational checks and inspection of linkages, brake lines
are specified in the Periodic Service Chart in Group PS.
Service brake linkage adjustment and lube are not nor-
mally required.
Parking brake should be adjusted if indicated by opera-
tional check.
SM 810 23-1-2
Section 2
Service Brake
Troubleshooting
SM 810 23-2-1
Service Brake Troubleshooting
Causes/Corrective
Condition Actions
Brake pedal drops to floor ...................................................................... B D F
Brake pedal spongy................................................................................. B C
Brake pedal kicks back when applied ..................................................... C E
Brakes stick, drag excessively, make noise, or overheat ........................ E G
Insufficient stopping power; excessive effort required........................... F B E
Excessive effort required to apply brake................................................. F B
Inching pedal does not apply brake at right time .................................... A D
Causes/Corrective Actions
A. Overlap adjustment incorrect... Adjust.

B. External leak in wheel cylinder or other component of braking system... Inspect/replace/repair.
C. Air in braking system... Bleed and recheck.
D. Linkage misadjusted or broken. Return spring damaged... Inspect/repair.
E. Brake master cylinder defective... Inspect/overhaul or replace.
F. Disc worn or brakes misadjusted... Inspect/repair/adjust.
G. Parking brake misadjusted... Adjust.
SM 810 23-2-2
Section 3
Brake / Inching Pedals and

Linkages Adjustments
Introduction Overlap Adjustment
Figures 1 show : See Figure 1. When the inching pedal is depressed, the
strike bolt threaded into the inching pedal pushes against
• The service brake linkage, which links the brake
the strike lever on the brake pedal, applying the brake.
pedal to the brake valve.
• The inching pedal linkage, which links the inching The clearance between the top of the strike bolt and the
pedal to the inching spool. strike lever should be 0 to 5 mm (0~0.2 in), depending on
operator preference.
• The inching pedal overlap, which allows the inch-
ing pedal to operate the brake pedal. 1. Measure clearance.
The illustrations and accompanying text serve as guide to If necessary, adjust as follows:
disassembly/assembly and adjustment.
2. Loosen jam nut.
Pedal Height Adjustment 3. Turn strike bolt to obtain desired clearance.

4. Tighten jam nut.
See Figure 1. The brake pedal must be at the same height
as the inching pedal. To adjust brake pedal height :
1. Loose the pedal stop bolt of brake and adjust pedal
height to be 120 ± 2mm(4.7 ± 0.08in) from floor mat.
2. Rotate the eccentric stop in the hex hole until it stops
the brake pedal at the same height as the inching
pedal.
Freeplay Adjustment
When the brake pedal linkage is properly adjusted, brak-
ing should begin only after the pedal is depressed a certain
distance, This is “Freeplay” is Adjusted as follows :
1. Loosen the jam nut on the rod brake valve (Figure 1).
2. Depress the brake pedal 4~6mm (0.16~0.24 in).
3. Adjust the rod until you feel the push rod make clear-
ance with the valve piston.
SM 810 23-3-1
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SM 810 23-3-2
Section 4
Brake System
Bleeding
Bleed brakes when : 5. Operate the brake pedal at various rates. If you feel
the pedal kick back, bleed the system again.
• The brake pedal kicks back during braking or the
pedal feels spongy.
• The brake valve or wheel cylinders — or lines
between — have been leaking and/or have been
repaired or replaced.
• Troubleshooting otherwise indicates that air has
been introduced into the system.
Because the brake system is supplied with fluid(Hydraulic

fluid ; RANDO HD 32, or in accordance with CLARK
specification MS-68 ) from the reservoir, brake bleeding
is simplified. Proceed as follows :
1. Park truck on level floor. Put direction control in
neutral. Lower forks to floor, tilt forward, and apply
parking brake.
2. Attach a clear hose to a bleed screw on one of the
brake cylinders. Place the other end of the hose in a
jar containing Hydraulic fluid, Clark part #2776239
(MS-68)
3. Open the bleed screw.

4. Depress the brake pedal and watch fluid flow into the
jar. When the fluid appears to be free of bubbles,
tighten the bleed screw, then release the pedal.
SM 810 23-4-1
Section 5
Brake Master Cylinder Service
SM 810 23-5-1
Brake Master Cylinder Removal and

Replacement
1. Remove the spring clip and pin from the yoke on the
brake master cylinder rod. (See box below).
2. Remove and plug the feed line.
3. Loosen the two mounting bolts.
4. Replacement is reverse of removal. Bleed system and
test brakes as described in Section 4.
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SM 810 23-5-2
Brake Master Cylinder Overhaul

• Use the CLARK overhaul kit to overhaul the brake
master cylinder.
• Clean all parts with a safety-approved commercial
solvent before inspection.
• Inspect all parts. Inspection includes :
- Checking bores and pistons for scratches,
nicks, burrs, and wear.
- Making sure springs are not bent or cracked.
- Making sure all orifices are free of blockage.
- Making sure boot is not torn or loose.
- Making sure push rod is not bent.
• Replace all seals. Do not reassemble with old seal.
• Coat all components with hydraulic fluid, Clark
part #2776239, before reassembly. Lubricate and
wrap parts if reassembly will not be done immedi-
ately.
IMPORTANT
CLEANLINESS. Perform overhaul proce-
dure in a clean environment. Make sure all
parts are cleaned before, and kept clean dur-
ing, reassembly.
SM 810 23-5-3
Section 6
Parking Brake Service
Operation Adjustment
If the user pulls the parking brake lever, the parking brake 1. While the parking brake lever is completely released,
will begin to work and the ratchet maintain this condition. adjust the loose brake cable and tighten the adjust/
The cable connected to the parking brake lever draws the lock nut.
drive axle brake lever, so the brake will work. When
2. Actuate and release pedal foru to five times.
releasing the parking brake, the user shall press the lock
button and push down the parking brake. The parking 3. Readjust and tighten nuts.
brake lever pin will operate the parking brake interlocking
switch and parking brake indicator light switch.
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SM 810 23-6-1
GROUP 25
GROUP 25
STEERING COLUMN AND GEAR
Steering System Specifications

and Description .................................... Section 1
Steering System Troubleshooting ........... Section 2
Steering Column and Component

Removal and Replacement .................. Section 3
Steering System Relief Pressure Check

and Adjustment .................................... Section 4
Steering Gear Overhaul ........................... Section 5
SM 810 25-0
Group 25, Steering Column and Gear
Section 1
Steering System Specifications and

Description
Steering System Type : Hydrostatic power steering with All truck models have a hydrostatic power steering sys-
load sensing, dynamic signal neutral circuit. tem, which is supplied with oil pressure from the main
hydraulic system pump. The steering hand wheel operates
Steering System Relief Pressure Setting
the steering gear (steering control unit), which directs oil
: 13000 kPa (1885 psi)
flow to the steering cylinder on the steer axle. A steering
system pressure relief valve is built in the hydraulic pump
Service Intervals to prevent over-pressurization of the steering system. The
pressure relief setting can be tested using the gauge port of
Check the steering system relief pressure annually or after the hydraulic pump. A steering priority valve, also in the
every 2000 hours of operation. Make a visual inspection pump, diverts flow from the main hydraulic system to the
of steering control unit hydraulic fittings periodically to steering system when it senses the pressure increase
ensure that the fittings are tight with no leakage. caused by turning the steering hand wheel.
The power steering gear is a remote positioning control
Fastener Torques valve that senses the input signal from the steering hand
wheel, multiplies this signal to assist in reducing the steer-
Steering Handwheel Nut : 35-45 N⋅m (25.5-33.5 ft⋅lb)
ing effort, and causes the steering axle to turn the wheels
to the desired position by supplying hydraulic flow to the
steering cylinder.
The steering gear is connected to the bottom of the steer-
ing column. When the steering hand wheel is turned, it is
linked mechanically to the steering gear spool and causes
this spool valve to shift from its closed neutral position to
a “turn” position that allows oil under pressure to flow to
the steering cylinder.
When the steering hand wheel stops turning, centering
springs in the valve automatically center the spool, stop-
ping the flow of oil to the cylinder.
The low pressure oil from the opposite side of the steering
cylinder is returned through the opposite port in the gear.
It is controlled by the same spool as the high pressure
port.
In the event of a pump failure, the steering gear can gener-
ate sufficient hydraulic power by movement of the steer-
ing handwheel to serve as a limited steering method. An
internal check valve automatically closes to divert this
generated oil flow to the proper port of the steering cylin-
der.
SM 810 25-1-1
The handwheel turning effort is considerably higher, how- the up position by the use of gas spring. The tilt lock
ever, than with power steering. mechanism, the directional control lever are protected by
the steering column cover. The cover can be removed for
The column tilt lock mechanism allows the operator to
service to steering column components. The entire col-
adjust the steering column. The column tilt lever knob
umn can be removed for service or replacement.
releases the adjustment setting and the column returns to
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SM 810 25-1-2
Section 2
Steering System Troubleshooting
No steering Truck turns in wrong direction

• Hydraulic fluid level very low. • Hydraulic lines not installed correctly.
• Air in hydraulic oil.
Handwheel kickback
• Steering column sections not connected properly.
• Hose broken. • Check valve faulty (or not in system).
• Hydraulic pump contaminated or defective.
Slow steering response
Hard steering • Oil viscosity too high.
• Hydraulic fluid level low. • Contaminated or defective steering gear.
Chatter conditions
• Steering gear contaminated or defective.
• Loose mountings or linkage. Make certain all
• Relief valve setting too low ; adjust or replace.
mounting fasteners and other linkage is tight.
• System leaking.
• Pressure relief valve set too low and is out of
• Incorrect tire pressure. adjustment ; adjust or replace the relief valve.
• Axle load too heavy. • Insufficient pump flow. Check pump for leaks and
• Lack of lubrication. see Group 29, Section 2.
Unsatisfactory steering in either direction
• Defective steering gear.
• Malfunctioning, damaged, or worn priority • Air in system due to excessive wear in steering cyl-
demand valve (flow control valve). inder. Check for air in system. Excessive noise or
foamy condition of hydraulic fluid indicates aera-
High number of handwheel turns tion. Check that air is not entering the system
through poor threads, cracked, split, or worn hoses,
• Steering cylinder seal leakage. bad pump seals, bad O-rings, bad gaskets, or loose
• Worn steering gear. connections.
Worn cylinders result in leakage past the piston.
Steering handwheel spins freely Overhaul (see Group 26, Section 6) or replace the
steer cylinder.
• Air in system (cavitation).
• Incorrect system pressure due to worn pump.
• Low oil supply.
Replace the relief valve or repair or replace the
• Steering column detached from steering gear. pump (see Group 29).
• Defective steering gear.
Noise during turns
Jerky steering
• Worn bearing (s) in steering arm; replace bearings.
• Steering gear malfunction because of worn parts or • Worn pin in steering knuckle ; replace pin.
contamination. Steering gear may require over-
• Worn bearings in steering knuckle ; replace bear-
haul.
ings.
• Steering knuckle is loose ; tighten castle nut.
SM 810 25-2-1
Constant noise from steering axle Low pressure at the pump

• Loose or worn hub bearing cones. Adjust or • Refer to the pump troubleshooting and overhaul
replace hub bearing cones. Replace bearing cones procedures in Group 29.
and bearing cups as a set.
Low pressure at the steering gear
Noise when axle pivots
• Refer to Section 5, “Steering Gear Overhaul.”
• Lack of lubricant in steering axle mounting.
• Steering axle mountings worn; replace mountings. Low pressure at the steer cylinder
• Steering axle mounting cap(s) loose ; tighten • Seals worn out at piston rod end of steer cylinder;
mounting cap(s). replace seals.
Fluctuating pressure Steer cylinder rod binding or sticking

• Faulty operation of relief valve. Fluctuating pres- • Binding of linkage. With hydraulic flow shut off
sure or loss of pressure in the system is usually from the cylinder and the rod end uncoupled, the
caused by scales, chips, sludge, or filings that have rod should slide freely in or out by hand. If the pis-
lodged between the relief valve and seat. A dam- ton is binding, overhaul or replace the cylinder.
aged spring or worn valve may also be the cause of
the trouble. Flush and refill the system and replace
the hydraulic return line filter element. If condition
still exists, replace the relief valve.
SM 810 25-2-2
Section 3
Steering Column and Component Removal and Replacement
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
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SM 810 25-3-1
locker switch and pull rear cover smoothly after

! CAUTION removing tilt lock leveler.
SAFE PARKING. Before working on truck :

gaps or breaks.
2. Put upright in vertical position and fully
Tilt Lock Lever
4. Apply the parking brake and block the Cover Screw
wheels.
Steering Column and Component

NOTE
Removal
Use care when removing the back side cover
Determine which component requires service and check as the locker switch wiring is attached.
the procedure for removing that component. Read the pro-
cedure completely before beginning disassembly. 4. Disconnect wire connector assembled to direciton
control lever and light switch lever and remove
Hand Wheel, Light Switch Lever and direction control lever and light switch lever from
steering column by releasing two (+) screw.
Directional Control Assembly Removal
1. Disconnect the negative lead at the battery. Column Tilt Lock Assembly Removal
2. Remove a hand cover and release nut and washer NOTE
securing handle to steering column. The tilt lock assembly is not serviceable; only
the gas springs are serviceable. The tilt lock
Steer Handle Cover
assembly should be removed only for
replacement as a complete assembly.
1. Disconnect the negative lead at the battery.

2. Refer to "Handle, light switch lever and direction
Steer Handle Screw
control assembly removal" to remove upper cover.
Steer Handle Washer 3. Use (+) drive to remove 4 screws secruing lower col-
umn lever and then lower cover.
Steer Handle
3. Remove 8 screws secruing both column cover using

(+) driver. Disconnect connector assembled on
SM 810 25-3-2
4. Remove 4 bolts secruing tilt assembly to frame. 2. Remove the four bolts and the lower column shaft
and steering gear to the bracket on the frame.
Tilt Lock Assembly Mounting Screw
Steering Gear
3. Remove the lower shaft and steering gear assembly

from the truck.
Steering Gear Removal

Steer Column and Component
1. Put a pan under the truck to catch hydraulic fluid
which will drip when fittings are loosened. Label the Replacement
four hose fittings of the steering gear to make sure
they are reassembled correctly. Loosen and remove
the hydraulic fittings at the steering gear. Cap the IMPORTANT
ends to prevent fluid leaks. Cap the steering gear Make sure all parts are clean and dry before
ports to prevent dust and debris from getting into the reassembling.
steering gear. Keep hydraulic ports and hoses clean. It may be necessary to assemble the steering
column in place and hand tighten fittings so
that the correct alignment of the entire col-
umn and parts can be checked. Once you
have the correct alignment, torque all fittings
to their correct specifications.
1. Component replacement and reassembly is in reverse

order of removal.
Steering Gear
SM 810 25-3-3
Section 4
Stering System Relief Pressure Check and Adjustment
The steering system relief pressure is adjusted by the ADJUSTMENT

relief valve in the steering unit specification 140 kgf/㎠
(1990 psi). If the relief pressure setting is higher than 1. Remove plug.
specification it can cause defects of the hydraulic hoses,
tear the steering cylinder seal, and cause damage to the
steering shaft link. If the relief pressure setting is lower
than specification, excessive force is required to turn the
steering wheel.
CHECK
NOTE
Loosen the oil filler cap on the hydraulic tank
and operate the steering wheel several times
to release the pressure in the hydraulic cir-
cuit. 2. Adjust the pressure.
- Specification : 140 kgf/㎠ (1990 psi)
1. Engage the parking brake and put the transmission - To increase : turn clockwise
into neutral. - To decrease : turn counter.clockwise
2. Block the driving wheels.

3. Remove the plug (PT 1/8”) from the fitting on the To increase
steering cylinder.
4. Install the hydraulic pressure gauge 0~350 kg/㎠ To decrease
(0~5000psi)
5. Start the engine and run at high idle.
6. Turn the steering wheel and measure the pressure
when the relief valve is actuated.
SM 810 25-4-1
TROUBLESHOOTING
Steering systems with load sensing

Fault Possible cause Remedy
Steering wheel is heavy to turn. • Insufficient oil pressure. • Check the oil pressure.
1. Pump drive defective. 1. Replace pump drive.
2. Pump is worn out. 2. Replace pump.
• Pressure relief valve is stuck in • Repair or clean pressure relief valve.
open position or setting pres- Adjust the valve to the correct pres-
sure is too low. sure.
• Priority valve spool stuck. • Clean or replace valve.
• Too much friction in the • Grease/repair axle knuckle pins, steer-
mechanical parts of the steering ing cylinder pins, steering column
system. bearings.
Check the hydraulic cylinder for mal-
function.
Constant steering is necessary for • Leaf springs without spring • Replace leaf springs.
straight travel. force or broken.
(“Snake-like driving”) • Spring in relief valve broken. • Replace relief valve.
• Gerotor assy worn. • Replace gerotor assy.
• Cylinder scored or piston seals • Replace defective parts.
worn.
Neutral position of steering wheel • Steering column and steering • Align the steering column with steer-
can not be obtained, i.e. there is a unit out of alignment. ing unit.
tendency towards “motoring”. • Too little or no end play • Adjust the end play and if necessary,
between steering column and shorten the splined shaft.
steering unit input shaft.
• Pinching between inner and • Dismantle the steering unit and repair
outer spools. as required.
“Motoring” effect. The steering • Leaf springs are stuck or bro- • Replace leaf springs.
wheel can turn on its own. ken and therefore have reduced
spring force.
• Inner and outer spools sticking • Dismantle the steering unit and clean/
possibly due to dirt. repair as required.
Backlash • Cardan shaft fork worn or bro- • Replace cardan springs.

ken.
• Leaf springs without spring • Replace leaf springs.
force or broken.
• Worn splines on the steering • Replace steering column/shaft.
column.
SM 810 25-4-2

Shimmy / abnormal vibration of • Air in the steering cylinder. • Bleed steering system, remedy cause
steering wheel. of air ingression.
• Worn axle knuckles or steering • Replace worn parts.
cylinder pins. • Repair/replace relief valve, anticavita-
• Leaking relief valve and anti- tion valves.
cavitation valves or broken Replace the springs.
valve springs.
Steering wheel can be turned con- • Oil is needed in the tank. • Fill with clean oil and bleed the sys-
tinuously without articulating the tem.
steering axle wheels. • Steering cylinder worn. • Replace or repair cylinder.
• Gerotor set worn. • Replace gerotor set.
• Spacer across cardan shaft • Install spacer.
missing.
Steering wheel can be turned • One or both anticavitation • Clean or replace defective valves.
slowly in one or both direction valves leaking.
without articulating the axle • Relief valve is leaking. • Clean or replace defective valve.
wheels.
Steering is too slow and heavy • Insufficient oil supply to steer- • Replace pump.
when trying heavy to turn quickly. ing unit, pump defective.
• Relief valve setting too low. • Adjust valve to correct setting.
• Relief valve sticking owing to • Clean the valve.
dirt.
• Check valve in emergency • Clean or replace the check valve.
steering unit stuck open allow-
ing pressure to return to tank.
(if equipped)
Heavy kick.back in steering wheel • Incorrect setting of cardan shaft • Correct setting as shown in service
in both directions. and gerotor set. manual.
Turning the steering wheel articu- • Hydraulic hoses for the steer- • Reverse the hoses.
lates the axle wheels in the oppo- ing cylinder have been inter-
site direction. changed.
• Incorrect assembly of cardan • Reassemble correctly
shaft and gerotor.
Hard point when starting to turn • Pump output low. • Check pump flow.
the steering wheel. • Relief valve set pressure to • Inspect relief valve and adjust.
low. • Replace the valves if defective.
• Cross.over relief valve set pres-
sure to low. (if equipped) • Clean spool orifice.
• Priority valve spool orifice
blocked. • Let motor run until oil is warm.
• Oil is too thick (cold).
SM 810 25-4-3

Leakage at either input shaft, end • Shaft defective. • Replace shaft seal, see service manual.
cover, gerotor set, housing or • Screws loose. • Tighten screws (3±0.3 kgf·m).
ports.
• Washers or O–rings defective. • Replace washers or O–rings.
SM 810 25-4-4
Section 5
Steering Gear Overhaul
IMP ORTANT
NOTE
The following material does not show the load sensing port
on the steering gear (steering control unit). The port is
located in the center of the other four ports. The load sensing
port requires no special overhaul procedures.
SM 810 25-5-1
Disassembly 5. Remove meter (gerotor). Be careful not to drop star

(rotor).
Cleanliness is extremely important when repairing a steer-
ing gear. Work in a clean area. Before disconnecting lines,
clean port area of unit thoroughly. Use a wire brush to
remove foreign material and debris from around exterior
joints of the unit.
NOTE
Although not all illustrations show the unit in
a vise, it is recommended to keep the unit in
the vise during disassembly. Follow the
clamping procedures explained throughout
the text.
6. Remove seal from meter.

Meter (Gerotor) End
7. Remove drive spacer(s).
1. Clamp unit in vise, meter end up. Clamp lightly on
edges of mounting area, as shown. Use protective 8. Remove drive.
material on vise jaws. Do not overtighten jaws.
9. Remove spacer plate.

2. Remove capscrews. 10. 10.Remove seal from housing.
Control End
11. Remove housing from vise and place on a clean soft
cloth to protect surface finish. Use a thin-bladed
screwdriver to pry retaining ring from housing.
3. Remove end cap.

4. Remove seal from end cap.
SM 810 25-5-2
12. Place assembly so shaft is horizontal. Rotate spool IMPORTANT

and sleeve until pin is horizontal. Push spool and Do not bind spool and sleeve in housing.
sleeve assembly forward with your thumbs just far Rotate spool and sleeve assembly slowly
enough to free seal gland bushing from housing. when removing from housing.
Remove bushing.
17. Push pin from spool and sleeve assembly.
18. Push spool partially from control end of sleeve, then
remove six centering springs from spool carefully by
hand. Note their position in the unit before they are
removed.
13. Remove quad ring seal from seal gland bushing.
14. Use a thin-bladed screwdriver to pry dust seal from

seal gland bushing. Do not damage bushing.
15. Remove two bearing races and the needle thrust
bearing from spool and sleeve assembly. 19. Push spool back through and out of sleeve. Rotate
spool slowly when removing from sleeve.
20. Remove seal from housing.
16. Remove spool and sleeve assembly from cap (14-

hole) end of housing.
21. Remove set screw from housing.

22. Screw a 1/8-inch-24 NC machine screw into end of
check ball seat. Then pull on screw with pliers to lift
seat out of housing.
23. Remove two seals from check valve seat.
24. Tip housing to remove check ball and check ball
retainer.
SM 810 25-5-3
Parts Inspection 4. Lubricate check ball seat and seals thoroughly before
installing seat in housing. When installing seat do not
Inspect all parts for damage, cracks, broken parts, dam- twist or damage seals. Install check ball seat in hous-
aged threads, corrosion or erosion of surfaces, worn spots, ing; insert open end of seat first. Push check ball seat
nicks or scratches. to bottom of hole.
Check all mating surfaces. Replace any parts that have 5. Install set screw. Use a 5/16-inch Allen wrench to
scratches or burrs that could cause leakage. Discard all old torque set screw to 11 N⋅m (100 in-lb; 8.3 ft⋅lb). To
seals and replace with new ones. prevent interference of parts, make sure top of set
Clean all metal parts in clean solvent. Blow dry with air. screw is slightly below housing mounting surface.
Do not wipe dry with cloth or paper towel because lint or 6. Assemble spool and sleeve carefully so that the
other matter can get into the hydraulic system and cause spring slots line up at the same end. Rotate spool
damage. Do not use a coarse grit or try to file or grind while sliding parts together. Some spool and sleeve
these parts. sets have identification marks ; align these marks.
If parts are left exposed, cover them with a clean cover to Test for free rotation. Spool should rotate smoothly
prevent airborne dust from collecting on them. in sleeve with finger tip force applied at splined end.
Reassembly
Refer to Service Parts Book when ordering replacement
parts. A good service policy is to replace all old seals with
new seals at overhaul.
NOTE
Lubricate all seals (with exception of new
quad ring seal) with clean petroleum jelly
such as Vaseline. 7. Bring spring slots of both parts in line and stand parts
Do not use excessive lubricant on seals for on end of bench. Insert spring installation tool (avail-
meter (gerotor) section. able as Part No. 6000057) through spring slots of
Make sure all parts are clean and free of both parts. Position three pairs of centering springs
dust. Before assembly, lightly coat all internal (or two sets of 3 each) on bench so that extended
metal parts with oil. edge is down and arched center section is together. In
this position, insert one end of entire spring set into
spring installation tool, as shown.
Control End
1. Use a needle-nosed pliers to lower check ball retainer
into check valve hole of housing. Make sure retainer
is straight (not tilted on edge) in housing.
On those units which use the low torque centering

springs, there are two pairs of centering springs (or
two sets of each) and one pair (two) spring spacers.
The spring spacers are installed together between the
two sets of centering springs. The installation proce-
dure is the same as that used on the standard (three
2. Install check ball in housing.
pairs of centering springs) units.
3. Lubricate 5/8-inch diameter seal and 7/16-inch diam-
eter seal. Install seals on check ball seat, as above.
SM 810 25-5-4
8. Compress extended end of centering spring set and 13. Install two bearing races and the needle thrust bear-
push into spool sleeve assembly withdrawing instal- ing in the order shown.
lation tool at the same time.
9. Center the spring set in the parts so that they push
down evenly and flush with the upper surface of the
spool and sleeve.
10. Install pin through spool and sleeve assembly until
pin becomes flush at both sides of sleeve.
14. Install 1-1/4-inch diameter dust seal in seal gland

bushing; flat or smooth side of dust seal must face
11. Position the spool and sleeve assembly so that the down towards bushing.
splined end of the spool enters the 14-hole end of 15. Install dry quad ring seal in seal gland bushing.
housing first. Smooth seal in place with your finger. Do not use
any seal that falls freely into pocket of bushing. Seal
should not “fall” into place but should require light
force to seat.
IMPORTANT
Be extremely careful that the parts do not tilt
out of position while being installed. Push
parts gently into place with slight rotating
action; keep pin nearly horizontal. Push the
spool assembly entirely within the housing
bore until the parts are flush at the meter end
or 14-hole end of housing. Do not push the
spool assembly beyond this point to prevent
the cross pin from dropping into the dis-
charge groove of the housing. With the spool
assembly in this flush position, check for free
rotation within the housing by turning with
light finger tip force at the splined end.
12. Place housing on clean, lint free cloth. Install 2-1/8-

inch diameter seal in housing.
SM 810 25-5-5
16. Install seal gland bushing over the spool end with a Meter (Gerotor) End
twisting motion. Tap the bushing in place with a rub-
ber hammer. Make sure the bushing is flush against 18. Clamp housing in vise, as shown. Clamp lightly on
the bearing race. edges of mounting area. Do not overtighten jaws.
On those units which use the Teflon seal, install the
Teflon back-up ring into the recess cut into the seal
gland bushing. Install the Teflon seal over the spool
end, then carefully install the seal gland bushing over
the spool end using a rotary motion.
NOTE
The seal gland bushing which is used with the
Teflon seal is not the same as the seal gland
bushing used with the standard quad-ring
seal. The seal gland bushing with the Teflon
seal has an identification groove cut into the
outer diameter of the bushing. The grooved
bushings can only be used with the Teflon NOTICE
seals and the non-grooved bushings used only Check to ensure that the spool and sleeve are
with the quad-ring seals. flush or slightly below the surface of the
housing.
IMPORTANT
Clean the upper surface of the housing by
wiping with the palm of clean hand. Clean
each of the flat surfaces of the meter section
parts in a similar way when ready for reas-
sembly. Do not use cloth or paper to clean
surfaces.
19. Install 3-inch diameter seal in housing.
17. Install retaining ring in housing. After installing ring,

tap on ring or pry with screwdriver around entire cir-
cumference of ring to properly seat ring in groove.
20. Install spacer plate. Align bolt holes in spacer plate

with tapped holes in housing.
SM 810 25-5-6
21. Rotate spool and sleeve assembly until pin is parallel 24. Install drive spacer(s) when used, in meter.
with port face. Install drive, making sure you engage
drive with pin.
IMPORTANT
Failure to properly install drive and pin may
cause unit to self steer.
25. Install 3-inch diameter seal in end cap.
NOTE
To assure proper alignment, mark spline end 26. Install end cap on gerotor, and align holes.
of drive shaft with a line parallel to slot on 27. Install 7 dry cap screws in end cap. Pretighten screws
other end, before installing. to initial torque of 17 N⋅m (150 in⋅lb), then torque
screws to final torque of 31 N⋅m (275 in⋅lb) in the
22. Install 3-inch diameter seal in meter (gerotor). sequence shown.
23. With seal side of meter toward spacer plate, align star 28. Inspect the assembly to be sure all parts have been
valleys on drive. Note the parallel relationship of ref- installed and fasteners correctly installed and tight-
erence lines A, B, C, and D in figure. Align bolt ened.
holes without disengaging meter from drive. Be sure
star has engaged drive spline in position shown.
SM 810 25-5-7
GROUP 26
GROUP 26
STEER AXLE
Steering Axle Specifications

and Description .................................... Section 1
Steer Axle Wheel Bearing Maintenance

and Adjustment .................................... Section 2
Steer Axle Removal and Replacement .... Section 3
Steer Axle Overhaul ................................. Section 4
Steer Cylinder Removal and

