Service Manual: CQ 20/25/30 D/L

CQ 20/25/30 D/L
SERVICE MANUAL
RATED CAPACITY: 2000 3000kg
Book No. SM-794
June 2010

CopyrightedMaterial
Intendedfor CLARK dealersonly
Do not sell or distribute

Truck Models Covered by this Manual
This manual consists of base module that pertains
to all CQ20-30 models and other modules that per-
tain only to specific models. Manuals shipped with
the truck contain the base module and the modules
specific to the purchased truck.
You may, however, purchase specific modules and
expand your manual to fully cover multiple models.
To do so, order the desired modules as you would
any other Clark part.
Arrangement and Use of this Manual
Clark arranges parts and service procedures by stan-
dardized Groups. In this manual, Groups are similar
to chapters.
Each Group begins with a table of contents that shows the
Sections contained within the Group. Lengthy Sections
also begin with a table of contents.
Each Group and Section has an identifying name and
number, or ID.
Each page also has a unique ID. The page ID con-
sists of three numbers separated by hyphens. The
three numbers represent the Group number, the Sec-
tion number, and the page number. For example,
00-1-2 on the lower corner of the page indicates
Group 00, Section 1, page 2.
The Group number sometimes has a letter or letters
added to it in parentheses if one or more variations of
the Group exist. For example, if the truck has a stan-
dard transaxle, Group 06 is expressed as 06(S); if
the truck has a hydrostatic transmission, Group 06 is
expressed as 06(H).
You can quickly locate a specific point in the manual
by using the headers and footers that appear on every
Section page. The following illustration points out
these areas.
This manual is intended for the use of trained service
personnel. Please read Group SA, Safe Mainte-
nance, and the Operators Manual before working
on or operating the truck.
Manual ID
Group-Section-Page
Group ID

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CONTENTS
SM 794 CONTENTS
CONTENTS
(Group Index)
Group PS. Periodic Service
Group 00. Engines
Group 01. Cooling System
Group 02. Fuel System
Group 03. Air Induction System
Group 06. Transaxle
Group 12. Ignition System
Group 13. Electrical System
Group 22. Wheels and Tires
Group 23. Brake / Inching System
Group 25. Steering Column and Gear
Group 26. Steer Axle
Group 29. Hydraulic Pump, Sump, and Filters
Group 30. Hydraulic Control Valve/Lift Circuit
Group 32. Tilt Cylinders
Group 34. Upright
Group 38. Counterweight, Sheet Metal & Chassis
23
30
29
13
00
03
02
22
38
06
25
32
34
26
01
13

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GROUP PS
SM 794 PS-0
GROUP PS
PERIODIC SERVICE
Maintenance Schedules ............................ Section 1
The Planned Maintenance Program ....... Section 2

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Group PS, Periodic Service
SM 794 PS-1-1
Periodic Service and Planned
Maintenance
The term periodic service includes all maintenance
tasks that should be performed on a regularly scheduled
basis.
The term Planned Maintenance indicates a formalized
program of basic inspections, adjustments, and lubrica-
tions that the Clark service organization provides custom-
ers at a prescribed interval, usually 50-250 hours. The
recommended basic Planned Maintenance procedure is
given in Section 2 of this Group.
The current Section,Maintenance Schedules, specifies
all maintenance tasksincluding Planned Maintenance
tasksthat should be performed periodically, and sug-
gests intervals at which they should be performed.
Determining Maintenance Intervals
Time intervals on the charts on the next four pages and
elsewhere in this manual relate to truck operating hours as
recorded on the hourmeter, and are based on experience
Clark has found to be convenient and suitable under nor-
mal operation. Standard operating condition classifica-
tions are:
Normal Operation: Eight-hour material handling, mostly
in buildings or in clean, open air on clean, paved surfaces.
Severe Operation: Prolonged operating hours or constant
usage.
Extreme Operation:
In sandy or dusty locations, such as cement plants,
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.
Section 1
Maintenance Schedules

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SM 794 PS-1-2
LUBRICATION
Perform periodic maintenance, replacement and lubricating according to following lubrication chart to maintain
optimum condition. Otherwise service, life will be reduced and breakdowns may occur frequently.
LUBRICATION CHART
Lubricant
Replace
Check
Grease
Engine oil
Transaxle oil
Antifreeze
Hydraulic oil
Fuel
Brake fluid
CO
HO G
EO
EO
BO BO
TO TO
EO
CO CO
G
G
FO
HO HO
G
G
EO
TO
FO
BO
Every 10 hours or daily
Every 200 hours or monthly
Every 500 hours or every 3 months
Every 1000 hours or every 6 months
Every 2000 hours or yearly
Transaxle oil filter
Mast mounting
RH, LH(2points)
Lift chain
RH, LH(2points)
Brake fluid
Transaxle oil
Engine oil
Engine oil filter
Coolant
Steer king pin
RH, LH(4points)
Steering linkage
RH, LH(4points)
Fuel (LPG)
Tilt cylinder end
RH, LH(2points)
Hydraulic oil
Hydraulic oil filter
Hydraulic breather
Wheel bearing
RH, LH(2points)
Air cleaner

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SM 794 PS-1-3
Recommended Periodic Service Schedule
This chart lists maintenance tasks that should be done
periodically, the suggested time intervals, and the service
manual Group in which the task is covered.
Apply as appropriate for diesel, gas, and LPG trucks.
Refer to Operators Manual for Daily Checks.
TASKS
First 50
Hours
Every 50-
200 Hours
(or 1 month)
Every 450-
500 Hours
(or 3 months)
Every 900-
1000 Hours
(or 6 months)
Every 2000
Hours
(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 injector s /lines - clean / inspect
Filler cap / screen - clean / inspect
Fuel filter, Diesel - replace
Fuel filter, LPG - replace
LPG lock-off valve filter
- inspect / replace
LPG tank mounting / guard - inspect

LPG tank shut-off valve - inspect / test
LPG vaporizer / regulator / hoses
- inspect

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SM 794 PS-1-4
Throttle linkage - check / adjust
Group 03 - Air Intake & Exhaust
Air filter element - replace (Diesel) (Gas/LPG)
Air hoses / clamps - inspect
Exhaust pipe / muffler - inspect
Group 06 - Transaxle
Charging pump - stall test standard
transaxle
Clutch pack operation - stall test standard

transaxle
Pressure checks
Fluid replace - drain / fill
Fluid filter - replace
Fluid level / condition - check / sample
Inching operation - check / test
Oil cooler / lines - inspect
Strainer - clean on standard transaxle
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 - Driveaxle
Axle end lube - clean / repack
Axle mounting bolts
- inspect / tighten
Fluid replace
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
Fluid check / lubricate
TASKS
First 50
Hours
Every 50-
200 Hours
(or 1 month)
Every 450-
500 Hours
(or 3 months)
Every 900-
1000 Hours
(or 6 months)
Every 2000
Hours
(or 1 year)

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SM 794 PS-1-5
Fluid replace - drain / fill
Group 26 - Steer Axle and Lines
Operation - check
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
Operation - check
Carriage and lift chain - lubircate
Carriage chain condition - inspect / adjust
Forks, latches, stop pin -
inspect / check wear
Lift chain condition - inspect / adjust

Load backrest
Upright lift cylinder downdrift-test
Upright rollers - check
Upright trunnion bolts - tighten
* Oil change interval may be determined by laboratory analysis
TASKS
First 50
Hours
Every 50-
200 Hours
(or 1 month)
Every 450-
500 Hours
(or 3 months)
Every 900-
1000 Hours
(or 6 months)
Every 2000
Hours
(or 1 year)

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SM 794 PS-2-1
This Section defines a set of basic service procedures, known as the Planned
Maintenance Program, and describes systematic approach for performing
them.
Section 2
The Planned Maintenance Program

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SM 794 PS-2-2
Introduction to Planned Maintenance
A program of regular, routine inspections, lubrication, and
other service tasks is important for the long life and trou-
ble-free operation of the lift truck.
The Clark service organization offers customers a formal-
ized programcalled Planned Maintenance, or PMfor
performing these tasks.
PM Intervals
The PM inspections, adjustments, and lubrications are
typically performed on each covered truck at 50-250 hour
intervals. (See Section 1, in this Group about defining ser-
vice intervals.)
The PM Form
As an aid to service technicians performing and docu-
menting PM inspections, Clark has prepared a Gas, LPG
or Diesel Planned Maintenance Report form. A black-
and-white copy of this form is inserted in Section 3 of this
Group.
We recommend that you use this form as a checklist and
to make a record of your inspection and truck condition.
This record can be used to inform the owner of needed
repairs and help establish the optimal PM intervals.
When you have finished the PM inspections, be sure to
give a copy of the report to the person responsible for lift
truck maintenance.
The Basic PM Procedures
The chart on the next page lists the basic PM tasks. The
actual PM program may be modified to meet the specific
needs of the truck application.
The procedures beginning on page 4 outline a systematic
approach to performing the PM tasks. These procedures
consist of:
External visual checks you make as you walk
around the truck with it turned off.
Operational checks you make while operating the
truck.
Tests, adjustments, and lubrication you perform
with the covers removed.
CAUTION
!
Do not make repairs or adjustments unless
authorized to do so.
Disconnect the battery ground cable (-) from
the engine or frame before working on electrical
components.
Always wear safety glasses.
Wear a safety (hard) hat in industrial plants
and in special areas where protection is neces-
sary or required.
Remove all jewelry (watch, rings, bracelets,
etc.) before working on the truck.
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SM 794 PS-2-3
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 govd 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 - Transaxle Tilt cylinder mounting - check/tighten
Charging pump - stall test standard transaxle Tilt cylinder rod ends - check/tighten
Clutch pack - stall test standard transaxle Tilt cylinder rod/seals - check condition
Fluid level/condition - check/sample Group 34 - Upright, Lift Cylinders,
Carriage, Forks Inching operation - check/test
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 trunnion bolts - tighten
Wiring harness - inspect

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SM 794 PS-2-4
Visual Inspection
First, perform a visual inspection of the lift truck and its
components. Walk around the truck and take note of any
obvious damage and maintenance problems.
Decals, Fasteners, and Leaks
Check for loose fasteners and fittings.
Check to be sure all capacity, safety, and warning plates
and decals are attached and legible.
NOTE
Do not operate a lift truck with damaged or
missing decals and nameplates. Replace them
immediately. They contain important infor-
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,
transmission fluid, etc.
Check for hydraulic oil leaks and loose fittings. DO NOT
USE BARE HANDS TO CHECK.
CAUTION
!
Hydraulic Fluid Pressure. Do not use your
hands to check for hydraulic leakage. Oil
may be hot or under pressure. Fluid under
pressure can penetrate your skin and cause
serious injury.
Overhead Guard
Be sure that the overhead guard and any other safety
devices are in place, undamaged, and attached securely.
Inspect welds and structural members for cracks or other
damage. Also check for loose or missing fasteners.
Carriage, Load Backrest, and Upright
(See Group 34 for detailed inspection procedure.)
Inspect the welds on the carriage, load backrest, and
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
and not damaged. Inspect the carriage stops and cylinder
retainer bolts. Check all welded connections.
Inspect all lift line hydraulic connections for leaks. Check
the lift cylinder rods for wear marks, grooves and
scratches. Check the cylinder seals for leaks.
Forks
Inspect the load forks for cracks, breaks, bending and
wear as described in Group 34.
WARNING
!
HEEL WEAR. If the fork blade at the heel is
worn down by more than 10 percent, the load
capacity is reduced and the fork must be
replaced. See Group 34 for inspection proce-
dures.
CQ027
Upright
Load Backrest
Fork
Carriage

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SM 794 PS-2-5
Inspect the fork latches to ensure that they are in good
condition, operate freely, and lock correctly.
Wheels and Tires
Check the condition of the drive and steer wheels and
tires. Remove objects that are embedded in the tread.
Inspect the tires for excessive wear or breaks or "chunking
out.
Check all wheel lug nuts or bolts to be sure none are loose
or missing. Have missing bolts or lug nuts replaced and
tightened to correct torque as explained in Group 22.
WARNING
!
Check tire pressure from a position facing
the tread of the tire, not the side. Use a long-
handled gauge to keep your body away. If
tires are low, the tire may require removal
and repair. Incorrect (low) tire pressure can
reduce truck stability. See Specifications in
Group 22 for proper inflation pressure.
Brake and Inching Pedal Freeplay
There should be no inching and 4~6mm braking pedal
freeplay. Both pedals should be at same the height. Adjust
as described in Group 23.
Functional Tests
Be sure that :
Parking brake is applied
Directional control is in "N" (neutral).
Test the horn, lights, and all other safety equipment. Be
sure they are properly mounted and working correctly.
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.
As you start the engine, check the instrument display. All
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.
Engine Shut Down Mode
If the trucks fault protection system detects low engine
oil pressure, excessive transmission oil temperature, or
excessive engine coolant temperature, the truck will go
into shutdown modea buzzer will sound for 30 sec-
onds, after which the truck will shut itself off. The truck
may be restarted, but if the fault condition still exists, the
engine will again shutdown in 30 seconds.
Parking Brake Interlock
The transmission should disengage when the parking brake
is on and reengage when the parking brake is released.
1. Apply the parking brake.
2. Start the engine, if it is not already running.
3. Place the direction control in forward or reverse.
Make sure the path is clear in the chosen direction.

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SM 794 PS-2-6
4. Accelerate briefly. The truck should not move or put
any strain on the parking brake if the interlock sys-
tem is OK.
5. Release the parking brake (and service brake). Truck
should move slowly in selected direction. (On hydro-
static truck, depress accelerator pedal slightly.)
Accelerator, Brak e/Inching Sy stem, Direction
Control, and Parking Brake
WARNING
!
Fasten your seat belt before driving the
truck.
Make sure that you on a level surface, the travel area is
clear in front of the truck, the parking brake is release, and
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-
ward.
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
parking brake should hold a lift truck with rated load
on a 15% grade.
CAUTION
!
If the service brake, parking brake, or inter-
lock is not operating properly, take the truck
out of service until it is repaired.
Steering System
Check the steering system by moving the steering hand-
wheel in a full right turn and then in a full left turn. Return
the steer wheels to the straight-ahead position. The steer-
ing system components should operate smoothly when the
steering handwheel is turned. Hard steering, excessive
play(looseness), or unusual sounds when turning or
maneuvering indicates a need for inspection or servicing.
If the truck has a steering system fault, take the truck out
of service until it is repaired.
Operators Controls. Standard arrangment shown.
94T094
Inching Pedal
Direction
Control
Parking Brake
Brake Pedal
Lift Lever
Tilt Lever
Aux Lever
Accelerator

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SM 794 PS-2-7
Lift Mechanisms and Controls
(See Group 34 for detailed test procedure.)
1. Check the function of the lift system and controls
with the engine running.
2. Pull back on the tilt control lever and hold until the
upright reaches the full back tilt position. Push for-
ward on the lever to return the upright to the vertical
position. Release the lever.
If there is excessive play between rails and channels,
upright adjustment is required. If there is racking,
adjustment of the cylinder rod yokes is required.
CAUTION
!
Be sure that there is adequate overhead
clearance before raising the upright.
3. Pull back on the lift control lever and raise the fork
carriage to full height. Watch the upright assembly as
it rises. All movements of the upright, fork carriage,
and lift chains must be even and smooth, without
binding or jerking. Watch for chain wobble or loose-
ness; the chains should have equal tension and move
smoothly without noticeable wobble. Release the
lever.
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.
Auxiliary Controls
If the truck is equipped with an attachment, test the con-
trol lever for correct function and operate the attachment
to check its function
When you have completed the operational tests, park and
leave truck according to standard shutdown procedures.
Be sure to make a record of all maintenance and operating
problems you find.
Air Cleaning the Truck
CAUTION
!
Wear suitable eye protection and protective
clothing.
Open the hood and remove the floorplate.
Then air clean the following: upright assembly, drive axle,
radiator from both counterweight and engine sides, engine
and accessories, driveline and related components, and
steer axle and steer cylinder.
Use an air hose with special adapter or extension that has
a control valve and nozzle to direct the air properly. Use
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.

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SM 794 PS-2-8
Truck Chassis Inspection and Lubrication
Lubrication requirements are given in the Service Chart/
Lubrication Points chart in Section 1 of this Group. Also
see Lubricants and Shop Supplies in Group 40 for parts
information, and General Specifications in Group 40 for
lubricant specifications.
Lubrication and inspection of truck chassis components
includes steer wheels, steer axle linkages, and steer wheel
bearings, and drive wheel bearings. To check these items,
the truck must be properly raised and blocked as described
in Lifting, J acking, and Blocking in Group SA.
Check for play in wheel bearings by attempting to move
the wheel side to side and up and down, by hand.
Inspect the steering cylinder piston rods, seal, and fasten-
ers for damage and leaks, and looseness.
Check linkages by observing whether the steer wheels lag
when you turn the handwheel.
Lubricate the steer axle linkage rod ends and pivot points.
Be sure to clean the grease fittings before lubricating.
Remove the excess grease from all points after lubricat-
ing. Lubricate miscellaneous linkage as needed.
Upright and Tilt Cylinder Lubrication
Clean the fittings and lubricate the tilt cylinder rod end
bushings (forward end). Clean the fittings and lubricate
the tilt cylinder base rod end bushings (rear end). Clean
and lubricate the upright trunnion bushings.
Lift Chain Lubrication
Lubricate the lift chains as described in Group 34.
Under-the-Hood Inspection
General Checks
Check all fluid levels and make sure that the following
items are clean, secure, and in good condition:
Hoses, lines, clamps, and fittings
Wires, cables, and connectors
Distributor, distributor cap, and rotor, coil, and
plug wires (gas/LPG engine only)
Control linkages, pedals, and levers
Engine mounts
Fan and fan belts
Oil filler cap
Steering gear (check for leaks).
CAUTION
!
To avoid the possibility of personal injury,
never work in engine compartment with
engine running except when absolutely nec-
essary to check or make adjustments. Take
extreme care to keep face, hands, tools, loose
clothing, etc., away from fan and drive belts.
Also, remove watches, bracelets, and rings.
Do not smoke.
Engine Air Cleaner
Do not open the air cleaner to check the filter element.
The filter element should be replaced only at the specified
service interval or when the air filter light indicates that it
is dirty.
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.

CopyrightedMaterial

SM 794 PS-2-9
Engine Cooling System
Check coolant level in the coolant recovery bottle and in
the radiator as described in Group 01.
CAUTION
!
STEAM. Do not remove the radiator cap
when the radiator is hot. Steam from the
radiator will cause severe burns.
Coolant should be checked on a daily basis in high-cycle
applications.
Engine Oil
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.
It is normal to add some oil between oil changes. Keep the
oil level above the ADD mark on the dipstick by adding
oil as required. Use only the oil specified in Group 00.
Oil Change: Change oil as described in Group 00.
Diesel Engine Oil Filter:Replace as described in Group
00.
Hydraulic Fluid Level
Check the hydraulic sump tank fluid level as described in
Group 29. Correct fluid level is important for proper sys-
tem operation. Low fluid level can cause pump damage.
Overfilling can cause fluid leakage.
Hydraulic fluid expands as its temperature rises. There-
fore, it is preferable to check the fluid level at operating
temperature (after approximately 30 minutes of truck
operation).
Fill the oil level above the LOW mark on the dipstick by
adding only the hydraulic fluid prescribed in Group 29.
DO NOT OVERFILL.
Transaxle Fluid Level
Check the transaxle fluid level with the engine running, as
explained in Group 06.
Fill to the FULL mark on the dipstick, using the transaxle
fluid specified in Group 06.
Stall Test
On standard transaxle trucks, perform the stall test
described in Group 00 to determine engine and transaxle
condition.
Cranking Voltage Test
To determine battery condition, check the cranking volt-
age as described in Group 14.
Critical Fastener Torque Checks
For safety it is important that the correct torque be main-
tained on all critical fasteners of components which
directly support, handle or control the load and protect the
operator.
Check torque of critical items, including:
Drive axle mounting
Drive and steer wheel mounting
Counterweight mounting
Overhead guard mounting
Operators cell mounting
Tilt cylinder mounting and yokes
Upright mounting and components.

CopyrightedMaterial

SM 794 PS-2-10
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a
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CopyrightedMaterial

GROUP 00 (D-TIER2~3)
SM 794 00(D-T2,3)-0
GROUP 00 (D-TIER2~3)
DIESEL ENGINE
(Tier2 - 4TNE94L, Tier3 - 4TNE98)

Safety ......................................................... Section 1
General Service Information.................... Section 2
Periodic Maintenance................................ Section 3
Engine ........................................................ Section 4
Fuel System ............................................... Section 5
Cooling System ......................................... Section 6
Lubrication System .................................. Section 7
Starter Motor ............................................ Section 8
Alternator................................................... Section 9
Troubleshooting ...................................... Section 10

CopyrightedMaterial

Group 00(D-T2~3) DIESEL ENGINE
SM 794 00(D-T2,3)-1-1
SAFETY STATEMENTS
Yanmar is concerned for your safety and your
machines condition. Safety statements are one
of the primary ways to call your attention to the
potential hazards associated with Yanmar TNE
engine operation. Follow the precautions listed
throughout the manual before operation, during
operation and during periodic maintenance pro-
cedures for your safety, the safety of others and
to protect the performance of your engine. Keep
the labels from becoming dirty or torn and
replace them if they are lost or damaged. Also, if
you need to replace a part that has a label
attached to it, make sure you order the new part
and label at the same time.
NOTE
This safety alert symbol appears with most
safety statements. It means attention, become
alert, your safety is involved! Please read and
abide by the message that follows the safety
alert symbol.
A DANGER
DANGER
!
(the word DANGER is in white letters with
a red rectangle behind it) indicates an
imminently hazardous situation which, if not
avoided, will result in death or serious injury.
Danger is limited to the most extreme situa-
tions.
WARNING
!
Warning (the word WARNING is in black
letters with an orange rectangle behind it) .
indicates a potentially hazardous situation
which, if not avoided, could result in death or
serious injury.
CAUTION
!
Caution (the word CAUTION is in black
letters with a yellow rectangle behind it) .
indicates a potentially hazardous situation
which, if not avoided, may result in minor or
moderate injury.
CAUTION
!
Caution without the safety alert symbol indi-
cates a potentially hazardous situation that
can cause damage to the machine, personal
property and / or the environment or cause
the machine to operate improperly.
Section 1
Safety

CopyrightedMaterial

SM 794 00(D-T2,3)-1-2
SAFETY PRECAUTIONS
Before You Operate
CAUTION
!
NEVER permit anyone to operate the engine
or driven machine without proper training.
Read and understand this Operation Man-
ual before you operate the machine to
ensure that you follow safe operating prac-
tices and maintenance procedures.
Machine safety signs and labels are addi-
tional reminders for safe operating and
maintenance techniques.
See your authorized Yanmar industrial
engine dealer or distributor for additional
training.
During Operation and Maintenance
DANGER
!
SCALD HAZARD!
NEVER remove the radiator cap if the
engine is hot. Steam and hot engine coolant
will spurt out and seriously burn you.
Allow the engine to cool down before you
attempt to remove the radiator cap.
Securely tighten the radiator cap after you
check the radiator. Steam can spurt out
during engine operation if the cap is loose.
ALWAYS check the level of engine coolant
by observing the reserve tank.
Failure to comply will result in death or
serious injury.
DANGER
!
EXPLOSION HAZARD!
Keep the area around the battery well ven-
tilated. While the engine is running or the
battery is charging, hydrogen gas is pro-
duced which can be easily ignited.
Keep sparks, open flame and any other
form of ignition away.
serious injury.
DANGER
!
FIRE AND EXPLOSION HAZARD!
Diesel fuel is extremely flammable and
explosive under certain conditions.
When you remove any fuel system compo-
nent to perform maintenance (such as
changing the fuel filter) place an approved
container under the opening to catch the
fuel.
NEVER use a shop rag to catch the fuel.
Vapors from the rag are extremely flam-
mable and explosive.
Wipe up any spills immediately.
Wear eye protection. The fuel system is
under pressure and fuel could spray out
when you remove any fuel system compo-
nent.
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-1-3
DANGER
!
NEVER use diesel fuel as a cleaning agent.
serious injury.
DANGER
!
NEVER remove the fuel cap with engine
running.
serious injury.
DANGER
!
Place an approved container under the air
bleed port when you prime the fuel system.
Never use a shop rag to catch the fuel.
Wipe up any spills immediately. ALWAYS
close the air bleed port after you complete
priming the system.
when you open the air bleed port.
If the unit has an electric fuel pump, turn
the key switch to the ON position for 10 to
15 seconds, or until the fuel coming out of
the air bleed port is free of bubbles, to
allow the electric fuel pump to prime the
system.
If the unit has a mechanical fuel pump,
operate the fuel priming pump several
times until the fuel coming out of the air
bleed port is free of bubbles.
serious injury.
DANGER
!
Only use the key switch to start the engine.
NEVER jump start the engine. Sparks
caused by jumping the battery to the
starter terminals may cause a fire or explo-
sion.
serious injury.
DANGER
!
Only fill fuel tank with diesel fuel. Filling
fuel tank with gasoline may result in a fire.
NEVER refuel with engine running.
Wipe up all spills immediately.
Keep sparks, open flames or any other
form of ignition (match, cigarette, static
electric source) away when fueling / refuel-
ing.
NEVER overfill the fuel tank.

CopyrightedMaterial

SM 794 00(D-T2,3)-1-4
Fill fuel tank and store fuel in a well-venti-
lated area only.
serious injury.
DANGER
!
Before you operate the engine, check for
fuel leaks. Replace rubberized fuel hoses
every two years or every 2000 hours of
engine operation, whichever comes first,
even if the engine has been out of service.
Rubberized fuel lines tend to dry out and
become brittle after two years or 2000
hours of engine operation, whichever
comes first.
serious injury.
DANGER
!
EXPLOSION HAZARD!
NEVER check the remaining battery
charge by shorting out the terminals. This
will result in a spark and may cause an
explosion or fire. Use a hydrometer to
check the remaining battery charge.
If the electrolyte is frozen, slowly warm the
battery before you recharge it.
serious injury.
DANGER
!
CRUSH HAZARD!
When you need to transport an engine for
repair have a helper assist you attach it to a
hoist and load it on a truck.
NEVER stand under hoisted engine. If the
hoist mechanism fails, the engine will fall
on you, causing serious injury or death.
serious injury.
WARNING
!
SEVER HAZARD!
Keep hands and other body parts away
from moving / rotating parts such as the
cooling fan, flywheel or PTO shaft.
Wear tight fitting clothing and keep your
hair short or tie it back while the engine is
running.
Remove all jewelry before you operate or
service the machine.
NEVER start the engine in gear. Sudden
movement of the engine and / or machine
could cause death or serious personal
injury.
NEVER operate the engine without the
guards in place.
Before you start the engine make sure that
all bystanders are clear of the area.
Keep children and pets away while the
engine is operating.
Check before starting the engine that any
tools or shop rags used during maintenance
have been removed from the area.

CopyrightedMaterial

SM 794 00(D-T2,3)-1-5
Failure to comply could result in death or
serious injury.
WARNING
!
EXHAUST HAZARD!
NEVER operate the engine in an enclosed
area such as a garage, tunnel, underground
room, manhole or ships hold without
proper ventilation.
NEVER block windows, vents, or other
means of ventilation if the engine is operat-
ing in an enclosed area. All internal com-
bustion engines create carbon monoxide
gas during operation. Accumulation of this
gas within an enclosure could cause illness
or even death.
Make sure that all connections are tight-
ened to specifications after repair is made
to the exhaust system.
serious injury.
WARNING
!
ALCOHOL AND DRUG HAZARD!
NEVER operate the engine while you are
under the influence of alcohol or drugs.
NEVER operate the engine when you are
feeling ill.
serious injury.
WARNING
!
EXPOSURE HAZARD!
Wear personal protective equipment such
as gloves, work shoes, eye and hearing pro-
tection as required by the task at hand.
NEVER wear jewelry, unbuttoned cuffs,
ties or loose fitting clothing when you are
working near moving / rotating parts such
as the cooling fan, flywheel or PTO shaft.
ALWAYS tie long hair back when you are
as a cooling fan, flywheel, or PTO shaft.
NEVER operate the engine while wearing a
headset to listen to music or radio because
it will be difficult to hear warning signals.
serious injury.
WARNING
!
BURN HAZARD!
Batteries contain sulfuric acid. NEVER allow
battery fluid to come in contact with clothing,
skin or eyes. Severe burns could result.
ALWAYS wear safety goggles and protective
clothing when servicing the battery. If contact
with the skin and / or eyes should occur, flush
with a large amount of water and obtain
prompt medical treatment.
Failure to comply could result in death or seri-
ous injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-1-6
WARNING
!
HIGH PRESSURE HAZARD!
Avoid skin contact with high pressure die-
sel fuel spray caused by a fuel system leak
such as a broken fuel injection line. High
pressure fuel can penetrate your skin and
result in serious injury. If you are exposed
to high pressure fuel spray obtain prompt
medical treatment.
NEVER check for a fuel leak with your
hands. ALWAYS use a piece of wood or
cardboard. Have your authorized Yanmar
industrial engine dealer or distributor
repair the damage.
serious injury.
WARNING
!
SHOCK HAZARD!
Turn off the battery switch (if equipped) or
disconnect the negative battery cable
before servicing the electrical system.
Check the electrical harnesses for cracks,
abrasions, and damaged or corroded con-
nectors. ALWAYS keep the connectors and
terminals clean.
serious injury.
WARNING
!
SEVER HAZARD!
Stop the engine before you begin to service
it.
NEVER leave the key in the key switch
when you are servicing the engine. Some-
one may accidentally start the engine and
not realize you are servicing it. This could
result in a serious injury.
If you must service the engine while it is
operating, remove all jewelry, tie back long
hair, and keep your hands, other body
parts and clothing away from moving /
rotating parts.
serious injury.
WARNING
!
BURN HAZARD!
If you must drain the engine oil while it is
still hot, stay clear of the hot engine oil to
avoid being scalded. Make sure you wear
eye protection.
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-1-7
WARNING
!
BURN HAZARD!
Wait until the engine cools before you
drain the engine coolant. Hot engine cool-
ant may splash and burn you.
serious injury.
WARNING
!
BURN HAZARD!
Keep your hands, and other body parts,
away from hot engine surfaces such as the
muffler, exhaust pipe, turbocharger (if
equipped) and engine block during opera-
tion and shortly after you shut the engine
down. These surfaces are extremely hot
while the engine is operating and could
seriously burn you.
serious injury.
CAUTION
!
COOLANT HAZARD!
Wear eye protection and rubber gloves
when you handle Long Life or Extended
Life engine coolant. If contact with the eyes
or skin should occur, wash with clean
water.
Failure to comply may result in minor or
moderate injury.
CAUTION
!
FLYING OBJECT HAZARD!
ALWAYS wear eye protection when ser-
vicing engine and when using compressed
air or high-pressure water. Dust, flying
debris, compressed air, pressurized water
or steam may injure your eyes.
moderate injury.
CAUTION
!
Only use diesel fuels recommended by
Yanmar for the best engine performance,
to prevent engine damage and to comply
with EPA / ARB warranty requirements.
Only use clean diesel fuel.
NEVER remove primary strainer from the
fuel tank filler port (if equipped). If
removed, dirt and debris could get into the
fuel system causing it to clog.
CAUTION
!
NEVER attempt to adjust the low or high
idle speed limit screw. This may impair the
safety and performance of the machine and
shorten its life. If adjustment is ever
required, contact your authorized Yanmar
industrial engine dealer or distributor.

CopyrightedMaterial

SM 794 00(D-T2,3)-1-8
CAUTION
!
If any problem is noted during the visual
check, the necessary corrective action should
be taken before you operate the engine.
CAUTION
!
NEVER hold the key in the START position
for longer than 15 seconds or the starter
motor will overheat.
CAUTION
!
The illustrations and descriptions of optional
equipment in this manual, such as the opera-
tors console, are for a typical engine installa-
tion. Refer to the documentation supplied by
the optional equipment manufacturer for
specific operation and maintenance instruc-
tions.
CAUTION
!
If any indicator illuminates during engine
operation stop the engine immediately.
Determine the cause and repair the problem
before you continue to operate the engine.
CAUTION
!
Observe the following environmental operat-
ing conditions to maintain engine perfor-
mance and avoid premature engine wear:
Avoid operating in extremely dusty condi-
tions.
Avoid operating in the presence of chemi-
cal gases or fumes.
Avoid operating in a corrosive atmosphere
such as salt water spray.
NEVER install the engine in a floodplain
unless proper precautions are taken to
avoid being subject to a flood.
NEVER expose the engine to the rain.
CAUTION
!
NEVER run the engine if the ambient tem-
perature is above +104F (+40C) or below
+5F (-15C).
If the ambient temperature exceeds +104F
(+40C) the engine may overheat and cause
the engine oil to break down.
If the ambient temperature falls below
+5F (-15C) rubber components such as
gaskets and seals will harden causing pre-
mature engine wear and damage.
Contact your authorized Yanmar indus-
trial engine dealer or distributor if the
engine will be operated in either tempera-
ture extreme.
trial engine dealer or distributor if you
need to operate the engine at high altitudes.
At high altitudes the engine will lose power,
run rough, and produce exhaust gases that
exceed the design specifications.
CAUTION
!
Only use the engine oil specified. Other
engine oils may affect warranty coverage,
cause internal engine components to seize,
or shorten engine life.
Prevent dirt and debris from contaminat-
ing engine oil. Carefully clean the oil cap /
dipstick and the surrounding area before
you remove the cap.
NEVER mix different types of engine oil.
This may adversely affect the lubricating
properties of the engine oil.
NEVER overfill. Overfilling may result in
white exhaust smoke, engine overspeed or
internal damage.
CAUTION
!
Only use the engine coolant specified.
Other engine coolants may affect warranty
coverage, cause an internal build up of rust
and scale and / or shorten engine life.
ing engine coolant. Carefully clean the
radiator cap and the surrounding area
before you remove the cap.

CopyrightedMaterial

SM 794 00(D-T2,3)-1-9
NEVER mix different types of engine cool-
ants. This may adversely affect the proper-
ties of the engine coolant.
CAUTION
!
NEVER overfill the engine with engine oil.
ALWAYS keep the oil level between upper
and lower lines on the dipstick.
CAUTION
!
For maximum engine life, Yanmar recom-
mends that when shutting the engine down,
you allow the engine to idle, without load, for
5 minutes. This will allow the engine compo-
nents that operate at high temperatures, such
as the turbocharger (if equipped) and
exhaust system, to cool slightly before the
engine itself is shut down.
CAUTION
!
NEVER use an engine starting aid such as
ether. Engine damage will result.
CAUTION
!
Make sure the engine is installed on a level
surface. If a continuously running engine is
installed at an angle greater than 20 (in any
direction) or if an engine runs for short peri-
ods of time (less than 3 minutes) at an angle
greater than 25 in any direction, engine oil
may enter the combustion chamber causing
exessive engine speed and generate white
smoke. This may cause serious engine dam-
age.
CAUTION
!
New Engine Break In:
On the initial engine start-up, allow the
engine to idle for approximately 15 minutes
while you check for proper engine oil pres-
sure, diesel fuel leaks, engine oil leaks, cool-
ant leaks, and for proper operation of the
indicators and / or gauges.
During the first hour of operation, vary the
engine speed and load on the engine. Short
periods of maximum engine speed and load
are desirable. Avoid prolonged operation
at minimum or maximum engine speeds
and loads for the next 4 to 5 hours.
During the break-in period, carefully
observe the engine oil pressure and engine
temperature.
During the break-in period, check the
engine oil and coolant levels frequently.
CAUTION
!
NEVER engage the starter motor while the
engine is running. This may damage the
starter motor pinion and / or ring gear.
CAUTION
!
NEVER attempt to modify the engines
design or safety features such as defeating
the engine speed limit control or the fuel
injection quantity control.
Failure to comply may impair the engines
safety and performance characteristics and
shorten the engines life. Any alterations to
this engine may affect the warranty cover-
age of your engine. See Yanmar Limited
Warranty on page 2-3.
CAUTION
!
Be responsible to the environment. Follow
these procedures for hazardous waste dis-
posal. Failure to follow these procedures may
seriously harm the environment.
Follow the guidelines of the EPA or other
governmental agency for the proper dis-
posal of hazardous materials such as
engine oil, diesel fuel and engine coolant.
Consult the local authorities or reclama-
tion facility.
NEVER dispose of hazardous materials
irresponsibly by dumping them into a
sewer, on the ground or into ground water
or waterways.

CopyrightedMaterial

SM 794 00(D-T2,3)-1-10
CAUTION
!
Protect the air cleaner, turbocharger (if
equipped) and electric components from
damage when you use steam or use high-
pressure water to clean the engine.
CAUTION
!
NEVER use high pressure water or com-
pressed air at greater than 28 psi or a wire
brush to clean the radiator fins. Radiator fins
damage easily.
CAUTION
!
shorten its life. If the idle speed limit screws
require adjustment, see your authorized
Yanmar industrial engine dealer or distribu-
tor.
CAUTION
!
The tightening torque in the Standard
Torque Chart (page 5-17) should be applied
only to the bolts with a 7 head. (JIS
strength classification: 7T)
Apply 60% torque to bolts
that are not listed.
Apply 80% torque when
tightened to aluminum
alloy.
CAUTION
!
If any indicator fails to illuminate when the
key switch is in the ON position, see your
authorized Yanmar industrial engine dealer
or distributor for service before operating
the engine.
CAUTION
!
Establish a periodic maintenance plan
according to the engine application and make
sure you perform the required periodic
maintenance at intervals indicated. Failure to
follow these guidelines will impair the
engines safety and performance characteris-
tics, shorten the engines life and may affect
the warranty coverage on your engine. See
Yanmar Limited Warranty on page 2-3.
Consult your authorized Yanmar industrial
engine dealer or distributor for assistance
when checking items marked with a .
CAUTION
!
It is important to perform daily checks See
Daily on page 5-19.
Periodic maintenance prevents unexpected
downtime, reduces the number of accidents
due to poor machine performance and helps
extend the life of the engine.
CAUTION
!
If no water drips when the fuel filter / water
separator drain cock is opened, loosen the air
vent screw on the top of the fuel filter / water
separator by using a screwdriver to turn it
counterclockwise 2-3 turns.
This may occur if the fuel filter / water sepa-
rator is positioned higher than the fuel level
in the fuel tank. After draining the fuel filter /
water separator, be sure to tighten the air
vent screw.
CAUTION
!
When the engine is operated in dusty con-
ditions, clean the air cleaner element more
frequently.
NEVER operate the engine with the air
cleaner or element(s) removed. This may
cause foreign material to enter the engine
and damage it.
CAUTION
!
The maximum air intake restriction shall be
0.90 psi (6.23 kPa; 635 mm Aq) or less. Clean
or replace the air cleaner element if the air
intake restriction exceeds the above men-
tioned value.
CAUTION
!
NEVER turn off the battery switch (if
equipped) or short the battery cables during
operation. Damage to the electric system will
result.

CopyrightedMaterial

SM 794 00(D-T2,3)-2-1
Section 2
General Service Information

CopyrightedMaterial

SM 794 00(D-T2,3)-2-2
COMPONENT IDENTIFICATION
Figure 4-1 shows where major engine components are
located.
1. Fuel Filter / Water Separator
2. Top Filler Port (Engine Oil)
3. Governor Lever
4. Fuel Injection Pump
5. Side Filler Port (Engine Oil)
6. Fuel Priming Pump
7. Drain Plug (Engine Oil)
8. Engine Oil Filter
9. Dipstick (Engine Oil)
10. Engine Coolant Pump
11. Alternator
12. Glow Plug
13. V-Belt
14. Crankshaft V-Pulley
15. Starter Motor
LOCATION OF LABELS
Figure 4-2 shows the location of regulatory and safety
labels on Yanmar TNE series engines.
The typical location of the emission control information
label is shown (Figure 4-2, (1)).
Typical location of the engine nameplate is shown (Figure
4-2, (2)).
Engine Nameplate (Typical) 0001102A
(12)
(2)
(6)
(1)
(9)
(4)
(8)
(7)
(3)
(5)
(10)
(11)
(15)
(13)
(14)
Figure 4-1
(1)
0000585A
(2)
Figure 4-2
0003852

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SM 794 00(D-T2,3)-2-3
EPA / ARB EMISSION CONTROL REG-
ULATIONS - USA ONLY
Yanmar TNE engines meet Environmental Protection
Agency (EPA) (U. S. Federal) emission control standards
as well as the California Air Resources Board (ARB, Cal-
ifornia) regulations.
Only engines that conform to ARB regulations can be sold
in the State of California.
Refer to the specific EPA / ARB installation (page 5-16)
and maintenance (page 5-16) in the Periodic Maintenance
section of this manual. Also refer to the Yanmar Co., Ltd.
Limited Emission Control System Warranty - USA Only
on page 2-5.
EMISSION CONTROL LABELS
Since emission control regulations are being issued on a
global basis, it is necessary to identify which regulations a
particular engine complies with. We have listed several
different types of labels you might find on your engine.
EPA / ARB Labels
THE 97/68/EC DIRECTIVE CERTIFIED
ENGINES
The engines described in this manual have been certified
by the 97/68/EC Directive.
To identify the engines that meet this certification, the 97/
68/EC emission control label is affixed on the engines.
ENGINE FAMILY
The EPA / ARB labels and the 97/68/EC label all have an
Engine Family field. The following is an explanation of
the Engine Family designation:
" "
97/68/EC DIRECTIVE
(97/68/EC)
3 YDX L 1.33 M 3 N
Method of air aspiration
Number of cylinders
Engine speed specifications
Displacement (liter)
Non-road / Off-road engine
Yanmar Diesel
*2003 Model Year
6*: 2006
7 : 2007
8 : 2008

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SM 794 00(D-T2,3)-2-4
Function Of Major Engine Components
Components Functions
Air Cleaner
The air cleaner prevents airborne contaminants from entering the engine. Since the air cleaner
is application specific, it must be carefully selected by an application engineer. It is not part of
the basic engine package as shipped from the Yanmar factory.
Periodic replacement of the air cleaner filter element is necessary.
See the Periodic Maintenance Schedule on page 5-11 for the replacement frequency.
Alternator
The alternator is driven by a V-belt which is powered by the crankshaft V-pulley. The alternator
supplies electricity to the engine systems and charges the battery while the engine is running.
Dipstick (Engine Oil) The engine oil dipstick is used to determine the amount of engine oil in the crankcase.
Electric Fuel Pump
The electric fuel pump makes sure there is a constant supply of diesel fuel to the fuel injection
pump. The electric fuel pump is electro-magnetic and runs on 12 VDC. An electric fuel pump
may be installed as an option or as standard equipment. Standard equipment may vary based
on engine model and specification. If an electric fuel pump is installed, turn the key switch to
the ON position for 10 to 15 seconds to prime the fuel system.
Engine Oil Filter
The engine oil filter removes contaminants and sediments from the engine oil. Periodic
replacement of the engine oil filter is necessary. See the Periodic Maintenance Schedule on
page 5-11 for the replacement frequency.
Fuel Filter
The fuel filter removes contaminants and sediments from the diesel fuel. Periodic replacement
of the fuel filter is necessary. See the Periodic Maintenance Schedule on page 5-11 for the
replacement frequency. Please note that the word diesel is implied throughout this manual
when the word fuel is used.
Fuel Filter / Water
Separator
The fuel filter / water separator removes contaminants, sediments and water from diesel fuel
going to the fuel filter. This is a required component of the fuel system. This is standard
equipment with every engine. The separator is installed between the fuel tank and the fuel
pump. Periodically drain the water from the fuel filter / water separator using the drain cock at
the bottom of the separator.
Fuel Priming Lever
If the unit has a mechanical fuel pump, a fuel priming lever on the mechanical fuel pump primes
the fuel system. The fuel system needs to be primed before you start the engine for the first
time, if you run out of fuel, or if fuel system service is performed. To prime the fuel system,
operate the fuel priming lever until the cup in the fuel filter is full of fuel.
Fuel Tank
The fuel tank is a reservoir that holds diesel fuel. When fuel leaves the fuel tank it goes to the
fuel filter / water separator. Next, fuel is pumped to the fuel filter by the fuel pump. Next the fuel
goes to the fuel injection pump. Since fuel is used to keep the fuel injection pump cool and
lubricated, more fuel than necessary enters the injection pump. When the injection pump
pressure reaches a preset value, a relief valve allows excess fuel to be returned back to the
fuel tank. The fuel tank is a required engine component.
Mechanical Fuel Pump
The mechanical fuel pump is a diaphragm type of pump and is installed on the fuel injection
pump body. The mechanical fuel pump is driven by a cam on the camshaft of the fuel injection
pump. An electric fuel pump is available as an option. The mechanical fuel pump is not
installed on the fuel injection pump if the electric fuel pump option is installed.
Side and Top Filler
Port (Engine Oil)
You can fill the crankcase with engine oil from either the side or top filler port depending upon
which one is most convenient.
Starter Motor
The starter motor is powered by the battery. When you turn the key switch in the operators
console to the START position, the starter motor engages with the ring gear installed on the
flywheel and starts the flywheel in motion.

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SM 794 00(D-T2,3)-2-5
Function Of Cooling System Components
Components Functions
Cooling System
The TNE engine is liquid-cooled by means of a cooling system.
The cooling system consists of a radiator, radiator cap, engine cooling fan, engine coolant
pump, thermostat, and reserve tank.
NOTE
Note that all cooling system components are required for proper engine opera-
tion. Since some of the components are application specific, they must be care-
fully selected by an application engineer. The application specific items are not
part of the basic engine package as shipped from the Yanmar factory.
Engine
Cooling
Fan
The engine cooling fan is driven by a V-belt which is powered by the crankshaft V-pulley. The
purpose of the engine cooling fan is to circulate air through the radiator.
Engine
Coolant
Pump
The engine coolant pump circulates the engine coolant through the cylinder block and cylinder
head and returns the engine coolant to the radiator.
Radiator The radiator acts as a heat exchanger. As the engine coolant circulates through the cylinder
block it absorbs heat. The heat in the engine coolant is dissipated in the radiator. As the engine
cooling fan circulates air through the radiator, the heat is transferred to the air.
Radiator
Cap
The radiator cap controls the cooling system pressure. The cooling system is pressurized to
raise the boiling point of the engine coolant. As the engine coolant temperature rises, the
system pressure and the coolant volume increases. When the pressure reaches a preset
value, the release valve in the radiator cap opens and the excess engine coolant flows into the
reserve tank. As the engine coolant temperature is reduced, the system pressure and volume
is reduced and the vacuum valve in the radiator cap opens allowing engine coolant to flow from
the reserve tank back into the radiator.
Reserve
Tank
The reserve tank contains the overflow of engine coolant from the radiator. If you need to add
engine coolant to the system, add it to the reserve tank, not the radiator.
Thermo-
stat
A thermostat is placed in the cooling system to prevent engine coolant from circulating into the
radiator until the engine coolant temperature reaches a preset temperature. When the engine
is cold, no engine coolant flows through the radiator. Once the engine reaches its operating
temperature the thermostat opens.
By letting the engine warm up as quickly as possible, the thermostat reduces engine wear,
deposits and emissions.

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SM 794 00(D-T2,3)-2-6
DIESEL FUEL
Diesel Fuel Specifications
Diesel fuel should comply with the following specifica-
tions. The table lists several worldwide specifications for
diesel fuels.
Additional Technical Fuel Requirements
The fuel cetane number should be equal to
45 or higher.
The sulfur content must not exceed 0.5%
by volume. Less than 0.05% is preferred.
Bio-Diesel fuels. See Bio-Diesel Fuels on
page 4-9.
NEVER mix kerosene, used engine oil, or
residual fuels with the diesel fuel.
Water and sediment in the fuel should not
exceed 0.05% by volume.
Keep the fuel tank and fuel-handling
equipment clean at all times.
Poor quality fuel can reduce engine perfor-
mance and / or cause engine damage.
Fuel additives are not recommended. Some
fuel additives may cause poor engine per-
formance. Consult your Yanmar represen-
tative for more information.
Ash content not to exceed 0.01% by vol-
ume.
Carbon residue content not to exceed
0.35% by volume. Less than 0.1% is pre-
ferred.
Total aromatics content should not exceed
35% by volume. Less than 30% is pre-
ferred.
PAH (polycyclic aromatic hydrocarbons)
content should be below 10% by volume.
Metal content of Na, Mg, Si, and Al should
be equal to or lower than 1 mass ppm.
(Test analysis method JPI-5S-44-95)
Lubricity: Wear mark of WS1.4 should be
Max. 0.018 in (460 m) at HFRR test.
Bio-Diesel Fuels
In Europe and in the United States, as well as some other
countries, non-mineral oil based fuel resources such as
RME (Rapeseed Methyl Ester) and SOME (Soybean
Methyl Ester), collectively known as FAME (Fatty Acid
Methyl Esters), are being used as extenders for mineral oil
derived diesel fuels.
Yanmar approves the use of bio-diesel fuels that do not
exceed a blend of 5% (by volume) of FAME with 95%
(by volume) of approved mineral oil derived diesel fuel.
Such bio-diesel fuels are known in the marketplace as B5
diesel fuels.
These B5 diesel fuels must meet certain requirements.
1. The bio-fuels must meet the minimum specifications
for the country in which they are used.
In Europe, bio-diesel fuels must comply
with the European Standard EN14214.
In the United States, bio-diesel fuels must
comply with the American Standard
ASTM D-6751.
2. Bio-fuels should be purchased only from recognized
and authorized diesel fuel suppliers.
Precautions and concerns regarding the use of bio-
fuels:
1. Free methanol in FAME may result in corrosion of
aluminum and zinc FIE components.
2. Free water in FAME may result in plugging of fuel
filters and increased bacterial growth.
3. High viscosity at low temperatures may result in fuel
delivery problems, injection pump seizures, and poor
injection nozzle spray atomization.
4. FAME may have adverse effects on some elastomers
(seal materials) and may result in fuel leakage and
dilution of the engine lubricating oil.
5. Even bio-diesel fuels that comply with a suitable
standard as delivered, will require additional care and
attention to maintain the quality of the fuel in the
equipment or other fuel tanks. It is important to
maintain a supply of clean, fresh fuel. Regular flush-
Diesel Fuel Specification Location
No. 2-D, No. 1-D, ASTM
D975-94
USA
EN590:96 European Union
ISO 8217 DMX International
BS 2869-A1 or A2 United Kingdom
JIS K2204 Grade No.2 Japan
KSM-2610 Korea
GB252 China

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SM 794 00(D-T2,3)-2-7
ing of the fuel system, and / or fuel storage contain-
ers, may be necessary.
6. The use of bio-diesel fuels that do not comply with
the standards as agreed to by the diesel engine manu-
facturers and the diesel fuel injection equipment
manufacturers, or bio-diesel fuels that have degraded
as per the precautions and concerns above, may
affect the warranty coverage of your engine. See
Yanmar Co., Ltd. Limited Emission Control System
Warranty - USA Only on page 2-5.
Filling The Fuel Tank
DANGER
!
ing.
lated area only.
serious injury.
DANGER
!
Be sure to place the diesel fuel container on
the ground when transferring diesel fuel
from the pump to the container. Hold the
hose nozzle firmly against the side of the
container while filling it. This prevents
static electricity build-up which could
cause sparks and ignite fuel vapors.
NEVER place diesel fuel or other flamma-
ble material such as oil, hay or dried grass
close to the engine during engine operation
or shortly after shut down.
serious injury.
DANGER
!
comes first.
serious injury.
CAUTION
!