Replacement ......................................... Section 5
Steer Cylinder Overhaul .......................... Section 6
SM 810 26-0
Group 26, Steer Axle
Section 1
Steer Axle Specifications and Description
Steering System Relief Pressure Setting The steer axle has the steer cylinder, steer knuckles, and
: 13000 KPa (1885 psi). steering links mounted on it. All these components can be
removed, serviced, and replaced.
Steer Cylinder Type : Double-acting, piston-type.
The steering gear (steering control unit) at the base of the
Turning Arc : Maximum inside turning angle 75°,
steering column directs hydraulic fluid to one end or the
maximum outside turning angle 54.6°.
other of the steer cylinder to pivot the steer wheels.
Bearing Grease : Grade No. 2 EP multi-purpose grease,
The steer axle is bolted to the truck frame. The steer cylin-
Clark Part MS-107C.
der is connected to the steering knuckles by steer links.
Mounting trunnions allow the axle to tilt independently of
Fastener Torques the truck and “silent” mounts cushion the axle on the trun-
nions.
Steer Axle Mounting Nuts : 392-490 N⋅m (289-362 ft⋅lb),
All bearings used in the steer axle linkage have lubrication
Cylinder to Axle Mounting Bolts : 240-270N⋅m (177-199 fittings and are serviceable. Axle removal, replacement,
ft⋅lb). and service for all components, including overhaul of the
Steering Link to Steering Knuckle Nuts : 30-35 N⋅m (22- steer cylinder, is explained in the Sections for this Group.
25 ft⋅lb).
Steer Knuckle King Pin Castle Nuts : See installation pro-
cedures in Section 4, “Steer Axle Overhaul.”
Service Intervals
Steering Linkage Inspection and Lubrication : Every 50-
250 hours and each PM.
Steer Wheel Bearing Inspection and Lubrication : Every
500 hours of operation.
Steer Cylinder Seals Leakage Check : Every 50-250 hours
and each PM.
Steer Axle Mounting Inspection : Every 50-250 hours and
each PM.
Power Steering Relief Pressure Check : Every year or
2000 hours of operation.
SM 810 26-1-1
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Steer Axle and Mounting-Pneumatic Tire Axle (SI-48131)
SM 810 26-1-2
Section 2
Steer Axle Wheel

Bearing Maintenance and Adjustment
IMP ORTANT
2. Try to pull it in and out along the wheel spindle.

! CAUTION
Watch for excessive free movement in wheel bearings or
SAFE PARKING. Before working on truck: steering knuckle bearings. There should be a small
amount of free movement. If the wheel has excessive free
1. Park truck on a hard, level, and solid movement, the bearings require additional service and or
surface, such as a concrete floor with no adjustment.
gaps or breaks.
Wheel Bearing Lubrication
These procedures cover bearing lubrication. Use the pro-
cedures to clean, repack and adjust bearings for hub.
wheels.
Wheel mounting hub
Wheel Bearing Check

A wheel bearing check should be performed about every
500 hours of operation or three or four times a year.
Wheel bearings need adjustment only after 2000 hours or
as needed. It is recommended that you clean and repack
the bearings before adjustment. Check hourmeter total
hours and refer to the truck’s PM schedule. See steer
wheel bearing lubrication procedure below.
To check the steer wheel bearings for excessive free play Steering axle knuckle
or looseness :
1. Grasp the wheel with both hands and try to move it
by a rocking motion top-to-bottom.
SM 810 26-2-1
Bearing Disassembly 9. Clean and inspect the bearing cups and cones for
wear or other damage. Replace, as necessary.
1. Be sure truck is parked and blocked up correctly and
safely to raise steer wheels off the floor. Refer to IMPORTANT
“Lifting, Jacking, and Blocking,” in the Group “SA.” Keep serviceable bearing cups and cones
matched together. Always replace bearing
2. Loosen lug nuts of pneumatic-tire wheels before cups and cones as a set.
completely raising rear wheels off the floor.
3. Lower truck onto blocking. Remove lug nuts and 10. Inspect grease seal for wear and damage. Replace as
then wheel assembly. necessary. It is recommended to install a new grease
seal whenever old ones are removed.
NOTE
Because of the heavy weight of the pneumatic 11. Use a standard puller to remove bearing cups from
wheel and tire, it is suggested to first remove hub or wheel if bearings require replacement.
the wheel and tire assembly from hub when
servicing the bearings to avoid damage to the Bearing Reassembly
grease seal when the wheel hub is moved off
or on the spindle. It also makes the work The procedures for packing and reassembling the bearing
simpler and easier. are the same for the cushion wheel or pneumatic wheel
hub.
4. Clean the excess grease from around the wheel nut. NOTE
5. Remove cotter pin, loosen and remove wheel nut and Use Grade No. 2 EP multi-purpose grease,
bearing washer. CLARK MS-107C.
NOTE
1. Install new inner and outer bearing cups by pressing
Remove outer bearing by pulling out on the into hub or wheel. Be sure cups are fully seated in
cushion wheel or pneumatic hub slightly to bore.
loosen bearings.
6. Pull the wheel or hub off the spindle. Support the

wheel or hub to avoid dragging the grease seal at the
back side across the thread on spindle end. Spindle
guard remains on spindle.
7. Clean the old grease out of center of the wheel or
hub.
8. To remove inner bearing and seal, lay wheel or hub
down with outer edge up (support hub on blocking).
Remove the inner bearing cone and grease seal, using
a brass drift pin, rod, or piece of pipe to drive the 2. Pack the bearings with grease and install the inner
bearing and seal out of the hub. bearing in the hub or wheel.
Bearing
and cone
Grease seal
3. Pack cavity between bearing and grease seal half full

with grease.
SM 810 26-2-2
4. Install new grease seal in hub or wheel inner bore. 13. Back up wheel nut to nearest slot and install new cot-
Apply coating of grease to inside diameter of seal ter pin. Bend cotter pin tabs.
lips prior to assembly, then install seal in hub or
14. Recheck for correct bearing adjustment by rotating
wheel bore.
the wheel by hand. Wheel should rotate freely or
with only slight “drag”. Readjust bearings by adjust-
ing wheel nut as necessary to avoid binding in bear-
ings.
15. Pack the area around wheel nut with grease.
16. Refit O-ring on hubcap and install hubcap by tapping
into place with a rubber or plastic-faced hammer.
5. Carefully press or tap grease seal into place with a

soft-faced mallet until seal is seated in bottom of
bore.
6. Install hub or wheel on spindle. Be careful not to
damage grease seal lip when moving the hub over the
end of spindle and threads.
7. Pack cavity in hub between bearings one-half full
with grease.
8. Install the outer wheel bearing after it has been 17. Remount wheel and tire as applicable for pneumatic-
packed with grease. tire assemblies. See Group 22 for mounting proce-
dures and nut torques.
Wheel Bearing Adjustment

The steer wheel bearings are retained and adjusted by the
wheel nut.
NOTE
You should clean and repack the wheel bear-
ings before performing a wheel bearing
9. Install bearing washer and hand tighten wheel nut. adjustment. See “Wheel Bearing Lubrica-
tion” in this Section for the complete proce-
dure.
1. Make sure the truck is parked on a level, hard sur-

face, the upright is fully lowered, the drive wheels
are chocked, and the steer wheels are jacked and
blocked securely. Refer to “Lifting, Jacking, and
Blocking” for safe procedures.
2. Remove hubcap.
10. Rotate hub or wheel counter clockwise and torque 3. Remove and discard cotter pin.
wheel nut to 67-69 N⋅m (49-51 ft⋅lb).
4. Loosen wheel nut.
11. Back wheel nut up until it is loose.
5. After wheel nut is loosened, hit the top of wheel to
12. While turning the hub or wheel counter clockwise, loosen the bearings. This moves the bearings free of
torque the wheel nut to 12-15 N⋅m (9-11 ft⋅lb). their seated, running position.
SM 810 26-2-3
6. Rotate hub or wheel counter clockwise and torque

wheel nut to 67-69 N⋅m (49-51 ft⋅lb).
7. Back wheel nut up until it is loose.
8. While turning the hub or wheel counter clockwise,
torque the wheel nut to 12-15 N⋅m (9-11 ft⋅lb).
9. Back up wheel nut to nearest castellation slot and
install new cotter pin.
10. Recheck for correct bearing adjustment by rotating
the wheel by hand. Wheel should rotate freely or
with only slight “drag”. Readjust bearings by adjust-
ing wheel nut as necessary to avoid binding in bear-
ings.
11. Bend cotter pin tabs over.
12. Pack the area around wheel nut with grease.
13. Refit O-ring on hubcap if removed or replaced and
install hubcap by tapping into place with a rubber or
plastic-faced hammer.
SM 810 26-2-4
Section 3
Steer Axle Removal and Replacement
SM 810 26-3-1
installation of the axle without disturbing the

! CAUTION blocking.
4. Loosen and remove hydraulic steering lines from
1. Park truck on a hard, level, and solid steering cylinder. Plug fittings and cap open ends of
surface, such as a concrete floor with no lines. Keep all hydraulic fittings and openings clean.
gaps or breaks.
wheels.
Steer Axle Removal Disconnect cylinder lines here.

These procedures describe steer axle removal for both
cushion-tire and pneumatic-tire steer axles. The removal
procedures are basically the same for both axles even
though the axles are different. Minor differences will be
explained in the text. ! CAUTION
1. Remove the counterweight before removing the steer Axle must be supported before any attaching
axle. Refer to Group 38, Section 2, “Counterweight fasteners are removed.
Removal and Replacement.”
5. If another lift truck is used to temporarily support
! axle while removing, put forks in center of carriage
WARNING
about 305 mm (12 in) apart. Move forks under axle
Do not remove the counterweight unless you and raise it just to remove its weight from mounting
have training and are familiar with the cor- bolts. Or use a portable floor jack to carefully sup-
rect procedures. Counterweights can fall if port the axle at its center section.
not handled correctly and cause severe injury
or death. 6. Loosen and remove nuts from axle mounting bolts,
front and rear.
2. Loosen lug nuts of steer wheels. 7. Remove the mounting bolts.
8. Lower the axle allowing its weight to pull the silent
! WARNING blocks out of frame recesses. Watch the silent blocks
Do not raise truck by hoisting on overhead to be sure they release freely from frame. You may
guard or by jacking or lifting on counter- have to loosen blocks with a pry bar if they bind.
weight.
9. Carefully withdraw the axle from beneath the truck
and move to safe storage.
3. Block the drive wheels of the truck and raise and
block the rear end. Remove steer wheels. See “Lift-
ing, Jacking, and Blocking” in Group “SA” for safe
procedures to jack the truck.
! CAUTION
Make sure truck is correctly raised and
safely blocked using hardwood blocks under
the frame. Be sure the blocking will permit
SM 810 26-3-2
NOTE Steer Axle Replacement

On pneumatic-tire trucks, removal of the
silent blocks after a long period of usage may Replacement is the reverse of removal. Refer to Figures
be difficult. Routine removal of the silent for replacement.
blocks from the steer axle trunnions (pivot
pins) is not recommended unless they have ! CAUTION
obvious wear, damage, or failure. If removal Make sure truck is correctly raised and
by conventional pulling methods is not suc- safely blocked using hardwood blocks under
cessful, they then must be removed by the frame. Be sure the blocking will permit
destruction of the silent block assembly using installation of the axle without disturbing the
a cutting torch and/or hammer and chisel to blocking.
separate them from the axle trunnions. Be
sure that the axle trunnions are not damaged. 1. If silent blocks have been removed from axle, install
new silent block assemblies. Use a rubber or plastic
mallet to seat the silent mounts onto the axle trun-
nions.
2. Make sure that the silent blocks are positioned cor-
rectly front and rear on the steer axle trunnions at the
start of installation. Align the silent blocks square
with the axle.
3. Use a fork lift truck or mobile floor jack to tempo-
rarily support and raise the axle into place under the
truck. If another lift truck is used to handle axle, cen-
ter the forks with about 305 mm (12 in) spread
between them. Place steer axle assembly in secure
position on fork tips.
If hydraulic jack is used, be sure axle is securely sup-
ported on jack pad.
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Steer Axle Mounting (SI-48131)
SM 810 26-3-3
the truck slowly. Fully steer the vehicle in each direc-

! WARNING tion and check response.
Heavy components can fall and cause severe 13. Check steering cylinder hose line connections and
injury. Keep your body clear at all times. cylinder rod seals for any evidence of oil leakage
before returning the truck to service.
4. Install axle assembly into frame by slowly raising it
up while guiding silent block bushings into frame
sockets.
5. Install silent block mounting bolts through frame
socket holes and silent block, front and rear.
For cushion-tire steer axles, reset the two mounting
plates under the silent blocks of the axle.
6. Install nuts on silent block fasteners and tighten to
235-288 N⋅m (173-212 ft⋅lb).
7. Remove temporary axle support from under truck.
8. Connect the hydraulic lines to steering cylinder.
IMPORTANT
Make sure all fittings and openings on the
hydraulic lines are clean.
Connect cylinder lines here.
9. As applicable, install pneumatic wheel and tire

assemblies. See Group 22, “Wheels and Tires” for
mounting procedures.
10. Carefully raise the truck off the blocking as
described in “Lifting, Jacking, and Blocking.”
Remove the blocking and lower the truck to the floor.
11. Install counterweight; refer to Group 38, Section 2,
“Counterweight Removal and Replacement.”
12. Check the axle and steering system for proper opera-
tion. Start the engine and operate the steering gear to
move the steer wheels to maximum travel in both
directions. Note any unusual motion or noise.
If the system appears to be operating correctly, drive
SM 810 26-3-4
Section 4
Steer Axle Overhaul
IMP ORTANT
! CAUTION
1. Park truck on a hard, level, and solid surface, such as a

concrete floor with no gaps or breaks.
2. Put upright in vertical position and fully lower the forks
or attachment.
3. Put all controls in neutral. Turn key switch OFF and
remove key.
4. Apply the parking brake and block the wheels.
SM 810 26-4-1
Preparation For Steer Axle 2. Remove and discard cotter pin from kingpin castel-
lated nut. Remove the nut.
Disassembly and Overhaul
Kingpin castellated nut
NOTE
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
• Before starting disassembly, thoroughly clean the

axle assembly of all accumulations of dirt, oil, cor-
rosion, and other substances to prevent contamina-
tion of the parts during disassembly and overhaul.
• Work in a clean area.
Kingpin retainer pin
• Keep all parts in order as disassembly progresses.
Take care to properly identify each part and its
order of removal. If necessary, keep notes and put 3. Drive the kingpin down and out of the assembly.
markings on parts using a non-destructive marker Remove the steering knuckle. Note right and left
such as a grease pencil or felt-tipped pen. knuckle parts.
• See Section 2, “Steer Axle Wheel Bearing Mainte-
IMPORTANT
nance,” for procedures to remove the pneumatic-
tire assembly hub from the spindle/knuckle of the Do not let the knuckle or pin fall when the
steer axle. Removal of the hub assembly will make pin is removed.
disassembly of the steer axle knuckle easier.
• If necessary, see Section 3, “Steer Axle Removal 4. Remove the kingpin retainer pin from the base of the
and Replacement,” for the procedures to remove kingpin.
the steer axle from the truck. 5. Remove the knuckle bearing washers, dust covers,
• See Section 5, “Steer Cylinder Removal and upper and lower grease seals, bearings, and bearing
Replacement,” for the procedures to remove the cups from the assembly.
steering cylinder and steering links from the steer
axle. Grease
• See Section 6, “Steering Cylinder Overhaul,” to Seals
Washer
disassemble the steer cylinder.
Steer Axle Disassembly

To disassemble the steering knuckle, kingpin, and bearing
from the steer axle, it is not necessary to remove the axle
from the truck.
1. Remove the cotter pin from the bottom of the steer-
ing link pin and remove the pin. Steering link is free
to be removed from the cylinder rod and knuckle.
Steering link pin Bearing Cup
Bearing
Bearing cups may be removed by hand, by using a

bearing puller, or by tapping out using a brass drift pin.
Steering link Cotter pin Cylinder rod
SM 810 26-4-2
Parts Inspection 3. Set the retainer pin into the king pin and slide the
king pin into the steer axle/knuckle bore.
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid. IMPORTANT
Make sure that retainer pin enters the hole in
2. Inspect all parts for scratches, chips and wear. Check the underside of the axle.
the steering arms of the knuckles to be sure they are
not bent or twisted. Check all threaded parts for dam- Kingpin castellated nut
age.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light coating of engine oil.
Steer Axle Reassembly

Recommended greasing procedure : Kingpin retainer pin
a. Use Grade No. 2 EP multi-purpose grease, Clark 4. Reset the kingpin castellated nut to the top of the
MS-107 or equivalent. kingpin. Torque nut to 66-68 N⋅m (49-50 ft⋅lb).
b. Pack all tapered roller bearings with grease
before assembly. 5. Rotate the steer knuckle three times through its full
c. Pack knuckle pin (bearing) seals with grease range of movement. Check to be sure that it is free to
before assembly. rotate in the bearings without binding.
d. Fill steer link sockets with grease through grease 6. Loosen the kingpin nut and retorque the nut to 11-14
fittings after axle is assembled. N⋅m (8-10 ft⋅lb).
1. Install the upper and lower knuckle bearing cups into 7. Advance the nut to the next castellated slot and lock
the knuckle housing bore. Tap into place with a brass the nut into position with a new cotter pin. Bend cot-
drift pin or equivalent. ter pin tabs over.
Grease
Seals 8. Replace steering link pin and snap ring to join the
Washer cylinder rod to the steering link and knuckle.
Steering link pin
Cotter pin
Steering link
Bearing Cup Cylinder rod
Bearing
9. Reinstall grease fitting in knuckle housing and lubri-
IMPORTANT cate with recommended grease.
Make sure that bearing cup is fully seated Knuckle Housing
against the shoulder in bore. There must be Grease Fitting
no gap left between cup and the shoulder in
the bore at assembly.
2. Apply grease to upper and lower knuckle bearings

and install bearings, grease seals, and washers to
bores of knuckle.
SM 810 26-4-3
Section 5
Steer Cylinder Removal and Replacement
2. Remove the cotter pin from the bottom of the steer-

! CAUTION ing link pin. Steering link pin attaches steer cylinder
SAFE PARKING. Before working on truck: rod end to steering link.
Steering link pin
gaps or breaks.
wheels. Steering link Cotter pin Cylinder rod
Steer Cylinder Removal NOTE

Mark left-side and right-side parts for cor-
The steer cylinder can be removed from the steer axle for rect reassembly.
overhaul or replacement without removing the steer axle
from the truck. The cylinder should be overhauled or 3. Tap steer link pin upward until it clears the steering
replaced if steering problems or troubleshooting informa- link bearing and remove the pin.
tion indicate the cylinder is malfunctioning. See Group
4. Remove steer link bearing from steering link-to-cyl-
25, Section 2, “Steering System Troubleshooting,” for
inder rod end bore.
steering problem diagnoses. See Section 6 in this Group
for steer cylinder overhaul procedures. 5. Rotate the steering link away from the cylinder rod
end.
1. Place a drain pan under the steer cylinder and remove
the hydraulic lines from the cylinder fittings. Cap fit- 6. Repeat steps 1 through 5 for the opposite side of the
tings and lines to prevent fluid from leaking and to steer cylinder.
protect the components and hydraulic system from 7. Remove the four steer cylinder mounting bolts and
dust and dirt. Label hoses and fittings for correct washers from the steer axle. Removal torque on these
reassembly. bolts can be as high as 240-270 N⋅m (177-199 ft⋅lb).
Cylinder is now ready to be removed from the steer axle
body. Cylinder must be lifted off dowel pins positioning
cylinder to axle body.
Disconnect cylinder lines here.

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SM 810 26-5-1
full weight of the cylinder as you set it into

! CAUTION position.
Cylinder is somewhat heavy and bulky.
When removing cylinder from mounting be 2. Position the steering link with the cylinder rod end.
prepared to lift and move the full weight of Reuse steer link bearing if still serviceable. Install
the cylinder. new bearings if scoring or wear marks are evident or
if the bearings do not operate smoothly.
Steering link pin
Parts Inspection
Completely inspect all parts :
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid.
2. Inspect all parts for scratches, chips, scoring, and
uneven or heavy wear. Check steering links to be
sure they are not bent or twisted. Check all threaded
Steering link Cotter pin Cylinder rod
parts for damage.
3. Replace all parts showing excessive wear or signs of 3. Rotate steering link into cylinder rod end and align
damage. bearing hole with rod end.
4. If parts are to be left exposed, coat all mating sur- 4. Tap pin through steer link bearing hole with snap
faces of parts with a light layer of engine oil. Keep ring groove on lower end.
all parts clean and covered. IMPORTANT
5. Remove and clean all grease fittings before reassem- Make sure bearing is properly aligned with
bling cylinder components. pin in the hole.
Refer to Section 6, “Steer Cylinder Overhaul”, if pressure 5. Install the cotter pin to the steering link pin.
check or troubleshooting tips indicate a problem with
steer cylinder performance. 6. Repeat steps 1 to 5 for rod end-to-steering link con-
nection for opposite side.
7. Clean and replace hydraulic hoses on correct, clean,
Steer Cylinder Replacement cylinder fittings. See Group 40, Hydraulic Fitting
1. Remount the steer cylinder onto the steer axle dowel Tightening Procedure” for replacement procedures.
pins; set bolts and washers in place and torque
mounting bolts to 240-270 N⋅m (177-199 ft⋅lb).
zG Connect cylinder lines here.
8. Check to be sure all lube fittings are installed. Fill all

! CAUTION lubrication points with correct lubricant. See recom-
mended greasing procedure above.
Cylinder is somewhat heavy and bulky.
When remounting cylinder to steer axle 9. Test function of steer cylinder before returning the
body, be prepared to lift and maneuver the truck to service.
SM 810 26-5-2
Section 6
Steer Cylinder Overhaul
IMP ORTANT
Cylinder Rod
Cylinder Tube
Gland
Steering Cylinder
Pneumatic-tire truck cylinder with “P” stamped on rod end.
SM 810 26-6-1
Preparation for Steer Cylinder Disas- 4. Remove gland from opposite end of steer cylinder.
sembly and Overhaul 5. Remove the seal and O-ring set from the piston. Dis-
card seals. Replace with new seal set at assembly.
Refer to Section 5 for removal of steer cylinder from the
steer axle body.
Piston Seal O-ring
IMPORTANT
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
1. Overhaul steer cylinder only in a clean, dust-free

location, using clean tools and equipment. Dirt or grit
will damage the highly-machined surfaces and will
result in leakage or premature failure of components.
Cleanliness of the hydraulic circuit is extremely
important to the proper operation and maintenance of
the system. Be sure the work area is clean.
6. Remove (inner) gland packing (O-ring) seal.
2. Before disassembly, the exterior of the steer cylinder Replace with new seals at assembly.
should be carefully cleaned to remove all dirt and
grease accumulation.
3. Be sure all hydraulic fluid has been removed from
the cylinder. Stroking the piston rod will help force
the fluid out.
Rod wiper
4. Before starting disassembly, the steer cylinder should Rod(U-cup)
be carefully examined to determine if there is any Seal
external damage.
Steer Cylinder Disassembly

1. Clamp the steer cylinder assembly in a vise. Wrap
the cylinder in a course cloth to prevent slipping and 7. Remove the rod (U-cup) seal and rod wiper from
scratching. Use extreme caution when tightening vise gland and discard. Note direction of seal and wiper
and do not overtighten ; cylinder can be bent, dis- seating for correct reassembly. Replace with new
torted, and potentially destroyed. seals and wipers at assembly.
2. Remove one gland by pulling it from cylinder barrel
and pulling it off the piston rod. Parts Inspection
Gland Gland 1. Carefully clean all parts in an approved solvent and
place on a clean surface.
Cylinder Barrel
2. Check the piston for chips, cracks, and looseness on
the rod. If loose, replace rod and piston assembly.
Piston Rod
3. Be sure the piston-seal groove in the piston is
smooth, true, and undamaged.
4. Check the piston rod for damage. Look for scratches,
grooves, gouges, pitting, corrosion or other evidence
Cylinder Section
of unusual wear. Minor surface damage may be
repaired by use of fine abrasion cloth or stoning.
3. Remove the piston and rod assembly from the cylin- Deeper damage will require replacement of piston
der. rod assembly.
SM 810 26-6-2
5. Carefully inspect the cylinder internal bore for wear, 2. Install new piston seal over the O-ring seal.
scratches, corrosion or other damage. Check the out- Piston Seal
side for damage. Inspect all welds for cracks. O-ring
6. Inspect the cylinder ports and threads to be sure they

are free of contamination and that the threads are
clean and not damaged.
7. Check the gland for cracks or damage that could
cause failure.
8. Deep gouges or pitted surfaces require replacement
of parts.
9. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
such as overnight, they should be covered with a 3. Install new gland packing (O-ring) seal on inner end
clean cloth. of gland.
Gland
Packing (O-
Steer Cylinder Reassembly ring) Seal
Check to make sure the overhaul kit you have is correct

and that all parts are included.
IMPORTANT
Be sure inside of cylinder and all parts are
clean before starting reassembly.
Assemble cylinder carefully to prevent dam-
age to seal lips and O-rings. Seals should be
lubricated with hydraulic oil to assist assem-
bly into cylinder barrel and gland.
Heating seal rings in boiling water before 4. Install new rod wiper and rod (U-cup) seal in outer
starting assembly will aid in assembly. end of gland.
1. Install new O-ring seal on the piston.
O-ring
Rod wiper Rod(U-cup)

Seal
IMPORTANT
Be sure the rod wiper and rod (U-cup) seal
are installed in the correct directions.
5. Lightly lubricate the cylinder and gland mating sur-

faces with hydraulic oil before assembly.
SM 810 26-6-3
6. Install the gland onto the cylinder bore rim, making Operational Pressure Test
sure gland is fully seated on cylinder.
Once cylinder is remounted on axle (see Section 5), con-
7. Install piston and rod assembly into the cylinder. nect pressure source in turn at each port. Extend piston
NOTE rod at each side and test with internal pressure of 13790
A special part is included in the parts kit to kPa (2000 psi). At this pressure no leakage must occur.
allow you to slip the gland over the rod end Typical operating pressure is 10342 kPa (1500 psi).
without damaging the gland seals.
8. Repeat above procedure for installation of opposite

gland.
SM 810 26-6-4
GROUP 29
GROUP 29
HYDRAULIC SUMP, FILTERS, AND PUMP
Main Hydraulic Sump, Filters, and Pump

Specifications and Description .............................. Section 1
Main Hydraulic Pump Troubleshooting .............. Section 2
Main Hydraulic Pump Removal and Installation Section 3
NOTE
This group covers the main hydraulic pump for the load
handling system.
Other hydraulic-related components and circuits are
described and illustrated in Group 25 “Steering Column and
Gear,” Group 26 “Steering System,” Group 30 “Hydraulic
Control Valve/Lift Circuit,” Group 32 “Tilt Cylinders,” and
Group 34 “Uprights.” Refer to these groups for hydraulic
components not covered in this group.
SM 810 29-0
Group 29, Hydraulic Sump, Filters, and Pump
Section 1
Main Hydraulic Sump, Filters, and Pump

Specifications ......................................................... 2
System Description ................................................ 2
Sump Tank Fill Levels .......................................... 4
Hydraulic Fluid and Filter Change ..................... 4
Remove, clean and replace the strainer ............... 5
SM 810 29-1-1
Specifications The hydraulic sump is located in the right side of the truck
frame. The sump is equipped with a suction line screen,
Hydraulic Pump Type return line filter, oil cap/breather.
: Diesel - Double gear-type pump
The main hydraulic pump draws oil from the sump and
: LPG - Triple gear-type pump
sends oil to priority valve.
Sump Capacity = C40-45 : 88 L , C50s-55s : 100 L
The priority valve variably divides oil between the steer-
Hydraulic Fluid Type : Clark Hydraulic Fluid MS-68. ing system and the main hydraulic system, with priority
given to the steering system.
Filter Type : Disposable, 25 micron, return line oil filter,
100 mesh suction line screen and a 10 micron filter cap/ Serviceable items are the pump, suction line screen and
breather filter. the return filter. Other components, such as hoses, fittings,
and clamps, are nonserviceable and should be replaced if
Service Intervals worn or damaged.
Hydraulic Fluid Level Checks : Every 8-10 hours or daily.