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SM 794 00(D-T2,3)-2-8
Note that a typical fuel tank is shown. The fuel tank on
your equipment may be different.
1. Clean the area around the fuel cap (Figure 4-2, (1)).
2. Remove the fuel cap (Figure 4-2, (1)) from the fuel
tank (Figure 4-2, (2)).
3. Observe the fuel level sight gauge (Figure 4-2, (3))
and stop fueling when gauge shows fuel tank is full.
4. Replace the fuel cap (Figure 4-2, (1)) and hand
tighten. Over-tightening the fuel cap will damage it.
Priming the Fuel System
DANGER
!
priming the system.
system.
serious injury.
CAUTION
!
tion facility.
or waterways.
The fuel system needs to be primed under certain condi-
tions.
Before starting the engine for the first time.
After running out of fuel and fuel has been added
to the fuel tank.
After fuel system maintenance such as changing
the fuel filter and draining the fuel filter / water
separator, or replacing a fuel system component.
To prime the fuel system on engines equipped with an
electric fuel pump:
1. Place an approved container under the air bleed port.
2. Loosen the air bleed port 2 or 3 turns.
3. Turn the key to the ON position for 10 to 15 seconds
or until the fuel coming out of the air bleed port is
free of bubbles.
4. Tighten the air bleed port.
5. Wipe up any spills and properly dispose of fuel.
0000002A
(1)
(2)
(3)
Figure 4-3

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SM 794 00(D-T2,3)-2-9
6. NEVER use the starter motor to crank the engine in
order to prime the fuel system. This may cause the
starter motor to overheat and damage the coils, pin-
ion and / or ring gear.
To prime the fuel system on engines not equipped with an
electric fuel system:
1. Place an approved container under the air bleed port.
2. Loosen the air bleed port (Figure 4-4, (1)) 2 or 3
turns.
3. Operate the fuel priming pump (Figure 4-4, (2)) until
the fuel coming out of the air bleed port is free of
bubbles.
4. Tighten the air bleed port.
5. Wipe up any spills and properly dispose of fuel.
6. NEVER use the starter motor to crank the engine in
order to prime the fuel system. This may cause the
starter motor to overheat and damage the coils, pin-
ion and / or ring gear.
ENGINE OIL
CAUTION
!
you remove the cap.
internal damage.
Engine Oil Specifications
Use an engine oil that meets or exceeds the
following guidelines and classifications:
Service Categories
API Service Categories CD or higher
ACEA Service Categories E-3, E-4, and E-5
JASO Service Category DH-1
Definitions
API Classification (American Petroleum Institute)
ACEA Classification (Association des Construc-
teurs Europeens d'Automobilies)
JASO (Japanese Automobile Standards Organiza-
tion)
NOTE
1. Be sure the engine oil, engine oil storage con-
tainers, and engine oil filling equipment are
free of sediments and water.
2. Change the engine oil after the first 50 hours
of operation and then at every 250 hours
thereafter.
3. Select the oil viscosity based on the ambient
temperature where the engine is being oper-
ated. See the SAE Service Grade Viscosity
Chart (Figure 4-5).
4. Yanmar does not recommend the use of
engine oil additives.
Additional Technical Engine oil Requirements:
The engine oil must be changed when the Total Base
Number (TBN) has been reduced to 2.0. TBN (mgKOH/
g) test method; JIS K-201-5.2-2 (HCI), ASTM D4739
(HCI).
0000862B
(2)
(1)
Figure 4-4

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SM 794 00(D-T2,3)-2-10
Engine Oil Viscosity
Select the appropriate engine oil viscosity based on the
ambient temperature and use the SAE Service Grade Vis-
cosity Chart in Figure 4-5.
Checking Engine Oil
1. Make sure engine is level.
2. Remove dipstick (Figure 4-6, (1)) and wipe with
clean cloth.
3. Fully reinsert dipstick.
4. Remove dipstick. The oil level should be between
upper (Figure 4-6, (2)) and lower (Figure 4-6, (3))
lines on the dipstick.
5. Fully reinsert dipstick.
Adding Engine Oil
1. Make sure engine is level.
2. Remove oil cap (Figure 4-6, (4)).
3. Add indicated amount of engine oil at the top or side
engine oil filler port (Figure 4-6, (5)).
4. Wait three minutes and check oil level.
5. Add more oil if necessary.
6. Replace oil cap (Figure 4-6, (4)) and hand tighten.
Over-tightening may damage the cap.
Engine Oil Capacity (Typical)
NOTE
These are the engine oil capacities associated
with a Deep Standard oil pan. Oil capacity
will vary dependant upon which optional oil
pan is used. Refer to the operation manual
provided by the driven machine manufac-
turer for the actual engine oil capacity of
your machine.
The following are typical engine oil capacities for
4TNE92, 4TNE94L and 4TNE98 engines.
-4 F 14 F 32 F 50 F 68 F 86 F 104 F
(-20 C) (-10 C) (0 C) (10 C) (20 C) (30 C) (40 C)
SAE 10W
SAE 20W
SAE 10W-30
SAE 15W-40
SAE 20
SAE 30
SAE 40
0000005
Figure 4-5
(2)
(1)
(4)
(5)
(3)
(4)
(5)
0001108A
Figure 4-6
Engine Model
Dipstick Upper Limit
/ Lower Limit
4TNE94L
4TNE98
9.7 / 7.6 qt
(9.2 / 7.2 L)

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SM 794 00(D-T2,3)-2-11
ENGINE COOLANT
DANGER
!
SCALD HAZARD!
serious injury.
WARNING
!
BURN HAZARD!
serious injury.
CAUTION
!
COOLANT HAZARD!
. Wear eye protection and rubber gloves
water.
. Failure to comply may result in minor or
moderate injury.
CAUTION
!
Engine Coolant Specifications
Use a Long Life Coolant (LLC) or an Extended Life Cool-
ant (ELC) that meets or exceeds the following guidelines
and specifications.
Alternative Engine Coolant
If an Extended or Long Life Coolant is not available,
alternatively, you may use an ethylene glycol or propy-
lene glycol based conventional coolant (green).
Notes:
1. ALWAYS use a mix of coolant and water. NEVER
use water only.
2. Mix coolant and water per the mixing instructions on
the coolant container.
3. Water quality is important to coolant performance.
Yanmar recommends that soft, distilled, or deminer-
alized water be used to mix with coolants.

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SM 794 00(D-T2,3)-2-12
4. NEVER mix extended or long life coolants and con-
ventional (green) coolants.
5. NEVER mix different types and / or colors of
extended life coolants.
6. Replace the coolant every 1000 engine hours or once
a year.
Additional Technical Coolant Specifications:
ASTM D6210, D4985 (US)
JIS K-2234 (Japan)
SAE J814C, J1941, J1034 or J2036 (International)
Filling Radiator With Engine Coolant
Fill the radiator and reserve tank as follows. This proce-
dure is for filling the radiator for the first time or refilling
it after it is flushed. Note that a typical radiator is illus-
trated.
1. Check to be sure the radiator drain plug is installed
and tightened or the drain cock (Figure 4-7, (1)) is
closed. Also make sure the cylinder block drain plug
(Figure 4-8, (1)) is installed and tightened.
2. Remove the radiator cap (Figure 4-7, (2)) by turning
it counter-clockwise about 1/3 of a turn.
3. Pour the engine coolant slowly into the radiator until
it is even with the lip of the engine coolant filler port.
Make sure that air bubbles do not develop as you fill
the radiator.
4. Reinstall the radiator cap (Figure 4-7, (2)). Align the
tabs on the back side of the radiator cap with the
notches on the engine coolant filler port. Press down
and turn the cap clockwise about 1/3 of a turn.
5. Remove the cap of the reserve tank (Figure 4-7, (3)),
and fill it to the LOW (COLD) mark (Figure 4-7, (4))
with engine coolant. Reinstall the cap.
6. Check the hose (Figure 4-7, (5)) that connects the
reserve tank (Figure 4-7, (3)) to the radiator. Be sure
it is securely connected and there are no cracks or
damage. If the hose is damaged, engine coolant will
leak out instead of going into the reserve tank.
7. Run the engine until it is at operating temperature.
Check the level of engine coolant in the reserve tank.
When the engine is running and the engine coolant is
at normal temperature, the coolant level in the tank
should be at the FULL (HOT) mark (Figure 4-7, (6)).
If the engine coolant is not at the FULL (HOT) mark,
add additional engine coolant to the reserve tank to
bring the level to the FULL (HOT) mark.
FULL
LOW
0000029A
(5)
(3)
(6)
(4)
(2)
(1)
Figure 4-7
(1)
0001578A
Figure 4-8

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SM 794 00(D-T2,3)-2-13
Engine Coolant Capacity (Typical)
NOTE
Capacities listed are for the engine only with-
out a radiator. Refer to the operation manual
provided by the driven machine manufac-
turer for the total cooling system capacity of
your specific machine.
The following are typical engine coolant capacities for
4TNE92, 4TNE94L and 4TNE98 engines.
SPECIFICATIONS
Description of Model Number
Engine Speed Specifications
*refer to principal engine specifications
VM: Variable Medium Speed
Engine General Specifications
Notes:
1. The information described in Principal
Engine Specifications is for a standard
engine. To obtain the information for the
engine installed in your driven machine,
please refer to the manual provided by the
driven machine manufacturer.
2. Engine rating conditions are as follows (SAE
J1349, ISO 3046/1):
Atmospheric Condition: Room tempera-
ture 77F (25C), Atmospheric pressure
29.53 in Hg (100 kPa, 750 mm Hg), Rela-
tive humidity 30%
Fuel Temperature at Fuel Injector Pump
Inlet: 104F (40C)
With Cooling Fan, Air Cleaner, Muffler:
Yanmar Standard
After Engine Break-In Period. Output
Allowable Deviation: 3%
1 PS = 0.7355 kW
1 hp SAE (Society of Automotive Engi-
neers)= 0.7457 kW
Engine Model Engine Coolant Capacity
4TNE94L
4TNE98
1.11 gal. (4.2 L)
Notation Available Engine Speed Intended Uses
VM *2050 ~ 2450 rpm (min-1) Forklift
4 TNE 94 - OO
Customer / Machine Code
Cylinder Bore (in terms of mm)
Yanmar Diesel Engine Series
Number of Cylinders (4)
Type
Vertical Inline, Water Cooled,
4-Cycle Diesel Engine
Combustion System Indirect Injection
Starting System Electric Starting
Cooling System Radiator
Lubricating System
Forced Lubrication With
Trochoid Pump
PTO Position Flywheel End
Direction of Rotation
Counterclockwise Viewed
from Flywheel Side

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SM 794 00(D-T2,3)-2-14
PRINCIPAL ENGINE SPECIFICATIONS
4TNE94L EPA Tier2
* Engine Specifications Without Radiator, Muffler, and Air Cleaner.
** The Intake and Exhaust condition of Max. Rated output are
Air Intake Restriction : 250mmAq
Exhaust Gas Restriction : 1000mmAq
*** The detail specifications are refer to the Specification document which is agreed between both engineering.
Engine Model 4TNE94L EPA Tier2
Version VM
Type Vertical Inline Diesel Engine
Combustion System Indirect Injection, No Turbocharger
Aspiration Natural
No. of Cylinders 4
Bore Stroke 3.70 x 4.33 in (94 x 110 mm)
Displacement 186.3 cu in (3.053 L)
** Max. Rated Output
(Gross)
rpm(min
-1
) 2450
hp SAE 61.0
kW 45.5
PS 61.9
High Idle Speed
(Bare Engine)
2725 25 rpm
Low Idle Speed
(Bare Engine)
850 25 rpm
Engine Weight (Dry)* 496 lb (225 kg)
PTO Position Flywheel Side
Direction of Rotation Counterclockwise Viewed From Flywheel Side
Cooling System Liquid-Cooled With Radiator
Lubricating System
Forced Lubrication With Trochoid Pump
At normal operating speeds, oil pressure is: 42 - 57 psi (0.29 - 0.39 MPa; 3.0 - 4.0 kgf/cm
2
)
At idle, oil pressure is: No less than 18.5 psi (0.13 MPa; 1.3 kgf/cm
2
)
Starting System
Electric Starting - Starter Motor: DC12V, 3.1 hp (2.3 kW)
Alternator: DC12V, 40A
Recommended Battery Capacity: 12V, 622 CCA (Cold Cranking Amps)
Dimensions
(L W H)*
28.0 x 20.3 x 29.8 in
(710 x 516 x 758 mm)
Engine Oil Pan
Capacity
9.7 / 7.6 qt (9.2 / 7.2 L)
(Dipstick Upper Limit / Lower Limit)
Engine Coolant
Capacity
1.11 gal (4.2 L) Engine Only

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SM 794 00(D-T2,3)-2-15
4TNE98 EPA Tier3
* Engine Specifications Without Radiator, Muffler, and Air Cleaner.
** The Intake and Exhaust condition of Max. Rated output are
Air Intake Restriction : 250mmAq
Exhaust Gas Restriction : 1000mmAq
*** The detail specifications are refer to the Specification document which is agreed between both engineering.
Engine Model 4TNE98 EPA Tier3
Version VM
Type Vertical Inline Diesel Engine
Combustion System Indirect Injection, No Turbocharger
Aspiration Natural
No. of Cylinders 4
Bore Stroke 3.86 x 4.33 in (98 x 110 mm)
Displacement 202.5 cu in (3.319 L)
** Max. Rated Output
(Gross)
rpm(min-1) 2300
hp SAE 61.7
kW 46.0
PS 62.5
High Idle Speed
(Bare Engine)
2725 25 rpm
Low Idle Speed
(Bare Engine)
850 25 rpm
Engine Weight (Dry)* 496 lb (225 kg)
PTO Position Flywheel Side
Direction of Rotation Counterclockwise Viewed From Flywheel Side
Cooling System Liquid-Cooled With Radiator
Lubricating System
Forced Lubrication With Trochoid Pump
At normal operating speeds, oil pressure is: 42 - 57 psi (0.29 - 0.39 MPa; 3.0 - 4.0 kgf/cm
2
)
At idle, oil pressure is: No less than 18.5 psi (0.13 MPa; 1.3 kgf/cm
2
)
Starting System
Electric Starting - Starter Motor: DC12V, 3.1 hp (2.3 kW)
Alternator: DC12V, 40A
Recommended Battery Capacity: 12V, 622 CCA (Cold Cranking Amps)
Dimensions
(L W H)*
28.0 x 20.3 x 29.8 in
(710 x 516 x 758 mm)
Engine Oil Pan
Capacity
9.7 / 7.6 qt (9.2 / 7.2 L)
(Dipstick Upper Limit / Lower Limit)
Engine Coolant
Capacity
1.11 gal (4.2 L) Engine Only

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SM 794 00(D-T2,3)-2-16
ENGINE SERVICE INFORMATION
Engine Tuning
Inspection Item Standard Limit
Intake / Exhaust Valve Gap
0.006 - 0.010 in
(0.15 - 0.25 mm)
-
Fuel Injection Pressure
1711 - 1842 psi
(11.8 - 12.7 MPa
120 - 130 kgf / cm
2
)
-
Fuel Injection Timing with Plunger
Lifted 0.039 in (1 mm)
61ATDC -
Compression Pressure at 250 rpm
(250 min
-1
)
425 - 428 psi
(2.93 - 2.95 MPa
29 - 31 kgf / cm
2
)
341 psi
(2.35 MPa
24 kgf / cm
2
)
Lubricating Oil
Pressure
Max.
(when
cold)
86 psi (0.59 MPa,
6.0 kgf/cm
2
)
-
At rated
output
42 - 57 psi (0.29 - 0.39 MPa,
2.96 - 3.98 kgf/cm
2
)
-
When
idling
8.5 psi (0.06 MPa,
0.6 kgf/cm
2
) or greater
-
Thermostat
Valve Opening Temperature
Full Opening Lift
Temperature
160F
(71C)
0.32 in (8 mm) or Above
185F (85C)

CopyrightedMaterial

SM 794 00(D-T2,3)-2-17
TIGHTENING TORQUES FOR STANDARD BOLTS AND NUTS
Note: Lubricating oil is not applied to threaded portion and seat surface.
Item
Nominal Thread Diam-
eter x Pitch
Tightening Torque Remarks
Hexagon Bolt (7T)
and Nut
M6 x 1.0 mm
7 to 9 ft lbs
(87 to 104 in lbs, 9.8 to 11.8 N
.
m, 1.0 to
1.2 kgf
.
m)
Use 80% of the value at left
when the tightening part is
aluminum.
Use 60% of the value at left
for 4T bolts and lock nuts.
M8 x 1.25 mm
17 to 21 ft lbs
(200 to 251 in lbs, 22.6 to 28.4 N
.
m, 2.3
to 2.9 kgf
.
m)
M10 x 1.5 mm
33 to 40 ft lbs
(44.1 to 53.9 N
.
m, 4.5 to 5.5 kgf
.
m)
M12 x 1.75 mm
58 to 72 ft lbs
(78.4 to 98.0 N
.
m, 8.0 to 10 kgf
.
m)
M14 x 1.5 mm
94 to 108 ft lbs
(127.5 to 147.1 N
.
m, 13 to 15 kgf
.
m)
M16 x 1.5 mm
159 to 174 ft lbs
(215.7 to 235.4 N
.
m, 22 to 24 kgf
.
m)
PT PLug
1/8 mm
7 ft lbs
(87 in lbs, 9.8 N
.
m, 1.0 kgf
.
m)
-
1/4 mm
14 ft lbs
(173 in lbs, 19.6 N
.
m, 2.0 kgf
.
m)
3/8 mm
22 ft lbs
(29.4 N
.
m, 3.0 kg
.
m)
1/2 mm
43 ft lbs
(58.8 N
.
m, 6.0 kgf
.
m)
Pipe Joint Bolt
M8
9 to 12 ft lbs
(112 to 148 in lbs, 12.7 to 16.7 N
.
m, 1.3
to 1.7 kgf
.
m)
-
M10
14 to 19 ft lbs
(173 to 225 in lbs, 19.6 to 18.734 N
.
m,
2.0 to 3.5 kgf
.
m)
M12
18 to 25 ft lbs
(24.5 to 34.3 N
.
m, 2.5 to 3.5 kgf
.
m)
M14
29 to 36 ft lbs
(39.2 to 49.0 N
.
m, 4.0 to 5.0 kgf
.
m)
M16
36 to 43 ft lbs
(49.0 to 58.8 N
.
m, 5.0 to 6.0 kgf
.
m)

CopyrightedMaterial

SM 794 00(D-T2,3)-2-18
STANDARD TORQUE CHART
Thread size x Pitch mm M6x1.0 M8x1.25 M10x1.5 M12x1.75 M14x1.5 M16x1.5
Tightening Torque
in
.
lbs
96.0 9.0 - - - - -
ft
.
lbs
- 19.0 2.0 36.0 4.0 65.0 7.0 101.0 7.0 167.0 7.0
N
.
m
10.8 1.0 25.5 2.9 49.0 4.9 88.3 9.8 137 9.8 226 9.8
kgf
.
m
1.1 0.1 2.6 0.3 5.0 0.5 9.0 1.0 14.0 1.5 23.0 2.0

CopyrightedMaterial

SM 794 00(D-T2,3)-2-19
ABBREVIATIONS AND SYMBOLS
Abbreviations
Symbols
A ampere
AC alternating current
ACEA
Association des Constructeurs Europeens
dAutomobilies
Ah ampere-hour
Approx. approximately
API American Petroleum Institute
ARB Air Resources Board
ATDC after top dead center
BTDC before top dead center
C degree Celsius
CARB California Air Resources Board
CCA cold cranking amp
cm centimeter
cm
3
cubic centimeter
cm
3
/min
cubic centimeter per minute
cu in cubic inch
DC direct current
DI direct injection
DVA direct volt adapter
EPA Environmental Protection Agency
ESG electronic speed governor
F degree Fahrenheit
fl oz fluid ounce (U.S.)
fl oz/min fluid ounce (U.S.) per minute
ft foot
ft lbf/min foot pound force per minute
g gram
gal/hr gallon (U.S.) per hour
gal gallon (U.S.)
GL gear lubricant
hp horsepower (U.S.)
hrs hours
I.D. inside diameter
IDI indirect injection
in inch
in lb inch pound
JASO
Japanese Automobile Standards
Organization
kg kilogram
kgf/cm
2
kilogram force per square centimeter
kgfm kilogram force meter
km kilometers
kPa kilopascal
kW kilowatt
L liter
L/hr liter per hour
lb pound
lbf pond force
mL milliliter
mm millimeter
MPa megapascal
mV millivolt
N newton
Nm newton meter
No. number
O.D. outside diameter
oz ounce
PS horsepower (metric)
psi pound per square inch qt quart (U.S.)
qt quart (U.S.)
RPM revolutions per minute
SAE Society of Automotive Engineers
sec. second
t short ton 2000lb
TBN Total Base Number
TDC top dead center
V volt
VAC volt alternating current
VDC volt direct current
W watt
angular degree
+ plus
- minus
plus or minus
ohm
micro
% percent
~ approximate

CopyrightedMaterial

SM 794 00(D-T2,3)-2-20
UNIT CONVERSIONS
Unit Prefixes
Units of Length
Units of Volume
Units of Mass
Units of Force
Units of Torque
Units of Pressure
Units of Power
Units of Temperature
Prefix Symbol Power
mega M x 1,000,000
kilo k x 1,000
centi c x 0.01
milli m x 0.001
micro x 0.000001
mile x 1.6090 = km
ft x 0.3050 = m
in x 2.5400 = cm
in x 25.4000 = mm
km x 0.6210 = mile
m x 3.2810 = ft
cm x 0.3940 = in
mm x 0.0394 = in
gal (U.S.) x 3.78540 = L
qt (U.S.) x 0.94635 = L
cu in x 0.01639 = L
cu in x 16.38700 = mL
fl oz (U.S.) x 0.02957 = L
fl oz (U.S.) x 29.57000 = mL
cm
3
x 1.00000 = mL
cm
3
x 0.03382 = fl oz (U.S.)
lb x 0.45360 = kg
oz x 28.35000 = g
kg x 2.20500 = lb
g x 0.03527 = oz
lbf x 4.4480 = N
lbf x 0.4536 = kgf
N x 0.2248 = lbf
N x 0.1020 = kgf
kgf x 2.2050 = lbf
kgf x 9.8070 = N
ft lb x
1.3558 = N
.
m
ft lb x 0.1383 = kgm
in lb x 0.1130 = N-m
in lb x 0.0115 = kgm
kgm x 7.2330 = ft lb
kgm x 86.8000 = in lb
kgm x
9.8070 = N
.
m
N
.
m
x 0.7376 = ft lb
N
.
m
x 8.8510 = in lb
N
.
m
x 0.1020 = kgm
psi x 0.0689 = bar
psi x 6.8950 = kPa
psi x
0.0703 = kg/cm
2
bar x 14.5030 = psi
bar x 100.0000 = kPa
bar x 29.5300 = in Hg (60F)
kPa x 0.1450 = psi
kPa x 0.0100 = bar
kPa x
0.0102 = kg/cm
2
kg/cm
2
x 98.0700 = psi
kg/cm
2
x 0.9807 = bar
kg/cm
2
x 14.2200 = kPa
in Hg (60F) x 0.0333 = bar
in Hg (60F) x 3.3770 = kPa
in Hg (60F) x
0.0344 = kg/cm
2
hp (metric or PS) x 0.9863201 = hp SAE
hp (metric or PS) x 0.7354988 = kW
hp SAE x 1.0138697 = hp (metric or PS)
hp SAE x 0.7456999 = kW
kW x 1.3596216 = hp (metric or PS)
kW x 1.3410221 = hp SAE
F
= (1.8
.
C) + 32
C
= 0.556
.
(F - 32)

CopyrightedMaterial

SM 794 00(D-T2,3)-3-1
Section 3
Periodic Maintenance

CopyrightedMaterial

SM 794 00(D-T2,3)-3-2
This section of the Service Manual describes the proce-
dures for proper care and maintenance of the engine.
CAUTION
!
training.
DANGER
!
EXPLOSION HAZARD!
serious injury.
DANGER
!
Only use the key switch to start the engine.
NEVER jump start the engine. Sparks
caused by jumping the battery to the
starter terminals may cause a fire or explo-
sion.
serious injury.
DANGER
!
SCALD HAZARD!
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-3
DANGER
!
ing.
lated area only.
serious injury.
DANGER
!
comes first.
serious injury.
DANGER
!
Be sure to place the diesel fuel container on
the ground when transferring diesel fuel
from the pump to the container. Hold the
hose nozzle firmly against the side of the
container while filling it. This prevents
static electricity build-up which could
cause sparks and ignite fuel vapors.
NEVER place diesel fuel or other flamma-
ble material such as oil, hay or dried grass
close to the engine during engine operation
or shortly after shut down.
serious injury.
DANGER
!
NEVER use diesel fuel as a cleaning agent.
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-4
DANGER
!
NEVER remove the fuel cap with engine
running.
serious injury.
DANGER
!
CRUSH HAZARD!
When you need to transport an engine for
repair have a helper assist you attach it to a
hoist and load it on a truck.
NEVER stand under hoisted engine. If the
hoist mechanism fails, the engine will fall
on you, causing serious injury or death.
serious injury.
DANGER
!
fuel.
nent.
serious injury.
DANGER
!
priming the system.
system.
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-5
WARNING
!
EXHAUST HAZARD!
NEVER operate the engine in an enclosed
proper ventilation.
NEVER block windows, vents, or other
or even death.
Make sure that all connections are tight-
serious injury.
WARNING
!
SEVER HAZARD!
Keep hands and other body parts away
from moving / rotating parts such as the
cooling fan, flywheel or PTO shaft.
Wear tight fitting clothing and keep your
hair short or tie it back while the engine is
running.
Remove all jewelry before you operate or
service the machine.
NEVER start the engine in gear. Sudden
movement of the engine and / or machine
could cause death or serious personal
injury.
NEVER operate the engine without the
guards in place.
Before you start the engine make sure that
all bystanders are clear of the area.
Keep children and pets away while the
engine is operating.
Check before starting the engine that any
tools or shop rags used during maintenance
have been removed from the area.
serious injury.
WARNING
!
BURN HAZARD!
seriously burn you.
serious injury.
WARNING
!
ALCOHOL AND DRUG HAZARD!
NEVER operate the engine while you are
under the influence of alcohol or drugs.
NEVER operate the engine when you are
feeling ill.
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-6
WARNING
!
EXPOSURE HAZARD!
Wear personal protective equipment such
as gloves, work shoes, eye and hearing pro-
tection as required by the task at hand.
NEVER wear jewelry, unbuttoned cuffs,
ties or loose fitting clothing when you are
as the cooling fan, flywheel or PTO shaft.
ALWAYS tie long hair back when you are
as a cooling fan, flywheel, or PTO shaft.
NEVER operate the engine while wearing a
headset to listen to music or radio because
it will be difficult to hear warning signals.
serious injury.
WARNING
!
BURN HAZARD!
Batteries contain sulfuric acid. NEVER
allow battery fluid to come in contact with
clothing, skin or eyes. Severe burns could
result. ALWAYS wear safety goggles and
protective clothing when servicing the bat-
tery. If contact with the skin and / or eyes
should occur, flush with a large amount of
water and obtain prompt medical treat-
ment.
serious injury.
WARNING
!
medical treatment.
cardboard.
serious injury.
WARNING
!
SHOCK HAZARD!
terminals clean.
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-7
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
BURN HAZARD!
eye protection.
serious injury.
CAUTION
!
moderate injury.
CAUTION
!
CAUTION
!
you remove the cap.
internal damage.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-8
CAUTION
!
CAUTION
!
NEVER attempt to modify the engines
design or safety features such as defeating
the engine speed limit control or the diesel
fuel injection quantity control.
Modifications may impair the engine,s
safety and performance characteristics and
shorten the engines life. Any alterations to
this engine may void its warranty. Be sure
to use Yanmar genuine replacement parts.
CAUTION
!
Avoid operating in extremely dusty condi-
tions.
Avoid operating in the presence of chemi-
cal gases or fumes.
Avoid operating in a corrosive atmosphere
such as salt water spray.
NEVER install the engine in a floodplain
unless proper precautions are taken to
avoid being subject to a flood.
NEVER expose the engine to the rain.
CAUTION
!
NEVER run the engine if the ambient tem-
perature is above +113F (+45C) or below
+5F (-15C).
If the ambient temperature exceeds
+113F (+45C) the engine may overheat
and cause the engine oil to break down.
If the ambient temperature falls below
+5F (-15C) rubber components such as
gaskets and seals will harden causing pre-
mature engine wear and damage.
trial engine dealer or distributor if the
engine will be operated in either tempera-
ture extreme.
trial engine dealer or distributor if you
need to operate the engine at high altitudes.
At high altitudes the engine will lose power,
run rough, and produce exhaust gases that
exceed the design specifications.
CAUTION
!
NEVER hold the key in the START position
for longer than 15 seconds or the starter
motor will overheat.
CAUTION
!
CAUTION
!
NEVER use an engine starting aid such as
ether. Engine damage will result.
CAUTION
!
Make sure the engine is installed on a level
surface. If a continuously running engine is
installed at an angle greater than 20 (in any
direction) or if an engine runs for short peri-
ods of time (less than 3 minutes) at an angle
greater than 25 in any direction, engine oil
may enter the combustion chamber causing
exessive engine speed and generate white
smoke. This may cause serious engine dam-
age.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-9
CAUTION
!
New Engine Break In:
On the initial engine start-up, allow the
engine to idle for approximately 15 minutes
while you check for proper engine oil pres-
sure, diesel fuel leaks, engine oil leaks, cool-
ant leaks, and for proper operation of the
indicators and / or gauges.
During the first hour of operation, vary the
engine speed and load on the engine. Short
periods of maximum engine speed and load
are desirable. Avoid prolonged operation
at minimum or maximum engine speeds
and loads for the next 4 to 5 hours.
During the break-in period, carefully
observe the engine oil pressure and engine
temperature.
During the break-in period, check the
engine oil and coolant levels frequently.
CAUTION
!
NEVER engage the starter motor while the
engine is running. This may damage the
starter motor pinion and / or ring gear.
CAUTION
!
tion facility.
or waterways.
CAUTION
!
Protect the air cleaner, turbocharger (if
equipped) and electric components from
damage when you use steam or use high-
pressure water to clean the engine.
CAUTION
!
NEVER overfill the engine with engine oil.
ALWAYS keep the oil level between upper
and lower lines on the dipstick.
CAUTION
!
brush to clean the radiator fins.
Radiator fins damage easily.
CAUTION
!
tor.
CAUTION
!
vent screw.
CAUTION
!
frequently.
and damage it.
CAUTION
!
tioned value.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-10
PRECAUTIONS
The Importance of Periodic Maintenance
Engine deterioration and wear occurs in proportion to
length of time the engine has been in service and the con-
ditions the engine is subject to during operation. Periodic
maintenance prevents unexpected downtime, reduces the
number of accidents due to poor machine performance
and helps extend the life of the engine.
Performing Periodic Maintenance
WARNING
!
EXHAUST HAZARD!
. NEVER operate the engine in an enclosed
proper ventilation.
. NEVER block windows, vents, or other
or even death.
. Make sure that all connections are tight-
. Failure to comply could result in death or
serious injury.
Perform periodic maintenance procedures in an open,
level area free from traffic. If possible, perform the proce-
dures indoors to prevent environmental conditions, such
as rain, wind, or snow, from damaging the machine.
Yanmar Replacement Parts
Yanmar recommends that you use genuine Yanmar parts
when replacement parts are needed. Genuine replacement
parts help ensure long engine life.
Required EPA / ARB Maintenance - USA Only
To maintain optimum engine performance and compli-
ance with the Environmental Protection Agency (EPA)
Regulations Non-road Engines and the California Air
Resources Board (ARB, California), it is essential that
you follow the Periodic Maintenance Schedule on page 5-
11 and Periodic Maintenance Procedures which start on
page 5-13.
EPA / ARB Installation Requirements - USA
Only
The following are the installation requirements for the
EPA / ARB. Unless these requirements are met, the
exhaust gas emissions will not be within the limits speci-
fied by the EPA and ARB.
Maximum Exhaust Gas Restriction -
EPA Tier2 certified
4TNE94L : 3.84 psi (26.5 kPa; 2700 mmAq)
EPA Tier3 certified
4TNE98 : 8.53 psi (58.8 kPa; 6000 mmAq)
Maximum Air Intake Restriction -
0.90 psi (6.23kPa; 635mm Aq) or less. Clean or replace
the air cleaner element if the air intake restriction exceeds
the above mentioned value.
Tightening Fasteners
Use the correct amount of torque when you tighten fasten-
ers on the machine. Applying excessive torque may dam-
age the fastener or component and not enough torque may
cause a leak or component failure.
CAUTION
!
The tightening torque in the Standard
Torque Chart (page 5-11) should be applied
only to the bolts with a 7 head.
(JIS strength classification: 7T)
Apply 60% torque to bolts
that are not listed.
Apply 80% torque when
tightened to aluminum
alloy.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-11
STANDARD TORQUE CHART
PERIODIC MAINTENANCE SCHEDULE
Daily and periodic maintenance is important to keep the engine in good operating condition. The following is a summary
of maintenance items by periodic maintenance intervals. Periodic maintenance intervals vary depending on engine appli-
cation, loads, diesel fuel and engine oil used and are hard to establish definitively. The following should be treated only as
a general guideline.
CAUTION
!
Establish a periodic maintenance plan according to the engine application and make sure you perform
the required periodic maintenance at intervals indicated. Failure to follow these guidelines will impair
the engines safety and performance characteristics, shorten the engines life and may affect the war-
ranty coverage on your engine.
Consult your authorized Yanmar industrial engine dealer or distributor for assistance when checking
items marked with a
Thread size x Pitch mm M6x1.0 M8x1.25 M10x1.5 M12x1.75 M14x1.5 M16x1.5
Tightening Torque
in
.
lbs
96.0 9.0 - - - - -
ft
.
lbs
- 19.0 2.0 36.0 4.0 65.0 7.0 101.0 7.0 167.0 7.0
N
.
m
10.8 1.0 25.5 2.9 49.0 4.9 88.3 9.8 137 9.8 226 9.8
kgf
.
m
1.1 0.1 2.6 0.3 5.0 0.5 9.0 1.0 14.0 1.5 23.0 2.0

CopyrightedMaterial

SM 794 00(D-T2,3)-3-12
: Check : Replace : Contact your authorized Yanmar industrial engine dealer or distributor
Note: These procedures are considered normal maintenance and are performed at the owners expense.
System Check Item
Check
During
Operation
Daily
Periodic Maintenance Interval
Every 250
hours
Every 500
hours
Every 1000
hours
Every 2000
hours
Every 4000
hours
Cooling
System
Check & Re-fill Engine
Coolant

Check Engine Coolant
Temperature Indicator

Check & Clean Radiator Fins
1
or every
6 weeks
Check & Adjust Cooling Fan
V-belt
First Check after 50
hours
or every
6 weeks
Drain, Flush, and Re-fill
Cooling System with New
Coolant
or every 2
yr. which-
ever comes
first
Cylinder
Head
Adjust Intake / Exhaust
Valve Clearance
or every
6 months
Electrical
Equipmen
t
Check Battery
or every
6 weeks
Check Battery Indicator

Emission
Control
Warranty
Inspect, Clean & Test Fuel
Injectors
or every
1 year
Engine Oil
Check Engine Oil Level

Check Engine Oil Pressure
Indicator

Drain & Fill Engine Oil
or every
3 months
Replace Engine Oil Filter
or every
3 months
Engine
Speed
Control
Check & Adjust Governor
Lever & Engine Speed
Control
or every
3 months
Fuel
Check & Re-fill Fuel Tank
Level

Check Fuel Filter Indicator

Drain Fuel Filter / Water
Separator

Check Fuel Filter / Water
Separator

Clean Fuel Filter / Water
Separator
1
or every 6
months
Replace Fuel Filter
1
or every 6
months
Hoses
Inspect or Replace Fuel Sys-
tem & Cooling System Hoses

or every
2 years
Intake &
Exhaust
Clean or Replace Air Cleaner
Element
12
or every
6 weeks
or every
1 year
1 Very dirty conditions will require daily check and cleaning.
2 In dirty or dusty environments, replace at 1000 hours or as needed.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-13
PERIODIC MAINTENANCE PROCE-
DURES
Daily
Perform the following procedures daily.
Drain Fuel Filter / Water Separator
Check Fuel Hoses and Engine Coolant
Hoses
Drain Fuel Filter / Water Separator
DANGER
!
fuel.
nent.
serious injury.
WARNING
!
medical treatment.
repair the damage.
serious injury.
CAUTION
!
vent screw.
CAUTION
!
Be responsible to the environment.
Follow these procedures for hazardous waste
disposal. Failure to follow these procedures
may seriously harm the environment.
tion facility.
or waterways.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-14
NEVER wait until the scheduled periodic maintenance if
the fuel filter indicator comes on.
The fuel filter / water separator contains a sensor to detect
the amount of water and contaminants. This sensor sends
a signal to an indicator to alert the operator.
Drain the fuel filter / water separator as follows:
1. Position an approved container under the fuel filter /
water separator (Figure 5-1, (1)) to collect the con-
taminants.
2. Loosen the drain cock (Figure 5-1, (2)) at the bottom
of the fuel filter / water separator. Drain any water
collected inside.
3. Hand tighten the drain cock.
4. Be sure to prime the diesel fuel system when you are
done. See Priming the Fuel System on page 4-10.
Check Fuel Hoses and Engine Coolant Hoses
Daily check the fuel system and engine coolant system
hoses. If they are cracked or degraded, replace them.
Every 250 Hours of Operation
Perform the following maintenance every 250 hours of
operation.
Check and Clean Radiator Fins
Check and Adjust Cooling Fan V-Belt
Check Battery
Clean Air Cleaner Element
Check and Clean Radiator Fins
CAUTION
!
moderate injury.
Dirt and dust adhering to the radiator fins reduce the cool-
ing performance, causing overheating. Make it a rule to
check the radiator fins daily and clean as needed.
Note that a typical radiator is shown in Figure 5-2 for
illustrative purposes only.
Blow off dirt and dust from fins and radiator
with 28 psi (0.19MPa, 2kgf/cm2) or less of
compressed air (Figure 5-2, (1)). Be careful
not to damage the fins with the compressed
air.
If there is a large amount of contamination on
the fins, apply detergent, thoroughly clean
and rinse with tap water.
CAUTION
!
brush to clean the radiator fins. Radiator fins
damage easily.
0000862C
(1)
(2)
Figure 5-1
FULL
LOW
0000085A
(1)
Figure 5-2

CopyrightedMaterial

SM 794 00(D-T2,3)-3-15
Check and Adjust Cooling Fan V-belt
The V-belt will slip if it does not have the proper tension.
This will prevent the alternator from generating sufficient
power. Also, the engine will overheat due to the engine
coolant pump pulley slipping. Be sure to check for proper
belt tension after the first 50 hours of operation. Thereaf-
ter, check the belt tension every 250 hours of operation.
Check and adjust the V-belt tension (deflection) as fol-
lows:
1. Press the V-belt down with your thumb with a force
of approximately 22 ft lbs (98 N.m, 10 kgf.m) to
check the deflection.
There are three positions to check for V-belt tension
(Figure 5-3, (A), (B) and (C)). You can check the
tension at whichever position is the most accessible.
The proper deflection of a used V-belt at each posi-
tion is:
2. If necessary, adjust the V-belt tension. Loosen the set
bolt (Figure 5-4, (1)) and move the alternator (Figure
5-4, (2)) with a pry bar (Figure 5-4, (3)) to tighten the
V-belt.
3. Check the V-belt for cracks, oil or wear. If any of
these conditions exist, replace the V-belt.
New V-belt refers to a V-belt which has been
used less than 5 minutes on a running engine.
Used V-belt refers to a V-belt which has been
used on a running engine for 5 minutes or more.
4. Inspect the condition of the used V-belt. There must
be clearance (Figure 5-5, (1)) between the V-belt and
the bottom of the pulley groove. If there is no clear-
ance (Figure 5-5, (2)) between the V-belt and the bot-
tom of the pulley groove, replace the V-belt.
Used V-belt Tension
A B C
3/8 ~1/2 in
(10~14 mm)
1/4 ~3/8 in
(7~10 mm)
5/16 ~1/2 in
(9~13 mm)
(B)
(A)
(C)
0001111A
Figure 5-3
(3)
(2)
(1)
0001553A
Figure 5-4
0000584
(2)
(1)
Figure 5-5

CopyrightedMaterial

SM 794 00(D-T2,3)-3-16
5. Install the new V-belt. Refer to the table for proper
tension.:
6. After adjusting, run the engine for 5 minutes or
more. Check the tension again using the specifica-
tions for a used V-belt.:
Check Battery
DANGER
!
EXPLOSION HAZARD!
serious injury.
WARNING
!
BURN HAZARD!
Batteries contain sulfuric acid. NEVER
allow battery fluid to come in contact with
clothing, skin or eyes. Severe burns could
result. ALWAYS wear safety goggles and
protective clothing when servicing the bat-
tery. If contact with the skin and / or eyes
should occur, flush with a large amount of
water and obtain prompt medical treat-
ment.
serious injury.
CAUTION
!
tion facility.
or waterways.
When the amount of fluid nears the lower limit
(Figure 5-6, (1)), fill with distilled water (Figure 5-
6, (2)) so it is at the upper limit (Figure 5-6, (3)). If
operation continues with insufficient battery fluid,
the battery life is shortened, and the battery may
overheat and explode. During the summer, check
the fluid level more often than specified.
If the engine cranking speed is so slow that the
engine does not start, recharge the battery. . If the
engine still will not start after charging, have your
New V-belt Tension
A B C
5/16 ~7/16 in
(8~12 mm)
3/16 ~5/16 in
(5~8 mm)
1/4 ~7/16 in
(7~11 mm)
Used V-belt Tension
A B C
3/8 ~1/2 in
(10~14 mm)
1/4 ~3/8 in
(7~10 mm)
5/16 ~1/2 in
(9~13 mm)
0000067A
(3)
(1)
(2)
Figure 5-6

CopyrightedMaterial

SM 794 00(D-T2,3)-3-17
authorized Yanmar industrial engine dealer or dis-
tributor check the battery and the engines starting
system.
If operating the machine where the ambient tem-
perature could drop to 5F (-15C) or less, remove
the battery from the machine at the end of the day.
Store the battery in a warm place until the next use.
This will help start the engine easily at low ambi-
ent temperatures.
Clean Air Cleaner Element
Note that a typical air cleaner is shown in Figure 5-7 and
Figure 5-8 for illustrative purposes only.
The engine performance is adversely affected when the air
cleaner element is clogged with dust.
Be sure to clean the air filter element periodically.
1. Unlatch and remove the air cleaner cover (Figure 5-
7, (1)).
2. Remove the element (Figure 5-7, (2)) (outer element
if equipped with two elements).
CAUTION
!
moderate injury.
3. Blow air (Figure 5-7, (3)) through the element from
the inside out using 42.71 psi (0.29.0.49MPa,
3.0.5.0kgf/cm2) compressed air to remove the partic-
ulates. Use the lowest possible air pressure to remove
the dust without damaging the element.
If the air cleaner is equipped with a double element,
only remove and replace the inner element (Figure 5-
8, (1)) if the engine lacks power or the dust indicator
actuates (if equipped). This is in addition to replacing
the outer element.
The inner element should not be removed when
cleaning or replacing the outer element. The inner
element it is used to prevent dust from entering the
engine while servicing the outer element.
4. Replace the element with a new one if the element is
damaged, excessively dirty or oily.
5. Clean inside of the air cleaner cover.
6. Install the element into the air cleaner case (Figure 5-
7, (4)).
7. Install the air cleaner cover making sure you match
the arrow (Figure 5-7, (5)) on the cover with the
arrow on the case (Figure 5-7, (6)).
8. Latch the air cleaner cover to the case.
CAUTION
!
frequently.
and damage it.
0000070A
(3)
(6)
(4)
(2)
(5)
(1)
Figure 5-7
0000071A
(1)
Figure 5-8

CopyrightedMaterial

SM 794 00(D-T2,3)-3-18
operation.
Replace Engine Oil and Engine Oil Filter
Check and Adjust the Governor Lever and Engine
Speed Control
Replace Engine Oil and Engine Oil Filter
WARNING
!
BURN HAZARD!
eye protection.
serious injury.
CAUTION
!
you remove the cap.
internal damage.
CAUTION
!
tion facility.
or waterways.
Change the engine oil every 500 hours of operation.
Replace the engine oil filter at the same time.
Drain the engine oil as follows:
1. Make sure the engine is level.
2. Start the engine and bring it up to operating tempera-
ture.
3. Stop the engine.
4. Remove the oil filler cap (Figure 5-9, (1)) to vent the
engine crankcase and to allow the engine oil to drain
more easily.
5. Position a container (Figure 5-10, (1)) under the
engine to collect waste oil.
0001108B
(1)
(1)
Figure 5-9

CopyrightedMaterial

SM 794 00(D-T2,3)-3-19
6. Remove the drain plug (Figure 5-10, (2)). Allow oil
to drain.
After all oil has been drained from the engine, install
the drain plug (Figure 5-10, (2)) and tighten to 14-17
ft lbs (19.6-23.5 N.m, 2.0-2.4 kgf.m).
7. Dispose of used oil properly.
Remove the engine oil filter as follows:
1. Turn the engine oil filter (Figure 5-11, (1)) counter-
clockwise (Figure 5-11, (2)) using a filter wrench.
2. Clean the engine oil filter mounting face.
3. Lightly coat the gasket on the new oil filter with
engine oil. Install the new engine oil filter manually
by turning it clockwise (Figure 5-11, (3)) until it con-
tacts the mounting surface. Tighten an additional 3/4
of a turn using the filter wrench.
4. Add new engine oil to the engine as specified in
Adding Engine Oil on page 4-12.
(2)
(1)
0001109
Figure 5-10
0001110A
(2)
(1)
(3)
Figure 5-11
Applicable Engine Oil Filter Part No. (Figure 5-11, (1))
4TNE94L
4TNE98
129150-35152

CopyrightedMaterial

SM 794 00(D-T2,3)-3-20
Check and Adjust the Governor Lever and
Engine Speed Control
The governor lever and engine speed control (accelerator
lever, pedal, etc.) of the machine are connected together
by an accelerator cable or rod. If the cable becomes
stretched, or the connections loosen, the governor lever
may not respond to change of engine speed control posi-
tion. This may make operation of the machine unsafe.
Check the cable periodically and adjust if necessary. Con-
sult your authorized Yanmar industrial engine dealer or
distributor for the adjustment procedure.
NEVER force the accelerator cable or pedal to move. This
may deform the governor lever or stretch the cable and
cause irregular operation of the engine speed control.
Checking and adjusting the governor lever:
1. Check that the governor lever (Figure 5-12, (1))
makes uniform contact with the low idle (Figure 5-
12, (2)) and high idle (Figure 5-12, (3)) speed limit
screws when the engine speed control is in the high
idle speed or low idle speed position.
2. If the governor lever does not make contact with the
high idle or low idle speed limit screw, adjust the
accelerator cable.
3. In some engine speed control applications, loosen the
accelerator cable locknut and adjust the cable so the
governor lever makes proper contact with the high /
low idle speed limit screw.
CAUTION
!
tor.
operation.
Adjust Intake / Exhaust Valve Clearance
Clean Fuel / Water Separator
Replace Fuel Filter
Adjust Intake / Exhaust Valve Clearance
Proper adjustment is necessary to maintain the correct
timing for opening and closing the valves. Improper
adjustment will cause the engine to run noisily, resulting
in poor engine performance and engine damage. See Mea-
suring and Adjusting Valve Clearance on page 6-27.
Clean Fuel Filter / Water Separator
DANGER
!
fuel.
nent.
serious injury.
0001106A
(3)
(1)
(2)
Figure 5-12

CopyrightedMaterial

SM 794 00(D-T2,3)-3-21
CAUTION
!
tion facility.
or waterways.
Periodically clean the fuel filter / water separator element
and inside cup.
1. Position an approved container under the cup (Figure
5-13, (1)) of the fuel filter / water separator to collect
the contaminants.
2. Close (Figure 5-13, (2)) the fuel cock (Figure 5-13,
(3)).
3. Loosen the drain cock (Figure 5-13, (4)) and drain
the contaminants. See Drain Fuel Filter / Water Sepa-
rator on page 5-19.
4. Turn the retaining ring (Figure 5-13, (5)) to the left
(Figure 5-13, (10)) and remove the cup (Figure 5-13,
(6)). If equipped, disconnect the sensor wire (Figure
5-13, (7)) from the cup before removing the cup.
5. Carefully hold the cup to prevent fuel from spilling.
If you spill any fuel, clean up the spill completely.
6. Remove the float ring (Figure 5-13, (8)) from the
cup. Pour the contaminants into the container and
dispose it properly.
7. Clean the element (Figure 5-13, (9)) and inside cup.
Replace the element if it is damaged.
8. Install the element and O-ring in the bracket.
9. Position the float ring in the cup.
10. Check the O-ring on the cup. Replace if necessary.
11. Install the cup to the bracket by tightening the retain-
ing ring to the right (Figure 5-13, (6)) to a torque of
11-15 ft lbs (15-20 N.m, 1.5-2.0 kgf.m).
Applicable Element Part No.(Figure 5-13, (9))
4TNE94L
4TNE98
119802-55710
0000073A
(2)
(10)
(1)
(3)
(4)
(6)
(5) (9)
(8)
(7)
Figure 5-13

CopyrightedMaterial

SM 794 00(D-T2,3)-3-22
12. Close the drain cock. Reconnect the sensor wire if
equipped.
13. Open the fuel cock (Figure 5-13, (3)).
14. Prime the fuel system. See Priming the Fuel System
on page 4-12.
15. Check for leaks.
Replace Fuel Filter
WARNING
!
fuel.
nent.
serious injury.
WARNING
!
medical treatment.
repair the damage.
serious injury.
CAUTION
!
tion facility.
or waterways.
CAUTION
!