Hydraulic Fluid Change (Drain and Refill) : Every 2000
hours of operation or every year.
Hydraulic Filter Replacement : After the first 50 hours of
operation, then every year or 500 hours of operation.
Description
NOTE
See group 30 for a description of the com-
plete hydraulic circuit.
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SM 810 29-1-2
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SM 810 29-1-3
Sump Tank Fill Levels

Pull out the dipstick for the hydraulic oil. You will need a drain pan of C40-45 : 88 L, C50s-55s :
100 L minimum capacity. Be sure the outlet end of the
drain line is directed into the drain pan and held from
moving when pressurized.
Sit on the seat and turn key switch ON.
Hydraulic Fluid and Filter Change Move tilt control lever to the back tilt position to start the
hydraulic pump. Hold tilt lever in this position until sump
! CAUTION tank is emptied. A steady stream of used oil should flow
from the drain line.
Continue operation until the sump tank is emptied. This
1. Park truck on a hard, level, and solid point will be reached when the pump starts to cavitate.
surface, such as a concrete floor with no When cavitation occurs the pump speed will increase and
gaps or breaks. the speed sound will whine. Release the tilt lever immedi-
2. Put upright in vertical position and fully ately when pump cavitation occurs.
3. Put all controls in neutral. Turn key IMPORTANT
switch OFF and remove key. . Be careful when sump is nearly emptied and
oil flow becomes erratic as the pump
4. Apply the parking brake and block the approaches cavitation Do not operate pump
wheels. after cavitation occurs.
There is drain plug in the hydraulic sump tank. When the . If you don’t sit on the seat, MCV could not work.
sump tank must be drained of all fluid, the procedure is to
remove the drain plug and allow the fluid to drain into a
suitable drain pan. Unless the sump tank is to be removed Turn the key switch OFF.
for other repair or maintenance, the hydraulic fluid can Disconnect drain line from truck.
also be changed by one of the following methods.
Open the engine hood NOTICE
If old oil is excessively dirty or hydraulic sys-
tem is contaminated, it is recommended that
the sump tank be completely drained by
removing the pump suction line from the
sump outlet and flushed withy clean oil.
Pressure gauge to the diagnostic check port fitting.

NOTE : Use quick-disconnect adapter fitting.
SM 810 29-1-4
Remove, clean and replace the strainer.
m
Remove and discard old oil filter. Install new filter. Fol-
low the installation instructions printed on the filter body.
Also, check that the filter are tightened correctly.
Sump breather cap
Remove and replace the sump breather cap.

Refill the sump tank with Clark MS-68 Hydraulic Fluid.
Check truck operation. Turn key switch ON. Operate the
hydraulic system. Cycle the lift system serval times: raise
the lift carriage to full height and lower fully down. Check
for leaks. Recheck sump tank fluid level.
! CAUTION
Be sure there is adequate overhead clearance
before raising upright.
Turn the key switch OFF.
SM 810 29-1-5
Section 2
Main Hydraulic Pump Troubleshooting
Noisy Pump ............................................................ 2
Pump Not Delivering Hydraulic Fluid ................ 2
Failure to Build Pressure ...................................... 2
Pump Not Developing Sufficient Pressure .......... 2
Pump Output Low ................................................. 2
Foaming Fluid ........................................................ 2
Overheated Pump and/or Fluid ........................... 2
External Leakage ................................................... 3
SM 810 29-2-1
The following is a list of problems and solutions relating Pump Not Developing Sufficient
to the main hydraulic pump and associated components.
For other hydraulic system troubleshooting, refer to
Pressure
Groups 30 and 34. • Leak in hydraulic control system; check system for
and correct leaks.
Noisy Pump • Inlet line restriction; check for foreign material or
line kinks, check and clean sump suction screen.
• Hydraulic fluid level low; measure and correct
• Suction screen dirty; clean screen.
fluid level.
• Defective hydraulic pump; continue other trouble-
• Fluid viscosity too high; change to specified fluid.
shooting items, then consider servicing or replac-
• Sump strainer dirty; check and clean. ing pump.
• Air leak at pump inlet line; check plumbing tight-
ness.
Pump Output Low
• Inlet line restriction; check for foreign material or
line kinks, check and clean sump suction screen. • Cavitating pump; see “Noisy Pump.”
• Air leak at pump shaft packing; replace packing. • Air in fluid or wrong fluid; drain and fill with cor-
• Defective hydraulic pump; continue other trouble- rect fluid.
shooting items, then consider servicing or replac- • System relief valve set too low or too high, stuck
ing pump. or leaking; correct relief valve, pump may be OK.
• Overheated fluid; see “Overheated Pump and/or
Pump Not Delivering Hydraulic Fluid Fluid.”
• Contaminated fluid; eliminate contamination
• Hydraulic fluid level low; check and correct fluid source and replace fluid.
level.
• Gear face, body or cover nicked; repair or replace
• Sump suction screen dirty; check and clean. pump.
• Inlet line restriction; check for foreign material or • Excessive side loading, wear plate tight in body
line kinks, check and clean sump suction screen. bore, pinched thrust plate; inspect and service
• Air leak in suction line: check plumbing tightness. pump.
• Fluid viscosity too high: check fluid viscosity and
change to specified fluid. Foaming Fluid
• Defective hydraulic pump; continue other trouble-
shooting items, then consider servicing or replac- • Cavitating pump; see “Noisy Pump.”
ing pump. • Wrong fluid; drain and fill with correct fluid.
Failure to Build Pressure Overheated Pump and/or Fluid

• Hydraulic fluid level low; measure and correct • Low viscosity fluid; drain and fill with correct
fluid level. fluid.
• Defective relief valve or pump: perform pressure • Contaminated fluid; drain fluid, clean suction
check to test valve and pump. screen, replace filter and fill sump.
• Cavitating pump: see “Noisy Pump.”
• Pump drive shaft misaligned; check mounting and
alignment.
• Axial loading on drive shaft; check shaft end clear-
ance and shaft alignment; check for worn key/
spline.
• Relief valve usually in bypass; check relief setting.
SM 810 29-2-2
External Leakage
• Excessive system pressure; replace pressure con-
trol valve on main hydraulic valve.
• Faulty or distorted pump seal gasket; replace seal
gasket.
• Damaged surfaces on pump body or cover; correct
and replace as required.
SM 810 29-2-3
Section 3
Main Hydraulic Removal and Installation
Main hydraulic Pump Removal ........................... 2
Main Hydraulic Pump Installation ...................... 3
SM 810 29-3-1
Main Hydraulic Pump Removal The main hydraulic pump is located in front of transmis-
sion. The pump can be removed from the fork lift truck
after removing the floor.
! CAUTION
Serviceable items are the pump and the suction line filter.
Other components such as hoses, fittings and clamps are
1. Park truck on a hard, level and solid sur- non-serviceable and should be replaced if faulty.
face, such as a concrete floor with no
gaps or breaks. NOTE
Capacity of hydraulic sump is C40/45 : 88L,
2. Put upright in vertical position and fully C50s/55s : 100 L
3. Put ail controls in neutral. Turn key
switch OFF and remove key. 1. Place a drain pan under the hydraulic pump for oil
4. Apply the park brake and block the that will drain from the pump and hoses when they
wheels. are disconnected.
2. Disconnect suction line from pump and plug the line.
ͲΦΩ͑͟΁ΦΞΡ͑ΝΚΟΖ
΁ΣΚΠΣΚΥΪ͑ΧΒΝΧΖ ͹ΠΤΖ
;ΒΚΟ͑ΡΦΞΡ
΄ΦΔΥΚΠΟ͑ΡΚΡΖ
SM 810 29-3-2
3. Disconnect the pressure line from the pump. Cap the NOTE
hose and set aside. Always clean or replace hydraulic sump suc-
tion screen fitting when installing new or
rebuilt pump. See Section 1, Main Hydraulic
Filters and Fluid Maintenance.
4. Refill sump as necessary using Clark Specification

MS-68 hydraulic fluid. See Section 1 for description
of sump tank fill levels.
5. Reinstall hose and cable support bracket.
6. Check operation of hydraulic system. See Section 1,
Main Hydraulic Filters and Fluid Maintenance.
wG 7. Check fluid level of sump again. Add fluid as neces-
sary.
NOTE
For Hydraulic Pump Overhaul Procedures
o G see Section 4.
4. Remove the pump mounting fasteners.
Main Hydraulic Pump Installation

IMPORTANT
Keep all components clean during installa-
tion.
1. Be sure new or serviced pump is well lubricated

before installation.
2. Slide suction hose and clamp into place and tighten.
3. Connect pump outlet hose and tighten. Use two
wrenches to tighten hose fittings to prevent twisting
of lines.
SM 810 29-3-3
GROUP 30
GROUP 30
Hydraulic Control Valve (Daesung Nachi)
Operation of Hydraulic Control Valve ............. Section 1
Hydraulic Circuit ................................................ Section 2
Disassembling Hydraulic Valve ......................... Section 3
Assembling Hydraulic Control Valve ............... Section 4
Testing Hydraulic Valve..................................... Section 5
NOTE
The other hydraulic assembly and circuit is indicated in
group 25 “Steering Column and Gear", group 26 "Steering
System", group 32 "Tilt Cylinder" and group 34 "Upright".
Refer to these group for the other hydraulic assembly.
SM 810 30-0
Group 30, Hydraulic Control Valve
Section 1
Operation of Hydraulic Control Valve
1. Lift Section
1) Lifting Position
When the lift lever is pulled, the spool moves downwards to open the oil path from the pump to the lift cylinder, and the
lift cylinder rises.
SM 810 30-1-1
2) Descending Position
When the lift lever is pushed forward, the spool moves upward to open the oil path in the valve which connects the lift
cylinder head and hydraulic oil tank. The fork and the mast descends by their weight, and the oil in the cylinder is forced
to return to the oil tank.
SM 810 30-1-2
2. Tilt Section
1) To tilt the mast forward

When the tilt lever is pushed, the spool moves upward to open the oil path from the pump to the tilt cylinder head. At
the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting
forward.
SM 810 30-1-3
2) To tilt the mast backward

When the tilt lever is pulled, the spool moves downward to open the oil path from the pump to the tilt cylinder rod. At
the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting
backward.
SM 810 30-1-4
3. Relief Valve
The relief valve regulates the pressure in the hydraulic circuit within preset range to protect the pipeline and hydraulic
devices from overpressure.
NO. Part Name NO. Part Name
1 Lock Nut 8 O-ring
2 O-ring 9 Spring
3 Push Rod 10 Unload Spool
4 Spring
5 O-ring
6 Poppet
7 Relief Body
SM 810 30-1-5
* Principle of Operation
1) P1 is filled with hydraulic oil via the orifice. Since the sectional area and the pressure of the P1 and P2 are the same, the
unload spool maintains constant status by the force of the spring on the left.
2) When the pressure at the P port is increased exceeding the relief spring force, the relief poppet moves to the left, and the
pressure in the P1 is discharged into the T line.
SM 810 30-1-6
3) When the pressure in the P1 is released, the pressures in the P1 and P2 become imbalanced. When the pressure in P2
becomes higher than that in the P1, the unload spool is pushed to the left, allowing a large flow of oil to the T-line
directly.
SM 810 30-1-7
3) When the pressure in the P1 is released, the pressures in the P1 and P2 become imbalanced. When the pressure in P2
becomes higher than that in the P1, the unload spool is pushed to the left, allowing a large flow of oil to the T-line
directly.
SM 810 30-1-7
Section 2
Hydraulic Circuit
SM 810 30-2-1
SM 810
Lift Cylinder
Tilt Cylinder Steering Cylinder
Main Hydraulic Pressure Control Valve

(Diesel Truck)
Steering
Unit
Brake Valve

Priority Pump
To brake
Main Hydraulic Brake Pump

Pump
Hydraulic Oil Tank ͙ͺͿ͚ͣͩͤͪͥ͞
30-2-2
SM 810
Lift Cylinder
Tilt Cylinder Steering Cylinder
(LPG Truck)
Main Hydraulic Pressure Control Valve
Steering
Unit
Brake Valve

Priority Pump
To brake
Main Hydraulic
Brake Pump
Pump
Hydraulic Oil Tank ͙ͺͿ͚ͣͩͤͪͦ͞
30-2-3
Section 3
Disassembling Hydraulic Valve
* The hydraulic control valve consists of following subassemblies and parts. Disassembly shall be limited to the subas-
semblies and parts.
The above block diagram is of a 4-way valve.

- In a 3, 5-way valve, one auxiliary assembly is removed.
- A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve of the T-cover is substi-
tuted with a stopping-up plug.
SM 810 30-3-1
Disassembly Picture
1. Disassembling a load solenoid valve

1-1. Remove the nuts with a spanner (17mm).
1-2. Remove the coil.
1-3. Disassemble the bottom O-ring.

1-4. Disassemble the guide assembly
[CAUTION]
Store separately from the lift lock solenoid valves to
prevent confusion.
2. Disassembling lift lock solenoid valve.

2-1. Remove the nuts with a spanner (17mm).
2-2. Remove the coil.
2-3. Disassemble the bottom O-ring.

2-4. Disassemble the guide assembly
[CAUTION]
Store separately from the load solenoid valve to pre-
vent confusion.
SM 810 30-3-2
Disassembly Picture
3. Disassembling auxiliary relief valve

- Disassemble the relief valve with a spanner
(24mm).
[CAUTION]
Store separately from the main relief valves to
prevent confusion.
4. Disassembling main relief valve

- Disassemble the relief valve with a spanner
(24mm).
[CAUTION]
Store separately from the auxiliary relief valves to
prevent confusion.
5. Disassemble the tilt auxiliary cap

Remove the cap screw (M5 x 12) of the tilt auxiliary
cap with an L-wrench (4mm) as shown in the picture
on the right.
6. After removing the cap screw, remove the spool cap

and put the valve on a clean table.
[CAUTION]
Store separately from the seal plate screws to
prevent confusion.
SM 810 30-3-3
Disassembly Picture
7. Disassembling Lift Cap

Remove the cap screw (M10 x 20) of the lift cap
with an L-wrench (8mm) as shown in the picture.
8. After removing the cap screw, remove the spool cap

and put the valve on a clean table.
[CAUTION]
Store separately from the seal plate screws to prevent
confusion.
9. Disassembling Seal Plate (Lift)

Remove the coated plate screw (M10 x 16) fixing
the seal plate in the spool with an L-wrench (8mm).
10. Put the seal plate screw and seal plate separately on
a clean table.
[CAUTION]
Store separately from the cap screw to prevent confu-
sion.
SM 810 30-3-4
Disassembly Picture
10. Disassembling Seal Plate (Tilt, Aux.)

Remove the seal plate screw (M6 X 15) fixing the
seal plate in the spool with an L-wrench (5mm).
11. Put the seal plate screw and seal plate separately on
a clean table.
[CAUTION]
Store separately from the cap screw to prevent con-
fusion.
12. Disassembling Main Spool

Holding the return spring, remove the main spool
assembly. If the spool would not come out, strike
the spool with a rubber hammer softly.
[CAUTION]
Take care no to damage the spool by being caught
in the torn part. Take care not to damage the dust
wiper or O-ring.
13. Disassemble the main spool and put the parts on a

clean table to protect from dirt.
[CAUTION]
After disassembly, replace the dust wiper and O-
ring
SM 810 30-3-5
Disassembly Picture
14. After disassembling the main spool assembly,

remove the dust wiper and O-ring from the spool
hole of the seal plate.
[CAUTION]
Replace the O-ring and dust wiper.
15. Remove the hex bolt from the T-cover with a box
end wrench (17mm).
16. Pull out the sections in sequence, starting from the

T-Cover.
[CAUTION]
Do not tile to left or right. Otherwise, the ball check
or spring between the sections may come out.
17. Put the separated sections on a clean table.
[CAUTION]
Place the tilt section and Aux. in the original order
to avoid confusion in reassembling.
SM 810 30-3-6
Disassembly Picture
18. Remove the O-ring from the section.
[CAUTION]
Replace the O-rings. Keep the O-rings of the tilt
section and Aux. sections separately to avoid con-
fusion.
19. Remove the check spring and steel ball.
20. Remove the O-ring and retainer from the Inlet sec-
tion.
[CAUTION]
Replace the O-ring and retainer.
SM 810 30-3-7
Section 4
Assembling Hydraulic Control Valve
* The hydraulic control valve assembly consists of following subassemblies and parts. Assembly shall be limited to the
subassemblies and parts.
The above block diagram is of a 4-way valve.

- In a 3, 5-way valve, one auxiliary assembly is removed.
- A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve of the T-cover is substi-
tuted with a stopping-up plug.
SM 810 30-4-1
Assembly Picture
1. Assemble the steel ball and check spring in the sec-

tion.
[CAUTION]
Ensure the correct positions of the steel ball and
check spring.
2. Assemble the o-ring in the hole.
[CAUTION]
When o-ring assembling of tilt section and Aux. sec-
tion to prevent mixing.
3. Assemble the O-ring and retainer in the Inlet sec-

tion.
[CAUTION]
Take care that the winding direction of the retainer is
correct.
4. With the O-ring surface of the Inlet section facing

upward, install the stud bolt (above M10 x 220 ).
SM 810 30-4-2
Assembly Picture
5. Assemble the Tilt section, Aux. section, and T-

Cover in the said order.
[CAUTION]
Take care that the O-ring is not pushed out.
6. Remove the stud bolt, and install the hex bolt.
7. Tighten the hex bolt with a torque wrench.

- Torque: 450kgf.cm
[CAUTION]
Follow the order of assembly shown in the picture.
8. Assemble the spool assembly with the section.
[CAUTION]
See the identification markings for the tilt spool and
Aux. spool and assemble at the correct positions.
SM 810 30-4-3
Assembly Picture
9. Assemble the spool cap.

9-1. Install the lift cap and tighten the cap screw
with a torque wrench (8mm).
- Torque: 250kgf.cm
9-2. Install the tilt, Aux. cap and tighten the cap
screw with a torque wrench (4mm).
- Torque: 100kgf.cm
10. Assembling the lift spool seal plate

10-1. Install the O-ring and dust wiper on the spool
10-2. Install the seal plate
10-3. Tighten the seal plate screw with a torque
wrench (8mm)
- Torque: 250kgf.cm
11. Assembling the tilt, Aux. spool seal plates

11-1 Install the O-ring and dust wiper on the spool
11-2. Install the seal plat
11-3. Tighten the seal plate screw with a torque
wrench (5mm)
- Torque: 125kgf.cm
12. Assembling the Load Solenoid Valve

12-1. Install the guide assembly on the T-cover using
a box end wrench (26mm)
- Torque: 200kgf.cm
12-2. Install the O-ring on the bottom of the guide
12-3. Install the coil.
SM 810 30-4-4
Assembly Picture
12-4. Install the O-ring on top of the coil

12-5. Tighten the nut with a box end wrench (17mm)
- Torque: 75kgf.cm
[CAUTION]
Ensure that the coil connecter is in correct direction.
13. Assembling the Load solenoid Valve

13-1. Install the guide assembly on the T-cover using
a box end wrench (26mm)
- Torque: 200kgf.cm
13-2. Install the O-ring on bottom of the guide
13-3. Install the coil
13-4. Install the O-ring on top of the coil

13-5. Tighten the nut with a box end wrench (17mm)
- Torque: 75kgf.cm
[CAUTION]
Ensure that the coil connecter is at correct position.
14. Assembling the Relief Valve

14-1. Install the Aux. relief on the T-cover using a
box end wrench (24mm).
- Toque: 250kgf.cm
14-1. Install the main relief on the T-cover using a
box end wrench (24mm).
- Torque: 250kgf.cm
[CAUTION]
Take care not to be confused with the main relief
valve.
SM 810 30-4-5
Section 5
Testing Hydraulic Valve
1. Spool Movement Test

1) Does the spool move smoothly?
2) Does the spool return smoothly by spring force?
2. Relief Valve Pressure Check

- In order to check the pressure levels, install a pressure gauge at the gauge nipple of the hydraulic valve and follow the
procedures given below.
2-1. Main Relief Pressure (with load solenoid valve ON)

1) Put the shift lever to lift cylinder ascending position for pressure relief.
2) Slowly close the adjusting bolt of the main relief valve.
3) Adjust the pressure with the adjusting bolt of the main relief valve and tighten the lock nut.
4) Switch the lift spool to Neutral/IN position by 2~3 times for relief, check the adjusted relief pressure.
2-2. Checking the AUX. Relief Pressure

1) Shift the AUX. spool for pressure relief.
2) Slowly close the adjusting bolt of the AUX. relief valve.
3) Adjust the pressure with the adjusting bolt of the AUX. relief valve and tighten the lock nut.
4) Switch the AUX. spool by 2~3 times for relief, check the adjusted relief pressure.
3. Valve Leak Check

- Conduct this check in no load condition.
1) With the lift UP, relieve the pressure within about 30 seconds. Check oil leak.
2) With tilt IN, relieve the pressure within about 30 seconds. Check oil leak.
4. Main Spool Leak check

- With lift UP and tilt IN, put the spool at neutral position. Check that the descending speed of the cylinder meets the
criteria below;
- test condition: at rated load, oil temperature of 50±3°C
1) Lift: 9.9mm/min max.
2) Tilting: 0.5 ° /min max
SM 810 30-5-1
TURNS
OzpT[`W\YP
C60~80
FLOW
FLOW
TURNS
C40~55s
FLOW
SYM. FLOW
MC
MC
HB
HF
FC
RF
FC
SC
SC
SS
FP
FP
TL
LS
LE
POSITIONED
SHORT ARM
SHORT ARM
FIXED
SM 810 30-5-2
GROUP 32
GROUP 32
TILT CYLINDERS
Tilt Cylinder Specifications and

Tilt Checks and Adjustments .................. Section 2
Tilt Cylinder Removal and

Tilt Cylinder Overhaul ............................ Section 4
IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 29, “Hydraulic
Sump, Filters, and Pump,” Group 30, Hydraulic Control
Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not covered in
this group.
SM 810 32-0
Group 32, Tilt Cylinders
Section 1
Tilt Cylinder Specifications and Description
Specifications Tilt Cylinder Rod-End Check and Tightening: Every 50-