CopyrightedMaterial

SM 794 00(D-T2,3)-3-23
Replace the fuel filter at specified intervals to prevent
contaminants from adversely affecting the diesel fuel
flow.
1. Stop the engine and allow it to cool.
2. Close all fuel cocks in fuel line.
3. Disconnect the fuel filter sensor connector (Figure 5-
14, (1)).
4. Place an approved container under fuel filter.
5. Carefully open the drain plug (Figure 5-15, (1)) to
drain fuel from the fuel filter.
6. Remove the fuel filter (Figure 5-14, (2)) by turning it
to the left (Figure 5-14, (3)). Wipe up all spilled fuel.
7. Remove the drain plug (Figure 5-15, (1)) from the
fuel filter (Figure 5-15, (2)) by turning it to the left
(Figure 5-15, (3)).
8. Check the condition of the drain plug O-ring (Figure
5-15, (4)). Replace the O-ring if damaged.
9. Set the drain plug aside for reinstallation.
10. Remove the fuel filter sensor assembly (Figure 5-15,
(5)) by turning it to the left (Figure 5-15, (3)).
11. Carefully remove the in-line fuel filter (Figure 5-15,
(7)) from the output nipple (Figure 5-15, (8)) that
goes to the fuel injection pump.
12. Dispose of the fuel, fuel filters and O-ring (if
replaced) properly. Follow the guidelines of the EPA
or other government agency.
13. Carefully install the new in-line fuel filter (Figure 5-
15, (7)) into the output nipple (Figure 5-15, (8)).
14. Carefully install the fuel filter sensor assembly (Fig-
ure 5-15, (5)) in the new fuel filter using the new O-
ring supplied with the fuel filter (Figure 5-15, (2)) by
turning the fuel filter sensor assembly to the right
(Figure 5-15, (9)).
15. Install the drain plug (Figure 5-15, (1)) on the new
fuel filter (Figure 5-15, (3)) by turning the drain plug
to the right (Figure 5-15, (8)). Hand tighten only.
16. Clean the fuel filter mounting surface (Figure 5-15,
(10)) and apply a small amount of diesel fuel to the
gasket of the new filter.
17. Install the new fuel filter (Figure 5-14, (2)) by turn-
ing it to the right (Figure 5-14, (4)) until it contacts
the mounting surface. Tighten one additional turn.
18. Open all fuel cocks in the fuel line.
19. Reconnect the fuel filter sensor connector (Figure 5-
14, (1)).
20. Prime the fuel system. See Priming the Fuel System
on page 4-12.
21. Check for fuel leaks.
(1)
(3)
(2)
(4)
0000862D
Figure 5-14
0000863B
(10)
(2)
(6)
(1)
(3)
(4)
(7)
(8)
(5)
(9)
Figure 5-15
Applicable Fuel Filter Part No. (Figure 5-14, (2))
4TNE94L
4TNE98
129901-55850
Applicable In-Line Fuel Filter Part No. (Figure 5-15, (7))
4TNE94L
4TNE98
129901-55860

CopyrightedMaterial

SM 794 00(D-T2,3)-3-24
operation.
Replace Air Cleaner Element
Inspect Clean and Test Fuel Injectors
Replace Air Cleaner Element
CAUTION
!
tioned value.
Replace the air cleaner element (Figure 5-7, (2)) every
2000 hours even if it is not damaged or dirty.
When replacing the element, clean the inside of the air
cleaner case (Figure 5-7, (4)).
If the air cleaner is equipped with a double element, only
remove and replace the inner element (Figure 5-8, (1)) if
the engine lacks power or the dust indicator actuates (if
equipped). This is in addition to replacing the outer ele-
ment.
Inspect Clean and Test Fuel Injectors
WARNING
!
medical treatment.
repair the damage.
serious injury.
Proper operation of the fuel injectors is required to obtain
the optimum injection pattern for full engine performance.
The EPA / ARB requires that you have the injectors
inspected, cleaned and tested every 2000 hours. See Ser-
vicing the Fuel Injectors on page 7-33.
Drain, Flush, and Re-fill the Coolant System with
New Coolant
Replace Fuel Hoses and Engine Coolant Hoses
Drain, Flush, and Re-fill the Coolant System
with New Coolant
DANGER
!
SCALD HAZARD!
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-3-25
CAUTION
!
COOLANT HAZARD!
Wear eye protection and rubber gloves
water.
moderate injury.
CAUTION
!
tion facility.
or waterways.
Engine coolant contaminated with rust or scale reduces
the cooling effect. Even when extended life engine cool-
ant is properly mixed, the engine coolant gets contami-
nated as its ingredients deteriorate. Drain, flush and re-fill
the cooling system with new coolant every 4000 hours or
once every 2 years, whichever comes first.
1. Remove the radiator cap (Figure 5-16, (1)).
2. Remove the drain plug or open the drain cock (Fig-
ure 5-16, (2)) at the lower portion of the radiator and
drain the engine coolant.
3. Remove the coolant drain plug (Figure 5-17, (1))
from the engine block.
4. After draining the engine coolant, flush the radiator
and engine block to remove any rust, scale and con-
taminants. Then reinstall and tighten the drain plug
or close the drain cock in the radiator. Reinstall and
tighten the engine block drain plug.
5. Fill radiator and engine with engine coolant. See Fill-
ing Radiator With Engine Coolant on page. 4-17.
Replace Fuel Hoses and Engine Coolant
Hoses
Replace the fuel and engine coolant hoses at least every
two years.
FULL
LOW
0000074A
(2)
(1)
Figure 5-16
(1)
0001578A
Figure 5-17

CopyrightedMaterial

SM 794 00(D-T2,3)-4-1
Section 4
Engine

CopyrightedMaterial

SM 794 00(D-T2,3)-4-2
This section of the Service Manual describes the servicing
of the engine.
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
EXPOSURE HAZARD!
Always read and follow safety related pre-
cautions found on containers of hazardous
substances like parts cleaners, primers,
sealants, and sealant removers.
serious injury.
CAUTION
!
moderate injury.
CAUTION
!
you remove the cap.
internal damage.
CAUTION
!

CopyrightedMaterial

SM 794 00(D-T2,3)-4-3
ENGINE SERVICE INFORMATION
Engine Body
Cylinder Head
Intake / Exhaust Valve and Guide
Valve Spring
Inspection Item Standard Limit Reference Page
Combustion Surface Distortion (Flatness) 0.0020 in (0.05 mm) or less
0.0059 in
(0.15mm)
See Inspection of
Cylinder Head on
page 6-21
Valve Sink
Intake
0.020 - 0.028 in
(0.5 - 0.7 mm)
0.039 in
(1.0 mm)
See Inspection of
Intake and
Exhaust Valves
on page 6-22
Exhaust
0.024 - 0.032 in
(0.6 - 0.8 mm)
0.043 in
(1.1 mm)
Valve Seat Angle
Intake 120 -
Exhaust 90 -
Intake
Guide Inside Diameter
0.3156 - 0.3161 in
(8.015 - 8.030 mm)
0.3189 in
(8.10 mm)
See Inspection of
Intake and
Exhaust Valves
on page 6-21
Valve Stem Outside Diameter
0.3136 - 0.3142 in
(7.965 - 7.980 mm)
0.3110 in
(7.90 mm)
Oil Clearance
0.0014 - 0.0026 in
(0.035 - 0.065 mm)
0.0071 in
(0.18 mm)
Exhaust
0.3156 - 0.3161 in
(8.015 - 8.030 mm)
0.3189 in
(8.10 mm)
Valve Stem Outside Diameter
0.3136 - 0.3138 in
(7.965 - 7.970 mm)
0.3110 in
(7.90 mm)
Oil Clearance
0.0018 - 0.0030 in
(0.045 - 0.075 mm)
0.0071 in
(0.18 mm)
Valve Guide Projection From Cylinder Head
0.58 - 0.60 in
(14.7 - 15.0 mm)
-
See Assembly of
Valve Guides on
page 6-23
Valve Seal Projection from Cylinder head
0.66 - 0.70 in
(16.7 - 17.0 mm)
-
See Assembly of
Valve Guides on
page 6-23
Free Length 1.87 in (47.5 mm) - See Inspection of
Valve Springs on
page 6-23
Squareness - 0.05 in (1.2 mm)

CopyrightedMaterial

SM 794 00(D-T2,3)-4-4
Rocker Arm and Shaft
Push Rod
Arm Shaft Inside Diameter
0.7283 - 0.7291 in
(18.50 - 18.52 mm)
0.7311 in
(18.57 mm)
See Inspection of
Rocker Arm
Assembly on page
6-21
Shaft Outside Diameter
0.7272 - 0.7280 in
(18.47 - 18.49 mm)
0.7252 in
(18.42 mm)
Oil Clearance
0.0004 - 0.0020 in
(0.01 - 0.05 mm)
0.0059 in
(0.15 mm)
Push Rod Straightness -
0.0012 in
(0.03 mm)
See Inspection of
Push Rods on page
6-20

CopyrightedMaterial

SM 794 00(D-T2,3)-4-5
Gear Train and Camshaft
Camshaft
Idler Gear Shaft and Bushing
Backlash of Each Gear
Side Gap
0.0020 - 0.0079 in
(0.05 - 0.20 mm)
0.0118 in
(0.30 mm)
See Removal of
Camshaft on page
6-34
Bending (1/2 the Dial Gauge Reading)
0 - 0.0008 in
(0 - 0.02 mm)
0.0020 in
(0.05 mm)
See Inspection of
Camshaft on page
6-39
Cam Height
1.6707 - 1.6758 in
(42.435 - 42.565 mm)
1.6608 in
(42.185 mm)
Camshaft Oil
Clearance
Gear End
Bushing Inside
Diameter
1.9681 - 1.9707 in
(49.990 - 50.055 mm)
1.9736 in
(50.130 mm)
Camshaft Outside
Diameter
1.9656 - 1.9665 in
(49.925 - 49.950 mm)
1.9642 in
(49.890 mm)
Oil Clearance
0.0016 - 0.0051 in
(0.04 - 0.130 mm)
0.0094 in
(0.240 mm)
Intermediate
Bushing Inside
Diameter
1.9685 - 1.9695 in
(50.000 - 50.025 mm)
1.9724 in
(50.100 mm)
Camshaft Outside
Diameter
1.9650 - 1.9659 in
(49.910 - 49.935 mm)
1.9636 in
(49.875 mm)
Oil Clearance
0.0026 - 0.0045 in
(0.065 - 0.115 mm)
0.0089 in
(0.225 mm)
Flywheel End
Bushing Inside
Diameter
1.9685 - 1.9695 in
(50.000 - 50.025 mm)
1.9724 in
(50.100 mm)
Camshaft Outside
Diameter
1.9656 - 1.9665 in
(49.925 - 49.950 mm)
1.9642 in
(49.890 mm)
Oil Clearance
0.0020 - 0.0039 in
(0.050 - 0.100 mm)
0.0083 in
(0.210 mm)
1.8091 - 1.9675 in
(45.950 - 49.975 mm)
1.8071 in
(45.900 mm)
See Inspection of
Idler Gear and Shaft
on page 6-40
Bushing Inside Diameter
1.8110 - 1.8120 in
(46.000 - 46.025 mm)
1.8140 in
(46.075 mm)
Clearance
0.0010 - 0.0030 in
(0.025 - 0.075 mm)
0.0069 in
(0.175 mm)
Crankshaft Gear, Camshaft Gear, Idler
Gear, Fuel Injection Pump Gear
0.0031 - 0.0055 in
(0.08 - 0.14 mm)
0.0063 in
(0.16 mm)
Lubricating Oil Pump Gear
0.0035 - 0.0059 in
(0.09 - 0.15 mm)
0.0067 in
(0.17 mm)

CopyrightedMaterial

SM 794 00(D-T2,3)-4-6
Cylinder Block
Crankshaft
Thrust Bearing
Cylinder Inside Diameter
4TNE92
3.6220 - 3.6232 in
(92.000 - 92.030 mm)
3.6272 in
(92.130 mm)
See Inspection of
Cylinder Block on
page 6-35
4TNE94
3.7008 - 3.7020 in
(94.000 - 94.030 mm)
3.7059 in
(94.130 mm)
4TNE98
3.8583 - 3.8594 in
(98.000 - 98.030 mm)
3.8634 in
(98.130 mm)
Cylinder Bore
Roundness
0.0004 in (0.01 mm)
or less
0.0012 in
(0.03 mm)
Inclination
Bending (1/2 the dial gauge reading) -
0.0008 in
(0.02 mm)
See Inspection of
Crankshaft on page
6-38
Connecting Rod
Journals
Pin Outside Diameter
2.2816 - 2.2820 in
(57.952 - 57.962 mm)
2.2796 in
(57.902 mm)
Bearing Halves Inside
Diameter
2.2835 - 2.2845 in
(58.000 - 58.026 mm)
-
Bearing Halves
Thickness
0.0587 - 0.0591 in
(1.492 - 1.500 mm)
-
Oil Clearance
0.0015 - 0.0029 in
(0.038 - 0.074 mm)
0.0059 in
(0.150 mm)
Crank Journal
Selective Pairing
Journal Outside
Diameter
2.5572 - 2.5576 in
(64.952 - 64.962 mm)
2.5552 in
(64.902 mm)
Bearing Halves Inside
Diameter
2.5591 - 2.5598 in
(65.000 - 65.020 mm)
-
Bearing Halves
Thickness
0.0785 - 0.0791 in
(1.995 - 2.010 mm)
-
Oil Clearance
0.0015 - 0.0027 in
(0.038 - 0.068 mm)
0.0059 in
(0.150 mm)
Crankshaft Side Gap
0.0043 - 0.0083 in
(0.11 - 0.21 mm)
0.0110 in
(0.28 mm)
See Removal of
Crankshaft on page
6-33

CopyrightedMaterial

SM 794 00(D-T2,3)-4-7
Piston
Piston Ring
Piston Outside Diameter
(Measure in the Direction
Vertical to
the Piston Pin.)
4TNE92
3.6199 - 3.6211 in
(91.945 - 91.975 mm)
3.6181 in
(91.900 mm)
See Inspection of
Pistons on page 6-
37
4TNE94L
3.6986 - 3.6990 in
(93.945 - 93.955 mm)
3.6969 in
(93.900 mm)
4TNE98
3.8559 - 3.8563 in
(97.940 - 97.950 mm)
3.8543 in
(97.900 mm)
Piston Diameter Measure Position
(Upward From the Bottom End of the Piston.)
0.8661 in
(22.000 mm)
-
Piston Pin
Hole Inside Diameter
1.1811 - 1.1815 in
(30.000 - 30.009 mm)
1.1826 in
(30.039 mm)
See Inspection of
Piston Pin on page
6-37
1.1807 - 1.1811 in
(29.989 - 30.000 mm)
1.1795 in
(29.959 mm)
Clearance
0.0000 - 0.0008 in
(0.000 - 0.020 mm)
0.0032 in
(0.080 mm)
Top Ring
Ring Groove Width
0.0803 - 0.0811 in
(2.040 - 2.060 mm)
-
See Inspection of
Pistons on page 6-37
Ring Width
0.0764 - 0.0772 in
(1.940 - 1.960 mm)
0.0756 in
(1.920 mm)
Side Clearance
0.0032 - 0.0047 in
(0.080 - 0.120 mm)
-
End Clearance
0.0098 - 0.0177 in
(0.250 - 0.450 mm)
0.0213 in
(0.540 mm)
Second Ring
Ring Groove Width
0.0819 - 0.0825 in
(2.080 - 2.095 mm)
0.0864 in
(2.195 mm)
Ring Width
0.0776 - 0.0783 in
(1.970 - 1.990 mm)
0.0768 in
(1.950 mm)
Side Clearance
0.0035 - 0.0049 in
(0.090 - 0.125 mm)
0.0096 in
(0.245 mm)
End Clearance
0.0177 - 0.0256 in
(0.450 - 0.650 mm)
0.0287 in
(0.730 mm)
Oil Ring
Ring Groove Width
0.1187 - 0.1193 in
(3.015 - 3.030 mm)
0.1232 in
(3.130 mm)
Ring Width
0.1169 - 0.1177 in
(2.970 - 2.990 mm)
0.1161 in
(2.950 mm)
Side Clearance
0.0010 - 0.0024 in
(0.025 - 0.060 mm)
0.0071 in
(0.180 mm)
End Clearance
0.0100 - 0.0177 in
(0.250 - 0.450 mm)
0.0217 in
(0.550 mm)

CopyrightedMaterial

SM 794 00(D-T2,3)-4-8
Connecting Rod
Rod Small End
Tappet
Engine Special Torque Chart
Thrust Clearance
0.0051 - 0.0091 in
(0.13 - 0.23 mm)
-
See Inspection of Connecting
Rod on page 6-38
Bushing Inside Diameter
1.1821 - 1.1826 in
(30.025 - 30.038 mm)
1.1838 in
(30.068 mm)
See Inspection of Connecting
Rod on page 6-38
1.1806 - 1.1811 in
(29.987 - 30.000 mm)
1.1795 in
(29.959 mm)
Clearance
0.0010 - 0.0020 in
(0.025 - 0.051 mm)
0.0043 in
(0.109 mm)
Cylinder Block Tappet Hole Inside
Diameter
0.4724 - 0.4732 in
(12.000 - 12.018 mm)
0.4739 in
(12.038 mm)
See Inspection of Tappets on
page 6-38
Tappet Stem Outside Diameter
0.4715 - 0.4720 in
(11.975 - 11.990 mm)
0.4707 in
(11.955 mm)
Oil Clearance
0.0004 - 0.0017 in
(0.010 - 0.043 mm)
0.0033 in
(0.083 mm)
Component
Thread Diameter
and Pitch
Tightening Torque
Lubricating Oil Application
(Thread Portion and Seat
Surface)
Reference Page
Cylinder Head Bolts M11 x 1.25 mm
76.0 - 83.3 ft lbs
(103.1 - 112.9 N
.
m,
10.5 - 11.5kgf
.
m)
Applied
See Assembly of
Cylinder Head on
page 6-25
Connecting Rod Bolts M10 x 1.0 mm
39.8 - 43.4 ft lbs
(53.9 - 58.8 N
.
m,
5.5 - 6.0 kgf
.
m)
Applied
See Installation of
Pistons on page
6-44
Flywheel Bolts M14 x 1.5 mm
137.3 - 151.8 ft lbs
(186.2 - 205.8 N
.
m,
19.0 - 21.0 kgf
.
m)
Applied
See Installation of
Crankshaft on
page 6-43
Main Bearing Cap Bolts M11 x 1.25 mm
79.7 - 87.0 ft lbs
(108.1 - 117.9N
.
m,
11.0 - 12.0 kgf
.
m)
Applied
See Installation of
Crankshaft on
page 6-43
Crankshaft Pulley Bolts M14 x 1.5 mm
79.6 - 87.0 ft lbs
(107.9 - 127.5 N
.
m,
11.0 - 13.0 kgf
.
m)
Applied
See Installation of
Crankshaft on
page 6-43

CopyrightedMaterial

SM 794 00(D-T2,3)-4-9
SPECIAL SERVICE TOOLS
No Tool Name Applicable model and tool size Illustration
1 Valve Guide Tool
(For Removing
Valve Guides)
L1 L2 d1 d2
0.787 in
(20 mm)
2.953 in
(75 mm)
0.295 in
(7.5 mm)
0.433 in
(11 mm)
Locally Manufactured
2 Valve Guide Tool
(For Installing
Valve Guides)
L1 L2 d1 d2
0.591 in
(15 mm)
2.559 in
(65 mm)
0.551 in
(14 mm)
0.787 in
(20 mm)
3 Wrist Pin Bushing
Tool
(For Removing/
Installing of Wrist
Pin Bushings)
L1 L2 d1 d2
0.787 in
(20 mm)
3.937 in
(100 mm)
1.181 in
(30 mm)
1.299 in
(33 mm)
4 Valve Spring
Compressor
(For Removing/
Installing Valve
Springs)
Yanmar Part No.
129100-92630
5 Stem Seal Tool
(for Installing
Stem Seals)
d1 d2 d3 L1 L2 L3
0.638 in
(16.2
mm)
0.866 in
(22 mm)
0.531 in
(13.5
mm)
0.669 in
(17.0
mm)
2.560 in
(65 mm)
0.157 in
(4 mm)
6 Filter Wrench
(For Removing /
Installing Engine
Oil Filter)
Available Locally
0000827
0000828
0000829
0000830
0000820
0000821

CopyrightedMaterial

SM 794 00(D-T2,3)-4-10
7 Camshaft
Bushing Tool
(For Removing
Camshaft
Bushing)
L1 L2 d1 d2
0.709 in
(18 mm)
2.756 in
(70 mm)
1.969 in
(50 mm)
2.087 in
(53 mm)
Allowance: d1 d2
8 Flex-Hone
(For Preparing
Cylinder Walls)
Model Part Number Cylinder Bore
4TNE94 129400-92430 83 - 95 mm
4TNE98 129400-92440 89 - 101 mm
9 Piston Ring
Compressor
(For Installing
Pistons)
Yanmar Part No. 95550-002476
The Piston Insertion Tool is Applicable for
2.362 - 4.921 in (60 - 125 mm) Diameter Pistons
10 Piston Ring Tool
(For Removing/
Installing of
Piston Rings)
Available Locally
11 Crankshaft Pulley
Tool
(For Installing
Crankshaft
Pulley)
(for 4TNV94L)
No Tool Name Applicable model and tool size Illustration
0000822
-0.3
-0.6
-0.3
-0.6
0000823
0000824
0000825
0000826

CopyrightedMaterial

SM 794 00(D-T2,3)-4-11
MEASURING INSTRUMENTS
No. Instrument Name Application Illustration
1 Dial Gauge Measurements of shaft bending, and strain and
gap of surfaces
2 Test Indicator Measurements of narrow or deep portions that
cannot be measured by dial gauge
3 Magnetic Stand For holding the dial gauge when measuring.
4 Micrometer For measuring the outside diameters of
crankshaft, pistons, piston pins, etc.
5 Cylinder Gauge For measuring the inside diameters of cylinder
liners, rod metal, etc.
6 Calipers For measuring outside diameters, depth,
thickness and width
7 Depth Micrometer For measuring of valve sink
8 Square For measuring valve spring inclination and
straightness of parts
0000831
0000832
0000833
0000834
0000835
0000836
0000837
0000838

CopyrightedMaterial

SM 794 00(D-T2,3)-4-12
9 V-Block For measuring shaft bend
10 Torque Wrench For tightening nuts and bolts to the specified
torque
11 Feeler Gauge For measuring gaps between ring and ring
groove, and shaft joints during assembly
12 Battery Coolant Tester For checking concentration of antifreeze and the
battery electrolyte charge status
13 Digital Thermometer For measuring temperatures
14 Tachometer Contact Type For measuring revolution by contacting the
revolving shaft
Photoelectric Type For measuring revolution by sensing the
reflecting mark on the outer periphery of the
revolving shaft
Fuel High Pressure
Pipe Clamp Type
This measures the revolution regardless of the
center or periphery of the revolving object
0000839
0000840
0000841
0000843
abcdefghijklmn
abcdefghijklmnabcdefghijklmnabcdefghijklmn
abcdefghijklmn
abcdefghijklmn
abcd efghijk
0000845
0000846
0000847
1
2

CopyrightedMaterial

SM 794 00(D-T2,3)-4-13
15 Circuit Tester For measuring resistance, voltage and continuity
of electrical circuits
16 Compression Gauge Kit For measuring compression pressure
Gauge Set Part No. TOL-97190080
New Compression Test Adaptor Adapter for direct injection 2-valve cylinder head
Adapter Part No. 119802-92950
0000848
0000849
0
3
1
0000850

CopyrightedMaterial

SM 794 00(D-T2,3)-4-14
Before You Begin Servicing
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
EXPOSURE HAZARD!
serious injury.
CAUTION
!
moderate injury.
CAUTION
!
you remove the cap.
internal damage.
CAUTION
!

CopyrightedMaterial

SM 794 00(D-T2,3)-4-15
REMOVAL OF ENGINE
1. Disconnect the battery cables at the battery.
WARNING
!
SHOCK HAZARD!
terminals clean.
serious injury.
2. Disconnect the throttle cable and vehicle electrical
harness from the engine
3. Drain the engine coolant. See Drain, Flush, and Re-
fill the Coolant System with New Coolant on page 5-
35. Disconnect the radiator hoses from the engine.
4. Drain the engine oil. See Replace Engine Oil and
Engine Oil Filter on page 5-26.
5. Disconnect the exhaust system from the exhaust
manifold.
6. Remove the engine from the vehicle. Fix the engine
on a horizontal base.
CAUTION
!
Be sure to fix the engine securely to prevent
injury or damage to parts due to falling dur-
ing the work.
7. Clean the engine by washing with solvent, air or
steam cleaning. Carefully operate so as to prevent
any foreign matter from entering the engine.

CopyrightedMaterial

SM 794 00(D-T2,3)-4-16
Cylinder Head Components
0001685
(17)
(18)
(20)
(8)
(9)
(16)
(7)
(19)
(1)
(5)
(23)
(6)
(26)
(25)
(30)
(29)
(28)
(27)
(15)
(10)
(12)
(14)
(11)
(13)
(22)
(21)
(24)
(4)
(3)
(2)
Figure 6-1

CopyrightedMaterial

SM 794 00(D-T2,3)-4-17
1. Valve Cover Nut
2. Valve Cover Nut O-ring
3. Valve Cover
4. Valve Cover Gasket
5. Rocker Arm Shaft
6. Rocker Arm Shaft Retaining Screw
7. Cylinder Head Bolt
8. Glow Plug Harness
9. Valve Cap
10. Valve Keepers
11. Spring Retainer
12. Valve Spring
13. Valve Stem Seal
14. Valve Guide
15. Intake Valve
16. Exhaust Valve
17. Cylinder Head Gasket
18. Cylinder Head
19. Glow Plug
20. Glow Plug Cover
21. Push Rod
22. Support Bracket Bolt
23. Rocker Arm Shaft Spring
24. Support Bracket Stud
25. Support Bracket
26. Rocker Arm
27. Rocker Arm Shaft Retaining Ring
28. Valve Adjusting Screw Lock Nut
29. Valve Adjusting Screw
30. Support Bracket Nut
Disassembly of Cylinder Head
Prepare a clean, flat working surface on a workbench
large enough to accommodate the cylinder head assembly.
Discard all gaskets, O-rings and seals.
CAUTION
!
Identify all parts and their location using an
appropriate method. It is important that all
parts are returned to the same position dur-
ing the assembly process.
1. Remove the intake manifold bolts (Figure 6-2, (1)).
Remove the intake manifold (Figure 6-2, (3)). Dis-
card the intake manifold gasket (Figure 6-2, (3)).
2. Remove the exhaust manifold bolts (Figure 6-2, (4))
and nuts (Figure 6-2, (5)). Remove the exhaust mani-
fold (Figure 6-2, (6)). Discard the exhaust manifold
gasket .(Figure 6-2, (7)).
3. Remove the water pump from the engine. See Disas-
sembly of Engine Coolant Pump on page 8-7.
4. Remove the fuel injectors from the cylinder head.
See Removal of the Fuel Injectors on page 7-33.
Removal of Glow Plugs
1. 1. Remove the glow plug cover (Figure 6-3, (2))
from each of the glow plugs (Figure 6-3, (1)).
2. 2. Disconnect the glow plug harness (Figure 6-3, (3))
from the glow plugs.
(5)
(4)
(5)
(2)
(6)
(7)
(3)
(1)
0001682
Figure 6-2

CopyrightedMaterial

SM 794 00(D-T2,3)-4-18
3. 3. Remove the glow plugs from the cylinder head
(Figure 6-3, (4)).
Removal of Valve Cover
1. Remove the valve cover nuts (Figure 6-4, (1)).
2. Check the condition of the O-ring (Figure 6-4, (2))
on each valve cover nut. Replace the O-ring if neces-
sary.
3. Remove the valve cover (Figure 6-4, (3)). Discard
the valve cover gasket (Figure 6-4, (4)).
Removal of Rocker Arm Assembly
1. Remove the bolt (Figure 6-6, (1)) and locking nuts
(Figure 6-6, (2)) that retain the rocker arm support
brackets to the cylinder head.
2. Lift the rocker arm assembly from the cylinder head.
3. Lift the push rods from the cylinder head.
4. Number the push rods so that they are reinstalled
with the same valve tappet and rocker arm.
Disassembly of Rocker Arm Assembly
1. Remove the rocker arm shaft alignment screw (Fig-
ure 6-7, (1)) from the support bracket that secures the
rocker arm shaft (Figure 6-7, (2)).
2. Remove the retaining rings (Figure 6-7, (3)) from the
ends of the rocker arm shaft (Figure 6-7, (2)).
3. Slide the rocker arm shaft (Figure 6-7, (2)) out of the
rocker arm support brackets (Figure 6-7, (4)), springs
(Figure 6-7, (5)), and rocker arms (Figure 6-7, (6)).
NOTE
The rocker arm shaft fits tightly in the
rocker arm support brackets. Clamp the sup-
port bracket in a padded vise and twist the
rocker arm shaft to remove. Reverse this
process when you reinstall the rocker arm
shaft into the support brackets.
(4)
(3)
(2)
(1)
0001683
Figure 6-3
(4)
(3)
(1)
(2)
0001681
Figure 6-4
Figure 6-6

CopyrightedMaterial

SM 794 00(D-T2,3)-4-19
NOTE
Mark the rocker arms so they can be rein-
stalled with the original matching valve and
pushrod.
4. If necessary, remove the valve adjusting screw (Fig-
ure 6-7, (7)) and lock nut (Figure 6-7, (8)) from the
rocker arms.
Removal of Cylinder Head
1. Loosen the cylinder head bolts following the
sequence shown in (Figure 6-8).
2. Remove the cylinder head bolts (Figure 6-9, (1)).
3. Lift the cylinder head away from the cylinder block.
Discard the cylinder head gasket (Figure 6-9, (2)).
Position the cylinder head on the work bench to pre-
vent damage to the combustion surface.
Removal of Intake / Exhaust Valves
1. Place the cylinder head on the work bench with the
combustion side down.
2. Using the valve spring compressor tool, compress
one of the valve springs (Figure 6-10).
3. Remove the valve keepers (FIgure 6-11, (2)) and
valve cap (Figure 6-10, (1)) from the end of the
valve.
4. Slowly release the tension on the valve spring.
0001686
(6)
(5)
(4)
(2)
(1)
(7)
(8)
(3)
(3)
Figure 6-7
(1)
(2)
0001687A
Figure 6-8
1. Fan Side
2. Camshaft Side
0001690
Figure 6-9
0000191
Figure 6-10

CopyrightedMaterial

SM 794 00(D-T2,3)-4-20
5. Remove the spring retainer (FIgure 6-11, (3)), valve
spring (FIgure 6-11, (4)) and valve stem seal (FIgure
6-11, (5)).
6. Repeat this procedure until all the intake and exhaust
valve springs and valve stem seals are removed.
NOTE
If you are going to reinstall the valves in the
cylinder head, mark them so they can be
installed in their original location.
7. Turn the cylinder head so the exhaust port side faces
down. Remove the intake and exhaust valves (FIgure
6-11, (6)) from the cylinder head.
Removal of Valve Guides
1. Using a drift pin and hammer, drive the valve guides
(Figure 6-12, (1)) out of the cylinder head.
Cleaning of Cylinder Head Components
Thoroughly clean all components using a non-metallic
brush and an appropriate solvent. Each part must be free
of carbon, metal filings and other debris.
Inspection of Cylinder Head Components
Visually inspect the parts. Replace any parts that are obvi-
ously discolored, heavily pitted or otherwise damaged.
Discard any parts that do not meet its specified limit.
CAUTION
!
Any part which is found defective as a result
of inspection or any part whose measured
value does not satisfy the standard or limit
must be replaced.
CAUTION
!
Any part determined to not meet the service
standard or limit before the next service, as
determined from the state of current rate of
wear, should be replaced even though the
part currently meets the service standard or
limit.
Inspection of Push Rods
Push Rod Straightness
Determine if the straightness of the push rods are within
the specified limit.
1. Place the push rods on a flat inspection block or lay-
out bed.
2. Roll the push rods until a gap can be observed
between a portion of the push rod and the surface of
the block or layout bed.
3. Use a feeler gauge to measure the gap (Figure 6-13).
See Push Rod on page 6-4 for the service limit.
(6)
(5)
(4)
(3)
(2)
(1)
0001684
FIgure 6-11
(1)
001689
Figure 6-12
0000204
Figure 6-13

CopyrightedMaterial

SM 794 00(D-T2,3)-4-21
Inspection of Rocker Arm Assembly
Arm Shaft Hole Diameter
Use a test indicator and micrometer to determine if the
inside diameter of all the rocker arm support brackets and
the rocker arms (Figure 6-14) are within the specified lim-
its. See Rocker Arm and Shaft on page 6-4 for the service
limit.
Use a micrometer to measure rocker arm shaft diameter in
at least four places (Figure 6-15). See Rocker Arm and
Shaft on page 6-4 for the service limit.
Inspection of Valve Guides
Visually inspect the valve guides for distortions, scoring
or other damage.
Use a test indicator and micrometer to measure the inside
diameter at each end of the valve guide. See Intake /
Exhaust Valve and Guide on page 6-3 for the service
limit.
Inspection of Cylinder Head
Cylinder Head Distortion
Place the cylinder head flat and inverted (combustion side
up) on the bench. Use a straight edge and feeler gauge to
measure the amount cylinder head distortion (Figure 6-
16). See Cylinder Head on page 6-3 for the service limit.
Inspection of Intake and Exhaust Valves
Visually inspect the intake and exhaust valves. Replace
any valves that are obviously discolored, heavily pitted or
otherwise damaged.
Valve Stem Diameter
Use a micrometer to measure the valve stem diameter.
Measure the valve stem near the combustion end and near
the opposite end (Figure 6-17). See Intake / Exhaust
Valve and Guide on page 6-3 for the service limit.
Figure 6-14
0000203
Figure 6-15
0000192
Figure 6-16
0000197
Figure 6-17

CopyrightedMaterial

SM 794 00(D-T2,3)-4-22
Valve Stem Straightness
Place the valve stem on a flat inspection block or layout
bed. Roll the valve until a gap can be observed between a
portion of the valve stem and the surface of the block or
bed. Use a feeler gauge to measure the gap (Figure 6-
18).See Intake / Exhaust Valve and Guide on page 6-3 the
service limit.
Valve Sink
Insert the valves into their proper places and press them
down until they are fully seated. Use a depth micrometer
(Figure 6-19) to measure the difference between the cylin-
der head surface and the combustion surface of each
exhaust and intake valve (Figure 6-20). See Cylinder
Head on page 6-3 for the service limit.
Valve Seat
Always check the clearance between the valve and valve
guide before correcting the valve seat (Figure 6-21, (1)). If
the clearance exceeds the limit, replace the valve or valve
guide to bring the clearance within the limit.
Roughness, or burrs will cause poor seating of a valve.
Visually inspect the seating of each valve and determine if
lapping or grinding is needed. Grinding is needed if the
cylinder heads seat width exceeds standard limits. See
Cylinder Head on page 6-3 for the service limit.
Lap the valve seat and cylinder head with a mixture of
valve compound and engine oil.
If the valve requires grinding, lap the valve after grinding.
Be sure to thoroughly wash the parts to remove all grind-
ing powder or compound.
0000199
Figure 6-18
0000193
Figure 6-19
Figure 6-20
(1)
0001691A
Figure 6-21

CopyrightedMaterial

SM 794 00(D-T2,3)-4-23
Inspection of Valve Springs
Inspect the valve springs. If damage or corrosion is seen,
or if measurements exceeds the specified limits, replace
the springs.
Fractures
Check for fractures on the inside and outside portions of
the springs. If the valve spring is fractured, replace the
valve spring.
Corrosion
Check for corrosion of spring material caused by oxida-
tion.
Square
Use a flat surface and a square to check each spring for
squareness (Figure 6-22). See Valve Spring on page 6-4
for the service limit.
Free Length
Use a caliper to measure the length of the spring (Figure
6-23). See Valve Spring on page 6-4 for the service limit.
Assembly of Cylinder Head
Assembly of Valve Guides
1. The valve guides are installed into the cylinder head
with an extremely tight press fit. Before installing the
valve guides, place the valve guides in a freezer for at
least twenty minutes This will cause the valve guides
to contract, making it easier to install the valve
guides into place.
2. Immediately after removing the valve guides from
the freezer, insert the valve guides (Figure 6-24, (1))
in their proper positions.
3. Finish installing the valve guides (Figure 6-25, (1))
into the cylinder head to the proper height (Figure 6-
25, (3)) using the valve guide installation tool (Figure
6-25, (2)). See Intake / Exhaust Valve and Guide on
page 6-3.
0000201
Figure 6-22
0
1
2
3
4
5
6
7
9
8
0000200
Figure 6-23
(1)
001689
Figure 6-24
0001756A
(3)
(2)
(1)
Figure 6-25

CopyrightedMaterial

SM 794 00(D-T2,3)-4-24
Assembly of Intake and Exhaust Valves
1. Place the cylinder head assembly on its exhaust port
side.
2. Place all the valves (Figure 6-26, (6)) in their proper
place in the cylinder head.
3. Oil the lip of the valve stem seal. Using the valve
stem seal installation tool, insert a new valve stem
seal (Figure 6-26, (5)) on each of the valves.
Measure the distance from the cylinder head to the
valve stem seal. See Intake / Exhaust Valve and
Guide on page 6-3.
4. Place the cylinder head on the workbench with the
combustion side down to install the valve springs.
Install the valve spring (Figure 6-26, (4)) and spring
retainer (Figure 6-26, (5)).
5. Using the valve spring compressor tool, compress the
valve spring.
6. Insert the valve keepers (Figure 6-26, (2)) and slowly
release the tension in the valve spring. Install the
valve cap (Figure 6-26, (1)). Repeat these steps until
all the intake and exhaust valves are installed.
(6)
(5)
(4)
(3)
(2)
(1)
0001684
Figure 6-26
0001757
Valve guide
Figure 6-27
Cylinder head
Valve stem seal inserting tool
Stem seal
Stem seal Insertion
0001758
Figure 6-28
C
l
e
a
r
a
n
c
e
Stem seal
Valve guide
Valve guide protection
Stem seal protection

CopyrightedMaterial

SM 794 00(D-T2,3)-4-25
Assembly of Cylinder Head
1. Carefully clean both the combustion surface of the
cylinder head and the top surface of the cylinder
block. Then place a new cylinder head gasket (Figure
6-29, (2)) on the cylinder block.
2. Position the cylinder head on the on the cylinder
head gasket.
3. Lightly oil the threads of the cylinder head bolts
(Figure 6-29, (1)). Torque the bolts in steps to the
specified torque in table following the sequence in
(Figure 6-30).
4. Insert the push rods in their respective positions.
Assembly of Rocker Arm Assembly
1. Lubricate the rocker arm shaft. Slide the rocker arm
support brackets (Figure 6-30, (4)), springs (Figure
6-30, (5)) and rocker arms (Figure 6-30, (6)) onto the
shaft.
NOTE
Note: The rocker arm shaft fits tightly in the
rocker arm support brackets. Clamp the sup-
port bracket in a padded vise and twist the
rocker arm shaft to remove. Reverse this
process when you reinstall the rocker arm
shaft into the support brackets.
NOTE
Note: To properly align the rocker arm shaft
with the rocker arm shaft supports, first
install the rocker arm support bracket (Fig-
ure 6-31, (4)) with the hole for the shaft align-
ment screw (Figure 6-31, (1)). Align the hole
in the rocker arm shaft and the hole in the
rocker arm support bracket. Install the
alignment screw.
2. Position the rocker arm assembly on a flat surface.
Install the retaining rings (Figure 6-31, (3)) onto the
end of the rocker arm shaft.
3. Install and hand tighten the rocker arm shaft retain-
ing bolt and nuts.
0001690
Figure 6-29
0001688A
(1)
(2)
Figure 6-30
1. Fan Side
2. Camshaft Side
First Step
11 - 13 ft lbs
(49-58.8 N m)
(5 - 6 kgf m)
Second Step
23 - 25 ft lbs
(103.1 - 112.9 N m)
(10.5 - 11.5 kgf m)
0001686
(6)
(5)
(4)
(2)
(1)
(7)
(8)
(3)
(3)
Figure 6-31

CopyrightedMaterial

SM 794 00(D-T2,3)-4-26
4. Install the valve adjusting screws (Figure 6-31, (7))
and lock nuts (Figure 6-31, (8)).
5. Place the rocker arm assembly in place onto the cyl-
inder head. Tighten the rocker arm support bracket
nuts and bolt to the specified torque. Tighten the
rocker arm shaft alignment screw.
6. Align the push rods with their respective rocker arms
and adjust the valve lash. (See Measuring and
Adjusting Valve Clearance on page 6-27.)
Assembly of the Valve Cover
1. Lightly grease a new valve cover gasket (Figure 6-
32, (4)). Place the gasket in the groove of the valve
cover (Figure 6-32, (3)).
2. Place the valve cover on the cylinder head.
3. Be sure O-rings (Figure 6-32, (2)) are installed on the
valve cover nuts.Install and tighten the valve cover
nuts (Figure 6-32, (1)).
Assembly of Glow Plugs
1. Install the glow plugs (Figure 6-33, (1)) into the cyl-
inder head (Figure 6-33, (4)). Torque the glow plugs
to the specified torque.
2. Connect the glow plug harness (Figure 6-33, (3)) to
the glow plugs.
3. Install the glow plug cover (Figure 6-33, (2)) on each
glow plug.
MEASURING AND ADJUSTING VALVE
CLEARANCE
Make measurement and adjustment while the engine is
cold.
Valve Clearance Measurement
1. Remove the valve cover.
2. Rotate the crankshaft clockwise as seen from the
radiator side, to bring No.1 piston to TDC while
watching the rocker arm motion, timing scale and the
top mark position of the crankshaft pulley. (Position
where both the intake and exhaust valves are closed.)
NOTE
The No. 1 piston position is on the flywheel
end of the engine, opposite side of the radi-
ator, and the ignition order shall be 1-3-4-
2-1 at 180 intervals.
Since the intake and exhaust valve rocker
arms are operated the same and there is a
clearance between rocker arm and valve
generally at the top dead center, the posi-
tion can be checked by means of the play
when the arm head is held with a hand.
Also see that the crankshaft pulley top
(4)
(3)
(1)
(2)
0001681
Figure 6-32
(4)
(3)
(2)
(1)
0001683
Figure 6-33

CopyrightedMaterial

SM 794 00(D-T2,3)-4-27
mark is positioned at zero on the timing
scale. If there is no valve clearance, inspec-
tion in the disassembled state is necessary
since the valve seat may be worn abnor-
mally.
3. Insert a feeler gauge (Figure 6-34, (1)) between
rocker arm and valve cap, and record the measured
valve clearance. (Use the data for estimating the
wear.)
4. Rotate the crankshaft 180 then make adjustment for
the No. 3 cylinder. Then adjust the No. 4 cylinder
and No. 2 cylinders in this order. The cylinder to be
adjusted first does not have to be the No. 1 cylinder.
Select and adjust the cylinder where the piston is
nearest to the top dead center after turning, and make
adjustment for other cylinders in the order of ignition
by turning the crankshaft 180 each time.
Valve Clearance Adjustment
1. Loosen the valve adjusting screw lock nut (Figure 6-
35, (1)) and valve adjusting screw (Figure 6-35, (2))
on the rocker arm and check the valve for any incli-
nation of valve cap, entrance of dirt or wear.
2. Insert a 0.008 in (0.2 mm) feeler gauge (Figure 6-36,
(1)) between rocker arm and valve cap, and adjust the
valve clearance so there is a slight drag on the
feeler gauge when sliding it between the rocker arm
and the valve cap. Tighten the valve adjusting screw
lock nut (Figure 6-35, (1)) and recheck the clearance.
Note: There is a tendency for the clearance to decrease
slightly when the lock nut is tightened. It is suggested that
you make the clearance adjustment slightly on the loose
side before tightening the lock nut.
(1)
0001782A
Figure 6-34
Item Standard
Valve Clearance
0.006 - 0.010 in
(0.15 - 0.25 mm)
0001783A
(1)
(2)
Figure 6-35
(1)
0001782A
Figure 6-36

CopyrightedMaterial

SM 794 00(D-T2,3)-4-28
3. Apply oil to the contact surface between adjusting
screw and push rod.
4. Turn the crankshaft 180 then make adjustment for
the No. 3 cylinder. Then adjust the No. 4 and No. 2
cylinders in this order. The cylinder to be adjusted
first does not have to be the No. 1 cylinder. Select
and adjust the cylinder where the piston is the nearest
to the TDC after rotating and make adjustment for
other cylinders in the order of ignition by turning the
crankshaft 180 each time.

CopyrightedMaterial

SM 794 00(D-T2,3)-4-29
DRIVE TRAIN AND CAMSHAFT COMPONENTS
(24
(37)
(1)
9)
Figure 6-37

CopyrightedMaterial

SM 794 00(D-T2,3)-4-30
1. Cylinder Block
2. Camshaft Bushing
3. Gear Case
4. Tappets
5. Camshaft
6. Camshaft Gear Key
7. Camshaft End Plate
8. Camshaft Gear
9. Gear Case Cover
10. Idler Gear Shaft
11. Idler Gear Bushing
12. 12. Idler Gear
13. Oil Sump Pump O-ring
14. Oil Sump Pump
15. Crankshaft Pulley
16. Crankshaft Gear
17. Crankshaft Gear Key
18. Parallel Pin
19. Crankshaft Bearing Halves
20. Crankshaft Main Bearing Cap
21. Oil Pan
22. Thrust Bushings
23. Crankshaft
24. Flywheel
25. Connecting Rod Cap
26. Connecting Rod Bearing Halves
27. Connecting Rod
28. 28. Wrist Pin Bushing
29. Circlip
30. Wrist Pin
31. Piston
32. Oil Ring
33. Second Compressor Ring
34. Top Compressor Ring
35. O-Rings
36. Crankshaft Rear Seal
37. Crankshaft Rear Seal Housing
Disassembly of Drive Train and Camshaft
Components
For ease of disassembly, inspection and reassembly, it is
recommended that the engine be mounted in a suitable
engine repair stand.
Prepare a clean, flat working surface on a workbench
large enough to accommodate the engine components.
Discard all used gaskets, O-rings and seals.
Remove the cylinder head. See Disassembly of Cylinder
Head on page 6-17.
If necessary, remove the fuel injection pump. See
Removal of Fuel Injection Pump on page 7-26.
CAUTION
!
Identify all parts and their location using an
appropriate method. It is important that all
parts are returned to the same position dur-
ing the assembly process.
Removal of Oil Pan
1. Invert the engine (oil pan up) on the engine stand.
2. Remove the oil pan bolts from the engine.
0001695A
(1)
Figure 6-38

CopyrightedMaterial

SM 794 00(D-T2,3)-4-31
3. Remove the oil pan (Figure 6-38, (1)). Thoroughly
clean all old sealant from the oil pan.
Removal of Oil Sump Pump
1. Remove the two oil sump tube bolts.
2. Remove the oil sump tube (Figure 6-39, (1)) and O-
ring (Figure 6-39, (2)).
Removal of Timing Gears
Do not remove the camshaft gear from the camshaft.
1. Remove the bolt and washer retaining the crankshaft
pulley.
2. Using a gear puller, remove the crankshaft pulley.
3. Remove the gear case cover (Figure 6-40, (1)).
Thoroughly clean all sealant from the cover and
the gear case.
If necessary, remove the seal (Figure 6-40, (2))
from the cover.
4. Remove the bolts from the timing gears.
Remove the crankshaft gear
(Figure 6-41, (1)). If using a gear puller, be careful
not to damage the treads in the end of the crank-
shaft. Remove the parallel pin (Figure 6-41, (2))
and the key (Figure 6-41, (3)) from the crankshaft.
Remove the bolts from the idler gear shaft.
Remove the idler gear shaft (Figure 6-42, (1)),
idler gear (Figure 6-42, (2)) and bushing (Figure 6-
42, (3)).
0001696A
(1)
(2)
Figure 6-39
(1)
0001735A
(2)
Figure 6-40
0001731A
(1)
(2)
(3)
Figure 6-41
0001728A
1)
Figure 6-42 Figure 6 42

CopyrightedMaterial

SM 794 00(D-T2,3)-4-32
Removal of Pistons
CAUTION
!
Keep the piston pin parts, piston assemblies
and connecting rod assembles together to be
returned to the same position during the
reassembly process. Label the parts using an
appropriate method.
Note: It is necessary to rotate the crankshaft to access
some of the connecting rod assemblies at the bottom dead
center position.
1. Using a feeler gauge, measure the connecting rod
thrust clearance as shown (Figure 6-43). See Con-
necting Rod on page 6-8 for the standard limit. If the
measurement is out of specification, either the crank-
shaft or the connecting rod must be replaced.
2. Remove the two bolts from one of the connecting rod
caps (Figure 6-44, (1)).
3. Remove the connecting rod cap.
4. Remove the bearing halves (Figure 6-44, (2)).
5. Tap the piston through the cylinder and remove the
piston assembly with the large portion of the con-
necting rod. Place this assembly on the bench. Mark
the connecting rod caps and the connecting rods so
the caps and connecting rods stay together.
6. Using a ring pliers, remove the two compression
rings (Figure 6-44, (3)) from the piston.
7. Using a ring pliers, remove the oil seal ring (Figure
6-44, (4)) from the piston.
8. Using a snap-ring pliers, remove the circlips (Figure
6-44, (5)) from the wrist pin.
9. Dissemble the wrist pin (Figure 6-44, (6)), wrist pin
bushing (Figure 6-44, (7)), connecting rod (Figure 6-
44, (8)) and piston (Figure 6-44, (9)).
10. Repeat Steps 1 through 9 until all of the pistons are
removed and dissembled.
0000219
Figure 6-43
0001705A
(3)
(4)
(6)
(7)
(5)
(2)
(1)
(8)
(9)
(5)
Figure 6-44

CopyrightedMaterial

SM 794 00(D-T2,3)-4-33
Removal of Crankshaft
1. Remove the flywheel bolts from the flywheel (Figure
6-45, (1)). Lift the flywheel away from the engine.
2. Remove the bolts from the rear oil seal assembly
(Figure 6-45, (2)). Remove the assembly from the
engine. Thoroughly clean all sealant from the oil seal
housing.
3. Remove the rear oil seal (Figure 6-45, (3)) if neces-
sary.
4. Before removing the main bearing caps, measure the
crankshaft side gap. Use either of the following two
methods.
The first method is to install a dial gauge on the
cylinder block. Move the crankshaft back and
forth. Measure the side gap. See Thrust Bearing on
page 6-6 for the service limit.
The second method is to use a shim gauge and
measure the clearance between the thrust metal and
crankshaft.
5. Remove the main bearings caps (Figure 6-48, (1)),
the bearing halves (Figure 6-48, (3)) and the thrust
bearings (Figure 6-48, (2)). Be sure to note the mark-
ings on the main bearing caps, or mark them your-
self, so they can be reinstalled in the same order as
they were removed.
(2)
0001707A
(1)
(3)
Figure 6-45
0001716
(Side gap measurement 1)
Figure 6-46
0001717
(Side gap measurement 2)
Standard
width
Thrust
face
Crank Shaft
Connecting Rod
Connecting
Rod Cap
Feeler Gauge
Figure 6-47

CopyrightedMaterial

SM 794 00(D-T2,3)-4-34
NOTE
The arrows on the main bearing caps point
to the flywheel end of the engine.
6. Remove the crankshaft from the engine.
Removal of Camshaft
1. Before removing the camshaft gear and camshaft,
check the camshaft side gap.
Using a feeler gauge, measure the camshaft side
gap. See Camshaft on page 6-5 for the service
limit.
2. Using a gear puller, remove camshaft gear. Remove
the key from the camshaft.
3. Remove the two bolts retaining the camshaft thrust
plate (Figure 6-50, (1)). Remove the camshaft thrust
plate.
4. With the engine installed in an engine stand, rotate
the engine so that gravity causes the tappets to drop
away from the camshaft lobes. Slowly pull the cam-
shaft (Figure 6-50, (2)) out of the engine.
Note: If the engine is not installed on an engine stand,
position the engine with the mounting flange
(flywheel end) facing down. Rotate the cam-
shaft a few turns to bump the tappets out of the
way to prevent the tappets from interfering with
the removal of the camshaft
(2)
0001752A
(1)
(3)
Figure 6-48
Figure 6-49
Side gap Camshaft
Thrust
metal
side gap
0001706A
Figure 6-50 Figure 6 50