250 hours or each PM.
See Group 30 for hydraulic system specifications.
Tilt Cylinder Rod-End Lubrication: Every 50-250 hours
Tilt Cylinder Type: Double-acting or each PM.
Maximum Operating Pressure: 21,000 kPa (3,000 psi)
Tilt Ranges: Description
MAST FORWARD BACK The tilt cylinders provide backward and forward tilt of the
MFH mm upright. The forward and back tilt angles are governed by
TYPE "F"( ˚ ) "B"( ˚ )
C40, C45, C50s the cylinder stroke and by use of spacers and different
STD 2500 ~ 2700 8 8 length rod ends. The tilt cylinders are pin-mounted to the
STD 3000 ~ 3700 8 10 truck frame and upright using yokes, clevises, and pins.
STD 4000 ~ 4500 6 5
Pins are held in place by a lock plate and fastener to pre-
STD 5000 3 5
vent the pins from working their way out.
TSU 2450 ~ 4800 6 5 The tilt cylinders are serviced by removing them from the
TSU 5000 ~ 5500 3 5 truck and disassembling them for complete overhaul,
TSU 6000 ~ 7000 3 3 including installation of new seals and or other cylinder
C55s components.
STD 2300 ~ 2500 8 8
The tilt lock valve is integrated into the tilt section of the
STD 2800 ~ 3500 8 10
main hydraulic control valve. The tilt lock valve prevents
STD 3800 ~4300 6 5
the upright from tilting forward when the truck is not run-
STD 4800 3 5
ning. The tilt lock valve is not serviceable and must be
TSU 2250 ~ 4600 6 5
replaced as a valve section if defective.
TSU 4800 ~ 5300 3 5
TSU 5800 ~ 6800 3 3
Fastener Torques
Rod-End Yoke Bolts: 170-190 N.m (120-140 ft-lb)
Rod-End Pin Lock Plate Fasteners: 40-45 N⋅m (30-33 ft-
lb).
Service Intervals
Tilt Cylinder Drift Test: Every 50-250 hours or each PM.
Tilt Cylinder Check and Adjustment: Every 50-250 hours
or each PM.
Tilt Cylinder Rod Seal Condition Check: Every 50-250
hours or each PM.
Tilt Cylinder Mounting Check and Tightening: Every 50-
250 hours or each PM.
SM 810 32-1-1
Section 2
Tilt Cylinder Checks and Adjustments
3. Raise the capacity load 2500mm (98.5 in) off the

! CAUTION ground and tilt the upright vertical, shut off the truck.
SAFE PARKING. Before working on truck :

gaps or breaks.
2500mm (98.5in)
wheels.
4. Measure and write down the distance between the
cylinder-spacer face and the rod-end yoke.
Tilt Cylinder Drift Check
To check tilt cylinder drift, a rated capacity load is placed tG
on the forks, lifted up and held to determine if the tilt cyl- G
inder rods moves (drifts) in a specified length of time.
It is recommended that a test load, made up of a full-
capacity load equally distributed on a 1220×1220 mm (48
×48 in) pallet, be used. The material used to make up the
test load must be stacked to provide load stability and
must not extend beyond the pallet. It must be secured on
the pallet. Refer to the truck data plate for capacity rating.
1. Adjust fork width as wide as possible to distribute NOTE
the load. Refer to truck nameplate for capacity rating.
An alternate procedure is to measure the
change in the inclined angle of the upright,
! CAUTION using a protractor and level, or inclinometer.
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal- 5. Wait five minutes and remeasure and write down the
let. Clamp the load on the load backrest or distance between the same two points.
fork bar to avoid sliping out from fork. 6. The decrease in the measure must not exceed the fol-
lowing measures :
2. Drive the forks into the load pallet until the test load
and pallet rest against the load backrest. Apply the Temperature Drift
parking brake and chock the wheels. 50°C (122°F) 0.5°, 3.1 mm@1min
5°, 31.1 mm@10min
SM 810 32-2-1
Drift Causes and Remedies NOTE

Correct the twisting effect by shortening the
Tilt cylinder drift indicates the following possible prob- cylinder that is the longest length. Forward
lems : twisting must be adjusted before backward
• Tilt cylinder hydraulic circuit hoses or fittings are twisting. If forward adjustment is not
leaking. Check the circuit components and repair needed, continue with backward adjustment.
as necessary.
• Cylinder piston seals are worn, damaged, or defec- 3. To adjust, loosen rod-end yoke capscrew on the tilt
tive allowing fluid past the piston and causing the cylinder that extends the farthest, and turn piston rod
rod to drift. Consider rebuilding the cylinders if the into rod-end yoke to shorten.
other remedies in this list are not successful. See
Section 3 for cylinder removal and replacement
and Section 4 for cylinder repair, if necessary.
{GG
• The main hydraulic tilt valve is misadjusted, worn,
or defective. Fluid is leaking past the valve and
causing the tilt cylinders to drift. See Group 30 for sG
hydraulic valve troubleshooting.
Tilt Cylinder Racking Check

Upright racking occurs when tilt cylinder strokes are
unequal. Cylinders should be checked regularly during
operation to determine if cylinder strokes are the same. To Forward Adjustment : Pneumatic-tire truck rod-end yoke
check for racking : orientation shown.
• Make sure truck is parked on level surface with NOTE
parking brake applied and wheels chocked. Use wrench flat on rod under spacer (if
• Check condition of the tilt cylinder, rod-end yoke, installed). Move spacer for access.
mounting pins, piston rod, rod wiper, cylinder
gland, etc., for excessive wear or damage. Make
repairs before making twisting adjustment.
• Use a capacity load (see truck nameplate) centered
on the forks.
! CAUTION
Be sure to secure the load to the fork carriage
to keep it from falling off when tilted forward.
Raise the upright only to the height that will
allow the fork tips to clear the floor when
tilted fully forward.
Forward Adjustment
1. Slowly tilt upright fully forward to the end of the tilt
cylinder stroke.
2. As the cylinders approach the end of the stroke,
watch both piston rods for equal movement and
upright for twisting. Note if upright “racks” (is
twisted at the end of its movement by unequal stroke
of tilt cylinders).
SM 810 32-2-2
4. Continue to turn rod into rod end until tilt cylinder 4. Use rod shims to fill in the space between the rod-
strokes are equal. end yoke and spacer. Screw rod back into yoke the
same number of turns needed to remove.
IMPORTANT
The rod must be threaded onto the rod-end
yoke a distance at least as great as the diame- Rod end
ter of the rod plus 6.5 mm (0.25 in). Screw
Spacer
diameter
of rod
Thread rod into rodend

yoke the rod diameter
plus 6.5mm(0.25in)
Rod shim Pin
5. Tighten capscrew of the rod-end yoke to 166-193

N⋅m (122-142 ft⋅lb), and repeat the racking test.
5. Tighten capscrew of the rod-end yoke to 166-193
6. Repeat steps 1-5 for fine corrections if any racking
N⋅m (122-142 ft⋅lb), and repeat the racking test.
remains evident.
6. Repeat steps 1-5 for fine corrections if any racking
7. When no racking occurs, retighten capscrew of the
remains evident.
rod-end yoke to 166-193 N⋅m (122-142 ft⋅lb).
7. When no racking occurs, retighten yoke capscrew to
8. Check all tilt functions before returning the truck to
166-193 N⋅m (122-142 ft⋅lb).
service.
8. Check all tilt functions before returning the truck to
service.
Backward Adjustment
Perform forward check and adjustment first. Then : Tilt Flow Control Adjustments
1. Slowly tilt upright fully backwards while watching
See checks and adjustments Section of Group 30,
piston rods. They should both bottom out at the same
“Hydraulic Control Valve/Lift Circuit,” for adjustment
time. If they don’t, adjust backward tilt using the fol-
procedure.
lowing steps.
2. Stop the upright when the first tilt cylinder bottoms
out against its rod spacer.
3. Go to the opposite cylinder and remove the capscrew
on the rod-end yoke and screw rod out of yoke.
Count the number of turns required to remove the rod
from the yoke.
SM 810 32-2-3
Section 3
Tilt Cylinder Removal and Replacement
Tilt Cylinder Removal .......................................... . 2
Parts Inspection ..................................................... 3
Tilt Cylinder Replacement .................................... 3
SM 810 32-3-1
! CAUTION ! WARNING
SAFE PARKING. Before working on truck: The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
1. Park truck on a hard, level,-and solid
assembly. Keep hands and feet away from the
assembly. Use prybars to move the assembly
gaps or breaks.
into position for tilt cylinder replacement.
lower the forks or attachment. 3. Remove the floorboard.
3. Put all controls in neutral. Turn key 4. Put a drain pan under the truck at each tilt cylinder
switch OFF and remove key. position before removing the hydraulic lines. Discon-
nect and cap hydraulic lines from the tilt cylinders
(see illustration on facing page). Remove the hose
wheels.
connections on both sides of the tee fittings of theri-
ghtside cylinder. Keep all fittings and ports clean.
Tilt Cylinder Removal
1. Move tilt lever back and forth several times to relieve
any pressure.
2. Use an adequate chain and hoist to support the
upright so that it cannot fall when tilt cylinder pins
are removed.
Rod end yoke
Rod end pin

Base pin
Bearing
Tilt Cylinder Mounting Components
SM 810 32-3-2
5. Support cylinder with a sling to prevent the cylinder Tilt Cylinder Replacement
from dropping when pins are removed.
1. Position tilt cylinder base yoke on frame mounting
6. Remove lock-plate from tilt cylinder rod-end yoke. bracket.
Use a soft drift and hammer to tap rod-end pin out of
yoke. 2. Insert base pin in cylinder base yoke and through
frame mounting bracket, making sure slot in pin is in
7. Pop the cover from tilt cylinder base access port on line with the lock-plate. Grease fitting must point
the step to the operator’s compartment. toward center of truck.
8. Remove the lock-plate from cylinder base yoke. Use IMPORTANT
a soft drift and hammer to tap pin out of yoke.
Make sure the spherical bearing is aligned so
9. Remove cylinder assembly. that pin fits smoothly in yoke.
3. Install base pin lock-plate in slot and fasten to yoke

Parts Inspection with fastener and washer. Tighten fastener to a
1. Clean all bearings, pins, and other components in an torque of 40-45 N⋅m (30-33 ft-lb).
approved cleaning fluid. 4. Position rod-end yoke on upright mounting bracket
2. Inspect all parts for scratches, nicks, dents, and wear. and insert rod-end pin, making sure lock-plate slot is
Check the cylinder rods to be sure they are smooth in correct position. Grease fitting must be toward
with no scratches. Check all threaded parts for dam- center of truck. Make sure the spherical bearing is
age. aligned so that pin fits smoothly in yoke.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light layer of engine oil.
Tilt cylinder
Tilt cylinder
From Mast
Tilt Cylinder Hydraulic Fittings
SM 810 32-3-3
NOTE 6. Install tilt cylinder hydraulic lines. Check Group 40

If the rod-end yoke has been removed from for hydraulic fitting tightening procedures. O-rings
the rod or loosened for adjustment, reinstall of fittings should be lightly coated with clean
the clamp bolts to a torque of 170-190 N.m hydraulic fluid or compatible oil.
(120-140 ft-lb). Nuts must be on inside of 7. Remove hoist chain from upright.
upright rails Orientation of the rod-end yoke
bolt hole is to be up as shown on the left side 8. See Section 2 for tilt cylinder adjustment procedures.
of the illustration on the previous page. When adjustments are made, check all upright com-
ponents under load before returning the truck to ser-
5. Install rod-end lock-plate in slot and fasten to yoke vice. Nuts must be on inside.
with fastener and washer. Tighten fastener to a torque
of 40-50 N⋅m (30-33 ft-lb).
SM 810 32-3-4
Section 4
Tilt Cylinder Overhaul
IMPORTANT
Cylinder cap Cylinder Barrel O-ring

(Base mount) Gland
Wrench flat
Rod
Rod
Piston U-cup seal Rod wiper
Piston packing
Wear ring
Typical Tilt Cylinder Cross section
SM 810 32-4-1
Preparation For Disassembly 2. Carefully pull the rod, piston assembly, and gland
from the cylinder barrel. Remove gland from rod.
IMPORTANT
Overhaul tilt cylinders only in a clean, dust- ! WARNING
free location, using clean tools and equip-
ment. Dirt or grit will damage the highly- The use of compressed air to blow the piston
machined surfaces and will result in leakage out of the barrel is not recommended. High-
or premature failure of components. Cleanli- pressure air can result in piston and rod
ness of the hydraulic circuit is extremely being ejected at high velocity (explosively),
important to the proper operation and main- causing severe injury to personnel and prop-
tenance of the system. Be sure the work area erty damage.
is clean.
3. Remove and discard the piston packing and wear
1. Before disassembly, the exterior of the tilt cylinder rings from the piston.
should be carefully cleaned to remove all dirt and
Piston packing Wear ring
grease accumulation.
2. Be sure all hydraulic oil has been removed from the
cylinder. Stroking the piston rod will help force the
oil out.
3. Before starting disassembly, the tilt cylinder should
be carefully examined to determine if there is any
evidence of external damage.
Disassembly
The tilt cylinder can be held by clamping the base end or 4. Remove and discard the rod U-cup seal, O-ring, and
the barrel in a vise while disassembling. piston rod wiper from the gland.
IMPORTANT
O-ring U-cup seal
Do not use excessive force when clamping on Rod wiper
the barrel.
1. Remove the gland with a hook wrench. Carefully

pull the gland assembly from the cylinder tube and
slide it off the cylinder rod.
O-ring
Inspection
1. Carefully clean all parts in an approved solvent and
place on a clean surface.
2. Check the piston and rod for damage. Look for
gouges, scratches, corrosion, or evidence of unusual
wear. Minor surface damage may be repaired by use
of fine abrasion cloth or stoning. Deeper damage will
require replacement of piston rod assembly.
3. Be sure the threads on rod are undamaged.
SM 810 32-4-2
4. Inspect the tilt cylinder barrel internal bore for wear, 3. Install gland on piston rod. Use gentle pressure and
scratches or other damage. Check the outside for careful movements to avoid damage to the U-cup
damage. Inspect all welds for cracks. seal and rod wiper when these parts are moved over
Deep gouges or pitted surfaces require replacement the piston rod end.
of parts.
NOTE
Check the gland, base end, and ports for cracks or
damage that could cause failure. Inspect the ports to Reassemble cylinder carefully to prevent
be sure they are free of contamination and that the damage to seal lips and O-rings.
threads are clean and not damaged.
4. Install piston into cylinder barrel. Be careful not to
5. Put a light coating of hydraulic fluid on all parts. If damage the piston seals when installing the piston
parts are to be left disassembled for a period of time, into end of cylinder.
e.g., overnight, they should be covered with a clean
cloth. 5. Install gland into cylinder them screw the gland into
the cylinder barrel with a hook wrench. When tight-
ing, do not damage the seal. Tighten torque : 60±6
Reassembly kgf⋅m
Be sure inside of cylinder and all parts are clean before O-ring
starting reassembly. Seals may be lubricated with hydrau-
lic oil to assist assembly into cylinder barrel.
1. Install piston dust wiper, rod seal, and O-ring on the
gland. Make sure rod seal and dust wiper are
installed in proper orientation as shown in the illus-
tration.
O-ring U-cup seal

Rod wiper
6. Check the assembly by making sure the piston slides

freely in and out of the cylinder.
See Section 3 for replacement procedures ; see Section 2
for checks and adjustments before returning the truck to
service.
2. Replace the piston packing and wearing.
Piston packing Wear ring
SM 810 32-4-3
GROUP 34
GROUP 34
UPRIGHTS
Upright Specifications and Description ........................ Section 1
Troubleshooting ............................................................... Section 2
Upringht Inspection ......................................................... Section 3
Carriage and Upright Roller Clearance

Checks and Shim Adjustments ...................................... Section 4
Cylinder Removal, Shimming,

Overhaul, and Replacement ........................................... Section 5
Upright Chain Inspection, Adjustment,

and Replacement .............................................................. Section 6
Fork and Carriage Removal and

Replacement ..................................................................... Section 7
Upright Removal and Replacement ............................... Section 8
IMPORTANT
Related service information is covered in Group 29, “Hydrau-
lic Sump, Filters, and Pump,” Group 30, “Hydraulic Control
Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”
SM 810 34-0
Group 34, Uprights
Section 1
Upright Specifications and Description
General Specifications IMPORTANT

Before removing any component for over-
Upright Weight : (Approximately 633 kg (1400 lb) to haul, make sure the correct repair parts,
approximately 1500 kg (3300 lb) without carriage. seals, and gasket sets are available.
Carriage Weight : Approximately 160 kg (350 lb) to 326
kg (720 lb) with a 66 inch carriage.
Upright
Fork Weight : Approximately 63-227 kg each (140-500
Upright Number Cylinder Type
lbs).
Type
IMPORTANT <C40-50s>
Before hoisting, the weights of upright, car- STD pneu S4501 Piston-type Lift Cylinder
riage, forks and attachments being lifted TSU pneu T4501 Piston-type Secondary Cylinder
must be combined to determine what lifting FFL pneu F4501 Ram-type Secondary Cylinder
capacity is required of the hoisting equip- <C55s>
ment. STD pneu S5002 Piston-Type Lift Cylinder
TSU pneu T5002 Piston-Type Secondary Cylin-
Capacities and Lift Heights: Upright, carriage, and fork der
capacity and upright lift heights are listed on the truck’s FFL pneu F5002 Ram-type Secondary Cylinder
data plate.
Lubricants: Drift :
• All Purpose Grease (MS-9) With the upright substantially vertical the descent of the
• Innerslide Lubricant (Clark P/N 886396) rated load caused by an internal leakage in the hydraulic
system shall not exceed 100mm (4in) during the first
• Chain and Cable Lube (Clark P/N 886399)
10min with the oil in the hydraulic system at normal oper-
ating temperature. If drift over 100 mm (4 in) in ten min-
Cylinder Types utes is evident, cylinder should be checked for internal
leakage. See Section 3 for drift test procedures.
Standard upright use two lift cylinders. Triple stage
upright use three cylinders, one primary (center-mounted) Fastener and Fitting Torque Specifications
cylinder, and two secondary cylinders. Primary cylinder
used on triple-stage upright (TSU) is piston cylinder. The Upright Mounting Bolts : 170-190 N⋅m (125-140 ft-lb)
lift and secondary cylinders used on standard, TSU can Chain Anchor Bolt Jam Nut :
be piston cylinders. 340-380 N⋅m (251-280 ft-lb)
Full free lift (FFL) upright use three cylinders, one pri- Carriage Side-Thrust Roller Bolts : 1150-1300 N⋅m (843-
mary (center-mounted) cylinder, and two secondary cylin- 959 ft-lb)
ders. Primary cylinder used on FFL upright is piston
Hose Fittings : See Group 40, “Hydraulic Fitting Tighten-
cylinder. and the secondary cylinders are ram type cylin- ing Procedure.”
ders.
Rod End Bolts : 170-190 N⋅m (125-140 ft-lb)
The types of cylinders used on the truck are listed below.
Check the first five characters of the upright number
stamped on the upright of the truck to determine the type
of cylinder, piston used on the upright.
SM 810 34-1-1
Group 34, Uprights
Service Intervals Forks use a hanger design for mounting on the carriage.
• All upright components should be visually checked Auxiliary attachments may be added to the upright for
every day during the Operator’s Daily Inspection. specialized handling operations. The hydraulic circuit is
modified with a hose adapter kit and an auxiliary section
• A thorough visual inspection should be performed
is added to the main hydraulic valve to operate the attach-
by a trained service professional every 50-250
ment.
hours.
• Lift chains should be inspected and lubricated The lift and secondary cylinders on standard uprights and
every 50-250 hours or monthly. triple-stage uprights (TSU) are piston type cylinders. The
• Lift chain tension should be checked every 50-250 primary cylinder on TSU is piston-type cylinder. Second-
hours or monthly. ary cylinders used on FFL upright are Ram type cylinders.
See the chart under “Specifications” to determine the type
• Upright and carriage roller checks should be per-
of cylinder used on the upright you are servicing.
formed every 50-250 hours or monthly.
• Roller patterns should be checked every 6 months Piston-type cylinders contain a by-pass check valve in the
or after 1000 hours of service. piston that allows air and fluid that have accumulated in
• Racking and drift tests should be performed every the rod end of the cylinder to return to the system. The
50~250 hours or monthly. check valve can be removed and cleaned if indicated by
troubleshooting. A non-serviceable check-ball-type cush-
• The complete extended inspection should be per-
ioning function is built into ram and piston cylinders for
formed at least every year or 2000 hours of opera-
tion. smooth staging during the lowering cycle. The primary
cylinder on TSU incorporates cushioning on the lift cycle.
Description A velocity fuse in the hydraulic port of the lift cylinders
(secondary cylinders on TSU) prevents the mast from fall-
The upright assembly includes the lift chains, lift cylin- ing rapidly in case of sudden fluid pressure loss due to line
ders, carriage, forks, and mast or rail sets. Each of the breaks or other malfunction of the hydraulic circuit.
components can be serviced using the tests, checks,
As the cushion system is added to lift cylinder of standard
adjustments, and removal and replacement procedures in
upright and the primary cylinder of TSU and FFL, the
the following Sections.
speed will get slow for a moment before the fork touches
The upright uses the hydraulic cylinders and chain sets to the ground. It is helpful to protect the ground.
lift the carriage and rail sets. On standard, two-stage
As explained in more detail in Group 30, the main pump
uprights, the lift cylinders lift the carriage with chains and
sends fluid to the main hydraulic control valve, which
directly lift the inner rail set. On triple-stage uprights, the
contains spools that route fluid to the lift cylinders and tilt
primary (free-lift) cylinder lifts the carriage by chains.
cylinders. The valve assembly also contains a counter-
When the primary cylinder reaches its maximum exten-
balance valve that prevents upright tilt when the truck is
sion, fluid is diverted to the secondary lift cylinders,
not operating.
which lift the inner rails using a second set of chains and
lift the intermediate rails by direct lift cylinder. Fluid flow rates for lift functions are factory set and not
adjustable. Flow rates for tilt and auxiliary functions are
FFL uprights, the primary (free-lift) cylinder lifts the car-
controlled by adjustments on the main hydraulic valve. A
riage by chains. When the primary cylinder reaches its
non-adjustable “load-lowering” flow valve mounted on
maximum extension, fluid is diverted to the secondary lift
the upright limits upright lowering speed.
cylinders. The secondary cylinders lift the inner rail set by
directly. Groups 29 and 30 contain general hydraulic information
including upright hydraulic functions. Other hydraulic
Friction and play between the nesting rails is controlled by checks for the upright appear in “Troubleshooting,” Sec-
roller sets mounted on the rails and carriage. When rails or tion 2.
rollers become worn, the gap between the rollers and rails
becomes larger, creating more play in lifting and lowering
operations. The rail web to roller side clearances can be
reduced by shimming the rollers to close the gap between
the roller and rails. The gap between the rail flange and
roller bearing surface can be reduced by the use of over-
size rollers on a one-time basis.
SM 810 34-1-2
Group 34, Uprights
Lift Cylinder
Upper Roller
DETAIL B
Inner Rail
Outer Rail
Lower Roller
DETAIL A
(SI-47766)
Typical Standard (Two-Stage) Upright Assembly
SM 810 34-1-3
Group 34, Uprights
Detail B
Inner rail
Inner rail
Secondary Sheave
cylinder
Outer rail
Lower roller
Primary
cylinder
Detail A
Typical Triple-stage Upright Assembly (SI-47988)
SM 810 34-1-4
Group 34, Uprights
Inner rail
Detail B
Secondary
cylinder
Sheave
Outer rail
Lower roller
Primary
cylinder
Detail A
Typical Full Free Lift Upright Assembly 6,
SM 810 34-1-5
Group 34, Uprights
Typical Triple Stage Upright-Overhead View
Carriage
Roller
Adjustment shims
Carriages and Roller Sets
SM 810 34-1-6
Group 34, Uprights
Four-Hose Adaptation for the Standard Upright

(Only Upper direction Adaptation for the Two-Hose )
SM 810 34-1-7
Group 34, Uprights
Four-Hose Adaptation for the Triple-Stage Upright

(Only Upper and Right hand Adaptation for the Two-Hose )
SM 810 34-1-8
Group 34, Uprights
Four-Hose Adaptation for the FFL Upright

(Only Upper and Right hand Adaptation for the Two-Hose )
SM 810 34-1-9
Group 34, Uprights
Section 2
Troubleshooting
The visual inspection and the operational checks pre- • Dry hose sheave or rollers; check condition of all
sented in Section 3 should be used to determine problems sheaves and rollers and lubricate as necessary.
with the upright. Possible problems, causes, and remedies • Damaged chain sheaves; check condition of chain
are listed below. sheaves and repair or replace.
Other troubleshooting information about the hydraulic cir- • Excessive fork hanger or carriage fork bar wear;
cuit and components appears in the troubleshooting Sec- inspect and replace as necessary.
tions of Groups 29 and 30. Use these other • Seals dry; lubricate rod.
troubleshooting Sections for more detailed problem isola-
• Seals dry - all primary cylinders; remove gland and
tion with Upright hydraulic functions.
add 100 ml (3.4 oz) of hydraulic oil to rod side of
piston, see “Cylinder Removal, Shimming, Over-
! WARNING haul, and Replacement.”
The procedures for troubleshooting uprights,
carriages, and forks involve movement of the No lift, tilt, or auxiliary function
components. Failure to follow these warnings
can result in serious injury. • Hydraulic fluid level low; check level and fill.
Make sure overhead clearances are adequate • Broken hoses or fittings; check and repair.
before raising the upright to full lift height.
• Damaged or blocked sump strainer; check and
Do not walk or stand under raised forks.
clean.
Block carriage and upright whenever mak-
ing checks with the upright elevated. • Hydraulic pump defective; see Group 29 for pump
Keep clear of load and carriage when making troubleshooting.
any check or adjustment. • Defective main hydraulic control valve; see Group
Keep your arms and fingers away from mov- 30 for valve troubleshooting.
ing parts of the upright. • Defective upright load-lowering flow valve; disas-
Do not reach through open areas of the semble valve, check and clean or replace.
upright.
No lift function but tilt operates

Upright noise
• Broken hoses or fittings; check and repair.
• Bent or broken components; inspect upright thor-
• Cylinder is damaged; inspect and repair.
oughly and repair or replace components as
required. • Main hydraulic control valve, lift section defec-
tive; see Group 30 for valve troubleshooting and
• Damaged upright roller; check condition of rollers
service information.
and replace defective rollers.
• Upright load-lowering flow valve damaged; disas-
• Roller scuffing rails; clean and lubricate rails.
semble valve, check and clean or replace.
• Roller (carriage or upright) shimming needs
adjustment; check and adjust as required.
• Fit between roller edge and rail flange excessively
loose in rails; replace with oversized, “Select-Fit”
rollers. See “Upright Roller Clearance Check and
Shim Adjustment.”
• Dry lift chain; lubricate chain.
SM 810 34-2-1
Group 34, Uprights
Load cannot be lifted to maximum height • Defective priority valve; see Group 30 for valve
troubleshooting information.
• Hydraulic fluid level low, check level and fill.
• Defective upright load-lowering flow valve;
• Debris in upright; check and clean. remove valve clean, inspect, and replace if neces-
• Hydraulic hose fittings loose or damaged; check sary.
and torque correctly (see Group 40 for specifica-
tions) or replace. Lowering speed sluggish
• Check cylinder for external leakage; replace cylin- • Damaged or binding upright roller; check condi-
der if cracked. tion of roller and replace if necessary.
• Cylinder shimming is incorrect; check and adjust • Damaged or kinked hydraulic hose or tube; check
shimming. condition of hose and tube, repair or replace as
• Internal leakage on lift or secondary piston cylin- necessary.
ders; remove rod and piston and clean check • Defective upright load-lowering flow valve; check,
valves; also clean and inspect/replace piston seals. clean and replace valve if necessary.
See Section 5.
• Defective velocity fuse; remove fuse from cylinder
• Cylinder check valve on lift or secondary piston hydraulic port, clean and recheck for proper opera-
cylinders not functioning properly; remove rod and tion.
piston and clean check valves; also clean and
inspect/replace piston seals. See Section 5. Load bounces excessively when lowering
• Hydraulic pump defective; see Group 29 for pump
troubleshooting information. • Air in hydraulic system, TSU and Hi-Lo ram-type
cylinders; set capacity load on upright and lift form
• Upright rails binding:
fully collapsed to full lift height for 10-15 cycles.
a. Perform a visual inspection and check for worn,
or distorted parts, broken or cracked rails or tie- • Defective upright load-lowering flow valve; check,
bars, correct chain and hosing placement and clean and replace valve if necessary.
operation • Defective main lift valve; see Group 30 for valve
b. Check rollers for contamination and proper oper- troubleshooting and service information.
ation, perform roller clearance check and adjust- • Defective velocity fuse; remove fuse from cylinder
ment hydraulic port, clean and recheck for proper opera-
tion.
Lift speed sluggish
Upright mis-staging (TSU lifting)
• Hydraulic fluid level low; check level and fill.
• Debris in upright roller area of carriage; check and
• Broken hoses or fittings; check and repair.
clean.
• Pump inlet line restricted; remove from pump and
• Interference between carriage and inner rail or cyl-
clean.
inder; check staging alignment and adjust or repair
• Damaged or binding upright roller; check condi- as necessary.
tion of roller and replace if necessary.
• Bent or broken carriage or inner rail; replace part -
• Internal leakage on piston-type lift and secondary do not try to repair by welding.
cylinders (with load); perform cylinder checks
• Damaged or binding carriage roller; check condi-
listed under “Load cannot be lifted to maximum
tion of roller and replace if necessary.
height.”
• Carriage roller shimming or thrust roller out of
• Hydraulic pump defective; see Group 29 for pump
adjustment; perform roller checks on carriage and
troubleshooting information.
make adjustments as necessary.
• Defective main lift valve; see Group 30 for valve
• Damaged or kinked primary cylinder hose; check
troubleshooting and service information.
condition of hose, repair or replace as necessary.
• Primary cylinder chain or chain sheave binding or
hydraulic port, clean and recheck for proper opera-
damaged; inspect and repair.
tion.
SM 810 34-2-2
Group 34, Uprights
• Internal leakage in primary lift cylinder; perform • Bent or broken carriage or inner rail; replace part -
cylinder checks listed under “Load cannot be lifted do not try to repair by welding.
to maximum height.” • Carriage and upright roller shimming or thrust
• Damaged primary lift cylinder causing binding in roller out of adjustment; perform roller checks on
the cylinder; inspect and repair or replace cylinder. upright and/or carriage and make adjustments as
• Defective velocity fuse; remove fuse from cylinder necessary.
hydraulic port, clean and recheck for proper opera- • Defective velocity fuse; remove fuse from cylinder
tion. hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lowering)
External leakage on primary cylinder
• Debris in upright roller area or tie bar area; check
and clean. • Gland loose; check and tighten primary cylinder
• Bent or broken carriage or inner rail; replace part - gland and glands on lift (secondary) cylinders to
do not try to repair by welding. 843 N⋅m (662 ft-lb).
• Damaged or binding roller on upright; check con- • Cracked cylinder tube; replace tube.
dition of roller and replace if necessary. • Rod seal damage; replace seals and check for:
• Carriage and upright roller shimming or thrust − Damaged rod seal groove in gland; check for
roller out of adjustment; perform roller checks on damage to groove and replace seal or gland if
upright and/or carriage and make adjustments as necessary
necessary. − Scored cylinder wall; repair or replace cylinder
tube if necessary
• Damaged or kinked lift cylinder hose; check condi-
− Leaking check valve; clean and replace if nec-
tion of hose, repair or replace as necessary.
essary
• Lift cylinder chain or chain sheave binding or dam- − Leaking O-ring seal on check valve; replace
aged; inspect and repair. check valve.
• Bent cylinder rod; inspect and replace rod and/or • Gland static seals (O-rings and back-up ring) dam-
cylinder as necessary. aged; replace back-up ring.
• Internal leakage in piston-type cylinders; perform • Gland static seals sealing surface damaged; check
cylinder checks listed under “Load cannot be lifted groove and bore and repair or replace as necessary.
to maximum height.”
• Damaged lift cylinder causing binding in the cylin-
External leakage on lift (Standard) and sec-
der; inspect and repair or replace cylinder.
ondary cylinder (TSU)
hydraulic port, clean and recheck for proper opera- • Gland loose; check and tighten gland on cylinders
tion. to 588 N⋅m (434 ft-lb).
• Cracked cylinder tube; inspect and replace tube.
Upright mis-staging (Standard upright lower- • Seal damage in piston-type cylinders; replace pis-
ing) ton seals and rod seals.
• Damaged seal groove, piston-type cylinders; check
• Damaged or binding roller on upright; check con-
for scratches, nicks, or burrs and repair or replace
dition of roller and replace if necessary.
rod and piston.
• Top carriage roller retaining cap screw loose;
• Scored cylinder wall, TSU piston-type cylinders;
check and replace cap screw.
replace tube and all seals.
• Lift cylinder chain or chain sheave binding or dam-
• Scored or damaged rod; replace rod and all seals.
aged; inspect and repair.
• Damaged gland back-up seal; inspect and replace
• Debris in upright roller area or tie bar area; check
seal.
and clean.
SM 810 34-2-3
Group 34, Uprights
• Gland static seals sealing surface damaged; check • Cylinder hydraulic fittings loose or worn; check
grooves and bore. fitting O-rings, tighten fittings according to Group
40, “Hydraulic Fitting Tightening Procedure.”
Oil leak at top of lift cylinder • Check valve worn or damaged; remove rod and
• Scored cylinder wall; see Section 5. piston, clean check valve and replace if necessary.
• Worn or damaged gland rod-seal; see procedures • Control valve spool linkage malfunctioning, dam-
for piston-type cylinders under “Cylinder leaking aged, or worn; see Group 30, Section 5 for linkage
internally.” adjustment and/or replacement.
• Counterbalance function in main hydraulic control
Unsatisfactory lift or tilt cylinder drift test results valve malfunctioning, damaged, or worn; inspect
• Cylinder leaking internally; remove cylinder gland and clean or replace if necessary.
and check:
a. Primary cylinder should have only 3.4 ounces
(100 ml) on rod side of the piston
b. Piston-type lift and secondary cylinders should be
dry on rod side of piston.
If fluid is leaking past piston:
On piston-type cylinders, remove rod and piston,
clean check valves and clean and inspect/replace pis-
ton seals
See Section 5.
SM 810 34-2-4
Group 34, Uprights
Section 3
Upright Inspection
! CAUTION
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps or
breaks.
3. Put all controls in neutral. turn key switch
OFF and remove key.
wheels.
SM 810 34-3-1
Group 34, Uprights
Basic Visual Inspection • Good condition of the chain links and pins. No
rust, corrosion, stiffness, or cracking should be evi-
Use the following steps to conduct an initial visual inspec- dent. Pins should not be turned or protruding.
tion of the upright. This is the same type of inspection
• Excessive side wear or edge wear on the chain
operators should be conducting on a daily basis.
plates.
If you note problems with any component during the basic • Correct, equal tension on chain sets.
visual inspection, continue with “Extended Inspection”
• Secure anchor bolt, adjustment nut, and jam nut
for checks and service.
mounting.
• Correct alignment of the chain anchors to the chain
! WARNING and chain sheaves. Adjust turned chain anchors.
The procedures for checking, maintaining, • Loose, broken, or damaged anchor bolt pins and
and adjusting uprights, carriages, and forks cotter pins. Replace defective pins and cotter pins.
involve movement of the components. Failure
to follow these warnings can result in serious
injury. Always use extreme caution. Rollers
Inspect the upright and carriage rollers for:
Keep clear of load and carriage when making
any check or adjustment. • Broken or loose rollers.
Keep your arms and fingers away from mov- • Loose, broken, or misadjusted thrust roller on the
ing parts of the upright. carriage.
Do not reach through open areas of the
• Obvious signs of failed bearing seals.
upright.
NOTE
General Some grease will purge from the bearings in
the first 100-200 hours of operation.
• Check to make sure all fasteners are secure.
• Check to make sure the upright lifts and lowers • Excessive looseness in carriage or upright roller
smoothly with and without a capacity load. shimming.
• Check for visible damage to components.
Upright and Carriage Weldments
Forks Inspect the upright and carriage for:
• Check function and security of the fork latch. • Debris or foreign objects on the components.
• Inspect the forks for cracks, especially the hanger • Bent, cracked, or broken components.
and heel areas. • Undesirable wear on or contact between compo-
• Check for wear in the fork heel. If heel wear is evi- nents.
dent, perform the extended inspection. • Irregular roller patterns and signs of excessive
• Inspect the fork hanger and carriage fork bar for wear or scraping on the rails.
excessive wear.
• Inspect for bent forks.
Lift Chains
Inspect the chains for:
• Proper lubrication. The links should have a coat of
oil on all surfaces. Lubrication oil should penetrate
completely into chain joints.
SM 810 34-3-2
Group 34, Uprights
Hydraulic System Fork Bending

Overloading, glancing blows against solid objects, or
Inspect the upright hydraulic system components for:
picking up loads unevenly can bend or twist a fork. Use
• Damage or wear on all hoses and hydraulic tubes. the following procedure to check for fork bending.
• Leaks on hoses, fittings, or valves. 1. Place a 50 x 100 x 610 mm (2 x 4 x 24 in) wood
• Leakage on the cylinders. block flat on the fork. Make sure the block is not
• Excessive drift in lift or tilt operations. resting on the heel radius.
Extended Inspection
The extended inspection should be performed whenever
the basic visual inspection indicates upright problems, as
specified for PMs, or at least every 2000 hours.
Forks
Forks have a limited service life because of wear and
fatigue. Forks should be tested every 50-250 hours using a
visual inspection, a fork thickness check, a fork bending
check, and a fork gap check. If replacement is necessary, Fork Bending Check
always replace the pair to ensure fork integrity. 2. Set a carpenter’s square on the block against the fork
Fork Alignment shank
1. Park the truck on a flat, even surface, tilt upright to 3. Check the fork 508 mm (20 in) above the blade to
vertical position, and set forks 25-50 mm (1-2 in) make sure it is not bent more than 14.5 mm (0.6 in) at
above the ground. the maximum.
2. Compare fork arms to be sure they are straight, on 4. If blades are bent over the 14.5 mm (0.6 in) allow-
the same plane (level), and the same length. ance they should be replaced as a set.
See Section 7, “Fork and Carriage Removal and Replace-
3. Measure the distance from the fork tips to the ment,” for procedures to remove and replace the forks.
ground. The height difference between the forks tips
should be no more than 6mm(1/4in). Fork Fatigue
Fatigue cracks normally start in the heel area or on the
Fork
underside of the top hanger. If cracks are found, the fork
Hanger Shank should be replaced. Dye penetrants or magnaflux can be
used for a more accurate inspection.
Fork Wear and Heel Wear
Industrial Truck Association (ITA) standards require that
a fork be removed from service when the blade or heel
thickness is reduced by 10% over its original thickness. If
the heel is 10% smaller than the arm, the load capacity
could be reduced by 20%. A 5,000-pound (2272 kg)
6mm(1/4in ) max. capacity fork with 10% wear can only safely handle 4,000
pounds (1818 kg).
Fork Arm Height
Use of fork wear calipers are recommended (Clark part
4. If the fork tips are not aligned within the specified number 1803641) to gauge fork wear as follows:
6mm (1/4in) difference, the cause of the problem
1. Use the outside jaws of the caliper to measure fork
must be determined and corrected before returning
thickness in the shank area of the fork.
the truck to service. If replacement is necessary,
always replace the forks in a set.
SM 810 34-3-3
Group 34, Uprights
Chain Wear (Stretch) - All Lift Chains

Lift chain stretch due to wear in the joints can be mea-
sured using a measuring tape or Clark’s chain check ruler.
Chain Check Ruler - Clark Part Number 59-960-9908

NOTE
When any section of the chain has worn and increased its
Hold the caliper square and use light pres-
original length by 3% or more, the chain must be replaced.
sure to squeeze the outer jaw tips against the
When checking chain wear, always measure a segment of
fork shank. Take care not to accidentally
the chain that rolls over a sheave.
alter the reading of the calipers.
2. Check the fork blade area to the inside jaws of the

caliper.
3. If the inside jaws fit over the fork in the blade area,
wear exceeds allowable 10% wear and a new set of
forks should be installed.
Fork Hanger Wear and Carriage Fork Bar Wear
Inspect the fork hangers and carriage fork bar. Excessive
wear can cause the fork to disengage the fork bars or
reduce fork hanger life. IMPORTANT
Never replace a single chain in a set. Always
Fork hanger replace the two chains in a set for consistent
lift operation. Always replace anchor pins
when replacing chains.
Carriage
hook fork
1. For example, measure a 305 mm (12 in) segment of
the chain that does not roll over a sheave and count
the number of links in the segment.
• If fork hangers are excessively worn, replace the 2. Find an area of the chain that normally runs over the
forks as a set. sheave. This can usually be identified by wear on the
• If carriage fork bar is excessively worn, replace the plate edges that roll over the sheave.
carriage.
3. If the same number of links measures over 315 mm
IMPORTANT (12.36 in) the chain must be replaced.
Welding is not recommended for repairing If using a chain check ruler, see instructions on the ruler.
forks or carriage. Replace the worn parts Chain replacement procedures appear in Section 6.
with new parts.
Chain Length
Lift Chains IMPORTANT

Perform a chain length check and adjust-
The following checks should be performed every 50-250 ment every 50-250 hours. Checks and adjust-
hours to ensure correct chain performance See Section 6 ments should also be performed to adjust for
for more complete chain inspection and maintenance pro- chain stretch and tire wear.
cedures.
SM 810 34-3-4
Group 34, Uprights
Chain length must be adjusted if: • Inspect roller contact patterns on the rail sections.
Roller contact patterns should be smooth and regu-
• The fork-to-ground clearance is less than 5 mm
lar.
(.20 in) or more than 25 mm (1.0 in) when the
− In some applications, it may take up to 500
upright is vertical.
hours of operation to develop a roller contact
See Section 6 for chain length adjustment procedures. pattern on the flange of the rail.
− In applications where heavy loads are common,
a rail lubricant may be required to allow proper
wear-in on the roller.
Chain Tension
• Check rails and carriage for wear due to undesir-
IMPORTANT able contact between components. Such contact
Center any auxiliary attachments before can be an indication of broken rollers, loose com-
beginning tension check ponents, foreign objects or debris on the upright, or
a broken weldment.
1. Raise the upright enough to put tension on the chains − If contact or rubbing exists, the condition must
to be checked. be corrected immediately.
− Rail and carriage weldments with damage
2. Push the chains forward and pull them backward; the should be replaced.
amount of tension should be equal on both sides.
• Tie bar areas should be free of foreign objects and
debris. The roller area of the rail should be cleaned
! WARNING every 500-1000 hours in a normal application.
Do not reach through the upright to push − In applications where excessive amounts of
chains for tension check. contaminants settle in the rail channels, clean-
ing may be required on 50-250 hour intervals.
3. If one chains moves more than the other; − If excessive contamination exists, the rollers
a. Lower the forks to ease tension on the chains. should be exposed and the bearing seal areas
b. Adjust chain adjustment nuts for equal tension on cleaned thoroughly.
both chains. See Section 6 for chain adjustment See Section 4 for carriage roller and upright
procedures roller removal and installation.
4. Repeat the tension test and make adjustments until
the tension is equal on both chains when the carriage
and upright are raised.
Carriage and Upright Weldments

The carriage and upright should be checked for fatigue
cracks and bent components every 2000 hours or every
year. Fatigue cracks start in areas of stress after a high
number of load cycles. Stress concentrations typically
exist in welded joints, in the area around a welded joint, or
in the corners of parts. Dye penetrant, magnaflux, or other
crack detection methods can be used to find or trace
cracks. If cracks are found in any structural weldment, the
component should be replaced before returning the truck
to service.
• Bent components indicate excessive loading or
high impacts to the weldments. Bent components
are usually structurally damaged and should be
replaced.
SM 810 34-3-5
Group 34, Uprights
Carriage and Upright Rollers Carriage and Upright Main Load Rollers
Inspect the carriage and upright main load rollers for bro-
Carriage Thrust Rollers ken, loose, or rough bearings. Defective rollers should be
The carriage uses two types of thrust rollers. replaced.
Shoulder
• The external thrust roller runs along the outside
flange of the inner rail to control lateral load on the Roller shaft
carriage. shims
Bearing outer race
Indications of broken or damaged rollers include:

• Part of all of roller bearing missing
• Bearing outer race loose
Thrust roller • Scraping noise from the upright
• Scraping of carriage fork bar on inner rail (carriage
rollers)
• Upright rail sections scraping together (upright
rollers)
Both types of thrust rollers should be checked for smooth
rotation, seal integrity, radial bearing tightness, and a tight • Upright misstaging
cap screw. A roller should turn smoothly without sticking • Excessive looseness of the rail section or carriage
demonstrated by the following load test.
and be grit free. Replace the roller if any defect is found.
NOTE
External thrust roller cap screws have a locking patch to
Some grease will purge from the bearings in
prevent the cap screw from backing out. Repeated
the first 100-200 hours of operation. This is
removal will deteriorate the ability of the patch to hold the
not necessarily a sign of a failed roller bear-
cap screw. If the cap screw is backing out without hold-
ing seal.
ing, a new cap screw is recommended. The cap screw can
also be cleaned and set using thread locking compound
Load Test
Loctite 271 (Clark Part 1802302). The internal thrust roll-
A load test helps you to determine the amount of clear-
ers use a jam nut to ensure that the bearing remains
ance between the moving upright parts. The upright
secure.
requires some lateral movement between the interlocking
NOTE rails and the carriage. But, too much or too little clearance
Some grease will purge from the bearings in can be the cause of binding and uneven operation.
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear- ! WARNING
ing seal.
An upright or carriage can move unexpect-
edly during service procedures causing
The external thrust rollers are not adjustable. The internal
severe injury:
thrust roller adjusts using a locking cam on the mounting
cap screw. See Section 4 for roller replacement and inter-
nal thrust roller adjustment procedures.
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
upright.
Failure to follow these warnings can result in
serious injury.
SM 810 34-3-6
Group 34, Uprights
1. Place a capacity load on the forks and secure it to the 1. Excessive lateral (side-to-side) movement in the
carriage. upright rail sections
2. Excessive lateral shift in the upright at, or near, full
! CAUTION maximum fork height (MFH)
Test load must be stacked stably, not extend 3. Irregular roller patterns on the rail.
beyond the pallet, and be secured on the pal-
let. Operate the truck only from within the Signs of over shimming include:
operator’s compartment. 1. Mis-staging or hanging up of the upright
2. Tilt the upright back slightly and raise the upright to 2. Excessive wear in the rail web
its maximum extension several times. Note the 3. Premature bearing failure.
smoothness of operation, the carriage play, and play Perform the following roll pattern check and the load test
between the rails. if the need for roller shimming is suspected. See Section 4
3. Move the load 102 mm (4 in) off center on the forks for detailed clearance measurement procedures.
and resecure it to the carriage. Roll Patterns
4. Raise the upright to its maximum extension and Impressions made by rollers on upright rails are called roll
lower the load to the floor several times. patterns. Roll patterns can provide indication of the need
for upright or carriage adjustment.
5. Repeat the step, moving the load 102 mm (4 in) off
center to the other side.
! WARNING
6. Raise the upright to its maximum extension and
lower the load to the floor several times.
any checks or adjustments.
Carefully observe the smoothness of operation, particu-
larly in carriage play, and play between the rails. If any
1. Elevate the carriage about 4 feet (1.3 m).
unusual movement, staging, or noise occurs during the
test, correct the problem before returning the truck to ser- 2. Apply a light, thin layer of grease to the roller con-
vice. Continue with the following roller shimming checks tact area.
if too much play is evident in the carriage and rails in the
3. Lower the forks and pick up a capacity load. Raise
load test. The troubleshooting guide may also help to
and lower the upright several times.
identify specific problems with upright operation.
4. Back out from the load and raise the carriage.
Roller Side-Clearance
Compare the impressions of the rollers on each side of the
The carriage and upright rollers are shimmed between the
upright rails. The impressions should look the same on
inner race and the roller shaft shoulder to maintain mini-
both sides. Look for signs of metal scoring or gouging
mal clearance between the side of the roller and the web
which can indicate excessive pressure caused by damaged
of the adjacent rail. Shim adjustments help accommodate
or misadjusted rollers.
manufacturing tolerances and wear in the upright rail sec-
tions. Carriage rollers, including side-thrust rollers, and all
upright rollers can be checked by examining roll patterns.
If irregular impressions result from the checks, perform
the “Lift Cylinder Shimming Check” and the “Load Test”
to further diagnose problems.
See Section 4 for procedures to measure clearances and
adjust carriage or upright rollers.
Cylinders
Use the Drift Test, presented under “Hydraulic Checks”
Signs of loose shimming include: below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
SM 810 34-3-7
Group 34, Uprights
External Leakage (All Cylinders) Internal Leakage on Primary Cylinder

To check for external leakage on the primary cylinder: To check for internal leakage on the primary cylinder:
1. Clean the top of the gland and rod to remove any 1. Lift the upright to maximum height then lower forks
buildup of debris. completely.
2. Check rod surface for defects or unusual wear. 2. Cycle the upright 5-10 times through the first 2/3
• Nicks, burrs, or other sharp defects can cause dam- length of the primary stroke and lower forks com-
age to the seal and will lead to leaks. The rod pletely.
should be repaired or replaced.
3. Slowly lift the carriage 305-610 mm (1-2 ft) into the
• For piston-type cylinders, small blunt defects in secondary lift stage then lift to full extension.
the top and midsection of the rod can be tolerated
in this cylinder design. The high pressure sealing is 4. If the carriage does not lift to full height, the problem
over the last several inches of stroke. This type of is likely an internal leak and the cylinder should be
defect is acceptable if leakage is not evident. overhauled.
3. Check for external leakage from the cylinder barrel, 5. If the carriage does lift to full height, but you still
gland O-rings and backup ring, and the rod seal. suspect an internal leak, repeat the procedure with a
40-70% capacity load.
NOTE
The primary cylinder normally has approxi-
mately 100 ml (3.4 oz) of hydraulic fluid on
the rod side of the piston as a pre-charge.
Use the Drift Test, presented under “Hydraulic Checks”

below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
Internal Leakage on Piston-Type Lift and Secondary
Cylinders
To check for internal leakage in Standard lift and TSU
secondary cylinders:
1. Lift the upright to MFH then lower forks completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the lift cylinder stroke and lower forks
• The gland O-rings and backup ring are near-zero completely.
leakage seals. If, after cleaning the gland and tube,
oil accumulates to form a run, the O-rings and 3. Lift the upright to full MFH.
backup ring should be replaced (see Section 5). Watch for the lift cylinder to increase lift speed. If you see
• External leakage from the barrel requires replace- an increase in lift speed, one or both of the lift cylinders
ment of the barrel. have an internal leak and requires overhaul.
NOTE If the upright does not increase lifting speed, but you still
The seals are installed with lubricant and a suspect an internal leak, repeat the procedure with a
trace amount will be in the gland/tube inter- capacity load. If the upright does not extend to full MFH,
face area. the problem is likely an internal leak and the cylinder
should be overhauled.
4. After cleaning the top of the gland and the barrel,
cycle the upright 5-10 times. If a ring of oil forms to Lift Cylinder Shimming
run 3 mm (0.125 in) down the rod, the cylinder must The lift cylinders on both standard uprights and TSUs bot-
be overhauled or replaced. tom out at the end of the stroke to limit upright extension.
The upright has dual lift cylinders and the cylinders’
extension length must be equal. If not, “racking,” or side-
SM 810 34-3-8
Group 34, Uprights
to-side shifting, results. Rod extension length is made der drift test appears in Group 32, Section 2, “Tilt Cylin-
equal by using shims under the rod end of the cylinder. To der Checks and Adjustments.”
determine if shimming of the cylinders is required to pre-
vent racking, perform the following operational check: ! WARNING
! CAUTION edly during service procedures causing
Make sure truck is parked on level surface severe injury:
with parking brake applied and wheels Do not walk or stand under raised forks.
chocked; make sure overhead clearance is Keep clear of load and carriage when making
adequate to extend upright to its full height. any check or adjustment.
Keep your arms and fingers away from mov-
1. Center the forks or attachments on the upright. ing parts of the upright.
2. Check for equal chain tension.
upright.
3. Raise the upright from the retracted position to full Failure to follow these warnings can result in
lift height. Note the point when the lift cylinders serious injury.
reach the end of their stroke.
• If the upright shifts right or left noticeably, shim- 1. Raise upright with the rated capacity and carriage to
ming is required. its full extension and lower to a point halfway down
from full extension with the upright substantially
• Repeat the check three times before adding shims.
vertical.
NOTE
2. Shut off the truck. Apply the parking brake and
Offset or unbalanced loads and off-center chock the wheels.
attachments can cause the upright to shift
even with proper lift cylinder shimming. 3. With a pencil or chalk, make a mark across the rails
on one side of the upright.
See Section 5 for lift cylinder shimming procedure. Rack-
ing adjustments for tilt cylinders appear in Group 32, Sec-
tion 2, “Tilt Cylinder Checks and Adjustments.”
Hydraulic Plumbing
Use the Lift Cylinder Shimming Check, the Load Test,
and the following Drift Test to check the performance of
the hydraulic system.
1. Check all fittings for leakage. Disassemble fittings
and inspect the seals. Replace seals as required. See Mark upright
rails here
Group 40 for hydraulic fitting tightening procedures.
2. Check all hoses and tubes for wear and damage.
a. Hoses or tubes with scrapes or kinks should be
replaced. ! WARNING
b. Hoses with outer cover wear exposing the rein-
forcement braiding should be replaced. Keep clear of load and carriage when making
any checks or adjustments. Do not use the
upright to climb; use an approved platform.
Upright Drift
4. Wait ten minutes and recheck the mark. Measure
Drift tests check cylinder, main valve, and hydraulic cir-
and write down the distance the marks on the inner
cuit integrity under load pressures. A load is held elevated
and intermediate rails have drifted from the mark on
for an extended period to determine how much the upright
the outer rail.
“drifts” (moves) over a specified time period. A tilt cylin-
SM 810 34-3-9
Group 34, Uprights
5. If the rated load drift 50 mm (2 in) or more in the ten Consider rebuilding the cylinders if the first two remedies
minutes, read and follow the procedures presented in in this list are not successful. See Section 5 for removal,
“Drift Causes and Remedies.” overhaul, and replacement procedures for primary and
secondary cylinders.
! CAUTION
Test load must be stacked stably, not extend Trunnion Bearings
beyond the pallet, and be secured on the pal-
To check the Upright mounting:
let.
1. Check for missing, broken, bent, or loose mounting
Drift Causes and Remedies fasteners. Replace any damaged parts.
If drift of 50 mm (2 in) or more is evident under the rated
2. Upright removed from truck and pull out pins.
load, consider the following causes and remedies:
3. Check for bushing hole diameter by venier calipers.
• The main hydraulic valve is misadjusted, worn, or
defective. Fluid is leaking past the valve and caus-
ing the upright cylinders to drift. See Group 30 for
Grease nipple
hydraulic valve troubleshooting and service.
• Upright hydraulic circuit hoses or fittings are leak-
ing. Check the circuit components and repair as
necessary.
• Cylinder piston seals are worn, damaged, or defec-
tive allowing fluid past the piston causing drift.
• Primary cylinder or piston-type lift or secondary
Pin
cylinders have a check valve that allows oil to flow
back to the rod side of the cylinder. This check
valve may be clogged or defective. Inspect the
check valve for proper sealing and operation.
SM 810 34-3-10
Group 34, Uprights
Section 4
Carriage and Upright Roller Clearance Checks and Shim