CopyrightedMaterial

SM 794 00(D-T2,3)-4-35
5. With the camshaft out of the way, remove the tap-
pets. Mark the tappets so they can be reinstalled in
the same location.
Removal of Gear Case
1. Remove the gear case bolts.
2. Remove the gear case (Figure 6-51, (1)) from the cyl-
inder block. Thoroughly clean all old sealant from
the gear case and cylinder block.
3. If damaged, remove the camshaft bushing (Figure 6-
51, (3)).
4. Remove the two O-rings (Figure 6-51, (2)) from the
cylinder block.
Inspection of Drive Train and Camshaft Com-
ponents
Thoroughly clean all of these components using a brush
and an appropriate solvent. Each part must be free of car-
bon, metal filings and other debris.
Inspection of Cylinder Block
1. Ensure that oil holes are clear and unobstructed.
Clear any holes as needed.
2. Check for discoloration or evidence of cracks. If evi-
dence of a fracture is found, use the color check
method or the Magnaflux method to determine if the
cylinder block is fractured.
3. Inspect cylinder roundness and cylindricity for evi-
dence of distortions. Collect and record the measure-
ments. (See Cylinder Measurement Worksheet on
page 6-36). Perform the calculations as follows:
Measure the inside diameter of cylinder number
one, near the top of the cylinder (a) and in the (d)
direction. Record that measurement as data f.
one, near the top of the cylinder (a) and in the (e)
direction. Record that measurement as data g.
one, near the center of the cylinder (b) and in the
(d) direction. Record that measurement as data h.
one, near the center of the cylinder (b) and in the
(e) direction. Record that measurement as data i.
one, near the bottom of the cylinder (c) and in the
(d) direction. Record that measurement as data j.
one, near the bottom of the cylinder (c) and in the
(e) direction. Record that measurement as data k.
Roundness - Roundness for cylinder number one is
as calculated as follows:
f - g = X
h - i = Y
j - k = Z
X is the difference between the f and g measure-
ments at the top of the cylinder.
Y is the difference between the h and i measure-
Z is the difference between the j and k measure-
Select the greatest of values X, Y and Z and record it
as V. This value represents the roundness of the cyl-
inder.
Cylindricity - Cylindricity for cylinder number one
is as calculated as follows:
V - S = W
Select the least value of values X, Y and Z record
that value as S. Complete the calculation as follows:
W is the difference between the L and S measure-
ments. This value represents the cylindricity of the
cylinder.
Repeat the Cylindricity and roundness measure-
ments and calculations for the remaining cylinders.
Compare the worksheet findings with the data in
the table.
Consider honing, re-boring or replacing the cylinder
block if the measurements fall outside specification.
Figure 6-51

CopyrightedMaterial

SM 794 00(D-T2,3)-4-36
Cylinder Measurement Worksheet
Cylinder Number Measurements Calculated Values
Cylinder # 1
Top (a)
Dimension (d)
f =__________
Dimension (e)
g =__________
f - g = X
X=__________
Greatest of
X, Y and Z = V
Roundness
V =_________
Center (b)
Dimension (d)
h =__________
Dimension (e)
i =__________
h - i = Y
Y=__________
Least of
X, Y and Z = S
S =_________
Bottom (c)
Dimension (d)
j =__________
Dimension (e)
k =__________
j - k = Z
Z=__________
V - S = W
Cylindricity
V =_________
Cylinder # 2
Top (a)
Dimension (d)
f =__________
Dimension (e)
g =__________
f - g = X
X=__________
Greatest of
X, Y and Z = V
Roundness
V =_________
Center (b)
Dimension (d)
h =__________
Dimension (e)
i =__________
h - i = Y
Y=__________
Least of
X, Y and Z = S
S =_________
Bottom (c)
Dimension (d)
j =__________
Dimension (e)
k =__________
j - k = Z
Z=__________
V - S = W
Cylindricity
V =_________
Cylinder # 3
Top (a)
Dimension (d)
f =__________
Dimension (e)
g =__________
f - g = X
X=__________
Greatest of
X, Y and Z = V
Roundness
V =_________
Center (b)
Dimension (d)
h =__________
Dimension (e)
i =__________
h - i = Y
Y=__________
Least of
X, Y and Z = S
S =_________
Bottom (c)
Dimension (d)
j =__________
Dimension (e)
k =__________
j - k = Z
Z=__________
V - S = W
Cylindricity
V =_________
Cylinder # 4
Top (a)
Dimension (d)
f =__________
Dimension (e)
g =__________
f - g = X
X=__________
Greatest of
X, Y and Z = V
Roundness
V =_________
Center (b)
Dimension (d)
h =__________
Dimension (e)
i =__________
h - i = Y
Y=__________
Least of
X, Y and Z = S
S =_________
Bottom (c)
Dimension (d)
j =__________
Dimension (e)
k =__________
j - k = Z
Z=__________
V - S = W
Cylindricity
V =_________
0000230
20mm
(12/16 in.)
a
b
c
20mm
(12/16 in.)
d
e
Figure 6-52

CopyrightedMaterial

SM 794 00(D-T2,3)-4-37
Inspection of Pistons
1. Using a micrometer, measure the piston diameter at
the skirt as shown (Figure 6-53).
See Piston on page 6-7 for the service limit.
2. Measure the piston ring and piston ring groove for
cylinder number one.
Using a micrometer, measure the thickness of the
top compression ring. See Piston Ring on page 6-7
for the service limit.
Place a properly-sized top compression ring in the
grove as shown (Figure 6-54). Use a feeler gauge
to measure the gap between the ring and the piston.
See Piston Ring on page 6-7 for the service limit.
Add the top compression ring grove width
and the top compression ring side clearance
values together to determine the top ring
grove width. See Piston Ring on page 6-7 for
the service limit.
Replace the piston if the values fall outside
specification.
Using a feeler gauge, measure the end gap
clearance of the top compression ring.See Pis-
ton Ring on page 6-7 for the service limit.
Measure the rings and ring groves for the sec-
ond compression ring and oil ring using the
same method used to measure the top com-
pression ring and groove dimensions.
3. Repeat these steps for each of the pistons.
Inspection of Piston Pin
Measure the outside diameter of the piston pin and the
inside diameter of the wrist pin bushing.
Calculate the clearance between the piston pin and wrist
pin bushing. See Piston on page 6-7 for the service limits.
0000235
Figure 6-53
0001732 Measuring Side Clearance
Figure 6-54
Width
Thickness
0001723
Figure 6-55
Piston ring
Approx.
30 mm
Head surface
Cylinder block
Figure 6-56

CopyrightedMaterial

SM 794 00(D-T2,3)-4-38
Inspection of Connecting Rod
1. Measure the inside diameter if the connecting rod
small end. See Connecting Rod on page 6-8 for the
service limit.
2. Measure the crankpin and connecting rod bushings.
Place the connecting rod bushings (bearing halves)
into the connecting rod and connecting rod cap.
Install the end of the connecting rod to the rod.
Torque the bolts to the specified torque.
3. Measure the inside diameter. See Crankshaft on page
6-6 for the service limit.
Inspection of Tappets
1. Check the tappet contact surfaces with the camshaft
and push rods. Slight surface defects can be corrected
using an oilstone.
2. Measure the outside diameter of the tappet stem. See
Tappet on page 6-8 for the service limit.
Inspection of Crankshaft
1. Measure the trueness of the crankshaft.
Place the crankshaft on V-blocks positioned at the
end journals.
Place a dial indicator on a main bearing surface
and zero the gauge.
Rotate the crankshaft and observe the runout. See
Crankshaft on page 6-6 for the service limit.
Repeat this measurement operation for each of the
remaining bearing surfaces.
2. Inspect the crankshaft for fractures.
0001724
Figure 6-57
0001725
Figure 6-58
0001726
Tappet stem outside diameter measurement
Figure 6-59
0000232
FIgure 6-60
Bend
Deflection
Dial gage
V-block V-block
Crankshaft bend measurement

CopyrightedMaterial

SM 794 00(D-T2,3)-4-39
Using the color check method. Inspect the crank-
shaft for cracks. Replace the crankshaft is evidence
of fractures are found.
If the color check method is not available, use the
Magnaflux method. inspect the crankshaft for
cracks. Replace the crankshaft is evidence of frac-
tures are found.
3. Measure the outside diameter of each crankpin and
journal.
If the crankpin clearance exceeds the service limit,
use an undersize bearing. See Crankshaft on page
If the journal clearance exceeds the service limit,
use an undersize bearing. See Crankshaft on page
Inspection of Camshaft
1. Measure the trueness of the camshaft.
Place the camshaft on V-blocks positioned at the
end journals.
Place a dial indicator on the gear side bearing sur-
face and zero the gauge. (Figure 6-63)
Rotate the camshaft and observe the runout. See
Camshaft on page 6-5 for the service limit.
0000231
Figure 6-61
0001733
Figure 6-62
Measuring position of the crankpin and crank journal
Figure 6-63

CopyrightedMaterial

SM 794 00(D-T2,3)-4-40
2. Measure the intake / exhaust cam height (Figure 6-
64, (1)). See Camshaft on page 6-5 for the service
limit.
3. Measure the gear end (Figure 6-65, (1)), intermediate
position (Figure 6-65, (2)) and flywheel end (Figure
6-65, (3)) bearing surface diameters. Determine the
oil clearance. The oil clearance is calculated by sub-
tracting the measured camshaft bearing surface
diameter from the camshaft bushing inside diameter.
See Camshaft on page 6-5 for the service limit.
Inspection of Camshaft Bushings
If the camshaft bushing are damaged, replace the bushings
using the appropriate service tool.
Inspection of Idler Gear and Shaft
1. Measure the outside diameter (Figure 6-66, (1)) of
the idler gear shaft (Figure 6-65, (2)). See Idler Gear
Shaft and Bushing on page 6-7 for the service limit.
2. Measure the inside diameter (Figure 6-65, (3)) of the
idler gear (Figure 6-65, (4)). See Idler Gear Shaft and
Bushing on page 6-7 for the service limit.
Honing and Boring
Pistons must move freely in the cylinders while maintain-
ing adequate compression and oil sealing. If the cylinder
walls are scuffed, scored, out of round or have poor cylin-
dricity, boring or boring and honing might correct cylin-
der problems. Re-boring is necessary if the bore
dimensions fall outside specified limits. Honing must fol-
low any re-boring operations. Slight imperfections can be
corrected by honing alone.
1. Boring - Significant cylinder damage might be cor-
rected by re-boring.
Boring out a cylinder block can only be done in a
properly equipped machine shop.
After re-boring, existing pistons must be replaced
with over-sized pistons.
After re-boring a cylinder block, each cylinder
must be honed.
2. Honing - Slight cylinder imperfections might be cor-
rected by honing.
Note: Tilt the honing tool at a 30 to 40 degree angle dur-
ing the honing operation, to leave a cross hatch
mark on the cylinder wall. (Figure 6-67)
(1)
0001712A
Figure 6-64
0001713A
(3)
(2)
(1)
Figure 6-65
(1) (3)
(4)
(2)
0001714A
Fi_urc bbb
0000248
Fi_urc bb7

CopyrightedMaterial

SM 794 00(D-T2,3)-4-41
Insert the appropriate honing tool in the chuck of
an electric drill. (Figure 6-68)
Saturate the cylinder wall with solvent using a 50-
50 mixture of diesel fuel and engine oil.
CAUTION
!
Do not allow the honing tool to operate in one
position for any length of time. Damage to
the cylinder wall will occur. Keep the tool in
constant up-and-down motion.
Rotate the honing tool at 300 to 1200 rpm.
Insert the rotating honing tool in the cylinder and
move it down through the entire length of the cyl-
inder in a five-second motion.
Without stopping the honing tool, pull it up
through the entire length of the cylinder in a five-
second motion.
Maintain the up-and-down motion for thirty to
forty seconds.
When the honing is completed, wash the cylinder
block with hot water and soap. Use brushes to
clean all passages and crevices. Rinse with hot
water and blow dry with compressed air. Apply
engine oil to all steel surfaces to prevent rusting.
Assembly of Drive Train and Camshaft Com-
ponents
NOTE
Proceed slowly. Make no forced assemblies
unless a pressing operation is called for. All
parts must be perfectly clean and lightly
lubricated when assembled.
Use new gaskets, seals and O-rings during
assembly.
Assembly of Pistons
1. Select the parts needed to assemble the piston and
connecting rod for the No.1 cylinder.
2. Lubricate and insert the wrist pin bushing (Figure 6-
70, (1)) into the small end of the piston rod.
3. Install one circlip (Figure 6-70, (2)) into the piston.
4. Position the connecting rod into the piston under the
skirt. The match marks on the connecting rod must
0000247
Fi_urc bbo
Fi_urc bb
0001705B
(3)
(1)
(4)
(2)
Fi_urc b70

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SM 794 00(D-T2,3)-4-42
be opposite of the piston identification mark (ID) on
the top of the piston.
5. Lubricate and install the piston wrist pin (Figure 6-
70, (3)) through the piston and wrist pin bushing.
6. Install the second circlip (Figure 6-70, (4)).
7. Install the piston rings:
Use piston ring pliers to install the piston rings.
Install each piston ring on the piston with the
punched manufacturers mark (Figure 6-72, (1))
facing upward.
Install the top compression ring, second compres-
sion ring and oil ring.
Stagger the piston ring joints at 120 intervals. Do
not position the top piston ring joint inline with the
piston wrist pin. The coil expander joint must be
opposite the oil ring joint.
Repeat these steps for the remaining pistons.
Fi_urc b7T
0000225
Fi_urc b72
0001722
Fi_urc b7o
Fi_urc b74

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SM 794 00(D-T2,3)-4-43
Installation of Gear Case
1. If removed, install a new camshaft bushing (Figure
6-75, (3)).
2. Apply ThreeBond Liquid Gasket, Yanmar Part No.
977770-01212 to the mounting area of the gear case.
3. Be sure the two O-rings (Figure 6-75, (2)) are posi-
tioned in the cylinder block.
4. Install the gear case (Figure 6-75, (1)). Tighten the
gear case bolts to the specified torque.
Installation of Crankshaft
1. Place the crankshaft into the engine.
2. Position the bearing halves (Figure 6-76, (1)), thrust
bearing (Figure 6-76, (2)) and bearing caps (Figure
6-76, (3)) on the crankshaft.
Note: The numbers and arrows on the main bearing caps
are for proper positioning. The caps are numbered
1, 2, 3 and 4 with the No. 1 cap at the flywheel.
The arrows on the bearing caps point to the fly-
wheel end of the engine.
3. Lubricate the bearing cap bolts and tighten the bolts
4. Install the rear oil seal housing.
If removed, install a new seal (Figure 6-77, (3)) in
the rear oil seal housing.
Apply ThreeBond Liquid Gasket, Yanmar Part No.
977770-01212 to the mounting flange.
Align the seal housing (Figure 6-77, (2)) with the
two dowel pins
Install and tighten the bolts to the specified torque.
Fi_urc b75
(2)
0001752A
(1)
(3)
Fi_urc b7b

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SM 794 00(D-T2,3)-4-44
5. Align the flywheel (Figure 6-77, (1)) to the crank-
shaft.Install the flywheel to the crankshaft bolts.
Tighten the bolts to the specified torque.
Installation of Pistons
1. Lubricate No. 1 piston and piston rings.
2. Using the piston insertion tool (piston ring compres-
sor), compress the piston rings on the No.1 piston.
3. Carefully install the piston into No.1 cylinder. Be
sure the punched mark on the connecting rod is fac-
ing the fuel injector side and the embossed mark on
the connecting rod is facing the flywheel.
4. Install the connecting rod bearing halves (Figure 6-
79, (1)) and connecting rod cap (Figure 6-79, (2)).
Tighten the connecting rod bolts to the specified
torque.
5. Install the remaining pistons in their respective cylin-
ders.
Installation of Camshaft
1. Lubricate the tappets. Install the tappets in their
respective locations in the cylinder block. As when
the camshaft was removed, the cylinder block must
be in a position that allows gravity to keep the tap-
pets in place and out of the way of the camshaft lobes
when the camshaft is reinstalled.
2. Lubricate the camshaft (Figure 6-80, (2)). Slowly
insert the camshaft through the front of the engine.
3. Position the camshaft thrust plate (Figure 6-80, (1))
to the gear case.Tighten the thrust plate bolt to the
specified torque.
Installation of Timing Gears
1. Lubricate the idler gear (Figure 6-81, (2)), bushing
(Figure 6-80, (3)) and idler gear shaft (Figure 6-80,
(1)). Install the idler gear and idler gear shaft. Be sure
the oil hole in the bushing is facing toward the top of
(2)
0001707A
(1)
(3)
Fi_urc b77
0001720
Fi_urc b7o
0001705C
(1)
(2)
Fi_urc b7
0001706A
Fi_urc b o Fi_urc bo

CopyrightedMaterial

SM 794 00(D-T2,3)-4-45
the engine. Tighten the idler gear bolts to the speci-
fied torque.
2. Align the timing gears as follows:
Install the crankshaft key in the crankshaft. Align
mark A on the crankshaft gear with mark A on
the idler gear and install the gear.
Align mark B on the fuel injection pump gear
with mark B on the idler gear.
Install the camshaft key in the camshaft. Align
mark C on the camshaft gear with mark C on
the idler gear and install the gear.
3. When all gears are properly aligned, tighten the
retaining bolts to specified torque.
Installation of Gear Case Cover
977770-01212 to the outside diameter of a new oil
seal (Figure 6-84, (2)). Use oil seal insertion tool to
install the seal. Apply lithium grease to the lip of the
seal.
977770-01212 to the mounting area of the gear case
3. Install the gear case cover bolts. Tighten the bolts to
the specified torque.
Installation of Oil Sump Pump
1. Position a new O-ring (Figure 6-85, (2)) on the oil
sump tube.
2. Position the oil sump tube (Figure 6-85, (1)) in the
cylinder block.
0001728A
1)
Fi_urc bo Fi b o

0001709
B
B
A
A
C C
Fi_urc bo2
Fuel injection pump
drive gear
Idle gear
Lubricating oil
pump gear Direction of rotation
Crankshaft gear
PTO gear
Camshaft gear
0001727
Figure 6-83
(1)
0001735A
(2)
Figure 6-84

CopyrightedMaterial

SM 794 00(D-T2,3)-4-46
3. Install the two oil sump tube bolts. Tighten the bolts
Installation of Oil Pan
977770-01212 to the mounting surface of the oil pan
(Figure 6-86, (1)).
2. Install the bolts. Tighten the bolts to the specified
torque.
0001696A
(1)
(2)
Figure 6-85
0001695A
(1)
Figure 6-86

CopyrightedMaterial

SM 794 00(D-T2,3)-5-1
Section 5
Fuel System

CopyrightedMaterial

SM 794 00(D-T2,3)-5-2
FUEL SYSTEM SPECIAL TORQUE CHART
Component Tightening Torque
Lubricating Oil Application
(Thread Portion and Seat
Surface)
Reference Page
Fuel Injector
29.4 ftlbs (39.2 Nm, 4
kgfm)
Not Applied
See Installation of Fuel
Injectors on page 36
Fuel Pump Drive Gear Nut
43.5 - 51.0 ftlbs (59 - 69
Nm, 6.0 - 7.0 kgfm)
Not Applied
See Installation of the Fuel
Injection Pump on page 29
1 Fuel Injector Tester
For measuring injection spray pattern of fuel injection
nozzle and injection pressure
0000844

CopyrightedMaterial

SM 794 00(D-T2,3)-5-3
This section of the Service Manual describes the theory of
operation of the fuel injection pump, the procedures nec-
essary to remove and install the fuel injection pump and
the procedures for inspecting and testing the fuel injec-
tors.
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
SUDDEN MOVEMENT HAZARD!
Allow the engine to warm-up for at least 5
minutes to allow the engine idle speed to
return to normal before engaging the
transmission or any PTO attachments.
Engaging the transmission or PTO at an
elevated engine speed could result in an
unexpected movement of the equipment.
serious injury.
WARNING
!
EXPOSURE HAZARD!
. Always read and follow safety related pre-
serious injury.
CAUTION
!
moderate injury.
CAUTION
!
PINCH HAZARD!
Carefully rotate the alternator toward the
cylinder block while loosening the V-belt.
moderate injury.
FUEL SYSTEM COMPONENTS

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SM 794 00(D-T2,3)-5-4
Figure 7-1

CopyrightedMaterial

SM 794 00(D-T2,3)-5-5
FUEL SYSTEM DIAGRAM
Fuel is fed from the fuel tank into the fuel inlet of the
injection pump by the feed pump built into the injection
pump via the oil separator and fuel filter.
A filter is installed for fuel filtration. A filter with an oil
separator for water separation is also provided at the bot-
tom.
Pressure is applied to feed fuel into the fuel inlet by the
feed pump in order to feed fuel into the injection pump
chamber.
Although the fuel pressure in the pump chamber is pro-
portional to the pump revolution, excessive fuel is
returned to the suction system by the regulating valve
when the pressure exceeds the specified value. The fuel is
then sent to the plunger via the fuel path in the distributor
head. The plunger applies high pressure to the fuel to feed
it to the nozzle and nozzle holder through the injection
pipe.
The overflow valve above the injection pump functions to
maintain constant fuel temperature in the pump chamber
and return excessive fuel to the fuel tank.
Priming Pump
Fuel Filter
Drive Shaft
Regulating Valve
Plunger Barrel
Feed Pump
Oil Separator
Plunger
Nozzle
Overflow Pipe
Overflow Valve
Magnetic Valve
0001630
Figure 7-2

CopyrightedMaterial

SM 794 00(D-T2,3)-5-6
STRUCTURE AND OPERATION OF FUEL INJECTION PUMP
Figure 7-3
CopyrightedMaterial

SM 794 00(D-T2,3)-5-7
Overview
Pump
The drive shaft directly receives the engine revolution via
the timing belt (or gear) and transfers it to the cam disc via
the cross coupling. Since the dowel pin of the cam disc is
integrated with the plunger and fixed in the groove in the
plunger collar, the plunger operates at the same speed as
the cam disc.
The cam disc has a face cam and conducts reciprocating
operations by the specified cam lift on the roller in the
roller holder assembly.
On the outside of the plunger are two plunger springs hav-
ing the settling force to return the plunger lifted by the
cam disc during the lowering process. Thus, the plunger
revolves by means of the drive shaft and the reciprocates
by means of the cam disc. When the fuel fed under high
pressure by the plunger reaches the outlet port, the deliv-
ery valve opens to inject it into the engine combustion
chamber via the nozzle and nozzle holder.
Governor
The governor is located above the inspection pump cham-
ber and mainly consists of a flyweight holder and gover-
nor lever assembly. The flyweight holder holds four
flyweights and governor sleeves, and is supported by the
governor shaft.
The drive gear engages with the flyweight holder gear to
increase the revolutions of the drive shaft and to turn the
flyweight holder assembly. The governor lever assembly
is secured by the pivot bolt of the pump housing and the
ball pin at the bottom of the assembly is inserted into the
control sleeve which slides on the outer periphery of the
plunger. The governor spring at the top of the assembly is
connected to the tension lever by the retaining pin. The
end of the governor spring is connected to the control
lever via the control lever shaft. The control lever is
linked to the acceleration pedal via the link to change the
set force of the governor spring according to the inclined
angle. The difference between the governor spring set
force and the flyweight centrifugal force determines the
moving distance of the control sleeve, thereby increasing
or decreasing the fuel injection volume.
0001632
Figure 7-4
0001633
Figure 7-5

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SM 794 00(D-T2,3)-5-8
Timer
At the bottom of the injection pump is the built-in timer.
A timer spring having a set force is installed on the low
pressure side of the timer piston. The fuel pressure in the
pump chamber is directly applied to the other end (high
pressure side) of the timer piston. The position of the
timer piston changes according to the balance between the
fuel pressure and the timer spring force to turn the roller
holder via the roller holder pin. When the piston moves in
the direction to compress the timer spring, the roller
holder moves in the advance direction (counter-revolution
direction) to early the injection timing. Thus, the timer
controls the fuel injection timing according to the fuel
pressure in the pump chamber.
Feed Pump (Vane Type)
The feed pump functions to feed fuel from the fuel tank to
the pump chamber. The feed pump consists of the rotor,
blade (vane) and liner. The rotor is driven by the drive
shaft. The liner is located eccentrically to the center of the
rotor and four blades (vanes) are located between the rotor
and liner. When the rotor turns, the blades are pressed
onto the liner inner wall by centrifugal force to change the
capacity of the chambers according to the revolutions.
When the capacity of a chamber increases, it draws fuel
from the fuel tank. When the capacity decreases, it feeds
fuel into the pump chamber.
0001634
Figure 7-6
Figure 7-7

CopyrightedMaterial

SM 794 00(D-T2,3)-5-9
Regulating Valve
The regulating valve regulates the fuel feeding pressure of
the feed pump so that the fuel pressure in the pump cham-
ber is maintained within the specified pressure range.
When the injection pump revolutions increase to increase
the fuel feeding pressure of the feed pump, the fuel com-
presses the regulating valve spring to lift the piston. The
fuel is then returned to the suction side as shown by the
arrow in the figure.
It is therefore possible to regulate the pump chamber pres-
sure by changing the set force of the regulating valve
spring.
Figure 7-9 shows typical relationships between pump rev-
olutions and pump chamber pressure. The hydraulic timer
directly uses the pump chamber pressure for controlling
the injection timing.
0001636
Figure 7-8
Figure 7-9
0001637

CopyrightedMaterial

SM 794 00(D-T2,3)-5-10
PLUNGER OPERATION
The drive shaft simultaneously drives the feed pump, cam
disc and plunger. The plunger spring presses the plunger
and cam disc onto the roller.
When the cam disc turns by means of the drive shaft, the
face cam moves on the roller to activate the plungers
reciprocating operation. When the inlet port of the plunger
barrel being pressed into the distributor head and the inlet
slit of the plunger overlap, the plunger draws fuel and
applies pressure to it.
When the outlet port of the plunger barrel and the outlet
slit of the plunger align, the high-pressure fuel opens the
delivery valve to be injected into the engine combustion
chamber via the nozzle. When the cutoff port reaches the
control sleeve, pressure feeding from the plunger is termi-
nated.
0001638

CopyrightedMaterial

SM 794 00(D-T2,3)-5-11
Process
Suction Process
When the inlet port of the plunger barrel overlaps the inlet
slit of the plunger during the lowering process of the
plunger, the fuel in the pump chamber is drawn into the
plunger.
Injection Process
The plunger begins rotating at the same time the lifting
process of the cam disc begins. When the inlet port of the
plunger barrel is covered by the plunger, pressure feeding
of fuel is initiated. At the same time, the highly pressur-
ized fuel presses up the delivery valve when the outlet slit
of the plunger meets the outlet port of the plunger barrel.
The fuel is then injected into the engine combustion
chamber via the nozzle and nozzle holder.
0001643
Figure 7-10
0001644
Figure 7-11
0001645
Figure 7-12
0001646
Figure 7-13

CopyrightedMaterial

SM 794 00(D-T2,3)-5-12
End of Injection
When the plunger is further lifted up by the cam disc until
the cutoff port of the plunger just overruns the control
sleeve, the high-pressure fuel in the plunger high-pressure
chamber returns to the pump chamber through the cutoff
port. As a result, the fuel pressure in the plunger becomes
lower than the set force of the delivery valve spring, so,
the delivery valve closes to terminate pressure feeding of
fuel.
Uniform Pressure Process
When the plunger turns a further 180 after the end of fuel
injection, the uniform pressure slit of the plunger meets
the outlet port of the plunger barrel. As a result, the pump
chamber is connected to the outlet port, thereby making
the pressure in the chamber and outlet port equal. After
the uniform pressure process, the pressure in the outlet
port becomes uniform, ensuring stable fuel injection. The
suction process through the uniform pressure process are
carried out for each cylinder during every injection cycle.
0001647
Figure 7-14
0001648
Figure 7-15
0001649
Fi_urc 7Tb
0001650
Fi_urc 7T7

CopyrightedMaterial

SM 794 00(D-T2,3)-5-13
Reverse Rotation Prevention Mechanism
While the plunger is rotating in the correct direction, the
fuel is sufficiently drawn into the plunger since the inlet
port of the plunger barrel opens during the plunger lower-
ing process. The inlet port closes during the lifting process
to inject the fuel.
On the contrary, the inlet port of the plunger barrel does
not close during the plunger lifting process if the engine
rotates in the reverse direction. So, the fuel is not pressur-
ized, resulting in non-injection state.
Fuel Injection Volume Adjustment Mecha-
nism
The fuel injection volume is increased or decreased by
changing the control sleeve position, resulting in change
of the effective stroke. The effective stroke represents the
plungers stroke from the time the inlet port and inlet slit
close until the cutoff port overruns the control sleeve,
which is proportional to the fuel injection volume. When
the control sleeve moves to the left, the effective stroke
(I2) decreases. When the control sleeve moves in the
opposite direction, or to the right, the effective stroke (I1)
increases to increase the fuel injection volume. The con-
trol sleeve position is determined according to the gover-
nor control.
(1)
(2)
0001651
Fi_urc 7To
I
2
I
1
0001652
Fi_urc 7T

CopyrightedMaterial

SM 794 00(D-T2,3)-5-14
Delivery Valve Assembly
The delivery valve assembly consists of the delivery valve
and valve seat.
When the pressure of the high-pressure fuel being fed
from the plunger exceeds the force of the delivery valve
spring, the delivery valve opens to feed the high-pressure
fuel to the nozzle and nozzle holder via the injection pipe.
After injection, a certain degree of remaining pressure
exists in the injection pipe ready for the next injection.
The delivery valve prevents the fuel remaining in the
injection pile from returning to the plunger.
If the remaining pressure is excessively high, cutoff of the
fuel may be adversely affected.
The delivery valve also functions to improve fuel cutoff of
the nozzle by drawing back the fuel in the pipe by the
amount equal to the suck-back stroke of the piston.
Delivery Valve Holder with Damping Valve
The delivery valve holder with damping valve functions
to prevent cavitation erosion in the pipe at high speed,
unstable fuel injection and secondary injection.
When high-pressure fuel is fed from the plunger, it is
mainly sent to the nozzle through the outer periphery of
the damping valve since the damping valve also opens at
the same time as the delivery valve upon completion of
each injection cycle. So, the only fuel path left is the small
orifice of the damping valve. This permits the slow clos-
ing of the delivery valve. Thus, rapid pressure decrease in
the pipe is prevented and transfer of the reflection wave in
the pipe suppressed to ensure stable injection.
Note: Cavitation represents the phenomenon where bub-
bles are generated in the pipe when the pressure in
the pipe drops. Cavitation erosion means erosion
of the pipe inner wall as a result of cavitation.
0001653
Figure 7-20
000Tb54
Figure 7-21

CopyrightedMaterial

SM 794 00(D-T2,3)-5-15
ALL -SPEED GOVERNOR
Figure 7-22 shows the composition of the all-speed gover-
nor.
Revolution of the shaft is transferred to the flyweight
holder acceleration gear via the drive gear to turn the fly-
weight holder.
The flyweight holder is supported by the governor shaft.
There are four flyweights in the holder which are installed
in such a way that they open outwardly by means of cen-
trifugal force.
The flyweight movement presses the governor sleeve and
presses the governor lever assembly to the right. The gov-
ernor lever assembly mainly consists of the corrector leer,
tension lever and start lever. Corrector lever fulcrum M, is
fixed by the pivot bolt of the pump housing. Furthermore,
the corrector lever cannot move since it is pressed both by
the spring at the bottom and the full load adjusting screw
at the top. The tension and start levers move around shaft
M2 as the fulcrum fixed on the corrector lever.
0001655
Figure 7-22

CopyrightedMaterial

SM 794 00(D-T2,3)-5-16
The start spring presses the start lever into the governor
sleeve at engine start. The start lever turns counterclock-
wise around fulcrum M2 to move the control sleeve to the
start offset position.
The start and tension levers contact each other and move
together during engine operation. Above the tension lever
is the governor spring which is connected to the control
lever. Movement of the control lever is capable of chang-
ing the set force of the governor spring. On the upper back
of the tension lever is the idle spring.
The governor is controlled at all speeds by means of the
start, governor and idle springs.
Figure 7-24 shows the typical injection volume control
characteristics of the all-speed governor.
0001656
Figure 7-23
0001657
Figure 7-24

CopyrightedMaterial

SM 794 00(D-T2,3)-5-17
At Start of Engine
It is necessary to increase the injection volume in order to
improve the starting characteristics at engine start.
When the accelerator pedal is pressed while the engine is
stopped, the tension lever is pulled until it comes into con-
tact with press-in pin M
3
by governor spring force.
At the same time, the start lever is released from the ten-
sion lever by the start spring force to press the governor
sleeve to the left. The flyweight then closes completely
and the start lever moves the control sleeve to the start
increasing position (to the right) with M
2
being the ful-
crum.
Thus, the engine can be started easily by lightly pressing
down on the accelerator pedal.
0001658
Figure 7-25

CopyrightedMaterial

SM 794 00(D-T2,3)-5-18
During Idling
When the engine starts and the accelerator pedal is
released, the control lever returns to the idle position and
the tension of the governor spring becomes zero. There-
fore, the flyweight opens outwardly even at low revolu-
tions to move the governor sleeve to the right.
This makes the start lever turn clockwise with M2 being
the fulcrum to move the control sleeve in the direction to
reduce the fuel volume. The governor sleeve stops at a
point where the flyweight centrifugal and idle spring force
are balanced to ensure stable idling.
0001659
Figure 7-26

CopyrightedMaterial

SM 794 00(D-T2,3)-5-19
At Full-Load Maximum Speed Control
When the accelerator pedal is pressed down all the way
and the control lever comes into contact with the maxi-
mum speed stopper bolt, the tension of the governor
spring becomes maximum.
At this time, the tension lever is fixed at the position
where is contacts pin M
3
being pressed into the pump
housing. The idle spring is completely compressed to con-
nect the start lever and the tension lever at point A,
thereby holding the control sleeve at the full-load posi-
tion. At this time, the flyweight is pressed by the governor
sleeve and is in the completely closed state.
Figure 7-27

CopyrightedMaterial

SM 794 00(D-T2,3)-5-20
At No-Load Maximum Speed Control
When the engine revolutions increase and the flyweight
centrifugal force exceeds the governor spring set force,
the governor sleeve moves to make the governor lever
assembly turn clockwise with fulcrum M
2
. As a result, the
control sleeve moves in the direction of no-injection (to
the left) for controlling speed so as not to exceed the full-
load maximum speed.
When the accelerator pedal is not pressed down fully, the
set force of the governor spring changes accordingly in
order to achieve governor control based on the governor
spring set force during partial load operation.
0001661
Figure 7-28

CopyrightedMaterial

SM 794 00(D-T2,3)-5-21
Full-Load Position Adjustment Mechanism
The full-load position is determined by the amount the
full-load adjusting screw is driven. When the screw is
driven, the corrector lever turns counterclockwise with
M
1
being the fulcrum to move the control sleeve to the
fuel increase direction.
When the screw is loosened, the control sleeve moves to
the fuel decrease direction.
Figure 7-29
M
M
3
M
2
1
0001662
Idle spring
Full load
adjusting screw
Tension lever
Corrector lever
Start lever
Control
sleeve
Effective stroke
Fuel increase direction
(fulcrum)
(fixed)

CopyrightedMaterial

SM 794 00(D-T2,3)-5-22
STRUCTURE AND OPERATION OF TIMER
The ignition period which occurs in the combustion pro-
cess of a diesel engine tends to increase as the speed
becomes higher.
Consequently, the timer is installed under the injection
pump in order to correct the ignition delay period by
shortening the injection timing of the injection pump.
Standard Type Automatic Timer
As shown in Figure 7-30, the inside of the timer housing
is separated into low and high pressure sides, the latter
directly receiving the pump chamber pressure. A timer
spring having a set force is installed in the low pressure
side. The timer piston slides horizontally based on the bal-
ance between the spring force and changes in the pump
chamber pressure. The movement of the timer piston turns
the roller holder assembly via the pin.
When pump revolutions increase and the pump chamber
pressure exceeds the set force of the timer spring, the
timer piston moves in the direction to compress the spring
([B] in Figure 7-30). This turns the roller holder assembly
in the reverse direction of pump revolution via the pin.
This causes the crest of the cam disc to quickly approach
the roller position of the roller holder, to advance the
injection timing. On the contrary, when pump revolutions
decrease and the timer spring force exceeds the pump
chamber pressure, the timer piston moves in the direction
to delay the timing.
0001663
Figure 7-30
Direction of roller holder rotation
Drive Shaft
Roller holder
assembly
Roller
Timer piston
High
pressure
side
Low
pressure
side
Pin Timer spring
High pressure chamber
(B) When timer is active
(A) When timer is inactive
Direction of drive shaft rotation

CopyrightedMaterial

SM 794 00(D-T2,3)-5-23
Magnetic Valve (Stop Solenoid)
The magnetic valve (stop solenoid) turns on or off as the
ignition switch of the vehicle is operated to open or close
the fuel path connected to the inlet port of the plunger bar-
rel.
When the ignition switch is turned on, power is supplied
to the magnetic valve to lift the armature, thus opening the
fuel path.
On the contrary, when the ignition switch is turned off, the
armature is powered by the force of the spring installed in
the armature to close the fuel path. As a result, no fuel is
fed to the plunger, stopping the engine immediately.
0001664
Figure 7-31
Magnetic valve
pp

CopyrightedMaterial

SM 794 00(D-T2,3)-5-24
BEFORE YOU BEGIN SERVICING
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
EXPOSURE HAZARD!
serious injury.
CAUTION
!
moderate injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-5-25
REMOVAL OF FUEL INJECTION PUMP
1. Remove fuel supply line from the fuel injection
pump.
2. Remove fuel injector return line.
3. Remove fuel tank return line.
4. Disconnect the electrical connection to the magnetic
valve (stop solenoid) (Figure 7-32, (1)).
5. Disconnect the throttle linkage.
6. Remove the high pressure fuel lines.
First loosen the high pressure fuel line nuts (Figure
7-32, (2)) at the fuel injectors.
CAUTION
!
When loosening or tightening the lines at the
fuel injectors, you must hold the fuel injector
with a second wrench to prevent the injector
from turning and damaging the fuel return
line fitting.
Then loosen the high pressure fuel line nuts (Fig-
ure 7-32, (3)) on the fuel injection pump.
Finish loosening all the high pressure fuel line nuts
and remove the fuel lines as an assembly.
Be careful not to bend any of the fuel lines.
Note: It is necessary to remove the bolt (Figure 7-33, (1))
holding the dipstick tube clamp. Rotate the dip-
stick tube to one side to allow you to remove the
high pressure fuel line assembly.
CAUTION
!
Remove the high-pressure fuel injection lines
as an assembly whenever possible. Disassem-
bling the high-pressure fuel injection lines
from the retainers or bending any of the fuel
lines will make it difficult to reinstall the fuel
lines.
0001734A
)
)
Figure 7-32
0001699A
(1)
Figure 7-33

CopyrightedMaterial

SM 794 00(D-T2,3)-5-26
7. Remove the two bolts (Figure 7-34, (1)) from the L-
shaped brackets that holds the injection pump at the
bottom / rear.
Loosen the bolt (Figure 7-34, (2)) that fastens the
remaining bracket to the cylinder block and pivot
down and away from the injection pump.
8. Loosen the alternator adjusting bolt and pivot the
alternator toward the engine.
CAUTION
!
PINCH HAZARD!
moderate injury.
9. Remove the cooling fan (Figure 7-35, ((1)), spacer (if
equipped) (Figure 7-35, (2)) and V-belt (Figure 7-35,
(3)).
10. Remove the seven bolts from the fuel injection pump
cover (Figure 7-36, (1)) on the front gear case.
Remove the cover.
Note: The cover is secured with an adhesive sealant. Use a
gasket scraper to separate the cover from the gear
case.
0001700A
(1)
(2)
Figure 7-34
(3)
(1)
(2)
0001639B
Figure 7-35
(1)
0001697A
Figure 7-36

CopyrightedMaterial

SM 794 00(D-T2,3)-5-27
11. To aid in reassembly, mark one tooth on the idle gear
and two teeth on the pump drive gear with a dot of
white paint. See (Figure 7-37).
CAUTION
!
Do not rotate the engine with the injection
pump removed.
Also make matching marks (Figure 7-38, (1)) on the rear
of the gear case housing and on the fuel injection pump
mounting flange before loosening the injection pump
mounting nuts.
12. While holding the engine from turning with a wrench
on the crankshaft pulley bolt, remove the pump drive
gear retaining nut (Figure 7-39, (1)) and lock washer
(Figure 7-39, (2)).
13. Using a two-bolt gear puller, remove the injection
pump drive gear (Figure 7-39, (3)) from the injection
pump shaft.
Note: The injection pump shaft is tapered with a woodruff
key. Once you have applied some pressure with the
puller. A slight hammer tap on the center puller
bolt will help pop the gear from the shaft.
14. Remove the three nuts securing the fuel injection
pump to the rear of the gear case.
15. Remove the fuel injection pump.
16. If the fuel injection pump requires servicing, it must
be taken to an authorized ZEXEL fuel injection shop.

0001709
B
B
A
A
C C
Figure 7-37
Fuel injection pump
drive gear
Lubricating oil
Crankshaft gear
Idle gear
PTO gear
Camshaft gear
(1)
0000593A 0000593
Figure 7-38
0001698A
(3)
(2)
(1)
Figure 7-39

CopyrightedMaterial

SM 794 00(D-T2,3)-5-28
INSTALLATION OF THE FUEL INJEC-
TION PUMP
1. Secure the fuel injection pump mounting flange to
the rear of the gear case housing with three nuts. Be
sure to match the marks (Figure 7-40, (1)) on the rear
of the gear case housing and on the fuel injection
pump mounting flange.
2. Install the injection pump drive gear (Figure 7-42,
(3)) on the injection pump shaft lining up the two
marks you made on the pump drive gear with the
mark you made on the idle gear. See (Figure 7-37).
3. Install the drive gear retaining nut (Figure 7-42, (1))
and washer (Figure 7-42, (2)). While holding the
engine with a wrench on the crankshaft pulley bolt,
torque the retaining nut to 43.5 - 51 ft lbs (59-69
N.m, 5 - 5.4 kg.m).
4. Thoroughly clean all old sealant from the fuel injec-
tion pump cover (Figure 7-43, (1)) and gear case
housing. Apply ThreeBond, Yanmar Part No.
977770-01212, or equivalent sealant to the fuel injec-
tion pump cover. Install the fuel injection pump
cover on the front gear case with seven bolts. Tighten
the bolts to the specified torque.
(1)
0000593A 0000593
Figure 7-40

0001709
B
B
A
A
C C
Figure 7-41
Fuel injection pump
drive gear
Lubricating oil
Crankshaft gear
Idle gear
PTO gear
Camshaft gear
0001698A
(3)
(2)
(1)
Figure 7-42
0001697A
(1)
Figure 7-43

CopyrightedMaterial

SM 794 00(D-T2,3)-5-29
5. Reinstall the cooling fan (Figure 7-44, (1)), spacer (if
equipped) (Figure 7-44, (2)) and V-belt (Figure 7-44,
(3)).
6. Pivot the alternator away from the engine and adjust
the V-belt tension. See Check and Adjust Cooling
Fan V-belt on page 5-15.
7. Tighten the alternator adjusting bolt. See Check and
Adjust Cooling Fan V-belt on page 5-15.
8. Pivot the bracket that fastens the fuel injection pump
to the cylinder back up and toward the fuel injection
pump. Retighten the bolt (Figure 7-45, (2)) that fas-
tens it to the cylinder block.
9. Reinstall the two bolts (Figure 7-45, (1)) to the L-
shaped bracket that holds the injection pump at the
bottom / rear. Tighten the two bolts and the bolt that
secures the bracket to the cylinder block to specified
torque.
10. Reinstall the high pressure fuel lines.
Replace the high pressure fuel lines as an assem-
bly. Be careful not to bend any of the high pressure
fuel lines.
Start all the high pressure fuel line nuts by hand,
leaving those nuts on the fuel injection pump and
fuel injectors untightened.
Tighten the high pressure fuel line nuts (Figure 7-
46, (2)) on the fuel injection pump.
46, (1)) on the fuel injectors.
11. Reconnect the throttle linkage.
12. Reconnect the electrical connection to the magnetic
valve (stop solenoid) (Figure 7-46, (1)).
13. Reinstall fuel tank return line.
14. Reinstall fuel injector return line.
15. Reinstall fuel supply line to the fuel injection pump.
16. Prime the fuel system and check for leaks.
(3)
(1)
(2)
0001639B
Figure 7-44
0001700A
(1)
(2)
Figure 7-45
0001734A
)
)
Figure 7-46

CopyrightedMaterial

SM 794 00(D-T2,3)-5-30
CHECKING / ADJUSTMENT OF FUEL
INJECTION TIMING
1. Using a wrench on the front crankshaft pulley bolt,
rotate the engine clockwise until the timing mark on
the crankshaft pulley is aligned with the O or TDC
(Top Dead Center) mark on the timing grid of the
gear case cover.
2. Remove the center bolt (Figure 7-47, (1)) and sealing
washer from the rear of the fuel injection pump.
3. Locate Yanmar timing tool (P/N 119770-02020)
(Figure 7-48, (1)). Install a dial indicator into the tim-
ing tool.
4. Install Yanmar timing tool (Figure 7-49, (1)), into the
port where the bolt was removed. This will provide a
reading of the injection pump plunger lift.
5. Rotate the engine about 25 in the counterclockwise
direction. The dial indicator should move for approx-
imately the first 10 of engine rotation and then stop.
When you reach approximately the 25 position,
rotate the engine slightly back and forth to make sure
the needle of the dial indicator does not move.
6. Set the dial indicator to 0.
7. Rotate the engine in the clockwise rotation until the
timing mark on the crankshaft pulley is aligned with
the mark at 4, 6 and 8.5 ATDC (After Top Dead
Center) on the timing grid on the gear case cover.
4TNE94L 4deg ATDC
4TNE98 (Tier3) 8.5deg ATDC.
8. If the injection timing is correct, the dial indicator
should read 0.038 - 0.041 in (0.97 - 1.03 mm).
9. If the injection timing is not correct, loosen the three
fuel Injection pump mounting nuts and the bolts
retaining the bottom / rear L-shaped injection pump
mounting brackets. Rotate the injection pump to
bring the dial indicator reading into the correct range.
10. Then retighten the pump mounting nuts and the
mounting bracket bolts.
0001784
(1)
Figure 7-47
0
1
0
2
0
3
0
4
0
5
0
6
0
7
0
8
0
9
0
0001753A
(1)
Figure 7-48
0
10
20
30
40
50
60
70
80
90
0001754A
(1)
Figure 7-49

CopyrightedMaterial

SM 794 00(D-T2,3)-5-31
Note: Rotating the injection pump away from the engine
advances the injection timing. Rotating the injec-
tion pump toward the engine retards the injection
timing.
11. Remove the timing tool and dial indicator. Replace
and tighten the center bolt and sealing washer into
the injection pump port.

CopyrightedMaterial

SM 794 00(D-T2,3)-5-32
SERVICING THE FUEL INJECTORS
Removal of the Fuel Injectors
1. Remove the high pressure fuel lines.
First just loosen the high pressure fuel line
nuts (Figure 7-50, (2)) at the fuel injectors.
CAUTION
!
line fitting.
Then loosen the high pressure fuel line nuts
(Figure 7-50, (3)) on the fuel injection
pump.
Finish loosening all the high pressure fuel
line nuts and remove the fuel lines as an
assembly. Be careful not to bend any of the
fuel lines.
CAUTION
!
lines.
Note: It is necessary to remove the bolt (Figure 7-51, (1))
holding the dipstick tube clamp. Rotate the dip-
stick tube to one side to allow you to remove the
high pressure fuel line assembly.
2. Unscrew the fuel injectors from the cylinder head.
Also remove the two copper washers and the nozzle
protectors that will remain in the cylinder head.
0001734A
)
)
Figure 7-50
0001699A
(1)
Figure 7-51

CopyrightedMaterial

SM 794 00(D-T2,3)-5-33
Inspection and Testing of the Fuel Injectors
Visually inspect the fuel injectors and nozzle protectors
for deposits or damage. Clean and repair as necessary.
Test Procedure Using a Nozzle Tester
1. Visually inspect the fuel injectors and nozzle protec-
tors for deposits or damage. Clean, repair or replace
as necessary.
2. Test the fuel injector using an injection nozzle tester.
Use clean, filtered fuel or F.I.E. calibration fluid for
the test.
3. Using the correct adaptor, connect the fuel injector to
the high-pressure pipe of the nozzle tester. Aim the
fuel injector into a suitable container to catch the fuel
spray.
WARNING
!
Never inject fuel towards you. Since the
fuel in injected at high presure from the
nozzle, it may penetrate the skin, resulting
in injury.
Never inject fuel towards a fire source.
Atomized fuel is highly flammable and may
cause fire or skin burning.
4. Pump the operating lever of the tester slowly, observing
the pressure reading at the point where the fuel injector
begins spraying fuel. The fuel injectors for these
engines should begin spraying fuel at 1711 - 1914 PSI
(11.8 - 13.2 MPa). The opening pressure may be
adjusted by adding or subtracting internal fuel injector
shims.
5. Adding or removing a 0.1 mm shim (shims are avail-
able in 0.4 mm increments) changes the pressure by
174 - 319 PSI (1.2 - 2.2 MPa).
6. Pump the operating lever more rapidly to repeatedly
pop the injector and observe the spray pattern. See
Judgement Criteria on Atomization Condition on
page 7-35 for examples of good and bad spray
patterns.
7. Finally. Pump the operating lever slowly to hold the
pressure steady at a point just below the pop off
pressure point. Observe the injector to see that it is
sealing properly and is not dripping.
8. If the fuel injector fails any of these tests, it should be
repaired or replaced as necessary.
0001740
Figure 7-52
0001739
1
2
Figure 7-53
Nozzle holder
Pressure adjusting shim
Nozzle spring
Nozzle spring seat
Valve stop spacer
Nozzle valve
Nozzle body
Nozzle case
0001741
Figure 7-54
Abnormal

CopyrightedMaterial

SM 794 00(D-T2,3)-5-34
Judgement Criteria on Atomization Condition
A B C D E
Injection Pattern
Pressure Gauge
Reading
Pointer fluctuate
around the valve
opening
pressure.
Same as A. Pointer stays at a
position near the
valve opening
pressure.
Although the
pointer reaches
the valve opening
pressure, the
pressure drop is
large.
Pressure does not
increase even
when the tester
lever is operated.
Atomization
Pattern
Roughly uniform. Atomization is
excessively one
sided.
Although
atomized, the
needle does not
pulsate (burner
like shape).
Bar shape with
excessive after
drops.
Drops (bar
shape).
Possible Cause
(Normal) 1. Normally
caused by car-
bon contami-
nation of the
nozzle tip.
2. Sometimes
caused by
flaws in or
damage to the
needle tip.
1. Caused by
excessive car-
bon contami-
nation of the
nozzle tip.
2. Sometimes
caused by
contamina-
tion.
1. Damage to the
seat.
2. Contamina-
tion of seat by
fine foreign
particles.
3. Excessively
worn seat.
1. Sticking of
needle.
2. Excessively
damaged or
worn seat.
3. Contamina-
tion of seat by
foreign matter.
4. Damaged or
broken inter-
nal parts od
nozzle holder.
0001742
0001743
0001744
0001745 0001746
0001747
0
120
0001748
0
120
0001749
0
120
0001750
0
120
0001751
0
120

CopyrightedMaterial

SM 794 00(D-T2,3)-5-35
Cleaning of Nozzle
1. Clean the exterior of the nozzle, taking care not to
damage the needle.
2. Pull out the needle and clean carefully so as not to
damage it. Avoid use of hard, metallic tools.
3. Check for dents, damage, rusting and wear. Pay spe-
cial attention to the stem and seat of the needle.
4. When setting the needle on the nozzle body after
thorough cleaning, check that it falls by its own
weight.
Installation of Fuel Injectors
1. Install a new copper gasket at the bottom of the injec-
tor well.
2. Install the nozzle protector in the injector well.
3. Install the second copper gasket on top of the nozzle
protector.
4. Install the fuel injectors. Torque to 29.4 ft.lb (39.2
N.m).
5. Install the fuel return line fitting using new copper
gaskets.
6. Tighten the fuel return line retaining nuts to 32.5 ft.lb
(44.1 N.m).
CAUTION
!
line fitting.
7. Reinstall the high pressure fuel lines and fuel return
line.
Replace the high pressure fuel lines as an assem-
bly. Be careful not to bend any of the high pressure
fuel lines.
Start all the high pressure fuel line nuts by hand,
leaving those nuts on the fuel injection pump and
fuel injectors untightened.
55, (2)) on the fuel injection pump.
55, (1)) on the fuel injectors.
8. Prime the fuel system and check for leaks.
0001734A
)
)
Figure 7-55

CopyrightedMaterial

SM 794 00(D-T2,3)-6-1
Section 6
Cooling System

CopyrightedMaterial

SM 794 00(D-T2,3)-6-2
dures necessary to service the engine coolant pump.
DANGER
!
SCALD HAZARD!
serious injury.
WARNING
!
BURN HAZARD!
serious injury.
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
EXPOSURE HAZARD!
serious injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-6-3
CAUTION
!
moderate injury.
CAUTION
!
PINCH HAZARD!
moderate injury.
CAUTION
!
CAUTION
!
If the engine coolant pump must be replaced,
replace the engine coolant pump as an assem-
bly only. Do not attempt to repair the engine
coolant pump or replace individual compo-
nents.
CAUTION
!
Use a new special O-ring between the engine
coolant pump and the joint. Be sure to use
the special O-ring for each engine model.
Although the O-ring dimensions are the same
as a commercially available O-ring, the mate-
rial is different.
1 Cooling System Tester For checking water leakage
0000842

CopyrightedMaterial

SM 794 00(D-T2,3)-6-4
COOLING SYSTEM DIAGRAM
1. Cylinder Head
2. Thermostat
3. Engine Coolant pump
4. Radiator
5. Coolant Recovery Tank
6. Cylinder Block
0001669A
(3)
(4)
(1)
(2)
(6)
(5)
Figure 8-1

CopyrightedMaterial

SM 794 00(D-T2,3)-6-5
ENGINE COOLANT PUMP COMPONENTS
1. Coolant Pump Gasket
2. Plug, M12 x 1.5
3. Gasket, Round
4. Plug, NPT 3/8
5. Thermostat Cover
6. Bolt, M8 x 25 Plated
7. Gasket
8. Thermostat
9. Thermostat Gasket
10. Plug, M16
11. Gasket
12. Bolt, M8 x 55 Plated
13. Water Pump Assembly
14. Engine Coolant Fan
15. Bolt, M8x12 Plated
16. Spacer
17. Coolant Pump V-pulley
18. V-belt
19. 1/4 Steel Ball
20. Coolant Pump Pipe
21. O-ring
22. Gasket
23. Cover
24. Bolt, M6 x 16
25. Bolt, M6 x 15
26. Drain Plug
0001628A
(17)
(18)
(19)
(20)
(21)
(4)
(22)
(23)
(24)
(16)
(12)
(11)
(10)
(13)
(9)
(8)
(7)
(6)
(5)
(1)
(4)
(3)
(2)
(15)
(14)
(25)
)
Figure 8-2
CopyrightedMaterial

SM 794 00(D-T2,3)-6-6
BEFORE YOU BEGIN SERVICING
DANGER
!
SCALD HAZARD!
serious injury.
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
BURN HAZARD!
eye protection.
serious injury.
WARNING
!
EXPOSURE HAZARD!
serious injury.
CAUTION
!
moderate injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-6-7
ENGINE COOLANT SYSTEM CHECK
Check the engine coolant system for leakage.
DANGER
!
SCALD HAZARD!
serious injury.
1. With the radiator properly filled, install a cooling
system tester (Figure 8-3, (1)).
2. Apply 10.8 - 14.8 psi (75 - 105 kPa, 0.75 - 1.05 kgf/
cm
2
) to the cooling system. If the pressure reading
drops, the engine coolant system is leaking. Identify
the source of the leak and repair.
DISASSEMBLY OF ENGINE COOLANT
PUMP
Verify the condition of the engine coolant pump before
disassembling it from the engine. Check the engine cool-
ant pump shaft bearing for abnormal noise, sticking,
excessive play and water leakage. Replace the coolant
pump if any of these conditions are present.
CAUTION
!
If the engine coolant pump must be replaced,
replace the engine coolant pump as an assem-
bly only. Do not attempt to repair the engine
coolant pump or replace individual compo-
nents.
1. Make sure the engine and engine coolant are not hot.
2. Before removing the engine coolant pump or thermo-
stat, it will be necessary to drain the engine coolant.
Drain the coolant into a clean container if the coolant
is to be reused. Otherwise, properly dispose of the
coolant.
WARNING
!
BURN HAZARD!
serious injury.
Drain the coolant from the radiator. Remove the
radiator cap (Figure 8-4, (1)).
(1)
0000577A
Figure 8-3

CopyrightedMaterial

SM 794 00(D-T2,3)-6-8
Remove the drain plug or open the drain cock (Fig-
ure 8-4, (2)) at the lower portion of the radiator and
drain the engine coolant.
Drain the coolant from the engine block. Remove
the coolant drain plug (Figure 8-5, (1)) from the
engine block.
3. Loosen the V-belt.
4. Loosen the alternator mounting bolts and pivot the
alternator out of the way.
CAUTION
!
PINCH HAZARD!
moderate injury.
5. Remove the engine coolant fan guard (if equipped),
engine coolant fan (if equipped) (Figure 8-6, (2)),
spacer (Figure 8-6, (3)), engine coolant pump V-pul-
ley (Figure 8-6, (4)) and V-belt.
Disassembly of the Coolant Pumps
1. Remove the engine coolant pump bolts (Figure 8-7,
(2)). Remove the engine coolant pump (Figure 8-7,
(1)). Discard the gasket (Figure 8-7, (6)).
2. Remove coolant pump pipe (Figure 8-7, (3)) from
engine block. Discard the O-rings (Figure 8-7, (4)).
FULL
LOW
0000074A
(2)
(1)
Figure 8-4
(1)
0001578A
Figure 8-5
(1)
(2)
(3)
(4)
(5)
0001639A
Figure 8-6

CopyrightedMaterial

SM 794 00(D-T2,3)-6-9
3. Remove the bolts (Figure 8-7, (5)) holding the cover
(Figure 8-7, (7)) on the pump. Discard the gasket
(Figure 8-7, (8)).
4. Remove the thermostat cover (Figure 8-8, (1)). Dis-
card the gasket (Figure 8-8, (2)).
5. Remove the thermostat (Figure 8-8, (3)). Discard the
gasket (Figure 8-8, (4)).
CLEANING AND INSPECTION
Thermostat
1. Check for proper operation of the thermostat. Place
the thermostat (FIgure 8-9, (1)) and an accurate ther-
mometer (FIgure 8-9, (2)) in warm water.
2. Slowly increase temperature of the water using an
external heat source.
3. The thermostat is normal if it starts to open at 160F
(71C) and fully opens at 185F (85C).
Radiator Cap
1. Check for proper operation of the radiator cap. Install
the radiator cap (Figure 8-10, (1)) on a cooling sys-
tem tester.
2. Apply 10.8 - 14.8 psi (75 - 105 Kpa, 0.75 - 1.05 kgf/
cm
2
) to the radiator cap. The radiator cap must open
within the specified range.
0001701A
(6)
(7)
(8)
(1)
(2)
(3)
(4)
(5)
(4)
Figure 8-7
0001702A
(1)
(2)
(3)
(4)
Figure 8-8
(2)
(1)
0000577A
FIgure 8-9
0000577A
(1)
Figure 8-10

CopyrightedMaterial

SM 794 00(D-T2,3)-6-10
ASSEMBLY OF ENGINE COOLANT
PUMP
1. Install the thermostat (Figure 8-11, (3)) using a new
O-ring (Figure 8-11, (4)).
2. Install the thermostat cover (Figure 8-11, (1)) using a
new gasket (Figure 8-11, (2)). Tighten the thermostat
cover bolts (Figure 8-11, (5)) to the specified torque.
3. Assemble the cover (Figure 8-12, (7) Using a new
gasket (Figure 8-12, (8)).
4. Reinstall the coolant pump pipe (Figure 8-12, (3)) to
the engine coolant pump using a new O-ring (Figure
8-12, (7)
5. Position the engine coolant pump (Figure 8-12, (1))
on the engine. Be sure a new O-ring (Figure 8-12,
(4)) is positioned between the coolant pump pipe and
engine. Install the engine coolant pump bolts.
Tighten the bolts (Figure 8-12, (2)) to the specified
torque.
Assembly of All Coolant Pump Models
6. Install the engine coolant pump V-pulley (Figure 8-
13, (4)), spacer (Figure 8-13, (3)) engine coolant fan
(Figure 8-13, (2)) and engine coolant fan guard (if
equipped).
7. Install the alternator.
8. Inspect the condition of the V-belt. There must be
clearance (Figure 8-14, (1)) between the V-belt and
the bottom of the pulley groove. If there is no clear-
ance (Figure 8-14, (2)) between the V-belt and the
bottom of the pulley groove, replace the V-belt.
9. Install the V-belt. Tighten the V-belt to the proper
tension. See Check and Adjust Cooling Fan V-belt
on page 5-15.
10. Reinstall and tighten the drain plug or close the drain
cock in the radiator. Reinstall and tighten the engine
block drain plug or reconnect the coolant hose at the
oil cooler.
(1)
(2)
(3)
(4)
(5)
0001702B
Figure 8-11
0001701A
(6)
(7)
(8)
(1)
(2)
(3)
(4)
(5)
(4)
Figure 8-12
(1)
(2)
(3)
(4)
(5)
0001639A
Figure 8-13
0000584
(2)
(1)
Figure 8-14

CopyrightedMaterial

SM 794 00(D-T2,3)-6-11
11. Fill radiator and engine with engine coolant. See
Drain, Flush, and Re-fill the Coolant System with
New Coolant on page 5-24.
CAUTION
!

CopyrightedMaterial

SM 794 00(D-T2,3)-7-1
Section 7
Lubrication System

CopyrightedMaterial

SM 794 00(D-T2,3)-7-2
dures necessary to service the Trochoid oil pump.
See Replace Engine Oil and Engine Oil Filter on page 5-
18 for engine oil and engine oil filter replacement proce-
dures.
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
BURN HAZARD!
seriously burn you.
serious injury.
WARNING
!
EXPOSURE HAZARD!
serious injury.
CAUTION
!
moderate injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-7-3
CAUTION
!
you remove the cap.
internal damage.
CAUTION
!
If the oil pump must be replaced, replace it as
an assembly only. Do not replace individual
components

CopyrightedMaterial

SM 794 00(D-T2,3)-7-4
OIL PUMP SERVICE INFORMATION
Engine Oil Pressure - All Models
Outer Rotor Outside Clearance - All Models
Outer Rotor Side Clearance - All Models
Outer Rotor to Inner Rotor Tip Clearance - All Models
Rotor Shaft Clearance - All Models
Model Number at Rated Engine rpm at Low Idle Speed
4TNE94L
4TNE98
42.06 - 56.57 psi
(0.29 - 0.39 MPa)
(3.0 - 4.0 kgf/cm2)
8.5 psi (0.06 MPa, 0.6 kfg/cm2) or
greater
Model Standard Limit
Reference
Page
4TNE94L
4TNE98
0.0039 to 0.0061 in
(0.100 to 0.155 mm)
0.0098 in
(0.25 mm)
Check Outer Rotor Outside
Clearance on page 9-8
Reference
Page
4TNE94L
4TNE98
0.0020 to 0.0039 in
(0.05 to 0.10 mm)
0.0059 in
(0.15 mm)
Check Outer Rotor Side
Reference
Page
4TNE94L
4TNE98
-
0.0063 in
(0.16 mm)
Outer Rotor to Inner Rotor
Tip Clearance on page 9-8
Model Inspection Item Standard Limit
Reference
Page
4TNE94L
4TNE98
Gear Case Bearing I.D.
0.5110 to 0.5126 in
(12.980 to 13.020 mm)
0.5138 in
(13.05 mm)
Check Rotor Shaft
Rotor Shaft O.D.
0.5089 to 0.5106 in
(12.925 to 12.970 mm)
0.5085 in
(12.915 mm)
Rotor Clearance
0.0004 to 0.0026 in
(0.010 to 0.065 mm)
0.0041 in
(0.105 mm)

CopyrightedMaterial

SM 794 00(D-T2,3)-7-5
LUBRICATION SYSTEM DIAGRAM
FIgure 9-1
Idle Gear
Shaft
Pressure
Regulator Valve
Oil Pump
Oil Suction Pipe
Strainer
Cylinder Body - Main Gallery
Camshaft
Bearing
Rocker Arm
Bearing
Rocker Arm
Tappet
Cam Face
Oil Pressure
Switch
Bypass Valve
Oil Filter
Crank Pin
Crank
J ournal
Fuel
Injection Pump
Oil Pan
0001624

CopyrightedMaterial

SM 794 00(D-T2,3)-7-6
CHECKING ENGINE OIL PRESSURE
Perform an engine oil pressure check if there is any indi-
cation of low oil pressure such as the oil pressure indicator
is on or the oil pressure gauge indicates low oil pressure.
See Engine Oil Pressure - All Models specifications on
page 9-4 for the engine oil pressure.
1. Disconnect the connector from the oil pressure
switch (Figure 9-2, (1)).
2. Remove the oil pressure switch.
3. Install a mechanical oil pressure gauge in the oil
pressure switch port.
4. Start the engine:
If the mechanical oil pressure gauge indicates good
oil pressure, replace the faulty oil pressure switch
or faulty machine oil pressure gauge.
If the mechanical oil pressure gauge indicates low
oil pressure, troubleshoot the lubrication system to
locate the cause of the low oil pressure. See Quick
Reference Table For Troubleshooting 13-6.
Oil Pump Components
CAUTION
!
engine dealer or distributor for
(1)
0000028B
Figure 9-2
FIgure 9-3
0000043A
(5)
(2)
(1)
(3)
(4)
1. Gear Case Housing
2. Outer Rotor
3. Inner Rotor
4. Cover Plate
5. Drive Gear

CopyrightedMaterial

SM 794 00(D-T2,3)-7-7
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
BURN HAZARD!
seriously burn you.
serious injury.
CAUTION
!
moderate injury.
CAUTION
!
you remove the cap.
internal damage.
Disassembly of Oil Pump
CAUTION
!
If the oil pump must be replaced, replace it as
an assembly only. Do not replace individual
components

CopyrightedMaterial

SM 794 00(D-T2,3)-7-8
1. 1. Remove the engine coolant fan guard (if
equipped), engine coolant fan (Figure 9-4, (3)),
spacer (Figure 9-4, (2)), engine coolant pump V-pul-
ley (Figure 9-4, (1)) and V-belt.
2. 2. Remove the front crankshaft pulley.
3. 3. Remove the gear case cover (Figure 9-5, (1))
assembly.
4. 4. Remove the oil pump assembly bolts. Remove the
oil pump assembly (Figure 9-5, (2)) from the gear
case housing (Figure 9-5, (3)).
Cleaning and Inspection
Wash the oil pump, oil pressure regulator and oil pump
cavity. Inspect for wear or damage. Replace as necessary.
CAUTION
!
If any oil pump component clearance exceeds
its limit, the oil pump must be replaced as an
assembly.
Check Outer Rotor Outside Clearance
Determine the outside clearance of the outer rotor. Insert a
feeler gauge between the outer rotor (FIgure 9-6, (1)) and
gear case oil pump cavity (FIgure 9-6, (2)).
See Outer Rotor Outside Clearance - All Models specifi-
cations on page 9-4 for the service limit.
Outer Rotor to Inner Rotor Tip Clearance
Determine the outer rotor to inner rotor tip clearance.
Insert a feeler gauge between the top of an inner rotor
tooth (Figure 9-7, (1)) and the top of an outer rotor tooth
(Figure 9-7, (2)) and measure the clearance.
See Outer Rotor to Inner Rotor Tip Clearance specifica-
tions on page 9-4 for the service limit.
(1)
(2) (3)
0000163C
Figure 9-4
(1)
(2)
(3)
0000049A
Figure 9-5
(1)
(2)
0000045A
FIgure 9-6
0001153A
(2)
(1)
Figure 9-7

CopyrightedMaterial

SM 794 00(D-T2,3)-7-9
Check Outer Rotor Side Clearance
Determine the side clearance of the outer rotor across the
pump cavity. Measure the depression using a depth
micrometer (FIgure 9-8, (1)).
See Outer Rotor Side Clearance - All
Models specifications on page 9-4 for the service limit.
Check Rotor Shaft Clearance
Determine the rotor shaft clearance. Measure the outside
diameter of the rotor shaft (FIgure 9-9, (1)) and the bore
diameter in the gear case housing (FIgure 9-9, (2)).
Calculate the difference between the two measurements to
determine the clearance.
See Rotor Shaft Clearance - All
Models specifications on page 9-4 for the service limits.
Assembly of Oil Pump
1. Lubricate the outer rotor and pump bore in the gear
case.
2. Install the outer rotor in the gear case housing. Punch
mark (Figure 9-10, (1)) on end of the outer rotor
must face away from the gear case housing (Figure
9-10, (2)).
3. Install the oil pump assembly (Figure 9-11, (1)) into
the gear case housing (Figure 9-11, 2).
Tighten the bolts to specified torque.
4. Thoroughly clean all old sealant from the gear case
cover (Figure 9-11, (3)) and gear case housing (Fig-
ure 9-11, (2)). Apply ThreeBond Liquid Gasket,
Yanmar Part No. 977770-01212, or equivalent seal-
ant to the gear case cover. Install the gear case cover
housing. Tighten the cover bolts to the specified
torque.
5. Install the crankshaft pulley.
0001615A
(1)
FIgure 9-8
(1)
(2)
0000047A
FIgure 9-9
1
2
0000048A
Figure 9-10
(3)
(1)
(2)
0000049C
Figure 9-11

CopyrightedMaterial

SM 794 00(D-T2,3)-7-10
6. Install the engine coolant pump V-pulley (Figure 9-
12, (1)), spacer (Figure 9-12, (2)), engine coolant fan
(Figure 9-12, (3)) and engine coolant fan guard (if
equipped).
on page 5-15.
(1)
(2) (3)
0000163C
Figure 9-12

CopyrightedMaterial

SM 794 00(D-T2,3)-8-1
Section 8
Starter Motor

CopyrightedMaterial

SM 794 00(D-T2,3)-8-2
of the starter motors.
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
SHOCK HAZARD!
terminals clean.
serious injury.
WARNING
!
EXPOSURE HAZARD!
serious injury.
CAUTION
!
moderate injury.
CAUTION
!
The starter motor can be damaged if oper-
ated continuously longer than 30 seconds
while performing the no load test.

CopyrightedMaterial

SM 794 00(D-T2,3)-8-3
STARTER MOTOR SERVICE INFORMATION
Hitachi Model Number S13-204
Yanmar Part Number 129900-77010
Nominal Output 3.0 HP (2.3 kW)
Weight 12.1 lbs (5.5 kg)
Revolution Direction (As Viewed From Pinion) Clockwise
Engagement System Magnetic Shift
No-load
Terminal Voltage / Current 11 V / 140 A max
Revolution 4100 rpm min
Loaded
Terminal Voltage / Current 2.5 V / 1050 A max
Torque
18.1 ft lbs (24.5 N.m,
2.5 kgf.m) min
Clutch System Overrunning
Pinion Projection Voltage at 212F (100C) 8.6 V max
Pinion DP or Module / Number of Teeth M3 / 9
Difference (O-ring, Oil Seal) Dry (none)
Application Standard
Brush
Spring Force 7.868 lbf (35 N, 3.6 kgf)
Height
Standard 0.591 in (15 mm)
Limit 0.354 in (9 mm)
Magnetic Switch
Series Coil Resistance 0.27 at 68F (20C)
Shunt Coil Resistance 0.60 at 68F (20C)
Commutator
Outside Diameter
Standard 1.437 in (36.5 mm)
Limit 1.398 in (35 mm)
Run-Out
Limit 0.008 in (0.2 mm)
Insulation Depth
Standard 0.020 - 0.031 in (0.5 - 0.8 mm)
Limit 0.008 in (0.2 mm)
Armature Run-Out
Limit 0.008 in (0.02 mm)
Bearing Type
Armature Front
Nominal Number
6903DDU
Armature Rear 608DDU
Pinion Front 60004DDU
Pinion Rear 6904DDU
Pinion Projection Length (Length L) 0.012 - 0.059 in (0.3 - 1.5 mm)

CopyrightedMaterial

SM 794 00(D-T2,3)-8-4
STARTER MOTOR TROUBLESHOOTING
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CopyrightedMaterial

SM 794 00(D-T2,3)-8-5
STARTER MOTOR PRECAUTIONS
Failure to follow these precautions may result in a loss of
warranty coverage on a related item. Make sure that all
users read and understand these precautions.
CAUTION
!
Make sure that the combined total resistance
of the battery cable in both directions
between the starter motor and the battery is
within the value indicated on the wiring dia-
gram. The starter motor will malfunction or
break down if the resistance is higher than
the specified value.
CAUTION
!
The starter motor is water-proofed accord-
ing to JIS D 0203, R2 which protects the
motor from rain or general cleaning. Do not
use high-pressure wash or submerse the
starter motor in water.
CAUTION
!
Use a specialized battery charger to recharge
a battery with a voltage of 8 Volts or less.
Booster starting a battery with a voltage of 8
Volts or less, will generate an abnormally
high voltage and destroy electrical equip-
ment.

CopyrightedMaterial

SM 794 00(D-T2,3)-8-6
STARTER MOTOR SERVICING
Starter Motor Components
1. Pinion Shaft
2. M4 Bolts (3)
3. Bearing Retainer
4. Pinion Clutch Assembly
5. Return Spring
6. Pinion Stop
7. Retaining Ring
8. Gear Housing
9. Shift Lever
10. Torsion Spring
11. Plunger
12. Dust Covers (Shims)
13. Magnetic Switch Assembly
14. Cover
15. M6 Bolts (2)
16. Armature Assembly
17. Field Coil Assembly
18. Positive (+) Brushes
19. Negative (-) Brushes
20. Brush Holder Assembly
21. Rear Cover
22. M5 Through Bolts (2)
23. M4 Bolts (2)
(1)
(3)
(2)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
(15)
(23)
(18)
(22)
(21)
(20)
(19)
(17)
(16)
0000103A
FIgure 10-1

CopyrightedMaterial

SM 794 00(D-T2,3)-8-7
Before You Begin
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
SHOCK HAZARD!
terminals clean. . Failure to comply could
result in death or serious injury.
WARNING
!
EXPOSURE HAZARD!
serious injury.
CAUTION
!
moderate injury.
Starter Motor Removal
WARNING
!
SHOCK HAZARD!
terminals clean.

CopyrightedMaterial

SM 794 00(D-T2,3)-8-8
serious injury.
1. Disconnect the battery cables at the battery.
2. Remove the electrical wires from the magnetic
switch assembly
3. Remove the two M12 bolts (Figure 10-2, (1)) retain-
ing the starter motor to the gear case. Remove the
starter motor from the gear case.
Starter Motor Disassembly
1. Loosen the M8 nut from the magnetic switch assem-
bly. Disconnect the wire from the magnetic switch.
2. Remove the two M4 bolts (Figure 10-4, (1)) securing
the rear cover (Figure 10-4, (2)) to the brush holder
assembly (Figure 10-4, (3)).
3. Remove the two M5 through bolts (Figure 10-4, (4)).
Separate the rear cover (Figure 10-4, (2)), field coil
assembly (Figure 10-4, (5)) with the armature assem-
bly (Figure 10-4, (6)) from the gear housing (Figure 10-
4, (7)).
4. Pull the brush springs up using a brush spring puller.
On the negative (-) side, bring the brush spring into
contact with the side of the brush for lifting from the
commutator surface. On the positive (+) side, remove
the brush from the brush holder assembly (Figure 10-5,
(1)).
(1)
0000253A
Figure 10-2
0000104
Figure 10-3
(1)
(4)
(7)
(6) (5) (2) (4)
0000105A
Figure 10-4
(1)
0000106A
Figure 10-5

CopyrightedMaterial

SM 794 00(D-T2,3)-8-9
5. Remove the brush holder assembly (Figure 10-6, (1))
from the armature assembly (Figure 10-6, (3)).
6. Pull the armature assembly (Figure 10-6, (3)) out
from the field coil assembly (Figure 10-6, (2)).
7. Remove the two M6 bolts (Figure 10-7, (1)) retaining
the magnetic switch assembly (Figure 10-7, (2)) to
the gear housing. Remove the magnetic switch
assembly, dust cover(s) (Figure 10-7, (3)) and torsion
spring (Figure 10-7, (4)) from the gear housing.
8. Disassemble the dust cover (Figure 10-8, (3)) and
shift lever (Figure 10-8, (4)) from the gear housing.
9. Remove the three M4 bolts (Figure 10-9, (1)) secur-
ing the bearing retainer assembly (Figure 10-9, (2))
to the gear housing. Remove the bearing retainer
assembly from the gear housing.
10. Remove the pinion clutch assembly (Figure 10-9,
(3)) from the bearing retainer assembly.
11. Using a flat-blade screwdriver, remove the retaining
ring (Figure 10-10, (1)) from the shaft of the pinion.
12. Disassemble the pinion stop (Figure 10-11, (3)),
return spring (Figure 10-11, (4)), pinion clutch
assembly (Figure 10-11, (1)), and pinion shaft (Fig-
ure 10-11, (5)).
(2)
(1)
(3)
0000107A
Figure 10-6
(2)
(3)
(4)
0000108A
Figure 10-7
(2)
(1)
0000109A
Figure 10-8
(2)
(3)
(1)
0000110A
Figure 10-9
(1)
0000111A
Figure 10-10
(1)
(5)
(4)
(2)
(3)
0000112A
Figure 10-11

CopyrightedMaterial

SM 794 00(D-T2,3)-8-10
Inspection
Armature
Commutator Surface Inspection
If the commutator surface is rough, polish the surface with
#500 to #600 emery cloth.
Measure Commutator Outside Diameter
Measure the commutator outside diameter. Replace the
armature if the measurement is less than the limit.
Measure Commutator Insulation Depth
Measure the depth of the insulating material (Figure 10-
14, (1)) between commutator segments (Figure 10-14,
(2)). If the depth measures less than the limit, use a hack-
saw blade (Figure 10-14, (3)) to remove the insulating
material until the depth is within the limit.
A normal commutator condition is indicated in (Figure
10-14, (4)). An abnormal commutator condition is indi-
cated in (Figure 10-14, (5)).
Armature Coil Continuity Test
Check for continuity between the commutator segments
using a multimeter. The multimeter should indicate conti-
nuity.
If the multimeter does not indicate continuity, replace the
armature.
Armature Coil Insulation Test
Check for continuity between a commutator segment and
the shaft or armature using a multimeter. The multimeter
should not indicate continuity.
Standard Limit
1.437 in
(36.5 mm)
1.378 in
(35 mm)
0000117
Figure 10-12
0000113
Figure 10-13
Standard Limit
0.020 - 0.031 in
(0.5 - 0.8 mm)
0.008 in
(0.2 mm)
(3)
(5) (4)
(2)
(1)
0000118
Figure 10-14
0000114
Figure 10-15

CopyrightedMaterial

SM 794 00(D-T2,3)-8-11
If the multimeter indicates continuity, replace the arma-
ture.
Measure Armature and Commutator Run-Outs Measure
the armature core run-out and the commutator run-out
using a dial indicator. Replace the armature if either of the
measurements is less than the limit.
Field Coil
Field Coil Continuity Test
Check for continuity between the field coil terminals
nuity.
field coil assembly.
Field Coil Insulation Test
Check for continuity between field coil terminal and yoke
using a multimeter. The multimeter should not indicate
continuity.
If the multimeter indicates continuity, replace the field
coil assembly.
Standard Limit
Armature
0.001 in
(0.03 mm)
0.008 in
(0.2 mm)
Commutator
0.001 in
(0.03 mm)
0.008 in
(0.2 mm)
0000115
Figure 10-16
0000116
FIgure 10-17
0000119
Figure 10-18
0000120
Figure 10-19

CopyrightedMaterial

SM 794 00(D-T2,3)-8-12
Measure Brush Length
Measure the length of the brush. Replace the brush if the
length is less than the limit.
Brush Holder
Brush Holder Insulation Test
Check for continuity between each brush holder and the
base using a multimeter. The multimeter should not indi-
cate continuity.
If the multimeter indicates continuity, replace the brush
holder.
Brush Spring Test
Test the spring force for each brush spring. Replace the
brush spring if the force is not within the range.
Magnetic Switch
If the starter motor becomes wet, replace the magnetic
switch even if the magnetic switch assembly function is
normal.
Shunt Coil Continuity Test
Check for continuity between the S terminal and the
switch body using a multimeter. The multimeter should
indicate continuity.
magnetic switch.
Standard Limit
0.591 in
(15 mm)
0.354 in
(9 mm)
0000121
FIgure 10-20
0000122
Figure 10-21
Standard
6.969 - 8.758 lbf
(31 - 39 N, 3.1 - 3.9 kgf)
0000123
Figure 10-22
0000124
FIgure 10-23

CopyrightedMaterial

SM 794 00(D-T2,3)-8-13
Series Coil Continuity Test
Check for continuity between the S and M terminals
nuity.
magnetic switch.
Coil Resistance Test
Contact Continuity Test
Depress the plunger at the bottom of the magnetic switch.
Check for continuity between the B and M terminals
nuity.
magnetic switch.
Pinion Clutch Assembly
Pinion Clutch Assembly Inspection
Manually rotate the pinion clutch assembly in the drive
direction. It should rotate freely in the drive direction and
locked in the opposite direction.
Replace the pinion clutch assembly if the results are dif-
ferent.
Slide the pinion clutch assembly on the shaft. It should
slide smoothly on the shaft. Rust, too much grease or
damage could prevent the pinion clutch from sliding
smoothly. If the pinion clutch assembly does not slide
smoothly, clean the shaft and pinion clutch assembly or
replace the damaged component.
Test Resistance at 68F (20C)
Series Coil 0.27
Shunt Coil 0.6
0000125
Figure 10-24
0000126
Figure 10-25
0000127
Figure 10-26
0000128
Figure 10-27

CopyrightedMaterial

SM 794 00(D-T2,3)-8-14
Ball Bearing Inspection
Rotate each ball bearing while holding the pinion clutch
assembly. Replace the ball bearing if it does not rotate
smoothly or has excessive play.
Starter Motor Assembly
1. Apply NPC-FC6A grease to the pinion shaft. Assem-
ble the pinion shaft (FIgure 10-29, (5)), pinion clutch
assembly (FIgure 10-29, (1)), return spring (FIgure
10-29, (4)) and pinion stop (FIgure 10-29, (3)).
Install the retaining ring (FIgure 10-29, (2)) in
groove in the pinion shaft. Slide the piston stop over
the retaining ring.
2. Install the pinion clutch assembly into the bearing
retainer assembly.
3. Install the bearing retainer assembly and pinion
assembly to the gear housing. Install and tighten the
three M4 bolts.
4. Apply NFC-F6A grease to the sliding portions of the
shift lever (FIgure 10-30, (1)). Assemble the torsion
spring (FIgure 10-30, (2)), shift lever and dust
cover(s) (FIgure 10-30, (3)), plunger (FIgure 10-30,
4) and magnetic switch assembly (FIgure 10-30, (5)).
5. Assemble the magnetic switch assembly to the gear
housing. Pry the pinion away from the gear housing
to allow installation of the magnetic switch assem-
bly.
6. Secure the magnetic switch assembly to the gear
housing using the two M6 bolts.
0000129
Figure 10-28
(1)
(5)
(4)
(2)
(3)
0000112A
FIgure 10-29
0000268
(1)
(2)
(3)
(5)
(4)
FIgure 10-30
0000131
Figure 10-31

CopyrightedMaterial

SM 794 00(D-T2,3)-8-15
7. Carefully install the armature assembly (Figure 10-
32, (1)) into the field coil assembly (Figure 10-32,
(2)).
8. Position the brush springs in brush holders. Install
the brushes in the brush holders.
Reversing the brushes in will cause the starter motor
to turn backwards.
9. Carefully install the brush holder assembly to the
armature assembly.
10. Install the field coil assembly with the armature
assembly to the gear housing.
11. Install the rear cover to the brush holder assembly.
Securely tighten the two bolts.
12. Install the two M4 through bolts. Tighten the through
bolts to the specified torque.
13. Connect the wire to the magnetic switch assembly.
Tighten the M8 nut. Install the cover over the con-
nection.
Check Pinion Projection Length
1. Connect the positive (+) lead from a battery to the S
terminal.
2. Connect the negative (-) lead to the M terminal.
3. Lightly pull the pinion out away from the gear housing.
4. Turn the switch ON and measure the pinion moving
distance L in the thrust direction. Perform this test within
10 seconds.
5. If the measured L dimension is outside the standard
range, adjust the dust covers to obtain the standard range.
0000269
(1)
(2)
Figure 10-32
0000106
FIgure 10-33
Standard
L 0.012 - 0.059 in (0.3 to 1.5 mm)
0000104
Figure 10-34
0000132
Figure 10-35

CopyrightedMaterial

SM 794 00(D-T2,3)-8-16
Dust covers (Figure 10-36, (1)) are available in 0.020 in
(0.5 mm) and 0.031 in (0.8 mm) thicknesses.
No Load Test
Test the characteristics of the starter motor by performing
a no load test.
CAUTION
!
The starter motor can be damaged if oper-
ated continuously longer than 30 seconds
while performing the no load test.
1. Secure the starting motor in a vise or other suitable
fixture.
2. Connect an ammeter (FIgure 10-37, (1)) in series
with the battery positive (+) terminal (FIgure 10-37,
(2)) and the S terminal (FIgure 10-37, (3)) of the
starter motor solenoid.
3. Connect a voltmeter (FIgure 10-37, (4)) between the
solenoid M terminal and the frame of the starter
motor.
4. Attach a tachometer in the current or hold a vibration
tachometer against the starter motor.
5. Attach a switch in the current.
6. Turn the switch to the ON position. Observe the
starter rpm, amperage draw and voltage readings.
See no load specifications in the chart below.
Starter Motor Installation
1. Install the starter motor to the gear case.
2. Install the two M12 bolts (FIgure 10-38, (1)).
Tighten the bolts to the specified torque.
3. Reconnect the electrical wires to the magnetic switch
assembly. Be sure to place the cover over the battery
positive (+) cable connection.
4. Reconnect the battery cables at the battery.
0000133
(1)
Figure 10-36
Terminal Voltage / Current 11 V / 140 A max
Revolution 4100 rpm min
0000134
(4)
(1)
(2)
(3)
FIgure 10-37
(1)
0000253A
FIgure 10-38

CopyrightedMaterial

SM 794 00(D-T2,3)-9-1
Section 9
Alternator

CopyrightedMaterial

SM 794 00(D-T2,3)-9-2
of the alternator.
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
SHOCK HAZARD!
. Turn off the battery switch (if equipped)
or disconnect the negative battery cable
. Check the electrical harnesses for cracks,
terminals clean.
serious injury.
WARNING
!
BURN HAZARD!
seriously burn you.
serious injury.
WARNING
!
EXPOSURE HAZARD!
serious injury.
CAUTION
!
moderate injury.

CopyrightedMaterial

SM 794 00(D-T2,3)-9-3
CAUTION
!
PINCH HAZARD!
moderate injury.
CAUTION
!
training.
CAUTION
!
Do not remove the positive (+) battery cable
from alternator terminal B while the engine
is operating. Damage to the alternator will
result.
CAUTION
!
Do not reverse the positive and negative ends
of the battery cable. The alternator diode and
stator coil will be damaged.
CAUTION
!
When the battery indicator goes out, it
should not come on again. The battery indi-
cator only comes on during operation if the
alternator fails or if the V-belt breaks. How-
ever, if an LED is used in the battery indica-
tor, the LED will shine faintly during normal
operation.
CAUTION
!
Using a non-specified V-belt will cause inade-
quate charging and shorten the belt life. Use
the specified belt.
CAUTION
!
Agricultural or other chemicals, especially
those with a high sulfur content, can adhere
to the IC regulator. This will corrode the con-
ductor and result in battery over-charging
(boiling) and charging malfunctions. Consult
Yanmar before using the equipment in such
an environment or the warranty is voided.
CAUTION
!
Do not use a high pressure wash directly on
the alternator. Water will damage the alter-
nator and result in inadequate charging.

CopyrightedMaterial

SM 794 00(D-T2,3)-9-4
ALTERNATOR SERVICE INFORMATION
Yanmar Part Number 129423-77200
Rating Continuous
Battery Voltage 12 Volts
Nominal Output (12 Volts Heat) 40 Amps
No Load Test Maximum rpm
1350 rpm (min
-1
)
Output Test Minimum Current (Cool)
13.5 V@ 5000 rpm (min
-1
)
Grounding Characteristics Negative (-) Side of Circuit
Direction of Revolution (Viewed from Pulley) Clockwise
Rotor Coil Resistance 2.9 Ohms
Outside Diameter of Pulley 2.7 in (69.2 mm)
Brush Length
Limit 0.33 in (8.4 mm)

CopyrightedMaterial

SM 794 00(D-T2,3)-9-5
ALTERNATOR TROUBLESHOOTING
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CopyrightedMaterial

SM 794 00(D-T2,3)-9-6
ALTERNATOR PRECAUTIONS
Failure to follow these precautions may result in a loss of
warranty coverage on a related item. Make sure that all
users read and understand these precautions.
CAUTION
!
Do not turn the battery switch OFF while the
engine is operating. Damage to the alternator
will result.
CAUTION
!
Do not reverse the positive and negative ends
of the battery cable. The alternator diode and
stator coil will be damaged.
CAUTION
!
When the battery indicator goes out, it
should not come on again. The battery indi-
cator only comes on during operation if the
alternator fails or if the V-belt breaks. How-
ever, if an LED is used in the battery indica-
tor, the LED will shine faintly during normal
operation.
CAUTION
!
Using a non-specified V-belt will cause inade-
quate charging and shorten the belt life. Use
the specified belt.
CAUTION
!
CAUTION
!
Agricultural or other chemicals,cespecially
those with a high sulfurccontent, can adhere
to the IC regulator.cThis will corrode the
conductor andcresult in battery over-charg-
ing (boiling)cand charging malfunctions.
ConsultcYanmar before using the equipment
incsuch an environment or the warranty
iscvoided.

CopyrightedMaterial

SM 794 00(D-T2,3)-9-7
ALTERNATOR COMPONENTS
1. Nut
2. Pulley
3. Collar
4. Front Frame Housing
5. Stator Assembly
6. Stud (2)
7. Front Frame Housing Bearing
8. Bearing Cover
9. Bearing Cover Bolt (4)
10. Rotor Assembly
11. Rear Frame Housing Bearing
12. Thrust Washer
13. Nut (2)
14. Rear Frame Housing
15. Bolt (2)
16. Holder
17. IC Regulator Assembly
18. Bolt (2)
19. Nut
20. Insulation Bushing
21. Bolt
22. Spring (2)
23. Brush Holder
24. Brush (2)
25. Bolt
26. Rear Cover
27. Bolt (3)
0001671A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
20
19
21
17
18
24
22
25 26
27
23
Figure 11-1

CopyrightedMaterial

SM 794 00(D-T2,3)-9-8
ALTERNATOR SERVICING
WARNING
!
SEVER HAZARD!
it.
rotating parts.
serious injury.
WARNING
!
BURN HAZARD!
seriously burn you.
serious injury.
WARNING
!
EXPOSURE HAZARD!
cautions found on containers ofhazardous
substances like partscleaners, primers,
sealants, andsealant removers.
Failure to comply could result in deathor
serious injury.
CAUTION
!
moderate injury.
CAUTION
!

CopyrightedMaterial

SM 794 00(D-T2,3)-9-9
training.
Removal of Alternator
WARNING
!
SHOCK HAZARD!
terminals clean.
serious injury.
CAUTION
!
1. Disconnect the electrical wires from the alternator.
2. Loosen the V-belt.
CAUTION
!
PINCH HAZARD!
moderate injury.
3. Remove the V-belt adjuster to alternator bolt (Figure
11-2, (1)).
4. Remove the nut (Figure 11-2, (2)) and bolt (Figure
11-2, (3)) from the gearcase. Remove the alternator.
Disassembly of Alternator
1. Remove the nut (Figure 11-3, (1)) from the shaft of
the rotor assembly. Remove the pulley (Figure 11-3,
(2)).
2. Remove the three bolts (Figure 11-4, (1)) retaining
the rear cover (Figure 11-4, (2)) to the rear frame
assembly and the nut securing terminal B.
0001672A
(1)
(2)
(3)
Figure 11-2
0001673A
(1)
(2)
Figure 11-3
(5)
0001674A
(4)
(3)
(2)
(1)
Figure 11-4

CopyrightedMaterial

SM 794 00(D-T2,3)-9-10
3. Remove the brush holder (Figure 11-4, (3)). Remove
the brush springs (Figure 11-4, (4)) and brushes (Fig-
ure 11-4, (5)).
4. Remove the three bolts retaining the regulator assem-
bly (Figure 11-5, (1)) to the holder (Figure 11-5, (2)).
Note: Retain the bolts for reassembly.
CAUTION
!
If bolts of incorrect length are used for reas-
sembly, the bolts may contact the rear frame
which will cause loss of regulator control. An
excessive amount of voltage could be applied
to the battery, resulting in serious battery
malfunction.
5. Remove the bolts retaining the holder (Figure 11-5,
(2)) to the rear frame housing.
Remove the holder.
6. Remove the nuts (Figure 11-5, (3)) retaining the
insulation bushing (Figure 11-5, (4)).
Remove the insulation bushing.
CAUTION
!
Be careful not to stretch the stator wires
when removing the bushing. Damage to the
stator can result.
7. Remove the four bolts (Figure 11-6, (1)) and four
nuts (Figure 11-6, (2)) securing the rear frame hous-
ing to the front frame housing.
8. Before disassembling the stator from the front frame
housing, scratch a positioning line (Figure 11-7, (3))
on the housing in alignment with the lead wire (Fig-
ure 11-7, (1)) positioning. Make sure that the posi-
tioning line does not deviate more than 0.02 in (
0.5 mm).
If installing a new stator, align the new stator with
the old stator position mark (Figure 11-7, (3)). Make
sure that the new and old stator positioning lines do
not deviate more than 0.02 in ( 0.5 mm).
9. If replacing the front frame housing, scratch two
positioning lines (Figure 11-8, (1)) on the stator
before disassembly. Make sure that the positioning
lines do not deviate more than 0.04 in ( 1 mm).
(1)
0001675A
(2)
(3)
(4)
Figure 11-5
0001676A
(1)
(2)
Figure 11-6
0001773
(3)
(1)
(2)
Figure 11-7

CopyrightedMaterial

SM 794 00(D-T2,3)-9-11
If positioning deviates, the stator lead wire cannot be
connected to the rectifier.
10. Using a press, remove the rotor assembly (Figure 11-
9, (1)) from the front frame housing (Figure 11-9,
(2)) and rear frame housing (Figure 11-10, (1)).
CAUTION
!
Be careful not to drop the rotor. Damage to
the slip rings or fan can result.
11. Remove the stator assembly (Figure 11-10, (1)) from
the front frame housing.
12. If necessary to replace the bearing (Figure 11-10, (2))
in the front frame housing, remove the four bolts
(Figure 11-10, (3)) securing the plate (Figure 11-10,
(4)) to the front frame housing. Remove the plate.
Use a puller to remove the bearing. Discard the bear-
ing.
13. If necessary to replace the bearing (Figure 11-11, (1))
in the rear frame housing, use a puller to remove.
Discard the bearing and thrust washer (Figure 11-11,
(2)).
0001774
(1)
Figure 11-8
0001677A
(1)
(2)
(3)
Figure 11-9
0001678A
(1)
(2)
(3)
(4)
Figure 11-10
0001679A
(2)
(1)
Figure 11-11

CopyrightedMaterial

SM 794 00(D-T2,3)-9-12
Inspection
Stator Coil
Stator Coil Continuity Test
Measure the resistance value at each of the coil terminals
using a multimeter (Figure 11-12, (1)).
Stator Coil Insulation Test
Check the insulation between the coil terminal and the
core using a 500 V Megger tester (Figure 11-13, (1)).
Rotor
Slip Ring Surface Inspection
If the slip ring surfaces are rough or dirty, polish the sur-
faces with #300 to #500 emery cloth.
Slip Ring Resistance Test
Measure the resistance value at the slip rings using a mul-
timeter.
Slip Ring Insulation Test
Check the insulation between the rotor core (Figure 11-
15, (1)) and the slip rings (Figure 11-15, (2)) using a 500
V Megger tester (Figure 11-15, (3)).
Standard Value 1 or less
Standard Value 0.1 or more
0001759
(1)
Figure 11-12
0001760
(1)
Figure 11-13
Standard Value 1 or less
Standard Value 0.1 or more
0001762
Figure 11-14
0001761 (3)
(1)
(2)
Figure 11-15

CopyrightedMaterial

SM 794 00(D-T2,3)-9-13
Slip Ring Diameter Inspection
Measure the outer diameter of the rotor slip rings..
Rectifier
Check for continuity using a multimeter set in the K range
(Figure 11-16, (3)).
CAUTION
!
NEVER use a 500 V Megger tester to test the
rectifiers. The rectifier will be destroyed.
Continuity should only exist in one direction.

CAUTION
!
The rectifier cannot be judged good or bad
based solely on the correct direction resis-
tance value. Judgement is made according to
the high and low resistance values.
Standard Value 0.567 in (14.4 mm)
Replacement Standard 0.551 in (14.0 mm)
Item Description
1 Circuit
2 Inspection
0001763
(1)
(3)
(2)
Figure 11-16

CopyrightedMaterial

SM 794 00(D-T2,3)-9-14
IC Regulator
The following instructions are for the M1 type IC regulator.
Wiring Diagram
Work Procedures and OK/NG Judgement Standards
No. Procedure Voltage Indicator Remarks
1 Connection
2 Set the variable DC power supply to 12 V. Set SW1 and SW2 to OFF and SW3 to ON.
3 Turn SW1 ON (key switch ON). 12 V L1: ON. Charge light ON.
L2: ON dimly. Initial excitation.
L3: OFF.
4 Turn SW2 ON (during engine
operation).
12 V L1: OFF. Charge light inspection.
L2: ON. Power generation inspection.
L3: ON. Electrothermal choke actuation inspection.
5 Switch SW1 and SW2 ON, gradually
increase voltage from 12 V.
14.5 0.6 V
L1: OFF.
L2: OFF. Regulated voltage inspection.
L3: ON.
6 Return voltage to 12 V. 12 V L1: ON
L2: ON.
L3: ON.
Figure 11-17
0001775
L112V3.4V
(Charge Light
Substitute)
Terminal E
(Reverse Side of the IC Regulator)
L312V3.4W (Electrothermal
Choke Substitute)

CopyrightedMaterial

SM 794 00(D-T2,3)-9-15
No. Procedure Voltage Indicator Remarks
Additional Functions
7 Perform operation 5 and gradually
increase voltage with SW1 and SW2
ON and SW3 OFF.
16.5 1.0 V
L1: ON. Excessive Voltage Warning.
L2: OFF.
L3: OFF.
8 With SW1 and SW2 ON, turn SW3
on and gradually decrease voltage
from 12 V.
10 V or less L1: ON. Low voltage warning.
L2: ON.
L3: ON.
9 Return voltage to 12 V and
disconnect terminal S.
12 V L1: ON. Terminal S disconnection warning.
L2: ON.
L3: OFF.
10 Test the diode (refer to Diode on
page 11-16).