Adjustments
IMPORTANT
! WARNING
haul, make sure the correct repair parts and/ Use an approved safety platform to reach the
or kits are available. upper areas of the upright. Never use the
upright as a ladder.
! WARNING
Introduction
edly: Standard upright assemblies have two lift roller sets
• Do not walk or stand under raised forks mounted on the rails, three lift roller sets mounted on the
• Kee clear of load and carriage when mak- carriage, and two external thrust roller set mounted on the
ing any check or adjustment carriage.
• Keep your arms and fingers away from
The triple-stage upright assemblies have four lift roller
moving parts of the upright.
sets mounted on the rails, three lift roller sets mounted on
• Block the carriage or upright when work-
the carriage, and thrust roller sets mounted on the car-
ing with the components in a raised posi-
riage. (see the “Roller Side Clearance Chart” on next
tion.
page.)
• Do not reach through open areas of the
upright. Each carriage and upright lift roller is nested within its
• Never attempt to move or align the rails adjacent rail set. The front “face” of the lift roller handles
by hand. Use a prybar. front-to-back friction and play between the nesting seg-
Failure to follow these warnings can result in ments of the upright assembly, the side “face” of the roller
serious injury. radius handles side-to-side friction and play. The rollers
SM 810 34-4-1
Group 34, Uprights
are canted (tilted) to allow the side face to bear properly tainty that the clearance is excessive, you perform the
on the web. checks given below.
Rail flange wear can cause excess play between the lift To correct excessive lift roller side clearance, you add
rollers and the rail flange. The only way to correct this is shims as described later in this Section. To correct internal
to install oversize rollers-only one size of which is avail- thrust roller clearance, you adjust thrust roller position as
able. If oversize rollers were fitted previously, the only described later in this Section.
remedy for excessive front-to-back play is to replace the
rail set. (carriage middle rollers are always standard-size
rollers; see “Oversize Rollers” later in this Section for
details on roller replacement.)
The gap between the roller “side” and the web of adjacent
rail set affects the side-to-side motion of the upright-
which should be as small as possible without causing the
sliding segments to bind. The same is true of the internal
thrust rollers.
You check the performance effect of the lift roller side
clearance and internal thrust roller clearance by means of
the load test described in Section 3. To evaluate with cer-
Roller Side Clearance Chart
Roller Set #1 Carriage

Roller Set #2
Roller Set #3
Inner Rail Set
Roller Set #4
Roller Set #5
Intermediate Rail Set
(TSU only)
Roller Set #6
Roller Set #7
Outer Rail Set
Web Area Gap at Mimimumm Span of Rail Set Gap at Maximum Span of Rail Set
Roller Set# Forming Gap Targeta Allowedb Targeta Allowedb
(mm) (in) (mm) (in) (mm) (in) (mm) (in)
#1 Front, Inner railc 0.5-1.5 0.02-0.06 0.05-1.25 0.02-0.05 d d 2.25 0-0.09
#2 Front, Inner rail 0-0.75 0-0.03 0-1.5e 0-0.06 d d 2.25 0-0.09
#3 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#4 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#5 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#6 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#7 Back, Outer rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
a. Target is the desired gap after reshimming the roller set. d. Ideal is same as final measured gap at minimum width point of rail set.
b. Allowed is the acceptable gap when checking roller set. e. Measured at top of inner rail.
c. Internal side thrust rollers should extend 0.25-0.50mm(0.01-0.02 in)
beyond #1 rollers.
SM 810 34-4-2
Group 34, Uprights
Roller Side Clearance Checks 2. Position the carriage or rails so that the roller set you
want to check is at the mark for the narrowest span
The same basic procedure is used for checking all the lift on the adjacent nesting rail set.
rollers. That general procedure is given in the subsection
directly below. Special instructions for specific rollers fol-
low that subsection. Follow those directions (in the sub-
section called “Directions for Checking Specific Rollers”) Narrowest
span
and you will be directed to general and specific informa-
tion you need.
General Roller Side Clearance Checking Pro- Widest

cedure span
For each roller set, you need to measure the gap between
the outside face of a roller and its adjacent nesting rail. In
general, the lift roller side clearance check procedure is as Example of Aligning Roller Set with Widest and
follows: Narrowest Spans Marked on Adjacent Rail Set.
Rail sets are shown separated for clarity.
1. With the spanner tool, find and mark the narrowest
and widest spans in each rail set at the roller-contact 3. Clamp the rails together opposite the roller you
areas in the rail webs: intend to check. Use wooden shim blocks to protect
• Inner Rail Set-Mark narrowest and widest spans the rails. Place clamp as close to roller as possible.
for both the front and back web areas. Torque clamp to 25 N⋅m (20 ft-lb).
• Outer and Intermediate Rail Sets-Mark narrowest
and widest spans for the back web area only.
Back
Area
Web 4. Measure the gap with a feeler gauge. Make sure

roller is tight against its shoulder. Write down the
result.
Front
Area
Web Areas on Typical Rail Set

Gap
Measure
here.
5. Repeats steps 2 through 4 for the widest span marked

on the rail set.
Spanner Tool. Clark Part #180109
SM 810 34-4-3
Group 34, Uprights
6. If the clearance at the widest rail set span is more Top Carriage Rollers and Internal Thrust Rollers
than 2.25 mm (0.09 in), the roller set needs shim-
1. Move the top carriage lift roller to the narrowest span
ming.
on the inner rails set.
If the clearance at the narrowest rail set span is more
than 1.0 mm (0.04 in), the roller set should be 2. Clamp rail to one side as in general procedures.
shimmed; however, it is OK for the middle carriage Check clearance of lift roller on clamped side.
roller gap to be up to 1.5 mm (0.06 in).
Measure gap here Measure gap here
7. Repeat entire procedure for each roller set, following (step2). (step3).
the instructions in “Directions for Checking Specific
Rollers” below.
Directions for Checking Specific Rollers

Use these directions to supplement the general procedures
given above.
Carriage Rollers
Bottom Carriage Rollers
Follow the general procedure above.
Contact the web and cause the lift roller to stand off
Middle Carriage Rollers from the web by .01 to 1 mm (0.001-0.03 in).
The middle rollers are difficult to access and require the
following special procedures. 3. Check clearance on lift roller opposite clamped side
as in the general procedures. If clearance is greater
1. Raise the carriage until the middle rollers are at the than 1.25 mm (0.05 in), the roller set should be
top of the inner rails. shimmed.
2. Measure roller side clearance at the top of the inner 4. Move clamp to opposite side and check clearance on
rails. Note measurement here: clamped side as in step 2 directly above. Gap should
_____________________. be 0.01-1.0 mm (0.001-0.03 in).
If gap is less than 1.5 mm (0.06 in), shimming is not
required. 5. Move the top carriage lift roller to the widest span on
If gap is more than 1.5 mm (0.06 in), check clearance the inner rail set and check clearance as in general
at narrowest span by comparison with the top of the procedures.
rail set as follows:
a. With spanner tool, measure span of inner rail set Upright Rollers
at top of the front web area. Note measurement
here: _____________________. 1. Remove the carriage as described in Section 7 of this
b. With spanner tool, measure span of inner rail set Group.
at narrowest span of front web area. Note mea-
2. Fully extend the upright making sure carriage hoses
surement here: _____________________.
and chains are secured out of the way to prevent
c. Subtract measurement in step b from measure-
damage.
ment in step a, Write result here:
b-a= _____________________. ! WARNING
If the calculated gap is less than or equal to the
gap measured in step 2, the roller set does not
edly:
require shimming. Otherwise, the roller set
• Do not walk or stand under raised forks
should be shimmed.
• Keep clear of load and carriage when
making any check or adjustment
upright.
SM 810 34-4-4
Group 34, Uprights
• Never attempt to move or align the rails Oversize Rollers

by hand. Use a prybar.
• Use an approved safety platform to reach At the time of roller shimming, you may
the upper areas of the upright. Never use want to replace the lift rollers with oversize
the upright as a ladder. rollers to counter rail flange wear as
Failure to follow these warnings can result in detected by inspection and the load test.
serious injury. Because there is only one size of oversize
rollers, you can install them only if they
3. Follow the “General Roller Side Clearance Checking were not installed previously.
Procedure” given earlier in this Section.
The clamping procedure is as illustrated below. Identify oversize rollers as follows: If a
roller is oversize, it has an indented radius
in the outer edge of its mounting side, as
shown below.
Lift Roller Shimming

You need to shim lift rollers if the roller side clearance
checks indicated that clearance was excessive at either the
narrowest or widest span of the roller set’s adjacent rail
set.
Your objective in shimming is to add only enough shims
to bring the clearances at both the widest and narrowest
spans into tolerances. In practice, you achieve this by
shimming to obtain the smallest possible clearance at the
narrowest span of the rail set.
Carriage Roller Shimming

Using the measurement you recorded in previously in the
“Roller Side Clearance Checks,” determine the number of
shims required to reduce the carriage roller clearance at
the narrowest span on the inner rail to 0-0.75 mm (0-0.03
in):
1. Remove the carriage as described in Section 8, “Fork
and Carriage Removal and Replacement.”
2. Remove the rollers (note the number of shims
already on the roller shafts, if any).
• Clean and inspect roller bearings, shims, and

shafts.
• Replace any defective parts.
SM 810 34-4-5
Group 34, Uprights
3. Add shims to the top and bottom rollers as deter- Upright Roller Removal
mined in the previous steps. 1. After the carriage has been removed, lower the
• Install shims with the same number on each side. upright rails until both of the secondary (final) lift
• When an odd number of shims is required, always cylinders are completely collapsed.
place the odd shim on the same side on all roller 2. Jack the truck and block under the frame so that the
sets. bottom of the upright is approximately 254 mm (10
4. Use a straight bar to determine the number of shims in) off the floor. See “Lifting, Jacking, and Blocking”
to add to the middle roller shaft as shown in the fol- in Group SA for safe procedures.
lowing illustration. This shimming may be asymmet- 3. Set the parking brake and block the steer wheels.
ric, meaning the numbers of shims do not have to 4. Tilt the upright to as near vertical as possible.
match those of the top and bottom rollers.
5. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
and Hi-LO uprights or intermediate rails on triple-
stage uprights. Lift hoist to remove slack from the
-0.25 to +0.25 mm strap.
(-0.01 to +0.01 in) gap
5. Reinstall all bearings; torque top roller fasteners to

40-45 N⋅m (30-33 in-lb).
Carriage internal thrust rollers must be adjusted after the
carriage is shimmed. Adjust as described previously.
6. Disconnect the flow control valve manifold from the

Upright Roller Shimming upright bracket.
Use the following procedures to remove, shim, and
replace rollers. Use the preceding checks to determine the
Valve
number of shims required to reduce the roller clearances
to 0.75 mm (0.03 in) or less.
! WARNING
Use an approved safety platform. Never use
the upright as a ladder.
Cap screw
(2ea)
! CAUTION
The carriage should be removed for shim-
ming or when any service is performed on
the upright. See Section 8, for removal and
replacement procedures.
SM 810 34-4-6
Group 34, Uprights
7. Secure the cylinder to prevent its falling and discon- Roller Removal, Shimming, and Replacement
nect the cylinder rod retaining bolts. To add shims to, or replace the rollers:
1. Use a puller to remove the rollers from the posts. Or,
gently pry the rollers off the posts. Pry at different
points around the bearing to work it off. Do not dam-
age the bearing seals on the backside of the roller.
2. Inspect all roller components when removed:
NOTE
For 4-hose adapters, you must disconnect the
hose sheave and bracket. This is not neces-
sary for 2-hose adapters.
8. Move the sheave with the hoses and any other con-
nected components out of the way. a. Clean and inspect the rollers, shims, and roller
shafts.
9. Disconnect the rail cylinders by raising the rails to b. Bearings should be in good condition and allow
free the cylinder rod ends from the tie bar. Tilt the the roller to spin smoothly with a true rotation.
cylinders inward and secure out of the way of the tie c. Clean rail sections and add lubricant if necessary.
bars. d. Replace any worn or damaged component.
10. Lower the assembly completely to expose the rollers. 3. If the clearance check indicated an even number of
The lower roller set of the inner rail and upper roller set of shims needed, split the number evenly between the
the outer rail on standard and triple-stage uprights are now rollers on either side of the upright.
exposed for shim adjustment. 4. If the clearance check indicated an odd number of
shims needed, keep the odd number to the same side
on all rails of the upright. If three shims are needed,
for example, add one to the rollers on the left side.
Add the other two on the rollers on the right side.
5. Reposition the rollers onto the roller shaft and use a
plastic or hard-rubber mallet to gently tap the roller.
Seat the roller evenly by continuing to tap gently
until it is fully seated and snug against the added
shims.
SM 810 34-4-7
Group 34, Uprights
Upright Reassembly 3. Reconnect the cylinder rod retaining bolts. Torque

The following steps detail the procedures for reassem- rod retaining bolts to 40-45 N⋅m (30-33 ft-lb).
bling the upright.
! WARNING
The upright can move unexpectedly:
upright.
• Never attempt to move or align the rails
by hand. Use a prybar.
serious injury.
1. Connect the lifting strap to the inner rail on standard 4. Reconnect the load lowering flow valve to the
uprights or intermediate rails on triple-stage uprights upright bracket. Torque nuts to 20-25 N⋅m (14.8-18.5
and raise the rails just high enough to clear the lift ft-lb).
cylinders. Use a prybar to guide the rails and allow
the rollers to reenter the rail channel.
Valve
Cap screw
(2ea)
5. Jack up the truck only enough to remove the block-

ing and slowly lower the truck so that its full weight
2. Reposition the rail cylinders and slowly and carefully is on the floor.
lower the rails to seat the rod end into the mounting.
6. Replace the carriage and forks.
7. Test the upright lift and tilt functions; make sure all
upright components work correctly and smoothly.
Check for overshimming as described in the next
subsection. Repeat the load test to make sure the
upright works correctly under load. When you are
sure all components are operating correctly, perform
the chain adjustment checks in Section 3 before
returning the truck to service.
SM 810 34-4-8
Group 34, Uprights
Overshimming
Use these steps to check for overshimming:
1. With the forks removed, lift the upright to maximum
fork height.
2. Slowly lower the upright.
• The carriage should not bind or hang up at any
point along the rails.
• If the carriage binds or hangs up, and the rails are
not clogged with grease or debris, the carriage
requires reshimming. See “Troubleshooting” for
other mis-staging problems.
SM 810 34-4-9
Group 34, Uprights
Section 5
Cylinder Removal, Shimming, Overhaul, and Replacement
Cylinder Types 2. Attach a hoisting strap to the tie bar of the inner rail
or intermediate rail tie bar of TSU.
Standard uprights use two lift cylinders. Triple stage
uprights use three cylinders, one primary cylinder, and
two secondary cylinders. Primary cylinder used on triple-
stage uprights (TSU) are piston cylinder. The lift and sec-
ondary cylinders used on standard, Hi-Lo, TSU are piston
cylinders or ram type cylinders.
IMPORTANT
haul, make sure the correct repair parts,
seals, and gasket sets are available.
Upright
Upright Type Number Cylinder Type
<C40-50s> ! CAUTION
STD pneu S4501 Piston-type Lift Cylinder Make sure hoisting equipment is of adequate
TSU pneu T4501 Piston-type Secondary Cylinder capacity and in good working order.
FFL pneu F4501 Ram-type Secondary Cylinder
<C55s> 3. Remove the cylinder rod retaining bolt.
STD pneu S5002 Piston-Type Lift Cylinder
TSU pneu T5002 Piston-Type Secondary Cylinder
FFL pneu F5002 Ram-type Secondary Cylinder
! CAUTION
To remove, or partially remove, the cylinders
from the upright for shimming or overhaul,
start with the truck in a safe position:
• Ignition off
• Parking brake applied
• Directional lever in neutral
4. Slowly lift the inner (or intermediate) rails off the top
• Forks lowered completely of the cylinder to expose the cylinder rod top.
• Wheels blocked.
! CAUTION
Lift Cylinder Shimming Procedure Block rail in up position.
To shim the lift cylinders to correct unequal cylinder 5. Insert shim(s) over rod end of cylinder with the
stroke: shorter stroke to compensate for unequal stroke
length.
1. Fully lower upright until both lift cylinders are col-
lapsed. 6. Slowly lower the inner or intermediate rail back onto
the rod ends.
SM 810 34-5-1
Group 34, Uprights
4. Remove the pins, draw the chain through the sheave,

! WARNING and drape the chain over the carriage.
Do not try to maneuver the cylinder or rails
with your hands. Use a prybar.
7. Replace cylinder rod retaining bolt to secure rod end

into inner or intermediate rail mounting hole. Torque
the cylinder rod retaining bolts to 20-25 N⋅m (14.8-
18.5 ft-lb).
8. Repeat the racking test and adjustment until no rack-
ing is evident during upright lift extension.
9. Check all upright functions before returning the truck {z|G| mmsG|
to service.
5. Remove the snap ring holding the chain sheave (and
hose bracket, if equipped) on the rod end and move
Primary Cylinder Removal and assembly off top of rod.
Replacement (TSU)
΄ΟΒΡ͑ΣΚΟΘ
Remove the primary cylinder for replacement only. Cylin-
der can be overhauled without removing it from the
upright. See “Cylinder Overhaul” for procedures.
1. Make sure the cylinder is completely collapsed and
pressure is released.
2. Disconnect and cap the hydraulic line at the base of
the cylinder.
6. Disconnect cylinder mounting bolts and cylinder

base mounting bolts.
Load lowering
flow valve
Primary
cylinder
3. Remove and discard cotter pins from chain anchor

bolt pins on the cylinder.
Use these steps in reverse to replace the cylinder. Check

Group 40 for hydraulic fitting tightening procedures.
SM 810 34-5-2
Group 34, Uprights
Lift and Secondary Cylinder Removal & Hi-Lo uprights and inner and intermediate rails on
triple-stage uprights.
and Replacement
Only piston-type lift and secondary cylinders must be
removed from the upright for overhaul. The cylinder
gland and rod can be removed for overhaul while leaving
the cylinder tube mounted on the truck.
1. Make sure the cylinders are completely collapsed
and pressure is released.
2. Tilt the upright to as near vertical as possible.
3. Using a hoist and lifting strap of adequate capacities,
lift the carriage to access the hydraulic lines at the
base of the cylinders.
! CAUTION 7. Disconnect the cylinder rod retaining bolts.

Make sure hoisting equipment is of adequate
capacity and in good working order.
4. Disconnect and cap the hydraulic line from the base

of each cylinder. Remove the mounting bolts from
the manifold block.
Secondary
cylinder
8. Remove the cylinders by raising the inner rail (and

intermediate rail on the triple stage upright) to free
the cylinder rod ends from the tie bar.
Regulator 9. Remove any shims and note number and location.
valve
10. Lift the cylinders off the base mount.
Use these steps in reverse to replace the cylinders. Torque
Load lowering
flow valve the cylinder rod retaining bolts to 40-45 N⋅m (30-33 ft-lb).
5. Lower the carriage Cylinder Overhaul

6. Using a hoist and lifting strap of adequate capacities, Use these steps to overhaul the primary and lift and sec-
connect the lifting strap to the inner rail on standard ondary (TSU) cylinders.
NOTE
During overhaul, set rod or cylinder on a
work bench with adequate support for safe
and convenient disassembly. Two sets of 4x4
in (100x100 mm) “V”-notched blocks are
helpful; one set for the cylinder barrel and
one set for the piston rod. The blocks prevent
nicks and scratches from harming the piston
or rod.
SM 810 34-5-3
Group 34, Uprights
Cylinder Disassembly a. Remove the check valve from the piston for
inspection and cleaning by removing the snap
• To overhaul the primary cylinder, it is not neces- ring from the piston bore.
sary to remove the cylinder from the upright.
Instead, free the rod end of the cylinder as
explained in “Cylinder Removal.”
• To overhaul piston-type cylinders, you should
remove the cylinders from the upright as explained
in “Cylinder Removal.” The cylinders have seals
on the piston, and the rods must be removed for
seal replacement.
Check Valve. Arrow shows direction of flow
1. Clean the rod-end and gland thoroughly to prevent
contamination from falling into the cylinder during b. Use a blunt hook to pop the check valve out.
disassembly. IMPORTANT
2. With a blunt punch or chisel, bend the lock ring out Use extreme care that you do not make nicks
of the locking grooves of the gland. and burrs on the interior surface area of the
cap or cylinder or the piston.
3. Use a spanner wrench to remove the gland. Reuse the
lock ring if undamaged.
Parts Inspection and Service
4. Carefully lift the rod out of the cylinder and place in
a clean area. 1. Clean all parts completely in a suitable solvent. Dry
all parts with a soft clean cloth.
5. Inspect the tube and tube end for damage and cover
the cylinder tube end to prevent contamination. 2. Inspect cylinder barrel and bore for cracks, pining,
scoring, or other irregularities that may require
6. Remove all rings and seals from the piston and the
replacement of the barrel.
gland.
3. Inspect the piston and rod for nicks, scratches, scor-
Dust Wiper ing, or other defects that may demand new parts.
Wear Ring 4. Check all gland and piston seal grooves for nicks,
burrs, and scratches that can damage seals during
Rod(U-cup)
Rod reinstallation.
Seal
Gland Piston 5. Inspect and clean the check valves.
Wear Ring 6. Inspect all seals, including the check valve O-ring.
Piston Seal
NOTE
O-Ring Wear Ring Minute imperfections inside the cylinder bar-
O-Ring Check Valve rel or on the piston or rod may be improved
O-Ring for acceptable use by careful honing. How-
Spacer
ever, removal of material that produces a
Washer
notch, groove, or out-of-roundness may cause
Rod Snap Ring
excessive leakage during operation and a
shortened life.
7. For piston-type cylinders: 7. Use new parts as necessary. Always use the Packing
Kit listed in the parts manual. New kits include all
the seals, wiper rings, wear rings and O-rings neces-
sary for the particular cylinder.
SM 810 34-5-4
Group 34, Uprights
Cylinder Reassembly the piston. Install the cylinder seal from the top of
the rod.
Take care when installing these parts to make sure that no
parts are damaged. Piston Seal
1. Coat all packing, seals and rings in clean, hydraulic

oil (Clark part number 1800236 qt., 1802155 gal.)
prior to reassembly. Coat the inside of the gland nut
bore with hydraulic oil.
2. Replace the rod seal (groove toward bottom of cylin-
der), rod wiper, and O-ring and back-up ring on the
gland.
4. For protection against corrosion, lubricate spacers
O-Ring
(where used) with petroleum-based hydraulic fluid.
Bushing
Slide the spacer onto the rod.
Back-Up Ring
5. Insert the piston and rod into the cylinder. Be careful
not to scratch or damage the cylinder gland nut
Rod Seal threads.
Dust Wiper 6. For primary cylinders, add 3.4 oz (100 ml) of
hydraulic oil into the cylinder on the rod side of the
piston.
NOTE
O-rings should be carefully installed to elimi- 7. Install the lock ring onto the gland. Lubricate cylin-
nate cuts or twisting. der threads and screw gland onto cylinder. Be careful
not to damage gland seal. Make sure the gland is
3. Replace the piston seals: fully seated on the cylinder barrel. Deform the lock
a. Primary cylinder pistons require a piston seal and ring into slots in the tube and the gland.
wear ring. Install the piston seal from the top of 8. Check the assembly by making sure the piston slides
the rod. Use a ring compressor to compress the freely in and out of the cylinder.
piston seal. This prevents damage to the seal dur-
ing reassembly. 9. Tighten the gland nut:
• On primary cylinders, tighten the gland nut to 843
Wear Ring
N⋅m (622 ft-lb).
Check Valve
Piston Seal • On lift and secondary cylinders, tighten the gland
nut to 588 N⋅m (434 ft-lb).
b. Piston-type lift and secondary cylinder require a

cylinder seal, a back-up ring, and a wear ring on
SM 810 34-5-5
Group 34, Uprights
This competes the cylinder repair procedure. Replace the for correct carriage and rail position. When all adjust-
cylinders as described in “Cylinder Removal and Replace- ments are completed, return the truck to service.
ment.” Complete the chain length adjustment in Section 3
Typical Piston-Type Standard Upright Lift and TSU TSU and FFL Primary Cylinder
Secondary Cylinder
SM 810 34-5-6
Group 34, Uprights
FFL Secondary Cylinder
SM 810 34-5-7
Group 34, Uprights
Section 6
Upright Chain Inspection, Adjustment, and Replacement
Chain Configuration-Standard Uprights
SM 810 34-6-1
Group 34, Uprights
Chain Configuration-Triple Stage Uprights
SM 810 34-6-2
Group 34, Uprights
Chain Configuration - FFL Uprights
SM 810 34-6-3
Group 34, Uprights
Periodic Inspections resulting in pin rotation. When chain is allowed to operate