CopyrightedMaterial

SM 794 00(D-T2,3)-9-16
Diode
Check for continuity between terminals B and F using a
multimeter (Figure 11-18, (1)).
1. Disconnect the diode wiring between terminals B
and F.
2. Set the multimeter in the X range and measure con-
tinuity between terminals B and F.
The multimeter should indicate continuity.
3. Switch the polarity between terminals B and F and
measure continuity again.
The multimeter should not indicate continuity.
Note: Measure in the diode measurement range on an ana-
log or digital multimeter.
If the multimeter does not indicate continuity or indicates
continuity in both directions, replace the diode.
Brush
Measure the length of the brush protruding from the brush
holder (Figure 11-19).
Assembly of Brush Holder
Note: Some types of brush holders do not have a cover.
1. Insert the brush holder (Figure 11-20, (4)) tab (Figure
11-20, (1)) into the groove (Figure 11-20, (2)) in the
holder cover (Figure 11-20, (3)).
Item Description
1 Multimeter
2 Diode Inspection
0001764
(1)
(2)
Figure 11-18
Standard Value 0.41 in (10.5 mm)
Replacement Standard 0.33 in (8.4 mm)
0001765
Figure 11-19
0001766
(2)
(3)
(4)
(1)
Figure 11-20

CopyrightedMaterial

SM 794 00(D-T2,3)-9-17
Note: Figure 11-21 shows a brush holder installed incor-
rectly. The tab is detached from the groove (Figure
11-21, (1))
Note: The brush holder must be assembled before the IC
Regulator is assembled to the alternator.
2. Install the brush holder (Figure 11-22, (1)) to the IC
Regulator (Figure 11-22, (4)).
3. Maintain a gap of 0.047 in (1.2 mm) or more as
shown (Figure 11-22, (2)).
4. Tighten the interior bolt (Figure 11-22, (3)).
5. Make sure that the housing fits into the groove (Fig-
ure 11-23, (2)) on the reverse side of the brush holder
CAUTION
!
If the housing is incorrectly assembled to the
brush holder cover, the brush holder cover
can pinch the rotor shaft which can result in
an unsatisfactory seal.
6. Make sure that the holder cover groove and the brush
holder tab are aligned (Figure 11-24, (1)).
7. Make sure that the inner part of the holder cover is
not pinched (Figure 11-24, (2)).
Note: Figure 11-25 shows a brush holder cover installed
incorrectly. The brush holder tab is detached from
the holder cover groove (Figure 11-25, (1)) and the
0001767
(1)
Figure 11-21
(1)
(2)
(3)
(4) 0001768
Figure 11-22
0001770
(1)
(2)
Figure 11-23
0001769
(2)
(1)
Figure 11-24

CopyrightedMaterial

SM 794 00(D-T2,3)-9-18
inner part of the holder cover is pinched (Figure
11-25, (2)).
8. Make sure that the two brushes contact the slip rings
on the rotor shaft.
9. Press as shown (Figure 11-26, (2)) and secure with
the two bolts (Figure 11-26, (1)).
Assembly of Alternator
1. If removed, install the thrust washer (Figure 11-27,
(2)) in the rear frame housing. Lubricate the outside
diameter of a new bearing (Figure 11-27, (1)). Press
the bearing into the rear frame housing.
2. If removed, lubricate the outside diameter of a new
front frame housing bearing. Press the bearing (Fig-
ure 11-28, (2)) into the front frame housing. Install
the plate (Figure 11-28, (4)) to the front housing.
Tighten the four bolts (Figure 11-28, (3)).
3. Position the stator assembly (Figure 11-28, (1)) on
the front frame housing studs.
4. Lubricate the shaft of the rotor assembly (FIgure 11-
29, (1)). Press the rotor assembly into the front frame
housing (FIgure 11-29, (2)) and rear frame housing
(FIgure 11-29, (3)).
Tightening Torque
Target Value
Minimum
Value
Maximum
Value
SI Unit
Display
1.96 N.m 1.57 N.m 2.35 N.m
Conventional
Unit Display
19.9 kgf.cm 16.0 kgf.cm 23.9 kgf.cm
0001771
(2)
(1)
Figure 11-25
0001772
(1)
(2)
Figure 11-26
0001679A
(2)
(1)
Figure 11-27
0001678A
(1)
(2)
(3)
(4)
Figure 11-28

CopyrightedMaterial

SM 794 00(D-T2,3)-9-19
CAUTION
!
Be careful not to drop the rotor. Damage to
the slip rings or fan can result.
5. Align the front frame housing with the rear frame
housing. Install the four bolts (Figure 11-30, (1)) and
four nuts (Figure 11-30, (2)).
6. Install the insulation bushing (FIgure 11-31, (4)) and
nuts (FIgure 11-31, (3)).
7. Install the rear cover (Figure 11-32, (2)) to the rear
frame housing with three bolts (Figure 11-32, (1)).
8. Assemble the pulley (Figure 11-33, (2)) and nut (Fig-
ure 11-33, (1)) to the shaft of the rotor assembly.
Tighten the nut.
0001677A
(1)
(2)
(3)
FIgure 11-29
0001676A
(1)
(2)
Figure 11-30
(1)
0001675A
(2)
(3)
(4)
FIgure 11-31
(5)
0001674A
(4)
(3)
(2)
(1)
Figure 11-32
0001673A
(1)
(2)
Figure 11-33

CopyrightedMaterial

SM 794 00(D-T2,3)-9-20
Installation of Alternator
1. Position the alternator on the gearcase. Loosely
install the nut (FIgure 11-34, (2)) on the gearcase
stud and the V-belt adjuster bolt (FIgure 11-34, (1)).
2. Connect the electrical wires to the alternator. Tighten
the nuts to 15 - 20 in lbs (1.7-2.3 N.m, 17-23 kgf.cm)
on page 5-22.
4. Start the engine. Listen for any unusual sounds from
the alternator.
CAUTION
!
5. Verify that the charge indicator is ON while the
engine is operating. If the charge indicator is not ON,
repair the problem before operating the engine.
Bench Test
1. Check that the test bench is set up and that the charge
light is ON.
2. Position the alternator (Figure 11-35, (1)) in the test
bench.
3. Insert the main wiring harness (Figure 11-35, (6))
inspection connector into the alternator (Figure 11-
35, (1)).
4. Connect the main wiring harness (Figure 11-35, (6))
and sub-wiring harness C (Figure 11-35, (7)).
5. Connect the voltmeter (Figure 11-35, (2) and (3)) and
the ammeter (Figure 11-35, (5)) as shown.
6. Turn SW1 ON and check that the main wiring har-
ness light (the charge light) (Figure 11-35, (8)) turns
ON.
Note: If terminal S is disconnected during inspection, the
charge light (Figure 11-35, (8)) may remain ON
continuously. In this case, use sub-wiring harness
B instead of sub-wiring harness C. Connect termi-
nal S of sub-wiring harness B to terminal S on the
alternator, turn SW1 ON, connect IG and L and
check again.
7. Turn the test bench motor ON, increase speed and
check that the charge light turns OFF (Figure 11-35,
(8)).
0001672A
(1)
(2)
(3)
FIgure 11-34
Item Description
1 Alternator
2 Voltmeter Positive Side (+)
3 Voltmeter Negative Side (-)
4 To Battery Negative (-) Terminal
5 To Ammeter Positive (+) Terminal
6 Main Wiring Harness
7 Sub-wiring Harness C
8 Light
9 Terminal B
0001776
(9)
(8)
(2)
(3)
(6)
(4)
(5)
(7)
(1)
Figure 11-35

CopyrightedMaterial

SM 794 00(D-T2,3)-9-21
Test Wiring
Wiring Diagram for Alternators with an M Type Regulator.
Wiring Diagram for Alternators with a GS Type Regulator.
Wiring Diagram for Alternators with a D or GA Type Regulator.
Wiring Diagram for Alternators with a GL Type Regulator.

CopyrightedMaterial

SM 794 00(D-T2,3)-9-22
Regulated Voltage Check
1. Turn battery switch S1 ON.
2. Run the alternator. Turn the load switch S2 ON when
output current exceeds 0 (A).
3. Adjust the speed and the load to the standard values.
4. Check that the voltage is within the standard values.
Note: Regulated voltage has the temperature characteris-
tics shown in (Figure 11-36).
Perform the measurement quickly.
No Load Test
1. Turn battery switch S1 ON.
2. Run the alternator. Turn S1 OFF when output current
exceeds 0 (A).
3. Adjust the speed and the voltage to the standard val-
ues.
4. Check that the speed is within the standard values.
Output Test
1. Turn battery switch S1 ON and load switch S2 ON.
2. Run the alternator.
3. While adjusting the speed and load resistance, set the
speed and the voltage to the standard values.
4. Check that the current is within the standard values.
0001781
Figure 11-36

CopyrightedMaterial

SM 794 00(D-T2,3)-10-1
Section 10
Troubleshooting

CopyrightedMaterial

SM 794 00(D-T2,3)-10-2
SPECIAL SERVICE TOOLS
TROUBLESHOOTING BY MEASURING
COMPRESSION PRESSURE
Compression pressure drop is one of major causes of
increasing blow-by gas (engine oil contamination or
increased engine oil consumption as a resultant phenome-
non) or starting failure. The compression pressure is
affected by the following factors:
1. Degree of clearance between piston and cylinder
2. Degree of clearance at intake / exhaust valve seat
3. Gas leak from nozzle gasket or cylinder head gasket
The pressure will drop due to increased parts wear.
Pressure drop reduces the durability of the engine.
A pressure drop may also be caused by scratched cylinder
or piston by dust entrance from the dirty air cleaner ele-
ment or worn or broken piston ring.
Measure the compression pressure to determine the condi-
tion of the engine.
Compression Pressure Measurement Method
1. Warm up the engine.
2. Stop the engine. Remove the high-pressure fuel
injection lines as an assembly from the engine.
Remove the fuel injector from the cylinder to be
measured. See Removal of the Fuel Injectors on page
7-34.
CAUTION
!
lines.
3. Crank the engine with the stop handle at the stop
position (no injection state) before installing the
compression gauge (Figure 13-1, (1)) adapter.
4. Install a gasket at the tip end of the compression
gauge adapter. Install the compression gauge and the
compression gauge adapter at the cylinder to be mea-
sured.
5. Crank the engine until the compression gauge read-
ing is stabilized.
6. After performing the compression check, remove the
compression gauge and compression gauge adapter
from the cylinder. Install the fuel injector and high-
pressure fuel injection lines. See Installation of Fuel
Injectors on page 7-38.
Compression Gauge Kit
For measuring compression pressure Gauge
Set Code No. TOL-97190080
0000849
0001621
Figure 13-1

CopyrightedMaterial

SM 794 00(D-T2,3)-10-3
Standard Compression Pressure
Engine compression pressure list (reference value)
Engine Speed and Compression Pressure (Use for Reference)
Engine Model
Compression Pressure
at 250 rpm (250 min
-1
)
Deviation Between Cylinders
Standard Limit
4TNE94L
4TNE98
426 15 psi (2.94 0.1
MPa, 30 1 kgf/cm
2
)
341 15 psi (2.35 0.1
MPa, 24 1 kgf/cm
2
)
29 to 43 psi (0.2 to 0.3 MPa,
2 to 3 kgf/cm
2
)
Figure 13-2
2
200 400 350 300 250
Kgf/cm
35
20
25
30
C
o
m
p
r
e
s
s
i
o
n

P
r
e
s
s
u
r
e
C
o
m
p
r
e
s
s
i
o
n

P
r
e
s
s
u
r
e
Cranking rpm
Limit
Standard
MPa
2.45
3.43
2.94
1.96
0001622

CopyrightedMaterial

SM 794 00(D-T2,3)-10-4
Measured Value and Troubleshooting
When the measured compression pressure is below the
limit value, inspect each part by referring to the table
below.
QUICK REFERENCE TABLE FOR
TROUBLESHOOTING
The following table summarizes the general trouble symp-
toms and their causes. If any trouble symptom occurs,
take corrective action before it becomes a serious problem
so as not to shorten the engine service life.
No. Item Cause Corrective Action
1 Air Cleaner Element
Clogged element Clean the element.
Broken element
Replace the element.
Defect at element seal portion
2 Valve Clearance Excessive or no clearance Adjust the valve clearance.
3 Valve Timing Incorrect valve clearance Adjust the valve clearance.
4 Cylinder Head Gasket Gas leak from gasket
Replace the gasket.
Retighten the cylinder head bolts to the specified torque.
5
Intake/Exhaust Valve Sticking valve Replace the intake/exhaust valve.
Valve Seat
Gas leak due to worn valve seat
or foreign matter trapped in valve
Lap the valve seat.
6
Piston
Gas leak due to scratching or
wear
Perform honing and use an oversized part. Piston Ring
Cylinder

CopyrightedMaterial

SM 794 00(D-T2,3)-10-5
T
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b
l
e

S
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p
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n
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i
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P
o
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r

E
x
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a
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t

C
o
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r
H i g h K n o c k i n g S o u n d D u r i n g C o m b u s t i o n
A b n o r m a l E n g i n e S o u n d
U n e v e n C o m b u s t i o n S o u n d
E
n
g
i
n
e

S
u
r
g
i
n
g
E x c e s s i v e E n g i n e V i b r a t i o n
D i f f i c u l t y i n R e t u r n i n g t o L o w S p e e d
E x c e s s i v e F u e l C o n s u m p t i o n
E
n
g
i
n
e

O
i
l
E x c e s s i v e B l o w - b y G a s
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C
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I
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E x h a u s t T e m p e r a t u r e R i s e
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o
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A
c
t
i
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E n g i n e D o e s N o t S t a r t .
E
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e

S
t
a
r
t
s

B
u
t

S
t
o
p
s

S
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.
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t

C
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D
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g
W
o
r
k
D u r i n g I d l i n g
D u r i n g W o r k O p e r a t i o n
E x c e s s i v e O i l C o n s u m p t i o n
D i l u t i o n b y D i e s e l F u e l
O i l w i t h W a t e r
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CopyrightedMaterial

GROUP 00(L-MMC)
SM 793 00(L-MMC)-0
GROUP 00(L-MMC)
ENGINE
(4G64 LPG/GAS)
Specifications and Description ................ Section 1
Troubleshooting .........................................Section 2
Oil and Filter ..............................................Section 3
Tune-Up ......................................................Section 4
RPM, Vacuum, and Stall Checks .............Section 5
Compression Checks .................................Section 6
Removal and Replacement .......................Section 7
Overhaul .....................................................Section 8
NOTICE
DETAILED FUEL SYSTEM INFORMATION is
given is Group 02, Fuel System.
DETAILED IGNITION SYSTEM INFORMA-
TION is given in Group 12, Ignition System.

CopyrightedMaterial

Group 00(L-MMC), Engine
SM 794 00(L-MMC)-1-1
General Specifications
Item
Engine model
4G64 GAS 4G64 LPG
Type
Water-cooled, 4-cycle,
Gasoline-powered
Water-cooled, 4-cycle, LPG.-powered
No. of cylinders and arrangement 4, in-line
Combustion chamber type Semi-spherical
Valve mechanism OHC
Total displacement, cm
3
(cc)[cu in.] 2350(2350)[143]
Bore X stroke, mm(in.) 86.5X100(3.41X3.94)
Dry weight, kg(lb) 146(332)
Compression ratio 8.6
Compression pressure, kPa(kgf/cm
2
)[psi] 1128(11.5)[163.5]
Valve timing
Intake valve
Open 12 BTDC
Close 40 ABDC
Exhaust valve
Open 54 BBDC
Close 6 ATDC
Firing order 1-3-4-2
Ignition timing, BTDC/rpm 4 /740 10 /700
Carburetor Down-draft type
Governor Air flow type
Lubrication system Pressure feed, full-flow filtration type
Oil Pump Gear, driven by timing belt
Oil filter Filter paper, cartridge type
Cooling system Water-cooled, forced circulation
Water pump Centrifugal, driven by V-belt
Thermostat Wax type
Electrical system 12V DC, negative ground
Alternator, (12V-50A) Alternator current, built-in fan and regulator
Distributor Equipped with automatic timing controller, breaker less type
Spark plug(NGK) BPR4ES BPR5ES
Quantity of lubricating oil, cm
3
(liter)[U.S.gal] 4000(4.0)[1.06](including 300 cm
3
(0.3 liter)[0.08 US.gal] in oil filter
Quantity of coolant, cm
3
(liter)[U.S.gal] 3100(3.1)[0.82](in engine proper)
Section 1
Engine Specifications
(4G64 LPG/Gas Engine)

CopyrightedMaterial

SM 794 00(L-MMC)-2-1
Abnormal
combustion
Ignition system Loose connection in ignition system wiring
Defective spark plug
Incorrect ignition timing
Check connections and retighten.
Replace spark plug
Adjust ignition timing.
Carburetion related
components
Carbon deposited in combustion chamber
Clogged cylinder head water tube
Cylinder gasket blow-by
Defective carburetor
Entry of air from carburetor or intake manifold Retighten set bolts or replace heat
insulator and/or intake manifold gasket.
Defective valves and related components Adjust or repair valves and related
components.
Valves and related
components
Cylinder head
Repair or replace carburetor.
Clean fuel filter element and pipe. Contaminated or clogged fuel filter
element and pipe
Disassemble and clean.
Clean or replace water tube.
Replace gasket.
Insufficient
output
Ignition system out
of adjustment
Ajust ignition timing.
Replace spark plug.
Insufficient fuel
Insufficient coolant
Damaged cylinder head gasket, etc.
Clogged fuel pipe
Clogged fuel filter
Air in fuel system
Damaged fuel pipe
Fuel pump not functioning properly
Damaged diaphragm
Defective valve
Replace.
Replace.
Insufficient intake
air in carburetor
Overheating
Replace gasket.
Clean pipe.
Clean or replace.
Check connections and retighten.
Replace pipe.
Repair or replace.
Add coolant and check for leaky points.
Repair or replace radiator.
Retighten clamp or replace hose.
Replace.
Retighten cylinder head bolts or replace gasket.
Replace.
Clogged air cleaner element
Carburetor choke always in operation
Air governor malfunction
Clean or replace element.
Repair or replace air governor.
Leaks from radiator
Loosened or damaged radiator
hose connection
Leaks from water pump
Coolant leaks from cylinder head gasket
Cracks in cylinder head or block
Loose fan belt tension
Worm or damaged fan belt
Oil on fan belt
Adjust or replace.
Replace.
Clean.
Section 2
Engine Troublshooting
Also use the rpm, vacuum, and stall tests in Section 5 to analyze engine performance
The following troubleshooting guide lists typical complaints or troubles encountered in rou-
tine operation of the 4G63/4G64 engine, and suggests possible remedies.

CopyrightedMaterial

SM 794 00(L-MMC)-2-2
Poor
acceleration
Engine Engine out of order Refer to next pages and make repairs.
Carburetor
Carburetor
Carburetor out of order Replace or repair carburetor.
Defective distributor
Repair or replace distributor.
Replace spark plug.
Excessive
fuel
consumption
Engine Ajust of repair valves.
Valves and
related
components
Clogged air bleeder
Damaged gaskets
Improper idling speed
Clean or replace.
Replace.
Adjust idling speed.
Ignition system
Incorrect valve clearance
Valve not in close contact with valve seat
Excessive clearance between valve stem
and valve guide
Cleaned or replace auto-lash adjuster.
Reface seat surface.
Replace valve and valve guide.
Engine out of order
Adjust ignition timing. Incorrect ignition timing Ignition system
Excessive
engine oil
consumption
Excessive engine
oil consumption
Refer to next pages and make repairs. Engine out of order
Refer to next pages and make repairs. Engine out of order Oil leaks
Poor idling
Valve binding
Deteriorated valve spring
Disassemble, correct or replace.
Replace spring.
Abnormal combustion
Pressure leaks from valve seal
Valve stem seizure
Deteriorated or broken valve spring
Reface.
Repair or replace.
Replace spring.
Insufficient output
Excessive fuel
consumption
Engine, Carburetor and Electrical Components Troubleshooting
Engine
Overcooling
(Coolant
temperature does
not rise.)
Defective thermostat
Extremely low atmospheric temperature
Replace thermostat.
Place cover or anything proper on the
front of radiator.
Insufficient com-
pression pressure
Engine out of order Refer to next pages and make repairs.
Thermostat not functioning properly
Water pump not functioning properly
Clogged radiator
Improper engine oil
Too lean mixture
Incorrect valve clearance adjustment
Replace.
Replace.
Clean radiator and coolant passages.
Adjust ignition timing
Refer to lubrication table and replace
oil with a recommended one.
Make measurements on or replace
auto-lash adjuster.

CopyrightedMaterial

SM 794 00(L-MMC)-2-3
Engine
Poor start ability Valve damaged by heat
Intake manifold gasket not tight enough
Cylinder head gasket blow-by
Reface or replace valve.
Retighten set bolts or replace gasket.
Replace gasket.
Poor acceleration
Pressure leaks from cylinder head gasket
Piston ring binding or worn
Piston ring or ring worn
Excessive fuel
consumption
Retighten cylinder head bolts
and replace gasket.
Replace ring.
Disassemble and repair engine.
Oil leaks
Insufficient output
Excessive oil
consumption
Retighten plug.
Retighten set bolts.
Replace gasket.
Retighten set bolts or replace gasket.
Replace oil seal.
Replace oil seal.
Replace gasket.
Retighten set bolts or replace oil
filter gasket.
Excessive engine
noise
Excessive oil clearance due to worn
crankshaft bearing
Fusion in crankshaft bearing
Worn connecting rod bearing
Bent connecting rod
Fusion in connecting rod bearing
Excessive clearance due to worn cylinder
Worn piston or piston pin
Piston seizure
Broken piston ring
Excessive camshaft end play
Worn crankshaft thrust bearing
Worn timing gears
Excessive valve clearance
Replace bearing.
Replace bearing and check lubrication
system
Replace bearing.
Repair bent connecting rod or replace.
Replace bearing and check lubrication
system.
Rebore and hone cylinder and install
oversize piston.
Replace piston and piston pin.
Replace piston.
Replace piston ring.
Replace camshaft thrust plate.
Replace bearing.
Replace.
Loose oil drain plug
Loose oil pan set bolts
Damaged oil pan gasket
Loose timing gear cover or damaged gasket
Defective crankshaft front oil seal
Defective crankshaft rear oil seal
Damaged cylinder head gasket
Loose oil filter set bolt
Oil working its way up
Adjust ring gap positions.
Replace piston or rings.
Replace rings.
Rebore and hone cylinder and install
oversize piston.
Oil quantity: 4.0 liter(1.1 US.gal).
Piston ring gaps in improper positions
Piston rings or ring grooves worn or rings
seized in grooves
Carbon deposit in oil return hole of oil ring
Worn piston and cylinder
Excessive quantity of oil in oil pan
Valve damaged by heat or not properly serviced
Insufficient compression pressure
Cylinder head gasket blow-by
Adjust or replace.
Disassemble and repair engine.
Replace gasket.
Replace valve and guide.
Replace oil seal.
Worn valve stem and valve guide
Defective valve stem oil seal

CopyrightedMaterial

SM 794 00(L-MMC)-2-4
Carburetor
Poor engine
startability
Needle valve and valve seat not seating properly
Incorrect float level
Worn float lip
Worn float level pin and related components
Malfunction choke valve
Clean or replace
Adjust
Replace
Replace level pin and its related parts
Repair
Idle rpm set out of adjustment
Damaged idle adjust screw
Clogged idle passage or idle port
Clogged bypass screw
Worn throttle shaft
Loose vacuum pipe union
Idling circuit not airtight
Poor idle Adjust idling speed
Replace adjust screw
Clean
Clean jet
Replace shaft
Retighten union
Clean
Replace
Defective accelerating pump plunger
Clogged pump jet
Defective accelerating linkage
Malfunction power piston
Malfunction power valve
Clogged power jet
Float level too low
Throttle valve not opening completely
Poor acceleration Disassemble or replace
Clean or replace
Replace linkage
Replace power piston
Replace
Clean or replace
Adjust float
Adjust valve
Clogged main jet
Worn throttle shaft
Choke valve stuck close
Insufficient output Clean
Adjust float
Replace power valve
Replace shaft
Adjust valve
Repair or replace
Too lean mixture
Inner dirty carburetor
Defective float level
Abnormal
combustion
Clean or replace
Clean carburetor
Adjust float
Float level too high
Defective power valve
Choke valve not opening completely
Excessive fuel
consumption
Adjust float
Replace valve
Check linkage, replace
Adjust idling speed
Distributor
Poor engine
starting
Cracked distributor cap and burnt or
contaminated cord insertion hole
Clean or replace.
Repair or replace.
Poor engine
acceleration
Insufficient
engine output
Excessive fuel
consumption
Electrical components
Centrifugal and vacuum advance device
malfunction

CopyrightedMaterial

SM 794 00(L-MMC)-2-5
Ignition coil
Poor engine
starting
Defective ignition coil Replace ignition coil.
Poor engine
acceleration
Starter
Starter does not
rotate
Improperly connected terminals
Switch contacts in loose contact
Magnet switch contact plate burnt or in
loose contact
Magnet switch pull-in coil open-circuited
Magnet switch holding coil open-circuited
Brush in loose contact with commutator
as a result of wear
Commutator burnt with consequent
poor conduction of electricity
High mica of commutator
Field coil not properly grounded or
short-circuited
Field coil not properly soldered
Armature not properly grouded
Armature short-circuited
Brush spring broken or with inadequate
Repair.
Replace switch.
Grind or replace contact plate.
Replace.
Replace.
Reface.
Exchange or replace commutators.
Perform under-cutting.
Replace.
Repair.
Replace.
Rewind or replace.
Replace spring.
Carburetor
Poor engine
startability
Needle valve and valve seat not seating properly
Worn float lip
Worn float level pin and related components
Malfunction choke valve
Clean or replace
Adjust
Replace
Replace level pin and its related parts
Repair
Idle rpm set out of adjustment
Damaged idle adjust screw
Clogged idle passage or idle port
Clogged bypass screw
Worn throttle shaft
Loose vacuum pipe union
Idling circuit not airtight
Poor idle Adjust idling speed
Replace adjust screw
Clean
Clean jet
Replace shaft
Retighten union
Clean
Replace
Too lean mixture
Inner dirty carburetor
Defective float level
Abnormal
combustion
Clean or replace
Clean carburetor
Adjust float
Spark plug
Poor engine
starting
Improper spark plug gap
Carbon deposit in spark plug
Improper heat range of spark plug
Loose or defective plug cord
Adjust or replace.
Clean or replace.
Replace spark plug with proper one.
Repair or replace.
Abnormal
combustion
Poor engine
acceleration
Insufficient
engine output

CopyrightedMaterial

SM 794 00(L-MMC)-2-6
Defective accelerating pump plunger
Clogged pump jet
Defective accelerating linkage
Clogged power jet
Float level too low
Poor acceleration Disassemble or replace
Clean or replace
Replace linkage
Replace
Clean or replace
Adjust float
Adjust valve
Clogged main jet
Worn throttle shaft
Choke valve stuck close
Insufficient output Clean
Adjust float
Replace power valve
Replace shaft
Adjust valve
Repair or replace
Float level too high
Defective power valve
Choke valve not opening completely
Excessive fuel
consumption
Adjust float
Replace valve
Check linkage, replace
Adjust idling speed
Battery
Run-down battery Drive belt slipping
Alternator
Battery
Wiring
Stator coil grounded or open-circuited
Rotor coil open-circuited
Brush and slip ring not properly connected
(Brush does not properly come down.)
Diode short-or open-circuited
Short or improper electrolyte
Defective plates(internal short circuit)
Terminals in loose contact
Adjust belt
Replace or repair.
Replace.
Replace brush if worn. (Clean
holder.) Polish slip ring.
Replace rectifier assembly.
Add electrolyte and adjust specific
gravity.
Replace.
Clean and then retighten.
Repair.
Replace fuse and repair contacting
section of holder.
Repair.
Replace fuse and repair contacting
section of holder.
Defective IC regulator Overcharged
battery
Replace.
Open circuit or loose contact between key
switch and alternator terminals L and R
Burnt fuse of above-mentioned circuits or
holder in loose contact
Open circuit or loose contact between
battery and alternator terminal B
Burnt fuse of above-mentioned circuits or
holder in loose contact

CopyrightedMaterial

SM 794 00(L-MMC)-3-1
Engine Oil Requirements
Engine oil does not wear out. However, the lubricating
oil in internal combustion engines becomes contaminated
from the by-products of combustion: dirt, water, unburned
fuel entering the crankcase, and the detergents holding the
carbon particles in suspension in the crankcase.
Motor oils used for internal combustion engine lubrication
perform many useful functions including:
Dissipating heat
Sealing piston rings
Preventing metal-to-metal contact wear
Reducing power loss through friction.
Lubricating oil recommendations are based upon engine
design, type of service, and the ambient temperature in
which the engine is operating. High-quality oils are
required to assure maximum performance, long engine
life, and minimum cost of operation.
The schedule for changing oil is directly dependent upon
the operational environment. An extremely clean opera-
tion could go 150-250 hours while a dirty operation
(foundry or cement factory) could be 50 hours or less.
NOTE
Oil changes should be scheduled every 50-
250 hours, monthly, or more frequently if
necessary. The time interval for changing
engine oil depends upon your application and
operating conditions. To determine the cor-
rect schedule for your truck, it is suggested
that you periodically submit engine oil sam-
ples to a commercial laboratory for analysis
of the condition of the oil.
To help achieve proper engine performance and durabil-
ity, use only engine lubricating oils of the proper quality.
These oils also help promote engine efficiency, which
results in improved fuel economy. A symbol has been
developed by the API (American Petroleum Institute),
SAE, and ASTM to help you select the proper engine oil.
It should be included on the oil container you purchase.
IMPORTANT
Use 10W30, API more than a class SJ grade.
Engine Oil Level Check
The engine oil level should be checked every 8 hours.
1. Check the oil level with engine stopped. Allow 5
minutes for the oil level to stabilize. Pull the dipstick
out, wipe it with a clean wiper, and reinsert it fully
into the dipstick tube. Remove the dipstick and check
the oil level.
2. Oil level should be at the FULL level marking on the
dipstick. Add recommended oil as needed. Wait 5
minutes after adding oil and check the oil level again.
Do not overfill.
NOTE
It is normal to add some oil between oil
changes. Keep the oil level above the ADD
mark on the dipstick . Do not overfill. Use the
correct oil as specified above.
Section 3
Engine Oil and Filter

CopyrightedMaterial

SM 794 00(L-MMC)-3-2
3. Check the periodic service schedule (operating
hours), or the condition of the oil to determine if it
needs to be changed.
IMPORTANT
Use 10W30, more than a class SJ grade.
Sump capacity is 4.8 L (5.1 qt.).
Engine Oil and Filter Change
Recommended service intervals and procedures:
Drain and replace the engine crankcase oil every
50 to 250 operating hours, or sooner as explained
on the previous page.
Replace engine oil filter at every other oil change.
Drain and replace engine oil in a new or rebuilt
engine after the first 50 hours of operation.
Drain oil after engine is at operating temperature.
To change the engine oil and oil filter:
1. Safely park the truck and place an oil drain pan under
it
2. Remove drain plug at bottom of engine oil pan and
drain the oil completely.
NOTE
Raise and block up the truck under the
frame to give easier access to the engine
drain plug. Refer to Lifting, Jacking, and
Blocking in Group SA.
3. Remove the engine oil filter.
4. Make sure sealing surface on engine is clean.
5. Install new oil filter. Follow installation instructions
printed on the outside surface of the filter. Check that
the oil seal is lubricated and correctly in place.
IMPORTANT
Always use genuine CLARK parts.
6. Clean and inspect the oil drain plug and seal. Replace
the drain plug and/or seal if damaged.
7. Install drain plug. Remove oil drain pan.
8. Remove and inspect the condition of the engine oil
filler cap located on top of the engine valve cover.
Replace cap if it is damaged or the seal is broken.
9. Refill the crankcase with fresh engine oil through the
rocker cover oil filler opening. Sump capacity is 4.8
L (5.1 qt.).
10. Wait several minutes after adding oil to check the oil
level. Add oil if necessary.
11. Start the engine and allow it to run at idle for several
minutes. Check the oil filter and drain plug for leak-
age.
12. Check the engine oil level with the engine stopped
for 5 minutes. Add oil as necessary.
IMPORTANT
Discard oil in an environmentally responsible
manner.
Dipstick
Drain
plug
Oil
Filter

CopyrightedMaterial

SM 794 00(L-MMC)-4-1
Tune-Up Specifications
Spark Plug Type:
Gas Engine: NGK BP4ES, Champion NY16
LPG Engine: NGK BP5ES, Champion NY12
Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in)
Spark Plug Tightening Torque: 25 Nm (18.4 in-lb)
Ignitor Air Gap: 0.8 mm (.031 in)
Ignition Timing: Gasoline 4 BTDC @ 680 rpm; LPG9
BTDC @ 680 rpm(for non tier2)
Ignition Timing : LPG 10 BTDC @700rpm(For tier2)
Centrifugal Advance: Beginning: 0 at 1000 rpm (engine).
End: 6.5 at 2600 rpm (engine)
Vacuum Advance: Beginning: 0 at 80 mmHg (3.14
inHg.) End: 11.5 at 280 mmHg (11.0 inHg.)
Engine Speed (rpm):
Idle: 650-700
Maximum No-Load Governed: 2600-2700
Converter StallLPG: 1790-1890(For non tier2)
Converter StallLPG: 2000-2100(For tier2,tier3)
Converter StallGas: 1850-1950
Engine Vacuum kPa (psi):
Idle: 406-457 mmHg (16-18 inHg)
Maximum No-Load Governed: 330-381 mmHg
(13-15 inHg)
Converter Stall: 38-64 mmHg (1.5-2.5 inHg)
Procedures
It is recommended that you perform the entire set of basic
planned maintenance procedures described in Section 2 of
Group PS when tuning up the engine. As a minimum, you
should perform the following procedures.
1. Check oil level. Fill as necessary.
2. Check coolant level using safe procedure given in
Group 01.
3. Inspect engine for loose or damaged hoses, belts,
electrical connections, and choke and throttle link-
ages.
4. Start the engine, and let it warm up. While doing this,
look for excessive exhaust smoke and listen for
unusual engine noise that indicates a need for engine
repair.
NOTE
Black exhaust smoke indicates excessive fuel
consumption caused by carburetor or choke
mis-adjustment or malfunction (gasoline
engines only). Blue exhaust smoke indicates
excessive oil consumption caused by faulty
seating of piston rings, dirt, or worn engine
components such as rings, cylinders, pistons,
or valve guides.
5. Make sure all instrument panel lights indicate normal
conditions. Perform service indicated by lights as
explained in Group 13, Instrument Pod.
6. Listen to the engine idle, then accelerate the truck
with the tilt lever fully forward or back. If idle or
acceleration is erratic, consult fuel system trouble-
shooting in Group 02, Fuel System.
7. Perform the engine rpm, vacuum, and stall tests in
Section 5 of this Group (00 G). If these tests indicate
poor engine performance, perform the fuel system
checks and adjustments given in Group 02 and the
ignition system checks and adjustments given in
Group 12. (Transaxle repair may also be indicated.)
8. Verify engine performance after making adjustments
by repeating the stall tests in Section 5 of this Group
(00 G). If adjustments cannot connect engine perfor-
mance, consult engine, fuel system and ignition sys-
tem troubleshooting charts in Groups 00, 02, and 12,
respectively.
Section 4
Engine Tune-Up

CopyrightedMaterial

SM 794 00(L-MMC)-5-1
Section 5
RPM, Vacuum, and Stall Tests

CopyrightedMaterial

SM 794 00(L-MMC)-5-2
Introduction
The tests in this Section should be part of all engine tune-
ups and planned maintenance inspections.
These tests check :
Engine speed settings.
Overall engine performance
Whether major components or systems other than
the engine have problems or are causing problems.
Tests include:
Engine idle speed and vacuum.
Engine maximum no-load governed speed and
vacuum.
Engine speed and vacuum at hydraulic tilt bypass
(relief pressure).
Engine stall speed and vacuum.
Minimum tools required are:
Tachometer
Vacuum gauge.
Intake manifold vacuum is determined by how far the
throttle plate is opened and how much rpm the engine can
produce at a given throttle position. The wider the throttle
plate is opened, the less vacuum (pressure drop) can
develop across the throttle bore. The extent to which the
throttle has to be opened in order to achieve a certain rpm
or power level, is affected by how well the engine is run-
ning and how much the fluid coupling (the torque con-
verter) in the transaxle resists engine rotation. Therefore, a
lower than normal vacuum reading indicates a wider
throttle opening and lower performance.
Similarly, when the throttle is held wide open, the vacuum
and rpm levels can vary from normal according to how
well the engine and torque converter are performing.
Other loads, such as the hydraulic pump, can also affect
performance.
Whenever the engine is running, its drive shaft drives the
torque converter, which is in the transaxle. The torque
converter is a fluid coupling that slips to a varying extent,
depending on the condition of the torque converter com-
ponents and the clutches that the torque converter drives.
The resistance offered by the torque converter is reflected
in the engine rpm and vacuum readings when a stall test is
performed.
Test Procedures
Perform the tests in the order given here.
Preliminary Procedures
1. Safely park the truck on a level surface. Apply park-
ing brake and place controls in neutral.
2. Connect a tachometer, or a combination test instru-
ment such as the Clark Dynamic Engine Analyzer
(part number 1802047).
3. Install a vacuum gauge between the breather hose
(PCV line) leading from the rocker cover to the
intake manifold. Use a tee, short hose, and adapter to
connect the gauge.
Engine Top View
4. Check all throttle control linkage for complete and
free movement.
5. Start the engine and let it warm up until it runs
evenly and accelerates smoothly when you push on
the accelerator pedal.
Allow the engine to warm up to operating temperature
before putting it under any load conditions.

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SM 794 00(L-MMC)-5-3
Engine RPM and Vacuum at Idle
1. Check the engine idle speed. If idle speed is not 650-
700 rpm, adjust the carburetor idle screw setting as
explained in Group 02, Fuel System.
2. Check the engine intake manifold vacuum with the
engine idling at the 650-700 rpm, then increase
engine speed.
The typical intake manifold vacuum reading at idle should
be 406-457 mmHg (16-18 inHg) at 650-700 rpm. Refer to
the chart below to analyze the reading you obtain.
If vacuum is OK, check the no-load governed speed.
Engine RPM at Maximum No-Load Governed
Speed
Check the speed to which the governor limits the engine:
1. Push the accelerator pedal slowly to the floor. When
the governor begins taking control of the throttle,
slight variation (hunting) in engine speed may occur.
This is normal.
2. When the engine speed stabilizes, read the maximum
no-load governed speed on the tachometer.
If the no-load governed speed is not 2600-2700 rpm, refer
to Group 02, Fuel System, for governor adjustment pro-
cedures.
If rpm is OK and if overheating is observed at long runs at
high speed, check the vacuum at maximum no-load gov-
erned speed.
Engine Vacuum at Maximum No-Load Gov-
erned Speed
Check the engine intake manifold vacuum with the engine
running at the maximum speed allowed by the governor
(only if overheating is observed at long runs at high
speed):
1. Run the engine to the maximum no-load governed
speed, as above.
2. When the engine speed stabilizes, read the vacuum
gauge.
The vacuum at no-load governed speed should be 330-
381 mmHg (13-15 inHg).
If vacuum is low, such as 229-279 mmHg (9-11 inHg),
this is an indication that the transaxle has a fault, such as a
locked stator, in the torque converter.
Perform stall test.
Vacuum
Gauge Readings Engine Condition
High and Steady: Good
Low and Steady: Loss of power in all cylinders caused
by:
Late ignition or valve timing.
Loss of compression due to
leakage around piston rings.
Very Low: Manifold, carburetor or cylinder head
gasket leak.
Needle Pulses Steadily as Speed Increases:
A partial or complete loss of power in
one or more cylinders caused by:
Leaking intake valve
Cylinder head or intake mani-
fold gasket leak
Fault in the ignition system
Weak valve spring.
Gradual Drop at Engine Idle; Intermittent Fluctuation:
Excessive back pressure in the
exhaust system.
An occasional loss of power possibly
caused by a defect in the ignition sys-
tem or a sticking valve.
Slow Fluctuation or Drift of the Needle:
Improper idle mixture adjustment, or
carburetor, spacer or intake manifold
gasket leak.

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SM 794 00(L-MMC)-5-4
Engine RPM and Vacuum at Stall
Be sure that transaxle fluid level has been checked and is
correct (see Group 06) and that braking and inching ped-
als are adjusted correctly (see Group 23) before you run a
stall test.
CAUTION
!
Stall tests must be performed with the park-
ing brake off and with the truck placed
against a solid barrier (such as a wall or
another lift truck) to prevent movement.
Make sure that the truck cannot move and
that the solid barrier is capable of withstand-
ing the force before you begin.
1. Add load on forks to increase weight and prevent
inadvertent drive wheel spin.
2. Place truck against an immovable barrier (such as a
wall or another lift truck).
3. Put the directional control lever in forward (or
reverse, depending upon truck position to barrier).
NOTE
Use of the power service brakes or steering
handwheel can affect engine rpm. Do not
touch either during the test.
4. Release the parking brake.
5. Slowly push the accelerator pedal fully down and
hold it there while you read the tachometer and vac-
uum gauge.
IMPORTANT
Do not run engine and converter at stall
longer than necessary to take the rpm and
vacuum readings, or longer than 30 seconds
at one time. Then, shift transmission into
neutral for 15 seconds and run the engine at
one-half speed for one to two minutes to cool
torque converter oil. Excessive temperature,
120 C (250 F) maximum, will overheat the
converter and cause damage to converter,
seals, and fluid.
Engine vacuum at stall should be 38-64 mmHg (1.5-2.5
inHg). Engine rpm at stall should be 1790-1890 rpm for
the LPG engine and 1850-1950 for the gasoline engine.
See analysis chart on next page.
To test both clutch packs in the transmission, check stall
speed and vacuum with transaxle in forward and reverse.
Analysis of Stall Test
Normal Stall Speed
LPG:1790-1890 rpm
Gas:1850-1950 rpm
Engine performance is good.
Torque converter is operating correctly.
Transmission clutch packs are operating cor-
rectly (not slipping).
Below Normal Stall Speed
LPG:1600-1700 rpm
Gas:1650-1750 rpm
Engine performance is poor (needs tune-up or
repair).
Transmission and torque converter are OK.
Very Low Stall Speed
LPG:1100-1200 rpm
Gas:1150-1250 rpm
Torque converter stator is slipping. Repair of
torque converter is required. See Group 06,
Transaxle, troubleshooting.
High Stall Speed
LPG:Above 1890 rpm
Gas:Above 1950 rpm
Transaxle clutch or converter problems, See
Group 06, Transaxle, troubleshooting.
Use the engine compression checks Section of this Group
to further check engine condition.

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SM 794 00(L-MMC)-6-1
Test Preparation
Engine compression test procedures consist of removing
the spark plugs, installing a compression test pressure
gauge to the cylinder being tested, and cranking the
engine while the pressure is being measured.
1. Be sure the oil in the crankcase is the correct viscos-
ity and filled to the proper level. Disconnect or
remove all auxiliary engine loads.
2. If truck has not been operating, start the engine and
warm it up to normal operating temperature. Coolant
temperature should be 80-90 C (176-194 F). Turn
ignition key switch OFF.
Compression Test Procedure
1. Disconnect the spark plug wires.
IMPORTANT
Do not allow dirt and contaminants to enter
spark plug openings when the plugs are
removed. Use an air nozzle or equivalent to
blow any dirt and contamination out of the
spark plug well before and after loosening
the plug.
2. Loosen the spark plug of the cylinder to be tested.
Repeat blowing the dirt out of the well. Remove the
spark plug.
3. Install a screw-in adapter in the spark plug opening,
if required by the compression pressure gauge.
4. Install a compression gauge to the spark plug opening.
5. Ground the ignition system. Disconnect the high ten-
sion coil wire from the distributor cap and connect it
to a jumper wire that is connected to ground on the
engine. This will prevent the engine from acciden-
tally being started and also prevent damage to electri-
cal components.
NOTE
Check to be sure battery is fully charged.
6. Push the accelerator pedal fully down (to open the
throttle and admit a full charge of air).
7. Turn the key switch to the Start position and crank
the engine until it turns through at least 5 compres-
sion strokes.
8. Make a record of the highest pressure reading. Also
note the approximate number of compression strokes
needed to obtain the highest pressure reading.
Replace the spark plug.
Section 6
Compression Checks

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SM 794 00(L-MMC)-6-2
9. Repeat the above procedure and compression test on
each of the other cylinders, using the same number of
compression strokes needed to obtain the highest
reading for #1 cylinder.
10. Remove the pressure gauge, and adapter if used, and
install the spark plugs. Tighten the spark plugs to 25
Nm (18.4 in-lb).
IMPORTANT
Lubricate threads on spark plugs with
ANTI-SEIZE grease, Clark part #1802307.
Analysis of Pressure Readings
Cylinder compression should be about 1880 kPa (163.5
psi) at 300 rpm (cranking speed).
1. Evaluate the cylinder compression pressure readings
that you have recorded:
a. If the pressure readings are all within 10% of the
nominal pressure, the engine is in serviceable
condition.
b. If the pressure readings are all at or below the
minimum specified pressure (Service Limit), the
engine piston rings and/or valves are worn exces-
sively and require service or replacement.
2. Compare the pressure difference between cylinders:
a. A pressure difference between cylinders less than
103 kPa (15 psi), or approximately 10%, is nor-
mal.
b. If the pressure difference is greater than 103 kPa
(15 psi), this is an indication of faulty or worn
valves or piston rings, or leaking head gasket.
3. Retest the cylinder with the lowest pressure. Put
approximately 14.8 cc (0.50 oz) of engine oil into the
spark plug opening and on top of the piston in the
cylinder. (Use a squirt oil can, or equal.) This will
form a seal around the rings on the piston.
4. Repeat the compression test in this cylinder.
a. If the compression pressure increases, this is an
indication that the piston rings are worn.
b. If compression pressure does not improve, this is
an indication that:
The valves are not operating correctly
The valve seats are worn
The piston may be burned, have a hole, or have a
broken ring.
A valve is burned or sticking open:
A valve that is stuck open causes low cylinder
compression and is indicated by an irregular
clattering noise and power loss.
A valve that is burned causes very low com-
pression pressure in one cylinder and is indi-
cated by a constant miss of one cylinder.
5. If two adjacent cylinders have low compression read-
ing and putting oil in the cylinder does not improve
compression, the cause can be the cylinder head gas-
ket leaking between the cylinders. Further diagnosis
and repair of the engine is required.
6. If the compression test indicates a valve problem, a
lifter may be locked up or a valve seat damaged.
Refer to the overhaul Section of this Group for repair
information.

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SM 794 00(L-MMC)-7-1
Section 7
Engine Removal and Replacement

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SM 794 00(L-MMC)-7-2
Engine Removal
CAUTION
!
SAFE PARKING. Before working on truck:
Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps or
breaks.
Put upright in vertical position and fully
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.
To remove the engine:
1. 1.Tilt the steering column fully forward.
2. Raise the seat deck.
3. Lift out the operators compartment floor plate and
remove the seat deck as explained in Group 38.
4. Remove the overhead guard from the operators cell.
5. Disconnect the battery and remove it from the engine
compartment. Disconnect negative cable first.
6. Disconnect and remove the air cleaner and hoses as
described in Group 3, Air Induction System.
7. Disconnect and remove the exhaust pipe between the
engine exhaust manifold and the muffler pipe. See
Group 3, Section 4.
8. Label and disconnect all wiring from the engine to
components that will remain in the truck frame. See
Group 14 for wiring configurations.
9. On the standard transaxle truck, disconnect the accel-
erator cable at the throttle lever. On the hydrostatic
transmission truck, disconnect the electrical connec-
tion and remove the linkage actuator and linkage
with the engine.
Overhead guard
Negative cable
grounded to engine
Positive cable to starter solenoid
Battery clamp
Exhaust
Manifold
Exhaust
Pipe

CopyrightedMaterial

SM 794 00(L-MMC)-7-3
10. Disconnect and cap the fuel line at the fuel tank.
11. Drain the coolant from the engine and radiator, and
disconnect the radiator hoses from the engine ther-
mostat and water pump, as explained in Group 01.
12. Disconnect and remove the radiator upper shroud,
fan ring, and venturi (as explained in Group 01) to
allow for engine front-to-back movement.
13. Unbolt the engine mounting bolts.
14. Disconnect the engine from the transaxle (or hydro-
static transmission pump) as explained in Group 06.
15. Using a hoist and chains or engine stand of adequate
capacity, hook the chains to the engine lifting eyes
Remove slack from the chains.
CAUTION
!
Do not attempt to move the engine with your
hands as it is being disconnected from the
transmission or hoisted from the truck.
Always use a prybar to gently clear the
engine from the transmission or the truck
frame.
16. Slowly hoist the engine out of the frame.
IMPORTANT
Do not allow the engine and fan to swing for-
ward to bump the radiator during removal.
Damage to the fan and/or radiator will result.
Slip a sturdy piece of cardboard in front of
the radiator core to protect the fins.
Accelerator
Cable Bracket
Throttle Lever
Band clamp
Fuel line

CopyrightedMaterial

SM 794 00(L-MMC)-7-4
Engine Replacement
Before beginning engine replacement, make sure the truck
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.
3. Slowly lift the engine and move it into place over the
truck frame.
4. Make sure there are no wires, cables, hoses, or other
equipment in the way of lowering the engine into the
frame.
5. Slowly begin lowering the engine into the frame.
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.
6. Set the engine onto the mounting isolators. Set
mounting bolts in place but do not tighten. The
engine may have to be shifted to line up with the
transmission.
7. Connect the engine to the transaxle (or hydrostatic
transmission pump) as explained in Group 06.
8. Torque engine mounting bolts to 170-190 Nm (125-
140 ft-lb).
9. Align and connect the exhaust pipe to the engine
exhaust manifold using a new gasket for reassembly.
Torque bolts to 40-45 Nm (30-33 ft-lb).
Exhaust
Manifold
Exhaust
Pipe

CopyrightedMaterial

SM 794 00(L-MMC)-7-5
10. Replace the upper radiator shroud and venturi as
described in Group 01.
11. Reconnect the radiator hoses between the radiator
and the water pump and the thermostat of the engine,
as described in Group 01. Before reinstallation,
check that hoses are in good condition with no dry-
ing, cracking, or splitting.
12. Uncap and reconnect the fuel line at the fuel tank.
Make sure the hose is in good condition with no dry-
ing, cracking, or splitting evident. Torque band
clamp to 0.8-1.0 Nm (0.6-0.73 ft-lb).
13. 13.Reconnect the wiring. See Group 14 for drawings
that show the wiring harness and component connec-
tion points on the engine.
14. On the standard transaxle truck, reconnect the accel-
erator linkage and adjust length using the adjustment
nuts. See Group 02 for throttle linkage adjustments.
15. Replace the engine air cleaner and hoses. See Group
3 for complete details. Set the canister and hoses in
place and align before tightening clamps and mount-
ing nuts. Torque the base-mounting nuts to 20-25
Nm (14.8-18.5 ft-lb); torque hose-to-engine clamp
to 1.9-2.9 Nm (1.4-2.1 ft-lb).
16. Replace the battery and reconnect the cables to the
battery posts and to the starter and ground.
a. Torque the terminal nuts at the battery posts to
14-20 Nm (10.3-14.8 ft-lb).
b. Torque the nut on the starter terminal to 10-12
Nm (90-110 in-lb; 7.5-9.1 ft-lb).
c. Install covers over cable ends after assembly.
17. Replace the seat deck according to the procedures in
Group 38.
18. 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.
19. Restart the engine and check all truck electrical,
hydraulic, and mechanical components for proper
operation before returning the truck to service.
Band clamp
Fuel line
Accelerator
Cable Bracket
Throttle Lever
Negative cable grounded to engine
Positive cable to starter solenoid
Battery clamp

CopyrightedMaterial

SM 794 00(L-MMC)-8-1
NOTE
Fuel system and ignition system overhaul informa-
tion is given in Groups 02 and 12, respectively.
Section 8
Engine Overhaul

CopyrightedMaterial

SM 794 00(L-MMC)-8-2
GENERAL INFORMATION
Service Specifications
Unit : mm(in)
Item Standard valve Limit Remarks
C
y
l
i
n
d
e
r

h
e
a
d
Flatness of gasket surface 0.03(0.0012)
Grinding limit 0.2(0.008)
Total
resurfacing
depth of both
cylinder head
and cylinder
block
Overall height 89.9 to 90.1(3.539 to 3.547)
Oversize rework
dimensions of
valve guide hole
0.05(0.0020) 13.05 to 13.07(0.5138 to 0.5146)
0.25(0.0098) 13.25 to 13.27(0.5217 to 0.5224)
0.50(0.0197) 13.50 to 13.57(0.5315 to 0.5343)
Oversize rework
dimensions of
valve seat ring
hole
Intake
0.30(0.0118) 47.30 to 47.33(1.8622 to 1.8634)
0.60(0.0236) 47.60 to 47.63(1.8740 to 1.8752)
Exhaust
0.30(0.0118) 40.30 to 40.33(1.5866 to 1.5878)
0.60(0.0236) 40.60 to 40.63(1.5984 to 1.5996)
C
a
m
s
h
a
f
t
Cam height
Intake 41.62(1.6386) 41.12(1.6189)
Exhaust 41.62(1.6386) 41.12(1.6189)
Journal diameter
33.935 to 33.950
(1.33602 to 1.33661)
Oil clearance 0.05 to 0.09(0.0020 to 0.0035)
V
a
l
v
e
Overall length
Intake 41.62(1.6386) 41.12(1.6189)
Exhaust 41.62(1.6386) 41.12(1.6189)
Valve stem projection 42.05(1.6555) 42.55(1.6752)
Stem diameter
Intake
7.960 to 7.975
(0.31339 to 0.31398)
Exhaust
7.930 to 7.950
(0.31220 to 0.31299)
Face angle 45 to 45.5
Thickness of valve
head(margin)
Intake 1.2(0.047)
Exhaust 2.0(0.079)
Stem-to-guide
Intake 0.025 to 0.058(0.00098 to 0.00228)
Exhaust 0.050 to 0.088(0.00197 to 0.00346)
V
a
l
v
e

s
p
r
i
n
g
Free height 48.0(1.89) 47.0(1.85)
Load/installed height 176.5N(18kgf)[39.7lbf]/40.4(1.591)
Out-of-squareness 2 or less 4
V
a
l
v
e

g
u
i
d
e
Overall length
Intake 47(1.85)
Exhaust 52(2.05)
Inner diameter 8.000 to 8.018(0.31496 to 0.31567)

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SM 794 00(L-MMC)-8-3
Unit : mm(in)
V
a
l
v
e

s
e
a
t
Valve contact width 0.9 to 1.3(0.035 to 0.051)
Sinkage 0.2(0.008)
P
i
s
t
o
n
Outside diameter 86.47 to 86.50(3.4043 to 3.4055)
Piston clerance 0.02 to 0.04(0.0008 to 0.0016)
P
i
s
t
o
n

r
i
n
g
End gap
No. 1 ring 0.25 to 0.40(0.0098 to 0.0157) 0.8(0.031)
No. 2 ring 0.45 to 0.60(0.0177 to 0.0236) 0.8(0.031)
Oil ring 0.20 to 0.60(0.0079 to 0.0236) 1.0(0.039)
Ring-to-ring groove
clearance
No. 1 0.03 to 0.07(0.0012 to 0.0028)
No. 2 0.03 to 0.07(0.0012 to 0.0028)
P
i
s
t
o
n

p
i
n
Outside diameter 22.002 to 22.005(0.86622 to 0.86634)
Press-in load
(at room temperature),
N(kgf)[lbf]
7350 to 17160
(750 to 1750)
[1650 to 3860]
C
o
n
n
e
c
t
i
n
g

r
o
d
Big end center-to-small end center
length
149.9 to 150.0(5.902 to 5.906)
Bend 0.05(0.0020)
Twist 0.10(0.0039)
Big end thrust clerance 0.10 to 0.25(0.0039 to 0.0098)
C
r
a
n
k
s
h
a
f
t
End play 0.05 to 0.18(0.0020 to 0.0071)
Journal outside diameter 56.982 to 57.000(2.24338 to 2.24409)
Pin Outside diameter 44.985 to 45.000(1.77106 to 1.77165)
Out-of-roundness and taper of
journal and pin
0.005(0.00020)
Concentricity journal and pin 0.03(0.0012)
Oil clearance of journal 0.02 to 0.04(0.0008 to 0.0016)
Oil clearance of pin 0.02 to 0.05(0.0008 to 0.0020)
C
y
l
i
n
d
e
r

b
l
o
c
k
Cylinder inner diameter 86.50 to 86.53(3.4055 to 3.4067)
Flatness of gasket surface 0.05(0.0020)
Grinding limit 0.2(0.008)
Total resurfacing
depth of both cylinder
head and cylinder
block
Overall height 289.9 to 290.1(11.413 to 11.421)
O
i
l

p
u
m
p
Side clearance
Drive gear 0.08 to 0.14(0.031 to 0.0055)
Driven gear 0.06 to 0.12(0.0024 to 0.0047)
D
r
i
v
e

b
e
l
t
Deflection
New belt 7.0 to 10.0(0.28 to 0.39)
Used belt 10(0.39)

CopyrightedMaterial

SM 794 00(L-MMC)-8-4
Unit : mm(in)
D
i
s
t
r
i
b
u
t
o
r
Centrifugal advance
crank angle/engine
speed, /rpm
Start 0 /1000
End 20 /5000
Vacuum advance
crank angle/
vacuum, /mmHg
End 0 /80
Start 23 /280
I
g
n
i
t
i
o

n

c
o
i
l
Primary coil resistance, 1.08 to 1.32
Secondary coil resistance, 22.1 to 29.9
S
p
a
r
k
p
l
u
g
Plug gap 0.7 to 0.8(0.028 to 0.031)
T
h
e
r
m
o
s
t
a
t
Valve opening temperature, C(F) 82(180)
Fully opening temperature, C(F) 95(203)
Valve lift 8(0.31) or more

CopyrightedMaterial

SM 794 00(L-MMC)-8-5
Service Precautions
Match Marks
Mark parts with match marks before disassembly to guide
reassembly. However, be careful not to place match marks
where they could harm the function of a part.
Special Tools
Be sure to use special tools when their use is specified.
Using substitute tools will result in malfunction of or
damage to the part.
Tightening Torque
Tighten the part properly to specified torque.
Replacement Parts
When oil seal, O-ring, packing, or gasket have been
removed, be sure to replace them with new parts.
However, rocker cover gasket may be reused if it is not
damaged.
Rubber Parts
Do not stain timing belt and V-belt with oil or water.
Do not clean the pulley or sprocket with detergent.
Oil and Grease
Before reassembly, apply specified oil to the rotating and
sliding parts.
Sealant Specifications
Use specified brand of sealant.
Use of sealant other than specified sealant may cause
water or oil leaks.
Specified sealant
Rocker cover 3M AAD Part No. 8672 or equivalent
Semicircular packing 3M AAD Part No. 8672 or equivalent
Engine support bracket
bolt
3M AAD Part No. 8672 or equivalent
Oil pan gasket Mitsubishi Genuine Part MD970389
or equivalent
Water outlet fitting Mitsubishi Genuine Part MD970389
or equivalent
Engine coolant
temperature gauge unit
3M AAD Part No. 8672 or equivalent
Engine coolant
temperature sensor
3M Nut Locking Part No. 4171 or
equivalent
Oil pressure switch 3M AAD Part No. 8672 or equivalent
Oil pressure gauge unit3M AAD Part No. 8672 or equivalent

CopyrightedMaterial

SM 794 00(L-MMC)-8-6
Tightening Method for Permanently
Yielding Bolts
A new type of bolt is currently used in some parts of the
engine. The tightening method for these bolts differs from
the conventional one. Be sure to observe the method
described in the text when tightening the bolts.
Service limits are provided for the bolts. Make sure that
the service limits described in the text are strictly
observed.
Areas where these bolts are in use:
Cylinder head bolts
Main bearing cap bolts
Connecting rod cap bolts
After tightening the bolts to the specified torque, tighten
them another 90 or 180. The tightening method varies
on different areas. Observe the tightening method
described in the text.
Form-In-Place Gasket (FIPG)
The engine has several areas where the form-in-place gas-
ket (FIPG) is in use. To ensure that the gasket fully serves
its purpose, it is necessary to observe some precautions
when applying the gasket. Bead size, continuity and loca-
tion are of paramount importance. Too thin a bead could
cause leaks. Too thick a bead, on the other hand, could be
squeezed out of location, causing blocking or narrowing
of the fluid feed line. To eliminate the possibility of leaks
from a joint, therefore, it is absolutely necessary to apply
the gasket evenly without a break, while observing the
correct bead size.
Disassembly
The parts assembled with the FIPG can be disassembled
without use of a special method. In some cases, however,
the sealant between the joined surfaces may have to be
broken by lightly striking with a mallet or similar tool. A
flat, thin gasket scraper may be lightly hammered between
the joined surfaces. In this case, however, care must be
taken to prevent damage to the joined surfaces. For
removal of the oil pan, the special tool Oil Pan Remover
(MD998727) is available. Be sure to use the special tool
to remove the oil pan.
Surface Preparation
Thoroughly remove all substances deposited on the gasket
application surfaces, using a gasket scraper or wire brush.
Check to ensure that the surfaces to which the FIPG is to
be applied is flat. Make sure that there are no oils, greases
and foreign substances deposited on the application sur-
faces. Do not forget to remove the old sealant remaining
in the bolt holes.
Form-ln-Place Gasket Application
When assembling parts with the FIPG, you must observe
some precautions, but the procedure is very simple as in
the case of a conventional precut gasket.
Applied FIPG bead should be of the specified size and
without breaks. Also be sure to encircle the bolt hole cir-
cumference with a completely continuous bead. The FIPG
can be wiped away unless it is hardened. While the FIPG
is still moist (in less than 15 minutes), mount the parts in
position. When the parts are mounted, make sure that the
gasket is applied to the required area only.
The FIPG application procedure may vary on different
areas. Observe the procedure described in the text when
applying the FIPG.

CopyrightedMaterial

SM 794 00(L-MMC)-8-7
MAJOR BOLTS AND NUTS
Item
Torque Remarks
kgfm lbfft Nm
Ignition System
Water pump pulley bolt 0.9 6.5 9
Crankshaft pulley bolt 2.5 18.1 25
Spark plug 2.5 18.1 25
Distributor nut 1.2 8.7 12
Alternator pivot nut 2.3 16.6 23
Alternator brace bolt
(Alternator side)
2.3 16.6 23
Alternator brace bolt
(Water pump side)
1.4 10.1 14
Timing belt
Timing belt cover bolt
1.1 8.0 11
0.9 6.5 9
Tensioner spring spacer 4.9 35.4 48
Tensioner bolt 4.9 35.4 48
Oil pump sprocket nut 5.5 39.8 54
Crankshaft bolt 12.0 86.8 118
Tensioner B bolt 1.9 13.7 19
Counterbalance shaft 4.6 33.3 45
Engine support bracket bolt 3.6 26.0 35
Camshaft sprocket bolt 9.0 65.1 88
Timing belt rear bolt 1.4 10.1 14
Fuel system
LPG carburetor
LPG carburetor nut 1.2 8.7 12
Fuel pump cover 1.1 8.0 11
Intake manifold
Water outlet bolt 1.4 10.1 14
Intake manifold bolt/nut 1.8 13.0 18
Exhaust manifold
Oil level gauge guide bolt 1.4 10.1 14
Heat protector bolt 0.9 6.5 9
Exhaust manifold nut 3.5 25.3 34
Water inlet pipe bolt 1.4 10.1 14
Water pump bolt 1.4 10.1 14
Rocker arm and
camshaft
Rocker cover bolt 0.6 4.3 6
Bearing cap bolt
M8 X 25 2.4 17.4 24
M6 X 65 2.0 14.5 20
Cylinder head, valve Cylinder head bolt
2.0 kgfm(14.5 lbfft)[20 Nm]+
1/4 turn(90)+1/4 turn(90)
Tighten to 8.0 kgfm(57.9
lbfft)[78Nm] and then
completely loosen before finally
tightening with above
procedure.
Front case, oil pan
Oil filter inner plug 4.5 32.5 44
Drain plug 4.0 28.9 39
Oil pan bolt 0.7 5.1 7
Oil screen bolt/nut 1.9 13.7 19
Plug 2.4 17.4 24
Flange bolt 3.7 26.8 36
Relief plug 4.5 32.5 44
Oil filter bracket bolt 1.9 13.7 19
Oil pump cover bolt 1.7 12.3 17
Oil pump cover screw 1.0 7.2 10
Front case bolt 2.4 17.4 24

CopyrightedMaterial

SM 794 00(L-MMC)-8-8
General Bolts and Nuts Tightening Torque
Standard Bolts and Nuts
Tapered Threads
Item
Torque Remarks
kgfm lbfft Nm
Piston,
connecting rod
Connecting rod bearing nut
2.0 kgfm(14.5 lbfft)[20 Nm]+
1/4 turn(90)
Crankshaft,
cylinder block
Flywheel bolt 13.5 97.6 132
Rear plate bolt
0.9 6.5 9
6.0 43.4 59
Rear plate cover 1.1 8.0 11
Oil seal case bolt 1.1 8.0 11
Bearing cap bolt
2.0 kgfm(14.5 lbfft)[20 Nm]+1/4
turn(90)
Norminal
diameter
Pitch
Torque, kgfm(lbfft)[Nm]
Bolt, stud, nut(with spring washer) Flange bolt, flange nut
Head mark 4 Head mark 7 Head mark 10 Head mark 4 Head mark 7
M5 0.8 - 0.4(2.6)[3.6] - - 0.6(4.3)[5.9]
M6 1.0 - 0.9(6.5)[8.8] 1.2(8.7)[12] 1.0(7.2)[9.8]
M7 1.25 1.2(8.7)[12] 2.2(15.9)[22] 3.0(21.7)[29] 1.3(9.4)[13] 2.4(17.4)[24]
M8 1.25 2.5(18.1)[25] 4.5(32.5)[44] 6.0(43.4)[59] 2.6(18.8)[25] 5.0(36.2)[49]
M9 1.25 4.2(30.4)[41] 8.6(60.0)[81] 10.7(77.4)[105] 4.7(34.0)[46] 9.5(68.7)[93]
M10 1.5 7.3(52.8)[72] 14.0(101.3)[137] 14.5(104.9)[142] - -
Size
Torque, kgfm(lbfft)[Nm]
Material of internal threads:
Aluminum alloy
Material of internal threads:
Cast iron or steel
NPTF 1/16 0.5 to 0.8 (3.6 to 5.8)[5 to 8] 0.8 to 1.2(5.8 to 8.7)[8 to 11]
PT 1/8 0.8 to 1.2(5.8 to 8.7)[8 to 11] 1.5 to 2.2(10.8 to 15.9)[15 to 21]
PT 1/4 2.0 to 3.0(14.5 to 21.7)[20 to 29] 3.5 to 4.5(25.3 to 32.5)[34 to 44]
NPTF 1/4 2.0 to 3.0(14.5 to 21.7)[20 to 29] 3.5 to 4.5(25.3 to 32.5)[34 to 44]
PT 3/8 4.0 to 5.5(28.9 to 39.8)[39 to 59] 5.5 to 7.5(39.8 to 54.2)[54 to 73]
PT 1/2 7.0 to 10.0(50.6 to 72.3)[69 to 98] 12.0 to 16.0(86.8 to 115.7)[118 to 156]

CopyrightedMaterial

SM 794 00(L-MMC)-8-9
Special Tools
Tool Numer Name Use
MD998781 Flywheel stopper Holding flywheel
MD998785 Sprocket stopper Holding counterbalance shaft sprocket
MD998778 Crankshaft spocket puller Removal of crankshaft sprocket
MB990767 End yoke holder Holding camshaft sprocket
(Use with MD998719)
MD998719 Pulley holding pins Holding camshaft sprocket when loosening or
torquing bolt(Use with MB990767)
MD998443 Lash adjuster holder Retainer for holding lash adjuster in rocker
arm at timer of removal and installation of
rocker arm and rocker shaft assembly
MD998442 Air bleed wire Air bleeding of lash adjuster
MD998713 Camshaft oil seal installer Installation of oil seal
MB991654 Cylinder head bolt
wrench(12)
Removal and installation of cylinder head bolt

CopyrightedMaterial

SM 794 00(L-MMC)-8-10
Tool Numer Name Use
MD998772 Valve spring compressor Compression of valve spring
MD998729 Valve stem seal installer Installation of valve stem seal
MD998727 Oil pan remover Removal of the oil pan
MD998162 Plug wrench Removal and installation of front case cap
plug
MD998783 Plug wrench retainer Removal and installation of front case cap
plug
(Use with MD998162)
MD998375 Crankshaft front oil seal
installer
Installation of crankshaft front oil seal
MS998285 Crankshaft front oil seal
guide
Guide for installation of crankshaft front oil
seal
MD998705 Silent shaft bearing
installer
Installation of counterblance shaft front and
rear bearing
MD998371 Silent shaft bearing puller Removal of counterblance shaft front bearing

CopyrightedMaterial

SM 794 00(L-MMC)-8-11
OVERHAUL PROCEDURES
Key to Notations In Overhaul Procedures
Tool Numer Name Use
MD998372 Silent shaft bearing puller Removal of counterblance shaft rear bearing
MD998780 Piston pin setting tool Removal and installation of piston pin
MD998776 Crankshaft rear oil seal
installer
Installation of crankshaft rear oil seal
MB990938 Handle Installation of crankshaft rear oil sea1
(Use with MD998776)
Denotes removal or disassembly procedure.
Letter on main drawing corresponds to ser-
vice point in text that follows main drawing.
Denotes non-reusable parts.
Denotes installation or assembly procedure.
Letter on main drawing corresponds to ser-
vice point in text that follows main drawing.
Denotes torque value for fastener.
A N
X XX X.X XX
Nm
kgm
ft-lb

CopyrightedMaterial

SM 794 00(L-MMC)-8-12
Timing Belt
Removal steps
1. Ignition timing indicator 12. Flange
2. Timing belt front cover upper 13. Tensioner B
3. Timing belt front cover lower 14. Timing belt B
4. Timing belt 15. Counterbalance shaft sprocket
5. Tensioner spacer 16. Spacer

6. Tensioner spring 17. Crankshaft sprocket B
7. Tensioner pulley 18. Crankshaft key
8. Oil pump sprocket 19. Fan bracket

9. Crankshaft bolt 20. Camshaft sprocket bolt
10. Crankshaft washer 21. Camshaft sprocket
11. Crankshaft sprocket 22. Timing belt rear cover
E
D
A H
G
G G
G
B F
C
E
D
D
H
A
B
F C

CopyrightedMaterial

SM 794 00(L-MMC)-8-13
Removal Service Points
Timing Belt Removal
1. When the timing belt is to be re-used, make an arrow
make on the back surface on the belt to indicate the
rotating direction with a chalk or the like so that the
belt can be installed in the same direction.
2. Move the timing belt tensioner upward and tempo-
rarily tighten the tensioner lock bolt.
3. Remove the timing belt.
Oil pump sprocket removal
1. Remove the plug on the left side of cylinder block.
2. Insert a screwdriver(shank diameter 8 mm[0.31 in.])
to block the counterbalance shaft.
3. Remove the nut.
4. Remove the oil pump sprocket.
Crankshaft bolt removal
1. Hold the flywheel with the special tool as shown.
2. Remove the crankshaft bolt.
Crankshaft sprocket removal
1. If it is difficult to remove the sprocket, use the spe-
cial tool.
A
B
C
D

CopyrightedMaterial

SM 794 00(L-MMC)-8-14
Timing belt B removal
1. Make a mark on the back of the timing belt indicat-
ing the direction of rotation so it may be reassembled
in the same direction if it is to be reused.
Notes:
1. Water or oil on the belt shortens its life
drastically, so the removed timing belt,
sprocket, and tensioner must be free from
oil and water. These parts should not be
washed. Replace part if seriously contami-
nated.
2. If there is oil or water on each part check
front case oil seals, camshaft oil seal and
water pump for leaks.
Counterbalance shaft sprocket removal
1. Set the special tool as shown to prevent the counter-
balance shaft sprocket from turning together.
2. Loosen the bolt and remove the sprocket.
Crankshaft sprocket B romoval
1. If it is difficult to remove the sprocket, use the spe-
cial tool.
Crankshaft sprocket removal
1. Using the special tools show in the illustration, lock
the camshaft sprocket in position.
2. Loosen the camshaft sprocket bolt.
Inspection
1. Timing Belt
Replace belt if any of the following conditions exist.
1. Hardening of back rubber.
Back side is glossy without resilience and leaves no
indent when pressed with fingernail.
2. Cracks on rubber back.
3. Cracks or peeling of canvas.
4. Cracks on tooth bottom.
5. Cracks on belt sides.
E
F
G
H

CopyrightedMaterial

SM 794 00(L-MMC)-8-15
6. Abnormal wear of belt sides.
Notes:
The sides are normal if they are sharp as if cut by a
knife.
7. Abnormal wear on teeth.
Earlier stage:
Canvas worn (canvas fibers napped, rubber lost, dis-
colored whitish, and unclear canvas texture)
Latter stage:
Canvas lost, rubber exposed (tooth width thinner)
8. Missing tooth
Installation service points
Camshaft sprocket installation
1. Using the special tools show in the illustration, lock
the camshaft sprocket in position.
2. Tighten the camshaft sprocket bolt to the specified
torque.
Fan bracket installation
1. Coat the bolts illustrated with sealant before tighten-
ing.
Specified sealant: 3M
TM
AAD Part No. 8762 or
equivalent.
Counterbalance shaft sprocket installation
1. Install the counterbalance shaft sprocket and screw
the bolt.
2. Install special tool as shown in the illustration to lock
the counter balance shaft.
3. Tighten the bolt, and then remove the special tool.
Timing belt B installation
1. Align timing mark on the crankshaft sprocket B
and counterbalance shaft sprocket with the marks on
the front case respectively.
2. Install the timing belt B on the crankshaft sprocket
B and counterbalance shaft sprocket. There should
be no slack on the tension side.
A
B
C
D

CopyrightedMaterial

SM 794 00(L-MMC)-8-16
3. Make sure that the relationship between the tensioner
pulley center and the bolt center is as shown in the
illustration.
4. Move the tensioner B in the direction of arrow
while lifting with a finger to give a sufficient tension
to the tension side of timing belt. In this condition,
tighten bolt to secure tensioner B. When the bolt is
tightened, use care to prevent shaft from turning
together. If shaft is turned together, belt will be over
tensioned.
5. Check to ensure that timing marks on sprockets and
front case are in alignment.
6. Press with index finger the center of span on the ten-
sion side of timing belt B. The bolt must deflect 5
to 7 mm.[0.196 to 0.276 in.]
Crankshaft bolt installation
1. Using the special tool, hold the flywheel.
2. Install the crankshaft pulley in position.
Oil pump sprocket installation
1. Insert a phillips screwdriver (shank diameter 8 mm
[0.31 in.] shaft) through the plug hole on the left side
of the cylinder block to the left counterbalance shaft.
2. Install the oil pump sprocket.
3. Apply a proper amount of engine oil to the bearing
surfaces of the nuts.
4. Tighten the nuts to the specified torque.
Crankshaft bolt installation
1. Hook the tensioner spring end to the water pump
body projection and tensioner bracket.
2. Move the tensioner fully toward the water pump and
tighten the bolt and tensioner spacer.
E
F
G

CopyrightedMaterial

SM 794 00(L-MMC)-8-17
Timing belt installation
1. Align the timing mark on the camshaft sprocket with
that on the cylinder head.
2. Align the timing mark on the crankshaft sprocket
with that on the front case.
3. Align the timing mark on the oil pump sprocket with
its mating mark.
4. Remove the plug on cylinder block and insert a Phil-
lips screwdriver [shank diameter 8 mm (0.31 in.)]
through the hole (Engine with balance shaft).
If it can be inserted as deep as 60 mm (2.4 in.) or
more, the timing marks are correctly aligned. If the
inserted depth is only 20-25 mm (0.8-1.0 in.), turn
the oil pump sprocket one turn and realign the timing
marks. Then check to ensure that the screwdriver can
be inserted 60 mm (2.4 in.) or more. Keep the screw-
driver inserted until installation of the timing belt is
finished.
5. Install the timing belt on the crankshaft sprocket, oil
pump sprocket and camshaft sprocket in that order.
There should be no slack on the tension side.
6. Apply a reverse direction (counterclockwise) force to
the camshaft sprocket to make the tension side of the
belt tight. In that state, recheck that all the timing
marks are in alignment.
7. Loosen a turn or two the tensioner bolt and nut that
were temporarily tightened to hold the tensioner on
the water pump side. This gives tension on the belt
by the action of the tensioner spring.
G

CopyrightedMaterial

SM 794 00(L-MMC)-8-18
8. Rotate the crankshaft by the amount equivalent to
two camshaft sprocket teeth in the forward (clock-
wise) direction. Since this step is intended for giving
the timing belt proper tension, do not attempt rotate
the crankshaft in the reverse (counterclockwise)
direction or press the belt to check the tension.
9. Apply force to the tensioner in the direction shown
by arrow to make the belt engage completely with
each sprocket.
10. Tighten the tensioner attaching bolt to the specified
torque.
11. Tighten the tensioner spacer to the specified torque.
Note:
If the nut is tightened first, the tensioner may
also turn together with the nut and loose tension
of the belt may result. Always tighten the bolt
(at the bottom of the tensioner) first and then
tighten the nut (at the top of the tensioner.)
12. Hold the center of the tension side span of the timing
belt (between the camshaft and oil pump sprockets)
between your thumb and index finger as shown.
Then, make sure that the clearance between the belt
back surface and cover meets the standard valve.
Standard valve: 14 mm(0.55 in.)

CopyrightedMaterial

SM 794 00(L-MMC)-8-19
Intake Manifold and Thermostat
Removal steps
1. Water outlet fitting 5. Engine hanger
2. Gasket 6. Intake manifold
3. Thermostat 7. Gasket
4. Water temperature gauge unit
Installation: Use Threebond 1104 or
equivalent on threads.

CopyrightedMaterial

SM 794 00(L-MMC)-8-20
Exhaust Manifold and Water Pump
Removal Steps
1. Oil level gauge
2. Oil level gauge guide
3. O-ring
4. Heat protector A
5. Heat protector B
6. Engine hanger
7. Exhaust manifold
8. Gasket
9. Water inlet pipe
10. O-ring. Installation: Wet the O-ring (with water) to
facilitate assembly. Keep the O-ring free of oil or
grease.
11. Water hose
12. Water pump
13. Gasket

CopyrightedMaterial

SM 794 00(L-MMC)-8-21
Rocker Arms and Camshaft
Removal steps
1. Breather hose 12. Bearing cap No. 4
2. P.C.V. hose 13. Rocker arm C
3. P.C.V. valve 14. Bearing cap No. 3
4. Oil filler cap 15. Bearing cap No. 2
5. Rocker cover 16. Wave washer

6. Gasket 17. Right rocker shaft
7. Semi-circular packing 18. Left rocker shaft
8. Rocker arms and rocker shafts 19. Front bearing cap

9. Rear bearing cap 20. Lash adjuster
10. Rear arm D 21. Oil seal
11. Spring 22. Camshaft
D
D
D
C
B
G B
A
E
F
A

CopyrightedMaterial

SM 794 00(L-MMC)-8-22
Rocker Arm and Rocker Shaft Removal
Caution:
If the lash adjuster is re-used, clean the lash adjuster.
1. Fit the lash adjuster onto the rocker arm without
allowing diesel fuel to spill out. Fit. Special tool
MD998443 to prevent the lash adjuster coming free
and falling to the floor.
Inspection
1. Camshaft
Measure the cam height and if the limit is exceeded,
replace the camshaft.
Standard value:41.62mm(1.6386 in.)
Limit:41.12mm(1.6189 in.)
2. Lash Adjuster
Caution:
1. The lash adjusters are precision-engineered
mechanisma.
Do not allow them to become contaminated
by dirt or other foreign substances.
2. Do not attempt to disassemble the lash
adjusters.
3. Use only fresh diesel fuel to clean the lash
adjusters
1. Prepare three containers and approximately 5 liters
(5.3 qt) of diesel fuel. Into each container, pour
enough diesel fuel to completely cover a lash
adjuster when it is standing upright. Then, perform
the fllowing steps with each lash adjuster.
2. Place the lash adjuster in container A and clean its
outside surface.
NOTE:
Use a nylon brush if deposits are hard to remove.
3. While gently pushing down the internal steel ball
using special tool MD998442, move the plunger
through five to ten strokes until it slides smoothly. In
addition to eliminating stiffness in the plunger, this
operation will remove dirty oil.
Caution:
The steel ball spring is extremely weak, so the lash
adjusters functionality may be lost if the air bleed
wire is pushed in hard.
NOTE:
If the plunger remains stiff or the mechanism appears
otherwise abnormal, replace the lash adjuster.
A

CopyrightedMaterial

SM 794 00(L-MMC)-8-23
4. Remove the lash adjuster from the container. Then,
push down the steel ball gently and push the plunger
to eliminate diesel fuel from the pressure chamber.
5. Place the lash adjuster in container B. Then, gently
push down the internal steel ball using special tool
MD998442 and move the plunger through five to ten
strokes until it slides smoothly. This operation will
clean the lash adjusters pressure chamber.
Caution:
The steel ball spring is extremely weak, so the lash
adjusters functionality may be lost if the air bleed
wire is pushed in hard.
6. Remove the lash adjuster from the container. Then,
push down the steel ball gently and push the plunger
to eliminate diesel fuel from the pressure chamber.
7. Place the lash adjuster in container C. Then, gently
push down the internal steel ball using special tool
MD998442.
CAUTION
!
Do not use container C for cleaning. If clean-
ing is performed in container C, foreign mat-
ter could enter the pressure chamber when
the camber is filled with diesel fuel.
8. Stand the lash adjuster with its plunger at the top,
then push the plunger downward firmly until it
moves through its greatest possible stroke. Return the
plunger slowly, then release the steel ball and allow
the pressure chamber to fill with diesel fuel.
9. Remove the lash adjuster from the container, then
stand the lash adjuster with its plunger at the top.
Push the plunger firmly and check that it does not
move.
NOTE:
If lash adjuster contracts, perform the operations(7)
through(9) again to fill it with diesel fuel completely.
Replace the lash adjuster if it still contracts after per-
forming these steps.
10. Stand the lash adjuster upright to prevent diesel fuel
spilling out. Do not allow the lash adjuster to become
contaminated by dirt or other foreign matter. Fit the
lash adjuster onto the engine as soon as possible.

CopyrightedMaterial

SM 794 00(L-MMC)-8-24
Cylinder Head and Valves
Removal steps
1. Cylinder head bolt
2. Cylinder head assembly
3. Gasket
4. Retainer lock
5. Valve spring retainer
6. Valve spring
7. Intake valve
8. Retainer lock
9. Valve spring retainer
10. Valve spring
11. Exhaust valve
12. Valve stem seal
13. Valve spring seat
14. Valve stem seal
15. Valve spring seat
16. Intake valve guide
17. Exhaust valve guide
18. Intake valve seat
19. Exhaust valve seat
20. Cylinder head
A D
B C
B
B
C
B
C
A
C A

CopyrightedMaterial

SM 794 00(L-MMC)-8-25
Precaution for Removed Parts
Keep removed parts in order according to the cylinder
number and intake/exhaust.
Cylinder Head Bolt Removal
Using a 12 mm - 12 point socket wrench, loosen the cylin-
der head bolts. Loosen evenly, little by little.
Retainer Lock Removal
Store removed valves, springs and other parts, tagged to
indicate their cylinder No. and location for reassembly.
Valve Stem Seal Removal
Do not reuse removed valve stem seal.
Inspection
Cylinder Head
1. Check the cylinder head for water leaks, gas leaks,
damage or cracks before cleaning.
2. Thoroughly remove oil, water scale, sealant, carbon
deposits, etc. After the oil passages have been
cleaned, blow air to make sure they are clear.
3. Check the cylinder head gasket surface for flatness
by using a straightedge and thickness gauge.
Standard value: 0.03 mm (0.0020 in.)
Limit: 0.2 mm (0.008 in.)
Grinding limit: 0.2 mm (0.008 in.)
Cylinder head height (when new):
89.9 - 90.1 mm (3.539 in. - 3.547 in.)
4. If the service limit is exceeded, correct to meet the
specifications.
A
B
C

CopyrightedMaterial

SM 794 00(L-MMC)-8-26
Valve
Check the valve face for correct contact. If incorrect,
reface. Valve seat contact should be maintained uniform
at the center of the valve face.
If the margin is less than the limit, replace the valve.
Standard Value:
Intake1.2 mm (0.047 in.)
Exhaust2.0 mm (0.079 in.)
Limit:
Valve Spring
1. Measure the free height of spring and, if it is smaller
than the limit, replace it.
Limit: 48.6 mm (1.921 in.)
2. 2.Measure the squareness of the spring and, if the
limit is exceeded, replace it.
Standard value: 2 or less
Limit: Max. 4
Valve Guide
Measure the clearance between the valve guide and valve
stem. If the limit is exceeded, replace the valve guide,
valve, or both.
Standard Value:
Intake0.02 - 0.06 mm (0.0008 - 0.0024 in.)
Exhaust0.05 - 0.09 mm (0.0020 - 0.0035 in.)
Limit:
Valve Seats
Assemble the valve, than measure the valve stem projec-
tion between the end of the valve stem and the spring seat-
ing surface. If the measurement exceeds the specified
limit, replace the valve seat.
Standard value:42.05mm(1.6555 in.)
Limit:42.55mm(1.6752 in.)
Valve Seat Reconditioning Procedure
1. Before correcting the valve seat, check for clearance
between the valve guide and valve and, if necessary,
replace the valve guide.
2. Correct to obtain the specified seat width and angle.
3. After correction, valve and valve seat should be
lapped with a lapping compound.

CopyrightedMaterial

SM 794 00(L-MMC)-8-27
Valve Seat Replacement Procedure
1. Cut the valve seat to be replaced from the inside to
thin the wall thickness. Then, remove the valve seat.
2. Rebore the valve seat hole in the cylinder head to a
selected oversize valve seat diameter.
3. Before fitting the valve seat, either heat the cylinder
head up to approximately 250C (482F) or cool the
valve seat in liquid nitrogen, to prevent the cylinder
head bore from galling.
4. Using a valve seat cutter, correct the valve seat to the
specified width and angle. See "Valve Seat Recondi-
tioning Procedure".
Valve Guide Replacement Procedure
1. Using the special tool and a press, remove the valve
guide toward the cylinder head gasket surface.
2. Rebore the valve guide hole to the new oversize
valve guide outside diameter.
0.0513.05 - 13.07 mm (0.5138 - 0.5146 in.)
0.25 13.25 - 13.27 mm (0.5217 - 0.5224 in.)
0.5013.50 - 13.52 mm (0.5315 - 0.5323 in.)
NOTE
Do not install a valve guide of the same size
again.
3. Press in the valve guide to the position shown in the
illustration.
Press-fit the valve guide, working from the cyl-
inder head top surface.
Note that the intake and exhaust side valve
guides are different in length.
After installing valve guides, insert new valves
in them to check for sliding condition.

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SM 794 00(L-MMC)-8-28
Installation Service Points
Valve Stem Seal Installation
1. Install the valve spring seat.
2. The special tool must be used to install the valve
stem seal. Improper installation could result in oil
leaking past the valve guide.
CAUTION
!
Do not reuse removed valve stem seal.
Valve Spring Installation
Direct the valve spring end with identification color
toward the spring retainer.
Retainer Lock Installation
The valve spring, if excessively compressed, causes the
bottom end of the retainer to be in contact with, and dam-
age, the stem seal.
Cylinder Head Bolt Installation
1. When installing the cylinder head bolts, check that
the shank length of each bolt meets the limit. If the
limit is exceeded, replace the bolt.
Limit: Max. 120.4 mm (4.74 in.)
2. Apply engine oil to the bolt threads and washers.
3. According to the tightening sequence, tighten the
bolts to 75 Nm (7.5 kgm, 54 ft. lbs.) using a 12mm -
12 point socket wrench.
4. Loosen the bolts completely.
5. Torque the bolts to 20 Nm (2.0 kgm, 14.5 ft.lbs.)
6. Tighten the bolts 1/4 turns (90) more.
7. Tighten the bolts 1/4 turns (90) additionally.
A
B
C
D

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SM 794 00(L-MMC)-8-29
Front Case And Oil Pan Removal And Installation
Removal steps
1. Oil filter 17. Oil pump case assembly
2. Oil pressure switch 18. Front case gasket
3. Drain plug 19. Oil pump cover
4. Drain plug gasket 20. Oil pump drive gear
5. Oil Pan 21. Oil pump driven gear
6. Oil screen 22. Crankshaft front oil seal
7. Oil screen gasket 23. Oil pump oil seal
8. Plug 24. Counterbalance shaft oil seal
9. O-ring 25. Front case
10. Flange bolt 26. Counterbalance shaft, left
11. Relief plug 27. Counterbalance shaft, right
12. Gasket 28. Counterbalance shaft, front bearing
13. Relief spring 29. Counterbalance shaft, rear bearing, left
14. Relief plunger 30. Counterbalance shaft, rear bearing, right
15. Oil filter bracket
16. Oil filter bracket gasket
N H
M
G
L G
A K G
F
E
B
J
D
C
I
D
C
E
B
E A

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SM 794 00(L-MMC)-8-30
Oil Pan Removal
1. Remove the all oil pan bolts.
2. Drive in the special tool between the cylinder block
and oil pan.
3. Side the tool by striking the edge of the special tool
to separate the oil pan from the cylinder block.
Plug Removal
1. Fit special tool MD998162 on the plug, then hold it
in position with special tool MD998783
2. Loose the plug.
Oil pump oil seal installation
1. Remove the plug on the side of cylinder block.
2. Insert a Phillips screwdriver (shank diameter 8 mm
[0.31 in.]) into the plug hole to lock the counterbal-
ance shaft.
3. Loosen the flange bolt.
Counterbalance shaft front bearing re-
moval
1. Using the special tool, remove the counterbalance
shaft front bearing from the cylinder block.
NOTE:
Be sure to remove the front bearing first. If it has not
been removed, the rear bearing puller cannot be used.
Counterbalance shaft rear bearing re-
moval
1. Using the special tool, remove the counterbalance
shaft rear bearing from the cylinder block.
NOTE:
When removing the left counterbalance shaft bear-
ing, install the special tool (MB991603) in front of
the cylinder block.
A
B
C
D
E

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SM 794 00(L-MMC)-8-31
Inspection
1. Front Case
1. Check oil holes for clogging and clean if necessary.
2. Check the left counterbalance shaft front bearing sec-
tion for wear, damage and seizure. If there is any-
thing wrong with the section, replace the front case.
3. Check the front case for cracks for and other damage.
Replace cracked or damaged front case.
2. Oil seal
1. Check the oil seal lip for wear and Replace oil seal if
necessary.
2. Check the oil seal lip for deterioration. Replace oil
seal if necessary.
3. Counterbalance Shaft
1. Check oil hole for clogging.
2. Check journals for seizure, damage and contact with
bearing. If there is anything wrong with the journal
assembly.
4. Oil Pump
1. Assembly the oil pump to the front case and rotate it
to ensure smooth rotation with no looseness.
2. Check the side clearance using a thickness gauge.
3. Check the side clearance
Standard value:
0.08 to 0.14mm(0.0031 to 0.0055 in.)
Drive gear
0.06 to 0.12mm(0.0024 to 0.0047 in.)
Driven gear
Right counterbalance shaft rear bearing
installation
1. Apply engine oil to the outer surface of bearing.
2. Using special tools, install right rear bearing. Make
sure that oil hole of bearing is aligned with oil hole of
cylinder block.
A

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SM 794 00(L-MMC)-8-32
Left counterbalance shaft rear bearing in-
stallation
1. Install the special tool (Guide Plate) to the cylinder
block.
2. Apply engine oil to the rear bearing outer circumfer-
ence and bearing hole in the cylinder block.
3. Using the special tools, install the rear bearing.
NOTE:
The left rear bearing has no oil holes.
Counterbalance shaft front bearing in-
stallation
1. Using the special tool, install the rear bearing.
B
C

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SM 794 00(L-MMC)-8-33
Counterbalance shaft oil seal installation
1. Using a suitable socket wrench, install the counter-
balance shaft oil seal into the front case.
Oil Pump Oil Seal Installation
1. Using a suitable socket wrench, install the oil pump
oil seal into the front case.
Crankshaft Front Oil Seal Installation
1. Using the special tool, install the crankshaft front oil
seal into the front case.
Oil Pump Driven Gear / Oil Pump Drive
Gear Installation
1. Apply engine oil amply to the gears and line u[ the
alignment marks.
Front case installation
1. Set the special tool on the front end of the crankshaft
and apply a thin coat of engine oil to the outer cir-
cumference of the special tool to install the front
case.
D
E
F
G
H

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SM 794 00(L-MMC)-8-34
2. Install the front case assembly through a new front
case gasket and temporarily tighten the flange
bolts(other than those for tightening the filter
bracket.)
Flange bolt installation
1. Insert a Phillips screwdriver into a hole in the left
side of the cylinder block to lock the counterbalance
shaft.
2. Secure the oil pump driven gear onto the left counter-
balance shaft by tightening the flange bolt to speci-
fied torque.
Plug installation
1. Install a new o-ring to the groove of the front case.
2. Install a plug to the front case.
3. Fit the special tool MD998162 on the plug, and then
hold in position with special tool MD998783.
4. Tighten the plug to the specified torque.
Oil pan installation
1. Clean both mating surface of the oil pan and cylinder
block.
2. Apply a 4mm(0.16 in.) wide bead of FIPG to the
entire circumference of the oil pan flange. The oil
pan should be installed in 15 minutes after the appli-
cation of FIPG
Specified FIPG: 3M
TM
AAD Part NO. 8672 or
equivalent
I
J
K

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SM 794 00(L-MMC)-8-35
3. Note the difference in bolt lengths at the location
shown.
Drain plug gasket installation
1. Install the drain plug gasket in the direction shown.
Caution:
Fitting the gasket in a wrong way will result in oil
leakage.
Oil pressure switch installation
Specified sealant:3M
TM
AAD Part No. 8672 or equiva-
lent.
Caution
1. Keep the end of threaded portion clear of
sealant.
2. Avoid an over tightening.
Oil filter installation
1. Clean the installation surfaces of the filter bracket.
2. Apply engine oil to the o-ring of oil filter.
3. Screw the oil filter in until the o-ring contacts the
bracket.
L
M
N

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SM 794 00(L-MMC)-8-36
Piston and Connecting Rod
Removal steps
1. Nut
2. Connecting rod cap
3. Connecting rod bearing
4. Piston and connecting rod assembly
5. Connecting rod bearing
6. Piston ring No. 1
7. Piston ring No. 2
8. Oil ring
9. Piston pin
10. Piston
11. Connecting rod
12. Bolt
G
A F
E
D
E
C
C
B
B A

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SM 794 00(L-MMC)-8-37
Connecting Rod Cap Removal
1. Mark the cylinder number on the side of the connect-
ing rod big end for correct reassembly.
2. Keep the removed connecting rods, caps, and bear-
ings in order according to the cylinder number.
Piston Pin Removal
1. Insert the special tool, Push Rod, into the piston from
the side on which the front mark is stamped in the
piston head, and attach the guide C to the push rod
end.
Piston pin setting tool MD998780
2. Place the piston and connecting rod assembly on the
special tool, Piston Pin Setting Base, with the front
mark facing upward.
3. Using a press, remove the piston pin.
NOTE
Keep the disassembled pistons, piston pins
and connecting rods in order according to
the cylinder number.
Inspection
Piston
Replace the piston if it is cracked or damaged.
Piston Pin
1. Insert the piston pin into the piston pin hole, without
the connecting rod, with your thumb. You should
feel a slight resistance. Replace the piston pin if it
can be easily inserted or there is excessive play.
2. The piston and piston pin must be replaced as an
assembly.
A
B

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SM 794 00(L-MMC)-8-38
Piston Ring
1. Check the piston ring for damage, excessive wear,
and breakage and replace if defects are evident. If the
piston has been replaced with a new one, the piston
rings must also be replaced with new ones. (Or,
replace piston and rings as an assembly.)
2. Check for the clearance between the piston ring and
ring groove. If the limit is exceeded, replace the ring
or piston, or replace piston and rings as an assembly.
Standard value:0.03 - 0.07 mm (0.0012- 0.0028 in.)
Limit: 0.1 mm (0.004 in.)
3. Install the piston ring into the cylinder bore. Force it
down with a piston, its crown being in contact with
the ring, to correctly position it at right angles to the
cylinder wall. Then, measure the end gap with a
feeler gauge. If the ring gap is excessive, replace the
piston ring.
Standard value:
No. 1: 0.25 - 0.40 mm (0.0098 - 0.0157 in.)
No. 2: 0.45 - 0.60 mm (0.0177 - 0.0236 in.)
Oil Ring: 0.10 - 0.40 mm (0.0039 - 0.0157 in.)
Limit:
No. 1, No. 2: 0.8 mm (0.031 in.)
Oil Ring: 1.0 mm (0.039 in.)
Crankshaft Pin Oil Clearance (Plastic Gauge
Method)
1. Remove oil from the crankshaft pin and the connect-
ing rod bearing.
2. Cut the plastic gauge to the same length as the width
of the bearing and place it on the crankshaft pin in
parallel with its axis.
3. Install the connecting rod cap carefully and tighten
the bolts to the specified torque
4. Carefully remove the connecting rod cap.
5. Measure the width of the plastic gauge at its widest
part by using the scale printed on the plastic gauge
package.
Standard value:0.02 - 0.05 mm (0.0008 - 0.0020 in.)
Limit: 0.1 mm (0.004 in.)

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SM 794 00(L-MMC)-8-39
Piston Pin Installation
1. Measure the following dimensions of the piston, pis-
ton pin and connecting rod.
A: Piston pin insertion hole length
B: Distance between piston bosses
C: Piston pin length
D: Connecting rod small end width
2. Obtain dimension L (to be used later) from the above
measurements by using by following formula:
3. Insert the special tool, Push Rod, into the piston pin
and attach the guide A to the push rod end.
4. Assemble the connecting rod in the piston with their
front marks facing the same direction.
5. Apply engine oil to the entire periphery of the piston
pin.
6. Insert the piston pin, push rod and guide A assembly
having assembled in step 3 from the guide A side
into the piston pin hole on the front marked side.
7. Screw the guide B into the guide A until the gap
between both guides amounts to the value L obtained
in step 2 plus 3 mm (0.12 in).
8. Place the piston and connecting rod assembly onto
the piston setting base with the front marks directed
upward.
9. Press-fit the piston pin using a press. If the press-fit-
ting force required is less than the standard value,
replace the piston and piston pin set or/and the con-
necting rod.
Standard value:
7,350 -17,150 N (750 -1,750 kg, 1,653 - 3,858 Ibs.)
A
L = (A - C) - (B - D)

2

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SM 794 00(L-MMC)-8-40
10. Check that the piston moves smoothly.
Oil Ring Installation
1. Fit the oil ring spacer into the piston ring groove.
NOTE
The side rails and spacer may be installed in
either direction.
The new spacers and side rails are painted in the following
colors to identify their sizes:
2. Install the upper side rail. To install the side rail, first
fit one end of the rail into the piston groove, then
press the remaining portion into position by finger.
See illustration.

CAUTION
!
Do not use any piston ring expander when
installing side rails.
3. Install the lower side rail in the same procedure as
described in step 2.
4. Make sure that the side rails move smoothly in either
direction.
Piston Ring No. 2 / Piston Ring No. 1
Installation
Using a piston ring expander, fit No. 2 and then No. 1 pis-
ton ring into position.
NOTE
1. Note the difference in shape between No. 1 and No. 2
piston rings.
2. Install piston rings No. 1 and No. 2 with their side
having marks facing up (on the piston crown side).
Size Identification Color
STD None
0.25 mm O.S. White
0.50 mm O.S. Blue
0.75 mm O.S. Black
1.00 mm O.S. Yellow
B
C

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SM 794 00(L-MMC)-8-41
Piston and Connecting Rod Installation
1. Liberally coat engine oil on the circumference of the
piston, piston ring, and oil ring.
2. Arrange the piston ring and oil ring gaps (side rail
and spacer) as shown in the illustration.
3. Rotate the crankshaft so that the crank pin is on the
center of the cylinder bore.
4. Use suitable thread protectors on the connecting rod
bolts before inserting the piston and connecting rod
assembly into the cylinder block. Care must be taken
not to nick the crank pin.
5. Insert the piston and connecting rod assembly from
above the cylinder in such a way that the front mark
(arrow) on the top of the piston will be directed
toward the camshaft sprocket.
6. Using a suitable piston ring compressor tool, install
the piston and connecting rod assembly into the cyl-
inder block.
Connecting Rod Bearing Installation
When the bearings are replaced, select and install them
according to the identification colors on the crankshaft
and identification marks stamped on the connecting rod
bearing.
Connecting rod inside diameter: 48.000-48.015 mm
Connecting Rod Cap Installation
1. Verifying the mark made during disassembly, install
the bearing cap to the connecting rod. If the connect-
ing rod is new with no index mark, make sure that
the bearing locking notches come on the same side as
shown.
D
Crankshaft Identification Color Pin ODmm
Yellow 44.995-45.000
None 44.985-44.995
White 44.980-44.985
Connecting Rod Bearing
Identification Mark Thicknessmm
1 1.487-1.491
2 1.491-1.495
3 1.495-1.499
E
F

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SM 794 00(L-MMC)-8-42
2. Make sure that connecting rod big end side clearance
meets the specification.
Standard value: 0.10 - 0.25 mm (0.0039 - 0.0098 in.)
Unit: 0.4 mm (0.016 in.)
Connecting Rod Cap Nut Installation
1. Since the connecting rod bolts and nuts are torqued
using a new procedure, they should be examined
BEFORE reuse. If the bolt threads are "necked
down," the bolts should be replaced. Necking can be
checked by running a nut with fingers to the full
length of the bolt's thread. If the nut does not run
down smoothly, the bolt should be replaced.
2. Before installing the nuts, the threads should be oiled
with engine oil.
3. Install both nuts on the bolts finger tight, then alter-
nately torque each nut to assemble the cap properly.
4. Tighten the nuts to 20 Nm (2 kgm, 14.5 ft.lbs.) plus
1/4 (90) turn.
G

CopyrightedMaterial

SM 794 00(L-MMC)-8-43
Crankshaft And Cylinder Block
Removal And Installation
Removal steps
1. Flywheel bolt 8. Crankshaft bearing cap
2. Flywheel 9. Crankshaft bearing lower
3. Rear plate 10. Crankshaft
4. Rear plate cover 11. Crankshaft bearing upper
5. Oil seal case 12. Thrust bearing
6. Oil seal 13. Cylinder block
7. Crankshaft bearing cap bolt
C
B
F
B
E
A
D
C

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SM 794 00(L-MMC)-8-44
Inspection
1. Crankshaft Oil Clearance (Plastic Gauge Meth-
od)
Use of the plastic gauge can facilitate the oil clearance
measurement work.
To use the plastic gauge, proceed as follows:
1. Remove oil from the crankshaft journal and crank-
shaft bearing .
2. Install the crankshaft.
3. Cut the plastic gauge to the same length as the width
of the bearing and place it on the journal in parallel
with its axis.
4. Install the crankshaft bearing cap carefully and
tighten the bolts to specified torque.
5. Remove the bolt and carefully remove the crankshaft
bearing cap.
6. Measure the width of the plastic gauge at its widest
part by using a scale printed on the plastic gauge
package.
Standard value: 0.02 to 0.04 mm
(0.0008 to 0.0016 in.)
Limit: 0.1 mm (0.004 in.)
2. Cylinder Block
1. Visually check for scratches, rust, and corrosion.
Use also a flaw detecting agent for the check. If
defects are evident, correct or replace.
2. Using a straightedge and feeler gauge, check the
block top surface for warpage. Make sure that the
surface is free from gasket chips and other foreign
matter.
Limit: 0.1 mm (0.004 in.)
3. Check the cylinder walls for scratches and seizure. If
defects are evident, correct (bore to oversize) or
replace.
4. Using a cylinder gauge, measure the cylinder bore
and cylindricity. If worn badly, rebore all cylinders
to an oversize and replace piston rings. Measure at
the points shown in the illustration.
Standard value:
Cylinder I.D.: 86.50 to 86.53 mm
(3.4055 to 3.4067 in.)
Cylindricity: 0.1 mm (0.004 in.)