in this condition, a pin, or series of pins, can begin to twist
Each 50-250 hours of operation (more frequently in out of a chain resulting in failure. The pin head rivets
severe or extreme environments), chains should be should be examined to determine if the "VEE" flats are
inspected and lubricated. Inspection should focus on the still in correct alignment. Chain with rotated/displaced
following: heads or abnormal pin protrusion should be replaced
immediately. Do not attempt to repair the chain by weld-
Elongation ing or driving the pin(s) back into the chain. Once the
press fit integrity between outside plates and pins has been
When a length of 12.00 inches (305 mm) of new chain has altered, it cannot be restored. Any wear pattern on the pin
elongated to a length of 12.360 inches (315 mm), it should heads or the sides of the link plates indicates misalign-
be discarded and replaced. It is important to measure the ment in the system. This condition damages the chain and
chain in the section that moves over the sheaves because it increases frictional loading, and should be corrected.
receives the most frequent articulation. Measuring the
chain near its clevis terminals could give an erroneous
reading as it would not have flexed as frequently, if indeed
at all, as nearer the middle of the assembly.
Turned pins and abnormal pin protrusion.
Chains should be replaced when wear exceeds 3% or Cracked Plates

when 12 inches (305 mm) of chain is stretched 3/8 inch
(10 mm). The chains should periodically be inspected very care-
fully, front and back as well as side to side, for any evi-
dence of cracked plates. If any one crack is discovered,
Edge Wear the chain(s) should be replaced. It is important, however,
to determine the causes of the crack before installing new
Check the chain for wear on the link plate edges caused by
chain so the condition does not repeat itself.
running back and forth over the sheave. The maximum
reduction of material should not exceed 5%. This can be • Fatigue Cracking - Fatigue cracks are a result of
compared to a normal link plate height by measuring a repeated cyclic loading beyond the chain's endur-
portion of chain that does not run over the sheave. Dis- ance limit. The magnitude of the load and fre-
torted or battered plates on leaf chain can cause tight quency of its occurrence are factors which
joints and prevent flexing. determine when fatigue failure will occur. The
loading can be continuous or intermittent (impulse
load).
Worn contours and worn surfaces on the outside links or

pin heads should not exceed 5% of new link height. Fatigue cracks generally run from the pin hole toward the
edge of the link plate approximately 90o from the line of
Turning or Protruding Pins pull.
Highly loaded chain operating with inadequate lubrication Fatigue cracks almost always start at the link plate
can generate abnormal frictional forces between pin and pin hole (point of highest stress) and are perpendic-
link plates. In extreme instances, the torque could surpass ular to the chain pitch line. They are often micro-
the press fit force between the pins and the outside plates, scopic in their early stage. Unlike a pure tensile
SM 810 34-6-4
Group 34, Uprights
failure, there is no noticeable yielding (stretch) of Ultimate Strength Failure

the material.
This type of failure is caused by overloads far in excess of
• Stress - Corrosion Cracking - The outside link the design load.
plates, which are heavily press fitted to the pins,
are particularly susceptible to stress corrosion
cracking. Like fatigue cracks, these initiate at the
point of highest stress (pin hole) but tend to extend
in an arc-like path between the holes in the pin
plate.
Broken plate caused by overload.
Tight Joints
All joints in leaf chain should flex freely. Tight joints
Arc-like cracks in plates are resist flexure and increase internal friction, thus increas-
a sign of stress corrosion. ing chain tension required to lift a given load. Increased
tension accelerates wear and fatigue problems.
More than one crack can often appear on a link
plate. In addition to rusting, this condition can be
caused by exposure to an acidic or caustic medium
or atmosphere.
Stress corrosion is an environmentally assisted
failure. Two conditions must be present: a corro- If lubrication does not loosen a tight joint, the chain may
sive agent and static stress. In the chain, static have corrosion and rust problems or bent pins and must
stress is present at the pin hole due to the press fit be replaced.
pin. No cyclic motion is required, and the plates
can crack during idle periods. The reactions of See Section 3 for detailed chain stretch, length, and ten-
many chemical agents (such as battery acid fumes) sions checks.
with hardened steel can liberate hydrogen which
attacks and weakens the steel grain structure. Chain Length Adjustments
For this same reason, never attempt to electroplate
a leaf chain or its components. The plating process ! WARNING
liberates hydrogen, and hydrogen embrittlement
cracks will appear. These are similar in appearance
edly:
to stress corrosion cracks.
• Do not walk or stand under raised forks
If a plated chain is required, consult Clark. Plated
• Keep clear of load and carriage when mak-
chains are assembled from modified, individually
ing any check or adjustment
plated components which may reduce the chain
rating. • Keep your arms and fingers away from
• Corrosion Fatigue - Corrosion fatigue cracks are
• Block the carriage or upright when work-
very similar (in many cases identical) to normal
ing with the components in a raised posi-
fatigue cracks in appearance. They generally begin
tion.
at the pin hole and move perpendicular (90°) to the
chain pitch line. • Do not reach through open areas of the
Corrosion fatigue is not the same as stress corro- upright.
sion. Corrosion fatigue is the combined action of • Never attempt to move or align the rails by
an aggressive environment and a cyclic stress (not hand. Use a prybar.
a static stress alone, as in stress corrosion). Failure to follow these warnings can result in
serious injury.
SM 810 34-6-5
Group 34, Uprights
Standard Upright Chain Length Adjustment 3. Carriage stop-to-upright:

a. Lift upright to its full height and check for clear-
To adjust chain length on the standard upright use the fol- ance on the carriage safety stop.
lowing illustration and procedures: b. If the carriage stop hits the upright stop, adjust
1. Fork-to-ground clearance: the chain anchor adjustment nuts out until there is
a. Set the upright to vertical position. at least 3 mm (0.12 in) clearance between the
b. Break the jam nuts loose on the chain anchors. stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
If all three chain length requirements listed above cannot

be met, the tire diameter may be out of the design range
Adjust chain allowance. Also, excessive tire wear will decrease car-
length here riage stop clearance.
(Nut)
Oversized tires will reduce the bottom carriage roller
Jam Nut
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
To carriage
Triple-Stage Upright Chain Length Adjust-

c. Turn the chain adjustment nuts until clearance ments
between forks and ground is 10-20 mm (0.40-
Triple-stage uprights use two chain sets; one set for car-
0.80 in).
riage lift and one set for rail lift. Adjustment anchors for
IMPORTANT the lift cylinder stage are located at the back of the outer
For all chain anchor adjustments: rail. Adjustment anchors for the primary lift stage are
• Threaded chain anchors must be left free to behind the primary cylinder. Carriage chain anchors are
pivot in mounting hole. not intended for adjustment.
• Anchor cotter pin heads must be to the For TSU inner rail lift chains, chain length must be
inside of the upright.
adjusted if the difference between the bottom of the inner
• Torque jam nuts to adjustment nuts to 340- rail and the outer rail is greater than 10 mm (0.40 in).
380 N⋅m (249-279 ft-lb).
• Make sure chain anchors are secured so For the TSU primary cylinders lift chain, the chain length
that no twist is evident in the chains. must be adjusted if:
2. Carriage roller position: • The fork-to-ground clearance is less than 5 mm

a. Raise carriage about 1 m (3.2 ft) and smear a (0.20 in) or more than 25 mm (1.0 in) when the
bead of grease on the bottom 75 mm (3 in) inner upright is vertical.
rail in the area of the roller pattern. • The center of the bottom carriage roller comes
b. Tilt upright fully back and completely lower. within 20 mm (.80 in) of the bottom edge of the
c. Raise carriage about 1 m (3.2 ft) and measure the inner rail.
distance from where the center of the bottom car- • The carriage safety stop hits the inner rail stop at
riage roller stopped to the bottom edge of the full lift height.
inner rail. Distance should not be less than 20 mm
(0.80 in) or chain length adjustment is required.
SM 810 34-6-6
Group 34, Uprights
To adjust the cylinder lift chains on a TSU use the follow- IMPORTANT
ing illustration and procedures: For all chain anchor adjustments:
• Threaded chain anchors must be left free to
pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to adjustment nuts to 340-
380 N⋅m (249-279 ft-lb).
• Make sure chain anchors are secured so
that no twist is evident in the chains.
Adjust chain 2. Carriage roller position:

length here a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) of the
To Inner Rail inner rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
1. Set the upright in the vertical position.
c. Raise carriage again about 1 m (3.2 ft) and mea-
2. Break the jam nuts loose on the chain anchors. sure the distance from where the center of the
bottom carriage roller stopped to the bottom edge
3. Adjust the chain anchor adjustment nuts until the
of the inner rail. Distance should not be less than
bottom of the inner rail is within 2.5 mm (0.10 in) of
20 mm (0.80 in) or chain length adjustment is
the bottom of the outer rail.
required.
To adjust the primary cylinder lift chain on TSU use the
following illustration and procedures: 3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
Adjust chain If all three chain length requirements listed above cannot
length here be met, the tire diameter may be out of the design range
allowance. Also, excessive tire wear will decrease car-
riage stop clearance.
Oversized tires will reduce the bottom carriage roller
To Carriage engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
1. Fork-to-ground clearance:
small amount if necessary to maintain the safe 20 mm
a. Set the upright to vertical position.
(0.80 in) clearance of the bottom carriage roller to the
b. Break the jam nuts loose on the chain anchors.
lower edge of the inner rail.
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40-
0.80 in).
SM 810 34-6-7
Group 34, Uprights
Chain Lubrication Failure to follow these warnings can result in

serious injury. See “Lifting, Jacking, and
Like all bearing surfaces, the precision-manufactured, Blocking” for safe blocking procedures.
hardened-steel, joint-wearing surfaces of leaf chain
require a film of oil between all mating parts to prevent
accelerated wear. General Guidelines
Maintaining a lubricant film on all chain surfaces will: • Chain Movement - Make sure that the chain oper-
ating path is clear and that the chain articulates
• Minimize joint wear. freely through its full range of operation.
• Improve corrosion resistance. • Lubrication - Assure that the chain is well lubri-
• Reduce the possibility of pin turning. cated with the heaviest oil that will penetrate the
• Minimize tight joints. void between the link plate apertures and the pins.
• Promote smooth, quiet chain action. • Paint - Make sure the chain does not get painted
over at any time.
• Lower chain tension by reducing internal friction
in the chain system. • Protection - Where necessary, as a protection from
atmosphere or sliding wear, the chain may be cov-
Laboratory wear tests show #40 oil to have greater ability ered with a layer of grease. It should be noted,
to prevent wear than #10 oil. Generally, the heaviest however, that the grease will have to be removed at
(highest viscosity) oil that will penetrate the joint is best. a later date for chain inspection and relubrication.
Whatever method is used, the oil must penetrate the chain • Chain Mountings - Double check to be sure all
joint to prevent wear. Applying oil to external surfaces chain fastening devices are secured and all adjust-
will prevent rust, but oil must flow into the live bearing ments have been made to assure uniform loading
surfaces for maximum wear life. of multiple chain applications. Check chain
To prepare the chain for oiling, the leaf chain plates anchors and pins for wear, breakage, and misalign-
should be brushed with a stiff brush or wire brush to clear ment. Damaged anchors and pins should be
the space between the plates so that oil may penetrate the replaced.
live bearing area. • Sheaves - Sheaves with badly worn flanges and
outside diameter should be replaced. This wear
Oil may be applied with a narrow paint brush or directly may be due to chain misalignment or frozen bear-
poured on. Chain should be well flooded to be sure the oil ings.
penetrates the joint.
In locations difficult to reach, it may be necessary to use a Lift Chains (Standard and TSU)
good quality oil under pressure such as an aerosol can or
pump pressure spray. To remove and replace the lift cylinder and/or carriage
chain set on standard and triple-stage uprights (TSU):
Chain Removal and Replacement 1. Attach a hoist strap on the carriage of the standard
upright or inner rail of the TSU.
! WARNING 2. Lift the carriage or inner rail slightly to create slack
The procedures for removing and replacing in the chains. Block the carriage or inner rail up for
chain sets involve hoisting and blocking com- safety.
ponents.
• Do not walk or stand under raised forks.
upright.
SM 810 34-6-8
Group 34, Uprights
3. Remove the chain anchor pins on the outer rail and Primary Cylinder/Carriage Chains (TSU)
pull the chains off of the sheaves on the inner or
intermediate rails. 1. Tilt the upright forward, lower it, and completely col-
lapse the primary cylinder to create slack in the
chains. The carriage may also be lifted and blocked
in position and the primary cylinder completely col-
lapsed to create slack in the chains.
2. Remove the chain anchor pins from the back of the
primary cylinder. Pull the chains through the chain
sheave and lay over the carriage load backrest.
4. Remove the chain anchor pins from the carriage on

the standard upright or the inner rail on the TSU. On
the TSU, the inner rails must be lowered to the floor
to access the chain anchor pins.
Anchor pin
{z|G mmsG
3. Remove the chain anchor pins from the back of the

carriage.
Lift Chain Removal from Carriage (standard upright)
Anchor pin
Lower rail
to floor
4. Use these steps in reverse to replace the primary cyl-

Triple-Stage Upright Lift Chain Removal from Inner Rail
inder/carriage chain.
NOTE Perform the chain length adjustment and chain tension
If a hose adapter assembly is used, the chain check before returning the truck to service.
sheaves must be loosened and removed to
prevent the hoses from stretching when the
inner rails of the TSU are lowered to access
the chain anchor pins.
5. Use the steps in reverse order to replace the lift chain

set.
SM 810 34-6-9
Group 34, Uprights
Other Chain Service Notes

• Use lengths of factory assembled chain. Do not
build lengths from individual components.
• Do not attempt to rework damaged chains by
replacing only the components obviously faulty.
The entire chain may be compromised and should
be discarded.
• Never electroplate assembled leaf chain or its com-
ponents. Plating will result in failure from hydro-
gen embrittlement. Plated chains are assembled
from modified, individually plated components.
• Welding should not be performed on any chain or
component. Welding spatter should never be
allowed to come in contact with chain or compo-
nents.
• Leaf chains are manufactured exclusively from
heat treated steels and therefore must not be
annealed. If heating a chain with a cutting torch is
absolutely necessary for removal, the chain should
not be reused.
SM 810 34-6-10
Group 34, Uprights
Section 7
Fork and Carriage Removal and Replacement
! CAUTION
3. Lift tip of each fork and put parret under the fork arm
]SAFE PARKING. Before working on truck: near the heel.
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps ! CAUTION
or breaks.
Forks weight 63-227 kg (140-500 lbs) each.
2. Put upright in vertical position and fully Take care when lifting.
wheels.
Fork Removal
NOTE
Forks do not need to be removed to remove
the carriage.
1. Release the fok latch. Blocking the Fork

4. Disassemble the carriage stopper bar and the fork
shaft.
! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.
Latch Operation 5. Back the truck away from the forks.
2. Move each fork to the notch on the bottom of the

lower carriage cross bar. Fork Replacement
1. Carefully drive truck up close to forks.
! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.
2. Drag forks into position close to carriage and to line

up with the notche on the lower carriage cross bar.
Notch
3. Arrange the fork and the carriage in position.
SM 810 34-7-1
Group 34, Uprights
4. Assemble the shaft between carriage and fork, and

then lock them with stopper. ! WARNING
5. Check fork pins when repositioning forks to upper You may need to pull on the hoses/cables and
carriage fork notches. chains while lowering the primary cylinder
to get it all the way down. This is done to cre-
ate slack in hoses/cables and chains and to
Carriage Removal displace as much oil as possible, which will
reduce oil loss when disconnecting hydraulic
The carriage should be removed for shimming or when
lines for auxiliary components.
any service procedure is performed on the upright.
You may need a helper to hold the control
! WARNING handle in the lowering position while you pull
on the carriage chains to fully collapse the
The procedures for checking, maintaining,
primary cylinder (on Hi-Lo & TSUs). When
and adjusting uprights, carriages, and forks
pulling on the chains to lower the primary
involve movement of the components.
cylinder (on Hi-Lo & TSUs), the ignition
• Do not walk or stand under raised forks. must be off.
• Keep clear of load and carriage when mak- 4. Once the carriage is fully lowered, clamp the front of
ing any check or adjustment. one fork to the pallet to prevent the carriage from
• Keep your arms and fingers away from falling over backwards when removed.
upright.
• Always use a prybar to move the upright or
carriage.
serious injury.
1. Set upright tilt to 0 degrees (vertical). Raise the car-
riage about 12 in (305 mm).
2. Place a heavy pallet under the forks. Turn the key off.
3. Lower the carriage onto the pallet and keep lowering
(until the primary cylinder is all the way down on
TSUs and Hi-Lo). Before proceeding with the next
step read the following warning. 5. For carriage auxiliary components, the hose sheave
bracket must be unbolted from the primary cylinder
chain sheave bracket. Move the hose bracket off the
chain bracket.
Remove hose
sheave using
these bolts
SM 810 34-7-2
Group 34, Uprights
6. Disconnect the carriage chains at the base of the car- 10. Remove steer wheel blocks. Release the parking
riage. Pull chains back off primary cylinder sheave. brake and slowly back the truck away from the car-
riage.
11. Lower the upright rails until both of the secondary
cylinders are completely collapsed.
Anchor Pin
Carriage Replacement
To replace the carriage:
1. First check to be sure the carriage is securely
clamped to the pallet.
2. Move the truck up to the carriage assembly with the
inner rail centered on the carriage.
7. For carriage auxiliary components, disconnect hoses 3. Raise the upright until the inner rail is high enough to
(2- or 4-hose assemblies) from carriage. Remove the clear the upper carriage rollers.
bolts and strap fixture also. 4. Tilt the upright until it is at the same angle as the car-
riage assembly.
5. Now slowly move the truck forward until the inner
Remove hose
fittings here
rail is centered over the carriage rollers.
• Cap all lines to prevent leaks.

• Label all lines and fittings for correct reassembly.
8. Elevate the primary cylinder to its maximum height.
Be sure all hoses and loose parts are secured out of
the way to prevent damage.
9. Continue elevating the upright until the inner rail
clears the carriage.
SM 810 34-7-3
Group 34, Uprights
10. Reconnect the hoses and mounting strap to the car-

! WARNING riage auxiliary component if the carriage is so
Never attempt to move or align the carriage equipped.
or bearings by hand. Use a pry bar.
6. Lower the upright until the inner rail clears all of the
Remove hose
carriage rollers. fittings here
NOTE
If the rail or bearings bind, raise the upright,
back away from the carriage and check to be
sure the carriage rollers are installed prop-
erly.
7. When the inner rail has cleared the carriage rollers,

continue to lower the upright until the lift cylinders
are lowered completely. • Lubricate all O-rings with a light coating of system
hydraulic fluid or a compatible oil.
8. Reset the truck in a safe position:
• Use two wrenches to tighten hose fittings to pre-
• Ignition off
vent hoses from twisting.
• Parking brake applied
• See Group 40 for hydraulic fitting tightening pro-
• Directional lever in neutral cedures.
• Forks completely lowered
11. Adjust carriage height according to Section 6 and
• Block steer wheels. chain tension according to Section 3.
9. Reinstall the carriage lift chains to the base of the 12. Remove the “C” clamp from the pallet and check the
carriage. operation of the carriage and the upright. Carefully
check for oil leaks. Make sure the carriage and
upright work smoothly and correctly before returning
the truck to service.
Anchor Pin
• Set anchor bolts so that no twist develops in the

chains.
• Anchor pin heads must be pointing to the inside of
the upright.
• Use new cotter pins.
IMPORTANT
Always use new anchor pins when replacing
chain sets.
SM 810 34-7-4
Group 34, Uprights
Section 8
Upright Removal and Replacement
This Section describes how to remove the entire upright

assembly from the truck. The carriage and forks must be ! CAUTION
removed from the upright assembly before the upright is SAFE PARKING. Before working on truck:
removed. (For uprights with an auxiliary component, a
side-shifter for example, the two hydraulic hoses power- 1. Park truck on a hard, level, and solid sur-
ing the auxiliary component must be removed before the face, such as a concrete floor with no gaps
carriage is removed.) See Section 7, “Fork and Carriage or breaks.
Removal and Replacement,” for procedures to remove the 2. Put upright in vertical position and fully
carriage and fork assembly from the upright. lower the forks or attachment.
wheels.
Outer rail set
Tilt cylinder mount
Drive axle
Bearing
Pin
Typical Upright Installation
SM 810 34-8-1
Group 34, Uprights
Upright Removal 2. Disconnect and cap hydraulic line at the load-lower-

ing flow valve. Secure the hose out of the way of the
The following procedures are for uprights with carriage upright.
and forks, or auxiliary components removed. See Section
7, “Fork and Carriage Removal and Replacement,” for
instructions on removing the forks and carriage.
! WARNING
The upright assembly is heavy. Use only Disconnect and
cap line from main
hoists with enough capacity to lift the entire hydraulic control valve.
assembly. Keep clear of the assembly as it is
being hoisted and set down. Keep hands and
feet away from the assembly. Use prybars to
move the assembly into position for reattach-
ment.
1. Attach a hoist and strap of adequate capacity to the

upright as shown below. Tension the hoist so that the NOTE
upright cannot fall when upright mounting pins and For two-hose adapter assemblies, the
tilt cylinder pins are removed. hydraulic lines to the upright must also be
disconnected and capped.
oGG
zpT[_\[X
SM 810 34-8-2
Group 34, Uprights
3. Remove tilt cylinder rod-end lock plates and rod-end Upright Replacement
pins from upright.
1. Use an overhead chain hoist of adequate capacity and
an approved lift chain to lift upright into position.
4. Remove pin fix bolts and lift upright off frame. See
illustration on page 1.
! WARNING
Use prybars to move the assembly into posi-
5. Slowly set upright down on the floor, 100 x 100 mm
tion for reattachment.
(4 x 4 in) blocking, or sturdy pallets set end-to-end.
2. Match the position of mounting pin to the drive axle.
Install the lock pin bolts and tighten them with
Torque to 170-190 N⋅m(125-140ft⋅lb).
SM 810 34-8-3
Group 34, Uprights
3. Install rod end pins, lock plates, and fasteners. NOTE

Tighten lock plate fasteners to a torque of 121-136 Reconnect two-hose adapter assembly
in-lb (19.3-21.5 N⋅m). hydraulic lines to the upright-mounted
bracket.
oGG
4. Attach hydraulic lines to the upright flow control

valve:
zpT[_\[X
Reconnect hose
adapter lines here.
5. Remove the lift chain between the upright and hoist.

6. Completely check all upright and hydraulic compo-
nents under load before returning the truck to service.
7. See Section 8, “Fork and Carriage Removal and
Replacement,” for steps to replace the carriage and
fork assembly.
• Lubricate all O-rings with a light coating of system

hydraulic fluid or a compatible oil.
• Use two wrenches to tighten hose fittings to pre-
vent twisting lines.
• See Group 40 for hydraulic fitting tightening pro-
cedures.
SM 810 34-8-4
GROUP 38
GROUP 38
COUNTERWEIGHT AND CHASSIS
Counterweight Specifications and

Counterweight Removal and

Overhead Guard/Operator’s Cell Removal

and Replacement .................................. Section 3
Floorboard, Cowls, and Seat Deck

Removal and Replacement .................. Section 4
SM 810 38-0
Group 38, Counterweight and Chassis
Section 1
Counterweight Specifications and Description
Counterweight weights : The counterweight is a solid, cast-iron piece mounted to
the back of the lift truck to counter-balance the loads
C40 : 1888 kg (4162 lbs)
C45 : 2254 kg (4969 lbs) placed on the upright at the front of the truck. The weight
C50s : 2610 kg (5754 lbs) must be great enough to counteract forward tipping when
C55s : 3040 kg (6702 lbs) lifting or stopping with a capacity load. The weight of the
counterweight is determined by the lifting capacity of the
truck.
Fastener Torques
The counterweight is cast with mounting niches molded
Counterweight Mounting Bolt : 392-490 N⋅m (289-361 in. The niches fit the truck frame mounting and allow the
ft⋅lb) counterweight to “hang” on the truck frame bracket.
Large, hard steel bolts hold the counterweight to the frame
General Maintenance and prevent the counterweight from being dismounted
accidentally.
The counterweight must be maintained in good condition
and securely attached to the lift truck. Because of its ! WARNING
heavy weight and bulky mass, the counterweight must be
The counterweight is extremely heavy. Do
carefully supported and handled. When removed from the
not remove the counterweight unless you
truck, store at floor level in a stable position to be sure it
have training and are familiar with the cor-
will not fall or tip, causing damage or injury.
rect procedures. Counterweights can fall if
not handled correctly and can cause severe
injury or death. Keep your hands, feet, and
body clear of the counterweight at all times.
Hoisting equipment must be capable of han-
dling the weight of the counterweight when
removing or replacing. Make sure your hoist
is of adequate capacity to handle the weight.
SM 810 38-1-1
Section 2
Counterweight Removal and Replacement
5. Slowly lower the counterweight onto a sturdy pallet.

! CAUTION Set the counterweight on its flat side if possible. If
SAFE PARKING. Before working on truck : set on its curved side, use chocks to prevent the
counterweight from shifting or rolling.
gaps or breaks.
Counterweight Replacement
1. Bring counterweight vertically near the rear of the
truck and positioned so that it is within 25-50 mm (1-
2 in) of the frame.
2. Move the counterweight forward and lower it, mak-
ing sure that the support hooks on the frame engage
4. Apply the parking brake and block the with the counterweight.
wheels.
! WARNING
! WARNING During mounting, always use prybars for
Observe proper, safe lifting practices when location adjustments. Do not place any part
lifting counterweight onto or off truck. of your body between the counterweight and
Counterweight should only be lifted by truck.
appropriately-sized eye bolts installed
through both top lifting holes. 3. Make sure that the bolt holes in the counterweight
Use only overhead lifting equipment having a align properly with the mating holes in the frame.
safe lifting capacity in excess of that of the
4. Inspect the counterweight mounting bolts to make
counterweight.
sure they are in good condition before re-installing.
Use only Clark replacement parts. Torque the mount-
Counterweight Removal ing bolts to 392-490 N⋅m (289-361 ft⋅lb).
1. Install eye bolts into the counterweight. Eyebolts 5. Remove the hoist and eyebolts.
must be able to lift 1888-3040 kg (4162-6702 lb)
IMPORTANT
depending on truck model (see illustration next
Never allow a truck to be put into service
page).
without the counterweight mounting bolt(s)
2. Using an overhead hoist with sufficient lifting capac- in place. Check the bolt(s) and torque regu-
ity, chain the eyebolts to the hoist ; slowly hoist larly.
chains until slack is removed.
3. Remove the tow bar and the counterweight anchor
bolt(s).
4. Slowly lift the counterweight from the truck frame.
! WARNING
Stand clear of the counterweight as it is being
hoisted, moved, or mounted.
SM 810 38-2-1
Counterweight Installation
SM 810 38-2-2
Section 3
Overhead Guard / Operator’s Cell

Removal and Replacement
Removal
! CAUTION
SAFE PARKING. Before working on truck: 1. Remove plug at cowl and headlight wire.
2. Remove seat deck with driver seat.
surface, such as a concrete floor with no 3. Release parking brake.
gaps or breaks. 4. Remove floor plates.
2. Put upright in vertical position and fully 5. Secure overhead guard safely using a hoist and
lower the forks or attachment. remove bolts.
switch OFF and remove key. Replacement
4. Apply the parking brake and block the 1. Set cell into place on the truck chassis using an over-
wheels. head hoist.
2. Replace the four mounting bolts and nuts. Torque the
Overhead Guard / Operator’s Cell nuts to 70-80 N⋅m (52-59 ft⋅lb).
3. Assemble parking brake and driver’s deck.

4. Assemble floor plate.
5. Connect each wire.
6. Reconnect the air induction tubing to the cell leg.
7. Reconnect all wiring for cell-mounted lights or other
electrical devices according to the labels made dur-
ing removal.
SM 810 38-3-1
Section 4
Floorboard, Cowls, and Seat Deck

! CAUTION
5. Release bolts securing floor plates and remove the
SAFE PARKING. Before working on truck: floor plates.
1. Park truck on a hard, level, and solid 6. Place floor plate guard on the hole securing floor
surface, such as a concrete floor with no plates for floor plate installation.
gaps or breaks. 7. Fasten floor plate mounting bolts loosely.
2. Put upright in vertical position and fully 8. Align and fasten the tilt cylinder cover installed on
lower the forks or attachment. cowl surface and middle floor plate to the hole.
wheels.
Floor Plate / Seat Deck Removal and

Replacement
1. Remove rubber mat from floor plate.
2. Remove tilt cylinder cover.
3. Remove seat deck.
9. Fasten loose bolt to torque 20-25N.m(14.7-18.4lb.ft).

10. Install parking lever bracket to rear floor plate and
fasten control lever cover to 6-7N.m(4.4-5.2lb.ft).
11. Install driver deck.
4. Remove and tilt parking brake bracket.
SM 810 38-4-1
GROUP 40
GROUP 40
SPECIFICATIONS
Nameplates and Decals ............................ Section 1
General Specifications .............................. Section 2
Hydraulic Fitting Tightening

Procedures ............................................ Section 3
SM 810 40-0
Group 40, Specifications
Section 1
Nameplates and Decals
Nameplates and Decals the weight of the load must be considered when oper-
ating on elevators, elevated floors, etc. to be sure
This Section shows the nameplate (data and capacity they are safe.
plate) and decals required to be on all operating CLARK
industrial trucks. The nameplate lists the data on the truck 5. Capacity rating, load center, and lifting height data
- type and serial number - and the capacities of the truck. — Shows the maximum load capacity of this truck
Decals depict or explain the hazards the operator must with relation to load centers and fork heights (see
avoid when operating the truck. The nameplate and decals diagram on plate). Personal injury and damage to the
are placed in specific locations on the truck and are truck can occur if these capacities are exceeded. Do
intended to warn others working around the truck of its not exceed the maximum capacity specified.
hazards as well. These nameplates and decals MUST BE
IN PLACE on all trucks. ! CAUTION
If any decals or the nameplate are missing from the truck, When attachments are added or if the truck
check with your local CLARK dealer for replacements. is modified, the capacity of the truck may be
affected. Contact your authorized CLARK
IMPORTANT dealer for a new nameplate showing the
Do not allow a lift truck with damaged or revised capacity.
missing decals or data plates to be placed in
service. Replace them immediately. They
contain important information as described 1 2
3
on the following pages. The location of all
decals is also shown on the following pages. 5
The truck data and capacity plate provides essential infor-

mation about the truck. This information is important for
both operators and service personnel. Operators can see
what the truck’s capacities and load ratings are. Service 4
personnel must identify the truck model, type, and serial
number when ordering parts. Refer to example data plate
illustration for callout numbers.
1. Truck model number or registered name. Truck Data and Capacity Plate
2. Truck serial number — An identification number

assigned to this particular truck and should be used
when requesting information or ordering service
parts for this truck from your authorized CLARK 1
2
dealer. The serial number is also stamped on the 3
frame.
3. Attachment description (if any installed) — The user 5
must see that the truck is marked to identify the
attachment(s), including the weight of the truck/
attachment combination and truck capacity with the
attachment. 4
4. Truck weight — The approximate weight of the

truck without a load on the forks. This weight plus
SM 810 40-1-1
Operator Safety Warning Plate General Safety Decal

The Operator Safety Warning Plate describes basic, safe The General Safety Decal
operating procedures that should be used when operating depicts important points
WARNING
the truck. about truck operation and
Read the
warns operators about truck manual
safety hazards. The General

WARNING Safety Decal is meant as a
reminder for operators and is Buckle up!
BEFORE OPERATING lift truck, operator must: placed where operators can
• Be trained and authorized.
• Read and understand operator's review the points daily as
manual. they conduct a visual inspec- Apply brake
• Not operate a faulty lift truck. tion and prepare the truck for when leaving
• Not repair lift truck unless trained and authorized. truck
• Have the overhead guard and load backrest work.
extension in place. Watch Out
For Other
DURING OPERATION, lift truck operator must: People
• Wear a seat belt.
• Keep entire body inside truck cab.
• Never carry passengers or lift people.
• Keep truck away from people and obstructions.
• Travel with lift mechanism as low as possible. Most lift truck
INJURIES
and tilted back. are to other
people near
TO PARK lift truck, operator must: the lift truck.
• Completely lower forks or attachments.
• Shift into neutral.
• Turn off key.
• Set parking brake.
P Prevent
Overturns!
Clark Material Handling Co. Sit Down Rider 2798233
AVOID :
• slippery,
IMPORTANT sloping,
or uneven
Safety and warning decals are placed in con- surfaces
spicuous locations on the truck to remind • loads over
capacity on
operators of essential procedures or to pre- nameplate
vent them from making an error that could • unstable or

high loads
damage the truck or possibly cause personal • low tire
pressure
injury. Safety and warning decals should be
• poorly
replaced immediately if missing or defaced maintained
lift truck
(damaged or illegible). • fast or
sharp turns
In Case of
Tip-Over:
Don't
jump
Hold on
tight
Brace feet
Lean
away
2798235
SM 810 40-1-2
Seat Belt/Tip-Over Warning Decal Keep Away from Forks Decal

This decal is located on the seat deck, to the left of the This safety decal is placed on the upright to warn of the
operator. It’s purpose is to remind the operator that staying danger of injury from forks when they are in the raised
in the seat provides the best chance of avoiding injury in position. Operators and others should never ride on or
the event of a truck-tipping mishap. stand under forks or attachments. The forks can fall and
cause injury or death.
2372604
Lift trucks can be tipped over if operated improperly.

Experience with lift truck accidents has shown that the Fan Warning Decal
driver cannot react quickly enough to jump clear of the
truck and overhead guard as the truck tips. To protect The fan warning decal reminds operators and service per-
operators from severe injury or death in the event of a tip- sonnel not to touch or work around a spinning radiator
over, make sure this decal is in place to remind them to cooling fan. The decal is placed on the radiator fan
always use their seatbelts. shroud.
Hand Safety Warning Decal

This safety decal is placed on the upright to warn of the
danger of injury from movement between rails, chains,
sheaves, fork carriage, and other parts of the upright
assembly. Operators and others should never climb on or
reach into the upright. Personal injury will result if any
part of someone’s body is put between moving parts of the
upright. IMPORTANT
The Engine Coolant Fan, on all internal com-
bustion engines, can cause extensive injury
and bodily harm. Keep hands, arms and
clothing away from a spinning fan. Also,
don’t stand in line with a spinning fan.
SM 810 40-1-3
Section 2
SM 810 40-2-1
Weights and Performance Specifications

Capacities
For standard trucks.
At 500mm At 20 in
Models Load Center Load Center
C40 4000 kg 8810 lb
C45 4500 kg 9920 lb
C50s 5000 kg 11020 lb
C55s 5500 kg 12120 lb
Note : Rated capacity applies when using standard upright : 3000mm [118 inches] for C40-50s,
2800mm [110 inches] for C55s pneumatic tire.
Truck Weights and Axle Weights

Weights for standard trucks with standard uprights.
Loaded Vehile Empty Vehile Loaded Drive Empty Drive Empty Steer
Models Weight Weight Axle Weight Axle Weight Axle Weight
kg(lbs) kg(lbs) kg(lbs) kg(lbs) kg(lbs)
C40D 9,986 (22,015) 5,986 (13,197) 8,247 (18,181) 2,641 (5,822) 3,344 (7,372)
C45D 11,032 (24,321) 6,532 (14,400) 9,214 (20,313) 2,807 (6,188) 3,724 (8,210)
C50sD 12,129 (26,739) 7,129 (15,717) 10,197 (22,480) 3,183 (6,918) 3,946 (8,699)
C55sD 13,069 (28,812) 7,569 (16,687) 10,964 (24,171) 3,112 (6,860) 4,457 (9,826)
C40L 9,833 (21,678) 5,833 (12,859) 8,153 (17,974) 2,548 (5,617) 3,285 (7,242)
C45L 10,879 (23,984) 6,379 (14,063) 9,120 (20,106) 2,714 (5,983) 3,665 (8,080)
C50sL 11,977 (26,404) 6,977 (15,381) 10,110 (22,288) 3,087 (6,805) 3,890 (8,576)
C55sL 12,917 (28,477) 7,417 (16,351) 10,866 (23,955) 3,014 (6,644) 4,403 (9,707)
Note : Refer to the truck data plate for exact service and axle weights.
SM 810 40-2-2
Maximum Gradeability Group 32, Tilt Cylinders Specifications

At stall in forward with standard upright on surface of 0.6
Tilt cylinder type : double-acting with shims.
friction coefficient.
Maximum operating pressure : 21000 kPa (3045 psi ; 210
With load bar)
(%)
Pneumatic tire type Diesel In case of standard trucks (C40-50s : MFH3000, C55s :
C40D 40.6 MFH2800), they have been set to 56.8 LPM (15 GPM) on
C45D 38.4 delivery.
C50sD 34.4
C55sD 31.5 Tilt Ranges
Pneumatic tire type LPG
(Abbreviation — Std = Standard, high-visibility upright ;
C40L 36.2
C45L TSU = Triplestage upright ; MFH = Maximum fork height
34.2
C50sL ; B = back tilt ; F = Forward tilt)
30.7
C55sL 28.1
Tilt Ranges* :
Parking Brake Test MAST
MFH mm
FORWARD BACK
TYPE "F"( ˚ ) "B"( ˚ )
For standard trucks.
C40-C50s
The brake must be capable of holding the truck with a full
STD 2,500~2,700 8 8
rated-capacity load on a 15% grade.
STD 3,000~3,700 8 10
STD 4,000~4,500 6 5
Group 30, Hydraulic Valve/Lift Circuit STD 5,000 3 5
Specifications TUS 2,450~4,800 6 5
TUS 5,000~5,500 3 5
Rated Flow : TUS 6,000~7,000 3 3
Tilt spool : 75.7 L/min (20 gpm) C55s
Auxiliary spool #1 : 20.8 L/min (5.5 gpm) STD 2,300~2,500 8 8
Auxiliary spool #2 : 75.7 L/min (20 gpm) STD 2,800~3,500 8 10
STD 3,800~4,300 6 5
STD 4,800 3 5
Flow Setting : TUS 2,250~4,600 6 5
TUS 4,800~5,300 3 5
Flow Setting Parts number of Cartridge TUS 5,800~6,800 3 3
L/min (gpm)
<Tilt/Aux>
20.8 5.5 8041432 Group 34, Upright Specifications
26.5 7 8041433
Upright Weight : Approximately 633 kg (1400 lb) to
37.9 10 8041434
approximately 1500 kg (3300 lb) without carriage
56.8 15 8041435
75.7 20 8041436 Carriage Weight : approximatelly 160 kg (350 lb) to
approximately 326 kg (720 lb)
Fork Weight : approximatelly 63 kg (140 lb) to approxi-
mately 227 kg (500 lb)
IMPORTANT
Before hoisting, the weights of upright, car-
riage, and forks must be combined to deter-
mine what lifting capacity is required of the
hoisting equipment.
SM 810 40-2-3
Capacities and Lift Heights : Upright, carriage, and fork Lift Speeds, Upright
capacity and upright lift heights are listed on the truck’s
data plate. For the standard two-stage upright, with standard
hydraulic transmission.
Lubricants : Note : Hydraulic fluid should be at operating temperature
All Purpose Grease (Clark specification MS-9) when testing these specifications.
Innerslide Lubricant (Clark part #886396) Lift Speed Lowering Speed
Chain and Cable Lube (Clark part #886399)
m/s(ft/min) m/s(ft/min)
Pneumatic tire type Diesel
Group 38, Counterweight and Chassis C40 Loaded 0.52m/s 0.50m/s
Specifications Empty 0.56m/s 0.47m/s
C45 Loaded 0.51m/s 0.50m/s
Counterweight weights : Empty 0.56m/s 0.47m/s
C40D : 1,888 kg (4,162 lbs) C50s Loaded 0.50m/s 0.50m/s
C45D : 2,254 kg (4,969 lbs) Empty 0.56m/s 0.47m/s
C50sD : 2,610 kg (5,754 lbs) C55s Loaded 0.49m/s 0.50m/s
C55sD : 3,040 kg (6,702 lbs) Empty 0.56m/s 0.47m/s
C40L : 1,888 kg (4,162 lbs) Pneumatic tire type LPG (Tier 4)
C45L : 2,254 kg (4,969 lbs)
C50sL : 2,610 kg (5,754 lbs)
Empty 0.51m/s 0.47m/s
C55sL : 3,040 kg (6,702 lbs)
Empty 0.51m/s 0.47m/s
Drift, Lift and Tilt Cylinders C50s Loaded 0.48m/s 0.50m/s
For standard truck. Empty 0.51m/s 0.47m/s
Upright Fork Downdrift : Should not exceed 100 mm (4 C55s Loaded 0.47m/s 0.50m/s
in) in a 10-minute period. Empty 0.50m/s 0.47m/s
Tilt Cylinder Drift : Should not exceed 5° in a 10-minute
period.
Determined by marking and measuring carriage descent
and upright forward tilt from raised, non-tilted position
with hydraulic fluid at operating temperature ; and a
capacity load held evenly distributed on lift forks. (If a
pallet is used, load should not extend beyond pallet ; load
should be stacked to provide maximum stability.) Fork
completely engaging load and adjusted as wide as possi-
ble to provide even distribution of weight.
SM 810 40-2-4
Critical Fastener Torque Specifications Group 13, Instrument Pod & Electrical Sys-
Tightening Torque. tem Specifications
Dry
N⋅m ft⋅lb Indicator lights : LCDs integral with circuit board.
Engine Mounting Bolts 245-294 181-217
Fuel gauge : LCD.
Transmission to Engine Bolts 60-65 44-48
Torque Converter to Drive Plate 60-65 44-48 Engine Coolant Temperature Gauge : LCD.
Bolts
Drive Axle to Frame Mounting 240-270 177-199 Hour Meter : LCD.
Bolts Pinout Locations : See Group 13, “Electrical System,” for
Drive wheel Lug nut 539-588 397-433 schematic.
Steer Axle Mounting Bolts 235-288 173-213
Steer Wheel Lug Nuts 441-490 325-361 Voltage and Ground
Steering Handwheel Retaining Nut 35-45 25.8-33.2
Tilt Cylinder Yoke Clamp Bolts 170-190 125-140 System Voltage : 12 volt.(DSL)
12 volt.(LPG)
Tilt Cylinder Pin Retainer Bolts:
Front 40-45 30-33 System Ground : Negative.
Rear 8-10 5.9-7.4
Counterweight Mounting Bolts 441-490 325-361 Alternator
(Bottom)
Overhead Guard Mounting Bolts 100-121 74-89 Type : 24 volt.(DSL)
Upright Trunnion Mounting Bolts 340-380 250-280 12 volt.(LPG)
Transmission and Bracket Mounting 450-500 332-369
Bolts Battery
Diesel Engine :
Group 06, Standard Transmission Type : (12 volt, 60AH) X 2
Specifications Cold Crank Current : 550 amps at 0 °F (-18 °C)
General Specifications Reserve Capacity : 100 minutes at 80 °F (27 °C).
Model : DIC Transmission. LPG Engine :

Type : 12 volt, 60AH
No. Ratios : 2-speed, forward and reverse.
Cold Crank Current : 550 amps at 0 °F (-18 °C)
No. Ratios Gear ratio
1st ------ 2.550 : 1 Reserve Capacity : 100 minutes at 80 °F (27 °C).
2nd ------ 1.218 : 1 (Diesel) Starter
1.448 : 1 (LPG) Diesel Engine :
Type : Positive engagement, offset gear reduction.
Torque Converter Size : 280 mm (11 in).
Voltage : 24 volts
Torque Converter Stall Ratio : 2.382
Output : 4.0 kwW
Hydraulic Pump Drive ratio : 1.0 × engine rpm.
LPG Engine :
Oil Capacity : 13 L.
Type : Positive engagement, offset gear reduction.
Transaxle Fluid : Mobil Fluid # 424.
Voltage : 12 volts
NOTE
1. All rpm’s noted are engine speed. Output : 1.6 kW
2. All clutch pressures are engine idle speed System Protection
with clutch engaged. Fuse : 10A Direction Control.
3. Oil at operating temperature (82-93°C)
Fuse : 10A Ignition.
180-200 °F.
SM 810 40-2-5
Fuse : 10A STOP Switch. Group Specifications

Fuse : 10A Horn.
Group 00, IVECO Diesel Engine
Group 01, Cooling System Specifications Specifications
Radiator Type : Crossflow radiator with coolant recovery
system. General Specifications
System Pressure (Radiator cap) : 83-109 kPa (12-16 psi). Engine Type : IVECO Vertical, in-line, 4-cycle water-
cooled diesel engine.
Thermostat :
Number of Cylinder : 4
Diesel/LPG : open (cracking) at 83°C ± 1.5° (181°F ± Combustion Chamber : Direct injection
2.7°) fully open 98°C (208°F).
Total Displacement : 4480 cu⋅cm (273 cu⋅in)
Coolant Mixture : 50% water and 50% low-silicate, ethyl-
Rated Output : 68 kw (91ps) @ 2300rpm
ene glycol, permanent-type antifreeze with rust and corro-
sion inhibitors. Maximum Torque :
Cooling System Coolant Capacity : -Tier2 Engine (F4GE0454A) ; 33.7 kgf.m (337 N⋅m) @
1400 rpm
Diesel truck with 4-row radiator capacity is 18L (19.0
qt). -Tier3 Engine (F4GE9454C) ; 38.9 kgf.m (389 N⋅m) @
1300 rpm
LPG truck with 5-row radiator capacity is 18L (19.0
qt). Engine Speed (rpm) :
Idle : 850±30 rpm
Fan Type : Pusher type
Converter Stall : 1850±30rpm
Fan Drive Belt : Flat 6 Grove type belt
Maximum No-Load : 2480±30 rpm
Water Pump Type : Centrifugal
Fuel Consumption (rated) : 217 g/kw-h
Hose Clamp Sizes : Firing Order : 1-3-4-2 (No.1 cylinder on flywheel side)
Diesel/LPG : 51mm (2 in). Output Shaft : Flywheel
Direction of Rotation : Counterclockwise(viewed from
Group 03, Intake and Exhaust Systems Spec- flywheel)
ifications Fuel Oil : Diesel oil No.2-D
Capacity, C40-45 : 94 L (24.8 gal)
Air Cleaner Type : Canister style with replaceable paper
C50s-55s : 106 L (28.0 gal)
element and air-restriction indicator.
Engine oil : 15W 40, API CD, CF-4 Engine oil.
Engine weight (dry) : About 440 kg (970 lb)
Start Motor : 24V-4.0 kW
Alternator : 24V-70A
Group 00(L), GM 4.3LT LPG Engine

Specifications
Engine Type : GM4.3LT 6-cycle water-cooled LPG
engine.
Number of Cylinder : 6
SM 810 40-2-6
Total Displacement : 4300 cu⋅cm (262 cu⋅in) 2) Double

Rated Output : C40 - 55s 820kPa (119psi)
-EPA Non Tier ; 66.3 kw (89ps) @ 2400rpm
Steer Tires :
-EPA Tier3 ; 69 kw (92ps) @ 2400rpm
Maximum Torque : 31 kgf.m (310 N⋅m) @ 1400 rpm C40 - 55s 1000kpa (145psi)
Engine Speed (rpm) :
Idle : 750±30 rpm Group 23 Brake/Inching System
Converter Stall : 2000±30rpm Specifications
Maximum No-Load : 2650±30 rpm
Firing Order : 1-6-5-4-3-2 (No.1 cylinder on flywheel Service Brake
side)
Type : Wet disc brake. Brake valve.
Output Shaft : Flywheel
Direction of Rotation : Counterclockwise(viewed from Fluid : Fluid (RANDO HD32 or NUTO H32 in accor-
flywheel) dance with CLARK specification MS-68
Fuel : LPG HD-5 or HD-10 (Capacity : 20 kg) (CLARK #2776239)) by reservoir.
Engine oil : 15W 40, API CD, CF-4 Engine oil. Pedal Freeplay : 4~6mm (0.16~0.24 in).
Engine weight (dry) : About 320 kg (705 lb)
Parking Brake
Group 22, Wheels and Tires Specifications Type : Drum brake type connected to drive axle.
Steer Tire Types : Pneumatic Rubber and urethane. Holding Test : Rated load on 15% grade.
Drive Tire Type : Pneumatic Rubber and urethane. Inching
Pneumatic Truck Wheel and Tires Type : Inching pedal mechanically linked to brake pedal
and to inching spool on transmission.
Tire Sizes and Ratings
Pedal Freeplay : None.
Drive Tires :
1) Single Group 25, Steering Column and Gear
C40 8.25 x 15-14 ply rating Specifications
C45 8.25 x 15-16 ply rating
C50s 300 x 15-18 ply rating Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal circuit.
C55s 300 x 15-20 ply rating
2) Double Steering System Relief Pressure Setting
C40 - 55s 7.50 x 15-12 ply rating : 13000 kPa (1885 psi).
Steer Tires : Group 26, Steer Axle Specifications

C40 - 55s 7.50 x 12-14 ply rating
Pneumatic-Tire Truck
Tire Pressures
Steer Cylinder Type : Double-acting, piston-type.
Drive Tires :
Turning Arc : 75° max. inside turning angle
1) Single 54.6° max. outside turning angle.
C40 820kPa (119psi) The number of handwheel turns required for lock-to-lock
C45 951kPa (138psi) turning differs between the cushion and pneumatic-style
C50s 820kPa (119psi) axles.
C55s 951kPa (138psi)
SM 810 40-2-7
Group 29, Hydraulic Sump, Filters, and Pump Travel Speeds

Specifications Maximum speeds with standard upright and standard
transmission.
Hydraulic Pump Type :
- Diesel : Double gear-type pump. with load
- LPG : Triple gear-type pump. km/h(MPh)
Pneumatic tire type Diesel
Sump Type and Capacity :
- Tank is built into truck frame with capacity of 88 L for C40 26.0
C40-45, 100 L for C50s-55s. C45 24.2
Hydraulic Fluid Type : C50s 24.2
- CLARK Hydraulic Fluid specification MS-68. C55s 24.1
Tank top Return Filter Type : Pneumatic tire type LPG

- Disposable, glass micro-fiber element. C40 23.3
Suction Screen : C45 21.9
- 100 mesh stainless steel screen. C50s 21.7
C55s 21.8
Drawbar Pull
Turning Radius (outside)
With standard upright and standard transmission.
For standard transmission truck.
with load
Pneumatic tire type Diesel kg (lbs) mm in
C40 2843 111.9
C40 3,591 (7,916) C45 2878 113.3
C45 3,796 (8,368) C50s 3032 119.4
C50s 3,800 (8,377) C55s 3071 120.9
C55s 3.797 (8.370)
Pneumatic tire type LPG
C40 3,200 (7,054)
C45 3,382 (7,456)
C50s 3,384 (7,460)
C55s 3,380 (7,451)
SM 810 40-2-8
Section 3
Hydraulic Fitting Tightening Procedure
1. Tighten fitting finger tight until it stops turning, 2. Using finger tips only, lightly snug fitting with a
while moving the fitting lightly side to side to pre- wrench until it bottoms out on the seat or port. Do
vent cocking or thread damage. not overtighten.
SM 810 40-3-1
What is a Value mark ?
It means the best in the forklift category,
which is selected by the top logistics magazine
(Modern Materials Handling) in the US.
#1 The best value #1 The most reasonable price
#1 The best service #1 The lowest maintenance cost
Printed in Korea

C40 45 50

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SERVICE MANUAL

Book No. SM 810

Group SA. Safe Maintenance Group 23. Brake System

Group 34. Uprights

Group 25. Steering Column Group 23. Brake System

Group 06. Transmission Group 30. Hydraulic Control Valve

Group 29. Hydraulic Sump, Filters,

Group 00. Engine

Group 01. Engine Cooling

Group 38. Counterweight

Safety ................................................................... Section 1

Lifting, Jacking, and Blocking the Truck ....... Section 2

Safety Signs and Messages Safe Maintenance Practices

Lifting, Jacking, and Blocking the Truck

Safe Parking Raising Drive Wheels Off Floor

Lifting, Blocking, and Jacking Points

5. Tilt upright fully forward. This raises the drive

Under Under Frame Under Upright

7. Check for stable condition of the truck. Be sure that ! WARNING

Blocking the Upright In Raised

For standard uprights, block may need

1. Park truck safely as described in “Safe Parking.” Put

6. Hold the shorter block against the outer rail and

The reverse is also true. If the counterweight

Put an equal amount of blocks under each side of the truck

8. When maintenance work is completed, lower the

b. Without an Upright and Carriage Installed

Direction of towing for distances of

SM 810 Towing • SA-3-1

SM 810 Towing • SA-3-2

Maintenance Schedules ............................ Section 1

The Planned Maintenance Program ....... Section 2

“Periodic Service” and “Planned Determining Maintenance Intervals

Since the operating environments of lift

Service Chart/Lubrication Points

Every 8-10 Hours or daily

Lift Chains Axle Oil

Transmission Fluid Fuel Filter

Check/Lubricate Check/Replace Clean/Air Clean

Check Monitor indicator on A/cleaner

Recommended Periodic Service Schedule

Every 450- Every 900- Every 2000

Every 450- Every 900- Every 2000

Group 03 - Air Intake & Exhaust

Every 450- Every 900- Every 2000

Every 450- Every 900- Every 2000

The Planned Maintenance Program

Introduction to Planned Maintenance The Basic PM Procedures

The Recommended PM Task Chart

Listed by Service Manual Group

Group PS - The Basic PM Procedures Alternator - inspect/test

Visual Inspection Carriage, Load Backrest, and Upright

Engine Shut Down Mode

Lift Mechanisms and Controls Auxiliary Controls

Truck Chassis Inspection and Lubrication Under-the-Hood Inspection

Lubricate the lift chains as described in Group 34.

STEAM. Do not remove the radiator cap

Cranking Voltage Test

General Specifications .............................. Section 1

Fuel ............................................................ Section 2

Industrial Application .............................. Section 3

Overhaul And Technical Specifications .. Section 4

Tools ........................................................... Section 5