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SM 794 00(L-MMC)-8-45
Cylinder Boring
1. Oversize pistons to be used should be determined on
the basis of the largest bore cylinder
NOTE
Size mark is stamped on the piston top.
2. Measure the outside diameter of a piston to be used.
Measure it in the thrust direction as shown.
3. Based on the measured piston O.D. calculate the bor-
ing finish dimension.
Boring finish dimension = Piston O.D. + (clearance
between piston O.D. and cylinder) - 0.02 mm
(0.0008 in.) (honing margin)
4. 4.Bore all cylinders to the calculated boring finish
dimension.
CAUTION
!
To prevent distortion that may result from
temperature rise during boring, bore cylin-
ders, working from No. 2 to No. 4 to No. 1 to
No. 3.
5. Hone to the final finish dimension (piston O.D. +
clearance between piston O.D. and cylinder).
6. Check the clearance between the piston and cylinder.
Clearance between piston and cylinder: 0.02 - 0.04
mm (0.0008 - 0.0016 in.)
NOTE
When boring cylinders, finish all of four cyl-
inders to the same oversize. Do not bore only
one cylinder to an oversize.
Crankshaft Bearing Installation
1. When the bearings are replaced, select and install
them according to the identification colors on the
crankshaft and the identification marks stamped on
the cylinder block.
Piston size identification
Size Identification mark
0.25 mm (0.01 in.) O.S. 0.25
0.50 mm (0.02 in.) O.S. 0.50
0.75 mm (0.03 in.) O.S. 0.75
1.00 mm (0.04 in.) O.S. 1.00
A

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SM 794 00(L-MMC)-8-46
2. Install the bearings having an oil groove to the cylin-
der block.
3. Install the bearings having no oil groove to the bear-
ing caps.
Bearing Cap/Bearing Cap Bolt Installation
1. Install the bearing caps so that their arrows are posi-
tioned on the timing belt side.
2. When installing the bearing cap bolts, check that the
shank length of each bolt meets the limit. If the limit
is exceeded, replace the bolt.
Limit: Max. 71.1 mm (2.79 in.)
3. Torque the bearing cap bolts to 25 Nm (2.5 kgm, 18
ft.lbs.) and, from that position, retighten them 1/4
(90) turns more.
4. After installing the bearing caps, make sure that the
crankshaft end play is correct. If the end play exceeds
the limit replace the crankshaft bearings.
Standard value: 0.05 - 0.25 mm (0.0020 - 0.0098 in.)
Limit: 0.4 mm (0.016 in.)
Oil Seal Installation
Sealant Application To Oil Seal Case
Install the oil seal case with the bolts coated with sealant.
Specified sealant: Threebond 1207F.
B
C
D
CopyrightedMaterial

GROUP 00(L-HMC)
Group 00(L-HMC), Engine
GROUP 00(L-HMC)
ENGINE
(HMC THETA 2.4 LPG)
General Information ................................ Section 1
Specification and Troubleshooting ..........Section 2
Disassembly and Reassembly ...................Section 3
- Timing System
- Cylinder Head Assembly
- Cylinder Block Assembly
- Cooling System
- Intake Manifold
- Exhaust Manifold
Lubrication System....................................Section 4
Electrical System.......................................Section 5
Emission Control System...........................Section 6

CopyrightedMaterial

General Information 00(L-HMC)-1-1
Engine Lay-out
C2 sensor
Cam poslon
sensor
Crank sensor
Cl pressure swlch
Waler
lemp
sensor
TMAP sensor
Waler
nlel
Coolanl nlel
lhermoslal)
Coolanl oullel
Waler
oullel
Blowby oullel
Section 1
General Information
(HMC THETA 2.4 LPG)

CopyrightedMaterial

00(L-HMC)-1-2 General Information
Location of Engine Identification
1. Engine fuel : L - LPG
2. Engine range : KB - 2.4L Theta engine
3. 4. Engine development order : KB - 2.4L Theta engine
5. Production year : 9 - 2009
6. Engine production sequence number : 000001 ~ 999999
Replacement
Standard values, such as torques and certain adjustments,
must be strictly observed in the reassembly of all parts If
removed, the following parts should always be replaced
with new ones.
1. Oil seals
2. Gaskets
3. O-rings
4. Lock washers
5. Cotter pins (split pins)
6. Plastic nuts
7. Sealant should be applied to gaskets.
8. Oil should be applied to the moving components of
parts.
9. Specified oil or grease should be applied to the pre-
scribed locations (oil seals, etc) before assembly.
Adjustment
Use gauges and testers to adjust correclty the parts to stan-
dard values correctly.
Electrical System
1. Be sure to disconnect the battery cable from the neg-
ative (-) terminal of the battery.
2. Never pull on the wires when disconnecting connec-
tors.
3. Locking connectors will click when the connector is
secure.
4. Handle sensors and relays carefully. Be careful not to
drop them against other parts.
Ruber Parts And Tubes
Always prevent gasoline from touching rubber parts or
tubing.

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Checking Cables And Wires
1. Check the terminal for tightness.
2. Check terminals and wires for corrosion from battery
electrolyte, etc
3. Check terminals and wires for open circuits.
4. Check wire insulation and coating for damage,
cracks and degrading.
5. Check the conductive parts of terminals for contact
other metallic parts(vehicle body and other parts).
6. Check grounded parts to verify that there is complete
continuity between thier attaching bolt(s) and the
vehicle's body.
7. Check for incorrect wiring.
8. Check that the wiring is so clamped to prevent con-
tact with sharp corners of the vehicle body, etc. or
hot parts (exhaust manifold, etc.)
9. Check that the wiring is clamped firmy to provide
enough clearance from the fan pulley, fan belt and
other rotating or moving parts.
10. Check that the wiring has a little space so that it can
vibrate between fixed and moving parts such as the
vehicle body and the engine.
Check Fuses
A blade type fuse test taps provided to allow checking
fuse is good if the test lamp lights up when one lead is
connected to the test taps (one at a time) and the other lead
is grounded. (Turn the ignition switch so that the fuse cir-
cuit becomes operative)
Serivicing The Electrical System
1. Prior to servicing the electrical system, be sure to
turn off the ignition switch and disconnect the battery
ground cable.
NOTE
In the course of MFI or ELC system diagno-
sis, when the battery cable is removed, any
diagnostic trouble code retained by the com-
puter will be cleared. Therefore, if necessary,
read the diagnostic before removing the bat-
tery cable.
2. Attach the wiring harnesses with clamps so that there
is no slack. However, for any harness which passes
the engine or other vibrating parts of the vehicle,
allow some slack within a range that does not allow
the engine vibrations to cause the harness to come
into contact with any of the surrounding parts and
then secure the harness by using a clamp.

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3. If any section of a wiring harness interferes with the
edge of a parts, or a corner, wrap the section of the
harness with tape or something similar in order to
protect it from damage.
4. When installing any parts, be careful not to pinch or
damage any of the wiring harness.
5. Never throw relays, sensors or electrical parts, or
expose them to strong shock.
6. The electronlic parts used in the computer, relays,
etc. are readily damaged by heat. If there is a need for
service operations that may cause the temperature to
exceed 80C (176F), remove the electronic parts
before hand.
7. Loose connectors cause problems. Make sure that the
connectors are always securely fastened.
8. When disconnecting a connector, be sure to grip only
the connector, not the wires.
9. Disconnect connector which have catches by press-
ing in the direction of the arrows shown the illustra-
tion.
10. Connect connectors which have catches by inserting
the connectors until they make a clicking sound.

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11. When using a circuit tester to check continuity or
voltage on connector terminals, insert the test probe
into the harness side. If the connector is a sealed con-
nector, insert the test probe through the hole in the
rubber cap until contacts the terminal, being careful
not to damage the insulation of the wires.
12. To avoid overloading the wiring, take the electrical current load of the optional equipment into consideration, and
determine the appropriate wire size.
Nominal size SAE gauge No.
Permissible current
In engine compartment Other areas
0.3mm AWG 22 5 A
0.5mm AWG 20 7 A 13 A
0.85mm AWG 18 9 A 17 A
1.25mm AWG 16 12 A 22 A
2.0mm AWG 14 16 A 30 A
3.0mm AWG 12 21 A 40 A
5.0mm AWG 10 31 A 54 A

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Tightening Torque Table Of Standard Parts
NOTE
- The torques shown in the table are standard values under the following conditions :
Nuts and bolts are made of galvanized steel bar.
Galvanized plain steel washers are inserted.
All nuts, bolts and plain washers are dry.
- The torques shown in the table are not applicable :
When spring washers, toothed washers and the like are inserted.
If plastic parts are fastened.
If self-tapping screws or self-locking nuts are used.
If threads and surfaces are coated with oil.
- If you reduce the torques in the table to the percentage indicated below, under the following conditions, it will
be the standard value.
If spring washers are used : 85%
If threads and bearing sufaces are stained with oil : 85%
Bolt minimal diameter Pitch (mm)
Torque Nm (kg.cm, lb.ft)
Head Mark 4 Head Mark 7
M5 0.8
3 ~ 4
(30 ~ 40, 2.2 ~ 2.9)
5 ~ 6
(50 ~ 60, 3.6 ~ 4.3)
M6 1.0
5 ~ 6
(50 ~ 50, 3.6 ~ 4.3)
9 ~ 11
(90 ~ 110, 6.5 ~ 8.0)
M8 1.25
12 ~ 15
(120 ~ 150, 9 ~ 11)
20 ~ 25
(200 ~ 250, 14.5 ~ 18.0)
M10 1.25
25 ~ 30
(250 ~ 300, 18 ~ 22)
30 ~ 50
(300 ~ 500, 22 ~ 36)
M12 1.25
35 ~ 45
(350 ~ 450, 25 ~ 33)
60 ~ 80
(600 ~ 800, 43 ~ 58)
M14 1.5
75 ~ 85
(750 ~ 850, 54 ~ 61)
120 ~ 140
(1,200 ~ 1,400, 85 ~ 100)
M16 1.5
11 ~ 13
(1,100 ~ 1,300, 80 ~ 94)
180 ~ 210
(1,800 ~ 2,100, 130 ~ 150)
M18 1.5
160 ~ 180
(1,600 ~ 1,800, 116 ~ 130)
260 ~ 300
(2,600 ~ 3,000, 190 ~ 215)
M20 1.5
220 ~ 250
(2,200 ~ 2,500, 160 ~ 180)
360 ~ 420
(3,600 ~ 4,200, 260 ~ 300)
M22 1.5
290 ~ 303
(2,900 ~ 3,300, 210 ~ 240)
480 ~ 550
(4,800 ~ 5,500, 350 ~ 400)
M24 1.5
370 ~ 420
(3,600 ~ 4,200, 260 ~ 300)
610 ~ 700
(6,100 ~ 7,000, 440 ~ 505)

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Lubricants
Recommended Lubricants
Selection Of Engine Oil
Recommended ILSAC classification : GF4 OR ABOVE
Recommended API classification : SM OR ABOVE
Recommended SAE viscosity grades :
NOTE
For best performance and maximum protection of all types of operation, select only those lubricants which :
1) Satisfy the requirement of the API classification.
2) Have proper SAE grade number for expected ambient temperature range.
3) Lubricants that do not have both an SAE grade number and API service classification on the container
should not be used.
Description OIL Q`TY(LITERS) Oil & Grease standard
ENG OIL
LPG 2.4L(L4KB)
TOTAL ENG OIL Q`TY 5.7 L API SM or ABOVE / SAE 5W -20 *1, *2
OIL PAN Q`TY 4.8 L 1. SAE 5W-20 engine oil is preferred regardless of
regional
2. If 5W-20 engine oil is not available, secondary
recommended engine oil can be used for
corresponding temperature range.
DRAIN AND REF OIL
Q`TY
5.2 L
CHANGE INTERVAL
OF OIL & OIL FILTER
NORMAL DRIVE 15000km(9300 mile) or 375 hour
SEVERE DRIVE 17500 km(4600 mile) or 188 hour

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Specification and Troubleshooting 00(L-HMC)-2-1
Section 2
Specification and Troubleshooting
(HMC THETA 2.4 LPG)

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00(L-HMC)-2-2 Specification and Troubleshooting
Specifications
Description Specification Limit
General
Type In-line, Double Overhead Camshaft
Number of cylinder 4
Bore 88mm
Stroke 97mm
Total displacement 2,359cc
Compression ratio 10.5 : 1
Firing order 1-3-4-2
Valve timing
Intake valve
Opens (BTDC) 5
Closes (ABDC) 39
Exhaust
Opens (BBDC) 42
Closes (ATDC) 6
Cylinder head
Flatness of gasket surface 0.05mm or less (0.02mm or less / 100 X 100)
Flatness of manifold mounting surface
Intake manifold surface 0.1mm or less
Exhaust manifold surface 0.1mm or less
Camshaft
Cam height
Intake 42.70mm
Exhaust 45.40mm
Journal O.D
NO.1 Intake : 30mm, Exhaust : 40mm
NO.2 ~ 5 Intake, Exhaust : 24mm
Bearing oil clearance
NO.1 Intake : 0.020 ~ 0.057mm 0.09mm
NO.1 Exhaust : 0.045 ~ 0.082mm 0.12mm
NO.2 ~ 5 Intake, Exhaust : 0.045 ~ 0.082mm 0.12mm
End play 0.04 ~ 0.16mm 0.24mm
Valve
Valve length
Intake 113.18mm 112.93mm min
Exhaust 105.79mm 105.74mm min
Stem O.D.
Intake 5.465 ~ 5.480mm
Exhaust 5.458 ~ 5.470mm
Face angle 45.25 ~ 45.75

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Valve head Margin
Intake 1.02mm
Exhaust 1.09mm
Valve stem to valve
guide clearance
Intake 0.020 ~ 0.047mm 0.07mm max
Exhaust 0.030 ~ 0.054mm 0.09mm max
MLA out dia 31.964 ~ 31.980mm
Tappet bore inner dia 32.000 ~ 32.025mm
MLA & Tappet bore claearance 0.020 ~ 0.061mm 0.07mm max
Valve seat
Width of seat contact
Intake 1.16 ~ 1.46mm
Exhaust 1.35 ~ 1.65mm
Seat angle
Intake 44.75 ~ 45.10
Exhaust 44.75 ~ 45.10
Valve Guide
Length(In /
Exhaust)
43.8 ~ 44.2mm
In Dia 5.500 ~ 5.512mm
Valve spring
Free length 47.44mm
Load
19.0 0.6kg/35.0mm
39.8 1.2kg/26.0mm
Squareness max 1.5
Valve clearance
Cold (20C[68F])
Intake 0.17 ~ 0.23mm 0.10 ~ 0.30mm
Exhaust 0.27 ~ 0.33mm 0.20 ~ 0.40mm
Cylinder block
Cylinder bore 88.000 ~ 88.03mm
Out-of-round and taper of cylinder bore 0.05mm or less (0.02mm or less / 100 X 100)
Piston
O.D (To set limits to new parts) 87.975~ 88.005mm
Clearance with cylinder bore 0.015 ~ 0.035mm
Ring groove width
No.1 1.235 ~ 1.25mm 1.26mm
No.2 1.23 ~ 1.25mm 1.26mm
No.3(oil ring) 2.01 ~ 2.03mm 2.05mm
Piston ring
Side clearance
No.1 0.03 ~ 0.08mm 0.1mm
No.2 0.05 ~ 0.08mm 0.1mm
Oil Ring 0.06 ~ 0.15mm 0.2mm

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End gap
No.1 Ring 0.15 ~ 0.30mm 0.6mm
No.2 Ring 0.37 ~ 0.52mm 0.7mm
Oil Ring 0.20 ~ 0.70mm 0.8mm
Piston Pin
O.D Dia 21.001 ~ 21.006mm
Piston Pin Hole Dia 21.016 ~ 21.024mm
Piston Pin Hole Clearance 0.013 ~ 0.023mm
Piston Pin Press Load 250 ~ 1250kg
Connecting Rod
Small end Dia 20.974 ~ 20.985mm
Big end Dia 51.000 ~ 51.018mm
Bending 0.05mm or less
Twist 0.1mm or less
Con rod big end to crankshaft side
clearance
0.10 ~ 0.25mm 0.35mm
Connecting Rod Bearing Oil Clearance 0.028 ~ 0.045mm 0.05mm
Crankshaft
Journal O.D. 51.942 ~ 51.960mm
Pin O.D. 47.954 ~ 47.972mm
Main Bearing Oil clearance 0.02~ 0.038mm 0.1mm
End play 0.07 ~ 0.25mm
Cooling System
Cooling method
Water cooled, pressurized,forced circulation
with mechanical fan
Thermostat
Type Wax pellet type with jiggle valve
Valve opening temperature 82 1.5 C
Valve Closing temperature 77 C
Full-opening temperature 95 C
Engine coolant temperature sensor
Type Heat-sensitive thermister type
Resistance
20 C 2.45 0.14k
80 C 0.3222k

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Specification and Troubleshooting 00(L-HMC)-2-4-1
Tightening Torque
Item Q`TY N.m kgf.m lb-ft
Upper oil pan bolt 9 23.5 ~ 27.4 2.4 ~ 2.8 17.4 ~ 20.2
Oil pump bolt 4 23.5 ~ 27.4 2.4 ~ 2.8 17.4 ~ 20.2
Timing chain cover bolt(M8) 9 18.6 ~ 22.5 1.9 ~ 2.3 13.7 ~ 16.6
Timing chain cover bolt(M6) 9 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2
Oil pan bolt 16 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Camshaft bearing cap bolt (M6) 16 10.8 ~ 12.7 1.1 ~ 1.3 7.9 ~ 9.4
Camshaft bearing cap bolt (M8) 4 27.4 ~ 31.4 2.8 ~ 3.2 20.3 ~ 23.1
Cylinder Head bolt 10 34.3 + 90 + 90 3.5 + 90 + 90 25.3 + 90 + 90
Cylinder head cover bolt 18 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2
Crankshaft pulley bolt 1 166.6 ~ 176.4 17.0 ~ 18.0 122.9 ~ 130.1
Flywheel bolt 7 117.6 ~ 127.4 12.0 ~ 13.0 86.8 ~ 93.9
Drive plate bolt 7 117.6 ~ 127.4 12.0 ~ 13.0 86.8 ~ 93.9
Timing chain tensioner bolt 2 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Timing chain tensioner arm bolt 1 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Timing chain guide bolt 3 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Camshaft sprocket bolt 2 53.9 ~ 63.7 5.5 ~ 6.5 39.7 ~ 47.0
Oil pump chain guide bolt 2 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Oil pump chain tensioner arm bolt 1 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Water pump bolt (8x95) 3 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Water pump bolt (8x70) 2 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Tensioner & idler bolt (10x75) 2 39.2 ~ 44.1 4.0 ~ 4.5 28.9 ~ 32.5
Tensioner & idler bolt (10x90) 3 39.2 ~ 44.1 4.0 ~ 4.5 28.9 ~ 32.5
Water temp control bolt 2 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Water temp control nut 2 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Oil level gauge assembly bolt 1 7.8 ~ 11.8 0.8 ~ 1.2 5.8 ~ 8.7
Ignition coil bolt 4 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Intake manifold bolt 3 18.6 ~ 27.5 1.9 ~ 2.8 13.7 ~ 20.3
Intake manifold nut 2 18.6 ~ 27.5 1.9 ~ 2.8 13.7 ~ 20.3
Intake manifold stay bolt (front/rear) 8 18.6 ~ 27.5 1.9 ~ 2.8 13.7 ~ 20.3
Exhaust manifold heater protector bolt 3 7.8 ~ 11.8 0.8 ~ 1.2 5.8 ~ 8.7
Exhaust manifold nut 7 49.0 ~ 53.9 5.0 ~ 5.5 36.2 ~ 39.8
Crankshaft position sensor & cover bolt 1 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Oxygen sensor 1 39.2 ~ 49.0 4.0 ~ 5.0 28.9 ~ 36.1
Knock sensor bolt 1 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Oil temperature sensor 1 19.6~ 44.1 2.0 ~ 4.0 14.5 ~ 28.9
Cam position sensor 1 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Oil pressure switch 1 7.8 ~ 11.8 0.8 ~ 1.2 5.8 ~ 8.7
Main bearing cap bolt 10 29.4 + 120 3.0 + 120 21.7 + 120
Oil filter 1 11.8 ~ 15.7 1.2 ~ 1.6 8.7 ~ 11.6
Connecting rod bearing cap bolt 8 19.6 + 90 2.0 + 90 14.5 + 90

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Specification and Troubleshooting 00(L-HMC)-2-4-2
Compression Pressure Inspection
NOTE
If there is lack of power, excessive oil con-
sumption or poor fuel economy, measure the
compression pressure
1. Warm up and stop engine. Allow the engine to warm
up to normal operating temperature(water temp
80~90C)
2. Disconnect the injector connectors (A)
3. Remove ignition coils(B). Remove spark plugs.
Using a 16mm plug wrench, remove the 4 s/plugs.
4. Check cylinder compression pressure.
1) Insert a compression gauge into the spark plug
hole.
2) Fully open the throttle.
3) While cranking the engine, measure the
compression pressure.
NOTE
Always use a fully charged battery to obtain
engine speed of 250 rpm or more.
4) Repeat steps (1) through (3) for each cylin-
der.
NOTE
This measurement must be done in a short
time as possible.
5) If the cylinder compression in 1 or more
cylinders is low, pour a small amount of
engine oil into the cylinder through the
spark plug hole and repeat steps (1) through
(3) for cylinders with low compression.
If adding oil helps the compression, it is likely
that the piston rings and/or cylinder bore are
worn or damaged.
If pressure stays low, a valve may be sticking or
seating is improper, or there may be leakage past
the gasket.
5. Reinstall spark plugs.
6. Install ignition coils.
7. Connect the injector connectors and ignition coil
connectors.
Compression pressure :
1,283kPa (13.0kgf/, 185psi)
Minimum pressure :
1,135kPa (11.5kgf/, 164psi)
Difference between each cylinder :
100kPa (1.0kgf/, 15psi) or less

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Valve Clearance and Adjustment
NOTE
Inspect and adjust the valve clearance when
the engine is cold (Engine coolant tempera-
ture : 20C (68F)) and cylinder head is
installed on the cylinder block.
1. Remove the engine cover(A).
2. Remove the cylinder head cover.
a. Disconnect the ignition coil connectors(A) and
remove the ignition coils.
b. Disconnect the P.C.V hose(A).
c. Disconnect the breather hose (A).
d. Loosen the cylinder head cover bolts and then
remove the cover(A) and gasket.
3. Set No.1 cylinder to TDC/compression.
a. Turn the crankshaft pulley and align its groove
with the timing mark "T" of the lower timing
chain cover.
b. Check that the mark(A) of the camshaft timing
sprockets are in straight line on the cylinder head
surface as shown in the illustration. If not, turn
the crankshaft one revolution (360)

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4. Inspect the valve clearance.
a. Check only the valve indicated as shown.
[No. 1 cylinder : TDC/Compression] measure the
valve clearance.
At this stage measure intake valve clearences on
no.1 & no.2 cylinder and exhaust valve cleaences
on no.1 & no.3 cylinder.
Using a thickness gauge, measure the clearance
between the tappet and the base circle of cam-
shaft.
Record the out-of-specification valve clearance
measurements. They will be used later to deter-
mine the required replacement adjusting tappet.
b. Turn the crankshaft pulley one revolution (360)
and align the groove with timing mark "T" of the
lower chain cover.
c. Check only valves indicated as shown. [NO. 4
cylinder : TDC/compression]. Measure the valve
clearence.
5. Adjust the intake and exhaust valve clearance.
a. Set the No.1 cylinder to the TDC/compression.
b. Marks on the timing chain and camshaft timing
sprockets
c. Remove the service hole bolt(A) of the timing
chain cover.
CAUTION
!
The bolt must not be reused once it has been
assembled.
d. Insert the SST(A) (09240-2G000) in the service
hole of the timing chain cover and release the
ratchet.
Valve clearance
Specification
Engine coolant temperature : 20C [68F]
Limit
Intake : 0.10 ~ 0.30mm (0.0039 ~ 0.0118in.)
Exhaust : 0.20 ~ 0.40mm (0.0079 ~ 0.0157in.)

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e. Remove the front camshaft bearing cap(A).
f. Remove the exhaust camshaft bearing cap and
exhaust camshaft
g. Remove the intake camshaft bearing cap and
intake camshaft.
CAUTION
!
When disconnect the timing chain from the
camshaft timing sprocket, hold the timing
chain.
h. Tie down timing chain so that it dosen't move.
CAUTION
!
Be careful not to drop anything inside timing
chain cover
i. Measure the thickness of the removed tappet
using a micrometer.
j. Calculate the thickness of a new tappet so that the
valve clearance comes within the specified value.
k. Select a new tappet with a thickness as close as
possible to the calculated value.
CAUTION
!
Shims are available in 47 size increments of
0.015mm (0.0006in.) from 3.00mm (0.118in.)
to 3.690mm (0.1452in.)
l. Place a new tappet on the cylinder head.
m. Hold the timing chain, and install the intake cam-
shaft and timing sprocket assembly.
n. Align the matchmarks on the timing chain and
camshaft timing sprocket.
o. Install the intake and exhaust camshaft.
p. Install the front bearing cap.
q. Install the sevice hole bolt.
r. Turn the crankshaft two turns in the operating
direction (clockwise) and realign crankshaft
sprocket and camshaft sprocket timing marks(A).
s. Recheck the valve clearance.
Valve clearance (Engine coolant temperature
: 20C)
T. Thickness of removed tappet
A. Measured valve clearance
N. Thickness of new tappet
Intake : N = T + [A - 0.20mm(0.0079in.)]
Exhaust : N = T + [A-0.30mm (0.0118in.)]
Tightening torque :
11.8 ~ 14.7N.m (1.2 ~ 1.5kgf.m, 8.7 ~ 10.8lb-ft)
Valve clearance (Engine coolant temperature
: 20C)
[Specification]
Intake : 0.17 ~ 0.23mm (0.0067 ~ 0.0090in.)
Exhaust : 0.32~0.38mm(0.0126~0.0149in.)

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Troubleshooting
Symption Suspect area Remedy
Engine misfire
with abnormal
internal lower
engine noises.
Worn crankshaft bearings Replace the crankshaft and bearings as required
Loose or improperly engine filwheel Repair or replace the flywheel as required
Worn piston rings
(Oil consumption may or may not cause the
engine to misfire.)
Inspect the cylinder for a loss of compression.
Repair or replace as required.
Worn crankshaft thrust bearings Replace the crankshaft and bearings as required
Engine misfire
with abnormal
valve train
noise.
Stuck valves.
(Carbon buidup on the valve stem)
Repair or replace as required
Excessive worn or mis-aligned timing chain
Replace the timing chain and sprocket as
required.
Worn camshaft lobes. Replace the camshaft and valve lifters.
Engine misfire
with coolant
consumption.
Faulty or crank of cylinder head gasket or
other damage to the cylinder head and engine
block cooling system.
Coolant consumption may or may not cause
the engine to overheat.
Inspect the cylinder head and engine block for
damage to the coolant passages and/or a
faulty head gasket.
Engine noise
on start-up, but
only lasting a
few seconds.
Incorrect oil viscosity
Drain the oil.
Install the correct viscosity oil.
Worn crankshaft thrust bearing.
Inspect the thrust bearing and crankshaft.
Upper engine
noise,
regardless of
engine speed.
Low oil pressure Repair or replace as required.
Broken valve spring. Replace the valve spring.
Worn or dirty valve lifters. Replace the valve lifters.
Stetched or broken timing chain and/or damaged
sprocket teeth.
Replace the timing chain and sprockets.
Worn timing chain tensioner, if applicable. Replace the timing chain tensioner as required
Worn camshaft lobes.
Inspect the camshaft lobes.
Replace the timing camshaft and valve lifters as
required.
Worn valve guides or valve stems.
Inspect the valves and valve guides, then repair
or replace as required.
Stuck valves. (Carbon on the valve stem or valve
seat may cause the valve to stay open.
Inspect the valves and valve guides, then repair
or replace as required.
Worn drive belt, idler, tensioner and bearing. Replace as required

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Lower engine
noise,
regardless of
engine speed
Low oil pressure Repair or required
Loose or damaged flywheel. Repair or replace the flywheel.
Damaged oil pan, contacting the oil pump
screen.
Inspect the oil pan.
Inspect the oil pump screen.
Oil pump screen loose, damaged or restricted.
Inspect the oil pump screen.
Excessive piston-to-cylinder bore clearance.
Inspect the piston, piston pin and cylinder
bore.
Excessive piston pin-to-piston clearance
Inspect the piston, piston pin and the con-rod.
Excessive connecting rod bearing clearance
Inspect the following components and repair or
replace as required.
The connecting rod bearings.
The connecting rods.
The crankshaft pin journals.
Excessive crankshaft bearing clearance
Inspect the following components, and repair or
The crankshaft bearings.
The crankshaft main journals.
The cylinder block
Incorrect piston, piston pin and connecting rod
installation
Verify the piston pins and connecting rods are
installed correctly.
Repair as required.
Engine noise
under load
Low oil pressure Repair or replace as required.
Excessive connecting rod bearing clearance
The connecting rod bearings.
The connecting rods.
The crankshaft
Excessive crankshaft bearing clearance
The crankshaft bearings.
The crankshaft main journals.
The cylinder block.

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Engine will not
crank-
crankshaft will
not rotate
Hydraulically locked cylinder
Coolant/antifreeze in cylinder.
Oil in cylinder.
Fuel in cylinder
Remove spark plugs and check for fluid.
Inspect for broken head gasket.
Inspect for cracked engine block or cylinder
head.
Inspect for a sticking fuel injector and/or leak-
ing fuel regulator.
Broken timing chain and/or timing chain gears.
Inspect timing chain and gears.
Repair as required.
Material in cylinder
Broken valve
Piston material
Fuel in cylinder
Inspect cylinder for damaged components and/or
foreign materials.
Seized crankshaft or connecting rod bearings.
Inspect crankshaft and connecting rod bearing.
Repair as required.
Bent or broken connecting rod.
Inspect connecing rods.
Repair as required.
Broken crankshaft
Inspect crankshaft.
Repair as required.

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Special service tools
Tool (Number and name) Illustration Use
Crankshaft front oil seal installer
(09214-3K000)
(09231-H1100)
Installation of the front oil seal
A : 09214-3K000
B : 09231-H1100
Valve stem oil seal installer
(09222-4A000)
Installation of the valve stem oil seal
Valve spring compressor & holder
(09222-3K000)
(09222=3K100)
Removal and installation of the intake
or exhaust valve
(09231-3K100)
Crankshaft rear oil seal installer
(09214-3K100)
(09231-H1100)
Installation of the crankshaft rear oil
seal
A : 09214-3K100
B : 09231-H1100
Flywheel stopper
(09231-3K000)
Holds flywheel so that engine dosen't
turn/move.
Torque angle adapter
(09221-4A000)
Installtion of bolts & nuts needing an
angular method of adjustment.
Oil pan remover
(09215-3C000)
Oil pan separation/ removal

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Disassembly and Reassembly 00(L-HMC)-3-1
Section 3
Disassembly and Reassembly
(HMC THETA 2.4 LPG)

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00(L-HMC)-3-2 Disassembly and Reassembly
TIMING SYSTEM
Component
1. Cylinder head cover 7. Crankshaft sprocket
2. Exhaust camshaft sprocket 8. Oil jet
3. Intake camshaft sprocket 9. Timing chain tensioner
4. Timing chain 10. Timing chain cover
5. Timing chain tensioner arm 11. Oil pan
6. Timing chain guide

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1. Oil pump module 4. Oil pump sproket
2. Cylinder block 5. Oil pump chain guide
3. Oil pump chain 6. Mechanical tensioner assy-o/p chain

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Removal
1. Disconnect the battery nagative cable.
2. Remove the engine cover (A).
3. Set No.1 cylinder to TDC/compression
4. Drain the engine oil, and then set a jack to the oil
pan.
CAUTION
!
Place wooden block between the jack and
engine oil pan
5. Remove the alternator & water pump pulley belt
(A).
6. Remove the water pump pulley(B) & fan pulley(C).
7. Remove the bracket(D) fan pulley & fan pulley ten-
sioner(E).
8. Remove the crank pulley(F) & alternator(G).
9. Remove the PCV hose (A).

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10. Disconnect the ignition coil connectors (A).
11. Remove the ignition coils (A).
12. Remove the cylinder head cover (A).
13. Remove the oil pan (A).
CAUTION
!
Be careful not to damage the contact surfaces
of cylinder block and oil pan
14. Remove the timing chain cover (A) by gently prying
the portions between the cylinder head and cylinder
block.
CAUTION
!
of cylinder block, cylinder head and timing
chain cover.
15. The key of crankshaft should be aligned with the
mating face of main bearing cap. As a result of this,
the piston of No.1 cylinder is placed at the top dead
center on compression stroke.

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16. Install a set pin after compressing the timing chain
tensioner.
17. Remove the timing chain tensioner (A) and timing
chain tensioner arm (B).
18. Remove the timing chain.
19. Remove the timing chain guide (A).
20. Remove the timing chain oil jet (A).
21. Remove the crankshaft chain sprocket (B).
22. Remove the oil pump chain
(Refer to Lubrication system in this group)
Inspection
Sprockets, Hydraulic Tensioner, Chain Guide,
Tensioner Arm
1. Check the cam sprocket, crankshaft sprocket teeth
for abnormal wear, cracks or damage. Replace if nec-
essary.
2. Check a contact surface of the chain tensioner arm
and guide for abnormal wear, cracks or damage.
Replace if necessary.
3. Check the hydraulic tensioner for its piston stroke
and ratchet operation. Replace if necessary.
Belt, Idler, Pulley
1. Check the idler for excessive oil leakage, abnormal
rotation or vibration. Replace if necessary.
2. Check belt for maintenance and abnormal wear of V-
ribbed part. Replace if necessary.
3. Check the pulleys for vibration in rotation, oil or dust
deposit of V-ribbed part. Replace if necessary.

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Installation
1. Install the crankshaft chain sprocket (B).
2. Install the timing chain oil jet (A).
3. Set crankshaft that the key of crankshaft should be
aligned with the mating surface of main bearing cap.
Put the intake, exhaust camshaft assembly that the
TDC mark of intake sprocket and exhaust sprocket
should be aligned with the top surface of cylinder
head. As a result of this, place the piston on No.1
cylinder at the top dead center on compression
stroke.
4. Install the timing chain guide (A).
5. Install the timing chain.
To install the timing chain with no slack between
each shaft (cam, crank), follow the below procedure.
Crankshaft sprocket (A) Timing chain guide (B)
Intake Camsprocket(C) Exhaust cam sprocket
assembly (D).
The timing mark of each sprockets should be
matched with timing mark (color link) of timing
chain at installing timing chain.
6. Install the timing chain tensioner arm (B).
7. Install the timing chain auto tensioner (A) and
remove the set pin.
Tightening torque :
7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)
Tightening torque :
9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)
Tightening torque :
9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)
Tightening torque :
9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)

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8. After rotating crankshaft 2 revolutions in regular
direction (clockwise viewed from front), confirm the
timing mark.
9. Install timing chain cover.
a) Using a gasket scraper, remove all the old pack-
ing material from the gasket surfaces.
b) The sealant locations on chain cover and on
counter parts (cylinder head, cylinder block, and
ladder frame) must be free of engine oil and ETC.
c) Before assembling the timing chain cover, the
liquid sealant Loctite 5900H or THREEBOND
1217H should be applied on the gap between cyl-
inder head and cylinder block.
The part must be assembled within 5 minutes
after sealant was applied.
d) After applying liquid sealant Loctite 5900H on
timing chain cover. The part must be assembled
within 5 minutes after sealant was applied. Seal-
ant should be applied without discontinuity.
e) The dowel pins on the cylinder block and holes
on the timing chain cover should be used as a ref-
erence in order to assemble the timing chain
cover to be in exact position.
f) The firing and/or blow out test should not be per-
formed within 30 minutes after the timing chain
cover was assembled.
10. Install the oil pan
a) Using a gasket scraper, remove all the old pack-
ing material from the gasket surfaces.
b) Before assembling the oil pan, the liquid sealant
Loctite 5900H or THREEBOND 1217H should
be applied on oil pan. The part must be assembled
within 5 minutes after the sealant was applied.
CAUTION
!
When applying sealant gasket, sealant must
not be protruded into the inside of oil pan.
To prevent leakage of oil, apply sealant gas-
ket to the inner threads of the bolt holes
c) Install the oil pan (A). Uniformly tighten the
bolts.
Bead width : 3.0mm(0.12in.)
Tightening torque :
M6 : 7.8 ~9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~7.2lb-ft)
M8 : 18.6~22.5N.m(1.9~2.3kgf.m, 13.7~16.6lb-ft)
Tightening torque :
M8 (B) : 26.5~30.4N.m( 2.7~3.1kgf.m, 19.5~22.4lb-ft)
M6 (C) : 9.8~1.8N.m (1.0~1.2kgf.m, 7.2 ~8.7lb-ft)

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d) After assembly, wait at least 30 minutes before
filling the engine with oil.
11. Install the cylinder head cover.
a) The hardened sealant located on the upper area
between timing chain cover and cylinder head
should be removed before assembling cylinder
head cover.
b) After applying sealant (Loctite 5900H), it should
be assembled within 5 minutes.
c) The firing and/or blow out test should not be per-
formedassembled. within 30 minutes after the
cylinder head cover was assembled.
d) Install the cylinder head cover bolts as following
method
CAUTION
!
Do not reuse cylinder head cover gasket.
12. Install the ignition coils (A).
13. Connect the ignition coil connectors (A).
Tightening torque :
Step 1 : 3.9~5.9N.m (0.4~0.6kgf.m, 2.9~4.3lb-ft)
Step 2 : 7.8~9.8N.m (0.8~1.0kgf.m, 5.8~7.2lb-ft)
Tightening torque :
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft

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14. Install the PCV hose (A).
15. Install the crankshaft pulley (A).
CAUTION
!
Use the SST(flywheel stopper, 09231-3K000)
to install the crankshaft pulley bolt, after
remove the starter.
16. Install the water pump pulley (B).
17. Install the idler (C).
18. Install the fan pulley bracket (D).
19. Install the fan pulley (E).
20. Install the fan pulley tensioner (F).
21. Install the alternator (G).
22. Install the alternator & water pump pulley belt (H).
Belt tension gauge method :
Attach the belt tension gauge to the belt and measure
the tension. Follow the gauge manufacturer's instruc-
tions.
23. Install the engine cover (A).
Tightening torque :
166.6~176.4N.m (17.0~18.0kgf.m, 122.9~130.1lb-ft)
Tightening torque :
7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)
Tightening torque :
53.9~63.7N.m (5.5~6.5kgf.m, 39.7~47.0lb-ft)
Tightening torque :
42.14~53.9N.m (4.3~5.5kgf.m, 30.96~39.60lb-ft)
Tightening torque :
18.6~22.5N.m (1.9~2.3kgf.m, 13.7~16.6lb-ft)
Tightening torque :
18.6~22.5N.m (1.9~2.3kgf.m, 13.7~16.6lb-ft)
Tension
Used Belt : 340~490 N (35~50 kgf, 77~110 lbf)
New Belt : 690~880 N (70~90 kgf, 150~200 lbf)

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CYLINDER HEAD ASSEMBLY
Components
1. Camshaft bearing cap 6. Intake camshaft sprocket 11. Valve stem seal
2. Camshaft front bearing cap 7. MLA 12. Valve
3. Exhaust camshaft 8. Retainer lock 13. Cylinder head
4. Intake camshaft 9. Retainer 14. Cylinder head gasket
5. Exhaust camshaft sprocket 10. Valve spring

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Removal
Engine removal is not required for this procedure
CAUTION
!
To avoid damaging the cylinder head, wait
until the engine coolant temperature drops
below normal temperature before remov-
ing it.
When handling a metal gasket, take care
not to fold the gasket or damage the con-
tact surface of the gasket.
To avoid damage, unplug the wiring con-
nectors carefully while holding the connec-
tor portion.
NOTE
Mark all wiring and hoses to avoid miscon-
nection.
Turn the crankshaft pulley so that the No1
piston is at top dead center(See page tim-
ing)
2. Remove the water temp control assembly (A).
3. Remove the intake manifold(A), Exhaust mani-
fold(B)
4. Disconnect the ignition coil connectors (A).
5. Remove the ignition coil 4ea (A)
6. Remove the cylinder head cover (A).

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(Refer to Timing system in this group)
8. Remove the intake & exhaust camsprocket.
9. Remove the cam shaft.
1) Remove the front cam shaft bearing cap (A).
2) Remove camshaft bearing cap (A), in the
sequence shown.
3) Remove the cam shaft (A).
10. Remove the cylinder head bolts, then remove the cyl-
inder head.
1) Using triple square wrench, uniformly loosen
and remove the 10 cylinder head bolts, in several
passes, in the sequence shown.Remove the 10
cylinder head bolt and plat washers
CAUTION
!
Head warpage or crack could result from
removing bolts in an incorrect order.
2) Lift the cylinder head from the dowels on the
cylinder block and place the cylinder head on
wooden blocks on a bench.
CAUTION
!
of the cylinder head and cylinder block
11. Remove the cylinder head gasket

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Disassembly
NOTE
Identify MLA(Mechanical Lash Adjuster),
valves, valve springs as they are removed so
that each item can be reinstalled in its origi-
nal position.
1. Remove MLAs(A).
2. Remove valves.
1) Using SST(09222-3K000, 09222-3K100), com-
press the valve spring and remove retainer lock.
2) Remove the spring retainer.
3) Remove the valve spring.
4) Remove the valve.
5) Using needle-nose pliers, remove the valve stem
seal.
Inspection
Cylinder Head
1. Inspect for flatness.
Using a precision straight edge and feeler gauge,
measure the surface the contacting the cylinder block
and the manifolds for warpage.
2. Inspect for cracks.
Check the combustion chamber, intake ports, exhaust
ports and cylinder block surface for cracks. If
cracked, replace the cylinder head.
Valve And Valve Spring
1. Inspect valve stems and valve guides.
1) Using a caliper gauge, measure the inside diame-
ter of the valve guide.
Flatness of cylinder head gasket surface
Standard : Less than 0.05mm(0.002in.)
Flatness of manifold gasket surface
Standard : Less than 0.10mm(0.004in.)
Valve guid I.D.
Intake / Exhaust : 5.500 ~ 5.512mm
(0.216 ~ 0.217in.)

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2) Using a micrometer, measure the diameter of the
valve stem.
3) Subtract the valve stem diameter measurement
from the valve guide inside diameter measure-
ment
If the clearance is greater than maximum,
replace the valve and valve guide.
2. Inspect valves.
1) Check the valve is ground to the correct valve
face angle.
2) Check that the surface of the valve for wear.
3) Check the valve head margin thickness. If the
margin thickness is less than minimum, replace
the valve.
4) Check the valve length.
5) Check the surface of the valve stem tip for wear.
If the valve stem tip is worn, replace the valve.
3. Inspect valve seats
Check the valve seat for evidence of overheating and
improper contact with the valve face.
Replace the seat if necessary.
Before reconditioning the seat, check the valve guide
for wear. If the valve guide is worn, replace it, then
recondition the seat. Recondition the valve seat with
a valve seat grinder or cutter. The valve seat contact
width should be within specifications and centered
on the valve face.
4. Inspect valve springs
1) Using a steel square, measure the out- of-square
of the valve spring
2) Using a vernier calipers, measure the free length
of the valve spring.
Valve guid I.D.
Intake : 5.465 ~ 5.480mm (0.2151 ~ 0.2157in.)
Exhaust : 5.458 ~ 5.470mm (0.2149 ~ 0.2153in)
Valve stem-to-guide clearance
[Standard]
Intake : 0.020 ~ 0.047mm (0.0008 ~ 0.0018in.)
Exhaust : 0.030 ~ 0.054mm (0.0012 ~ 0.0021in.)
[Limit]
Intake : 0.07mm (0.0027in.)
Exhaust : 0.09mm (0.0035in.)
Margin
[Standard]
Intake : 1.02mm(0.0401in.)
Exhaust : 1.09mm(0.0429in.)
Valve stem-to-guide clearance
[Standard]
Intake : 113.18mm (4.456in.)
Exhaust : 105.79mm (4.165in.)
[Limit]
Intake : 112.93mm (4.446in.)
Exhaust : 105.64mm (4.159in.)
Valve spring
[Standard]
Free height : 47.44mm (1.8677in.)
Out-of-square : 1.5

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If the free length is not as specified, replace the
valve spring.
MLA
1. Inspect MLA.
Using a micrometer, measure the MLA outside diam-
eter.
2. Using a caliper gauge, measure MLA tappet bore
inner diameter of cylinder head.
3. Subtract MLA outside diameter measurement from
tappet bore inside diameter measurement.
Camshaft
1. Inspect cam lobes.
Using a micrometer, measure the cam lobe height.
If the cam lobe height is less than standard, replace
the camshaft.
2. Inspect camshaft journal clearance.
1) Clean the bearing caps and camshaft journals.
2) Place the camshafts on the cylinder head.
3) Lay a strip of plastigage across each of the cam-
shaft journal.
4) Install the bearing caps.
CAUTION
!
Do not turn the camshaft.
5) Remove the bearing caps.
6) Measure the plastigage at its widest point.
<Bearing oil clearance>
MLA O.D.
Intake/Exhaust : 31.964 ~ 31.980mm
(1.2584 ~ 1.2590in.)
Tappet bore I.D.of cylinder head
(1.2598 ~ 1.2608in.)
MLA to tappet bore clearance
[Standard]
(0.0008 ~ 0.0024in.)
[Limit]
Intake/Exhaust : 0.07mm(0.0027in.)
MLA to tappet bore clearance
[Standard value]
Intake : 42.6~42.8mm (1.6771 ~ 1.1.6850in.)
Exhaust : 45.3~45.5mm (1.7834 ~ 1.7913in.)
[Standard value]
Intake
No.1.2,3,4,5, journal : 0.045 ~ 0.082mm
(0.0018 ~ 0.0032in.)
Exhaust
No.1. 2,3,4,5, journal : 0.045 ~ 0.082mm
(0.0017 ~ 0.0032in.)
[Limit]
Intake / Exhaust
No.1.2,3,4,5 journal : 0.12mm (0.0047in.)

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If the oil clearance is greater than maximum,
replace the camshaft. If necessary, replace cylin-
der head.
7) Completely remove the plastigage.
8) Remove the camshafts.
3. Inspect camshaft end play.
1) Install the camshafts.
2) Using a dial indicator, measure the end play
while moving the camshaft back and forth.
If the end play is greater than maximum, replace
the camshaft. If necessary, replace cylinder head
3) Remove the camshafts.
Reassembly
NOTE
Thoroughly clean all parts to be assembled.
Before installing the parts, apply fresh
engine oil to all sliding and rotating sur-
faces.
Replace oil seals with new ones.
1. Install valves.
1) Using SST(09222-4A000), push in a new oil
seal.
CAUTION
!
Do not reuse old valve stem seals.
Incorrect installation of the seal could
result in oil leakage past the valve guides.
2) Install the valve, valve spring and spring
retainer.
CAUTION
!
Place valve springs so that the side coated
with enamel the spring and install the
retainer locks. After installing the valves,
ensure that the retainer locks are correctly in
place before releasing the valve spring com-
pressor.
3) Using the SST(09222-3K000, 09222-3K100),
compress the spring and install the retainer
locks. After installing the valves, ensure that the
Camshaft end play
[Standard value] : 0.04~0.16mm
(0.0016 ~ 0.0063)
[Limit] : 0.18mm (0.007087in.)

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retainer locks are correctly in place before
releasing the valve spring compressor.
4) Lightly tap the end of each valve stem two or
three times with the wooden handle of a hammer
to ensure proper seating of the valve and retainer
lock.
2. Install MLAs.
Check that the MLA rotates smoothly by hand.
CAUTION
!
MLA can be reinstalled in its original posi-
tion.
CAUTION
!
Thoroughly clean all parts to be assembled.
Always use a new head and manifold gas-
ket.
The cylinder head gasket is a metal gasket.
Take care not to bend it.
Rotate the crankshaft, set the No.1 piston
at TDC.
3. Install OCV filter
CAUTION
!
Keep the OCV filter clean.
4. Install the cylinder head gasket(A) on the cylinder
block.
CAUTION
!
Be careful of the installation direction.
Apply liquid gasket (Loctite 5900H) on the
mark (B).
After applying sealant, assemble the cylin-
der head in five minutes.
5. Place the cylinder head carefully in order not to dam-
age the gasket with the bottom part of the end.
6. Install cylinder head bolts.
a) Apply a light coat if engine oil on the threads and
under the heads of the cylinder head bolts.

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b) Using hexagon wrench, install and tighten the 10
cylinder head bolts and plate washers, in several
passes, in the sequence shown.
CAUTION
!
Always use new cylinder head bolt.
7. Install the camshafts (A)
CAUTION
!
Apply a light coat of engine oil on camshaft
journals
8. Install camshaft bearing caps in their proper loca-
tions, Tightening order: Group (A)->Group(B)-
>Group(C)
9. Install the timing chain.(see timing system)
10. Check and adjust valve clearance
(see general adjustment).
11. Install the spark plug 4ea
12. Install the cylinder head cover bolts as following
method.
13. Install the intake manifold(A)
14. Install the exhaust manifold(B)
Tightening torque :
34.3N.m (3.5kgf.m, 25.3lb-ft) + 90+ 90
Tightening torque :
Step 1 : M6 : 5.9N.m( 0.6kgf.m, 4.3lb-ft)
M8 : 14.7N.m( 1.5kgf.m, 10.8lb-ft)
Step 2 : M6 : 10.8~12.7N.m(1.1~1.3kgf.m, 7.9~9.4lb-ft)
M8 : 27.5~31.4N.m(2.8~3.2kgf.m, 20.3~23.1lb-ft)
Tightening torque :
19.6 ~ 29.4N.m (2.0 ~ 3.0 kgf.m,14.46 ~ 21.7 lb-ft)
Tightening torque :
Step 1 : 3.9~5.9N.m (0.4~0.6kgf.m, 2.9~4.3lb-ft)
Step 2 : 7.8~9.8N.m (0.8~1.0kgf.m, 5.8~7.2lb-ft)
Tightening torque :
Bolt : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft)
Nut : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft)
Tightening torque :
Nut : 49~ 53.9Nm(5.0~ 5.5kgf.m.36.2 ~ 39.8lbf.ft)

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15. Install the water temp control assembly (A).
16. Install the ignition coils (A).
17. Connect the ignition coil connectors (A).
Tightening torque :
Bolt : 14.7~21.56Nm(1.5~2.2kgf.m.10.84~15.9lbf.ft)
Nut : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft)
Tightening torque :
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)
Tightening torque :
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

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CYLINDER BLOCK ASSEMBLY
Components
1. Piston ring 5. Piston pin
2. Piston 6. Connecting rod lower bearing
3. Connecting rod 7. Connecting rod bearing cap
4. Connecting rod upper bearing 8. Ladder frame

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1. Crankshaft upper bearing 4. Crankshaft lower bearing
2. Thrust bearing 5. Main bearing cap
3. Crankshaft

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Disassembley
1. Remove the start motor (A).
2. Remove the flywheel (A).
3. Remove the flywheel housing (B).
4. Remove the timing systems(see : timing system)
5. Remove the cylinder head(see : cylinder head assem-
bly)
6. Remove the alternator(A).
7. Remove the alternator bracket (A).
8. Remove oil level gauge assembly(A).
9. Remove knock sensor(A).
10. Remove oil pressure sensor(A).

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11. Remove CKP sensor(A).
12. Remove the water pump(A)
13. Remove the oil pump(A) and ladder frame(B).
14. Check the connecting rod end play.
15. Remove the connecting rod caps and check oil clear-
ance.
16. Remove piston and connecting rod assemblies.
1) Using a ridge reamer, remove all the carbon
from the top of the cylinder.
2) Push the piston, connecting rod assembly and
upper bearing through the top of the cylinder
block
NOTE
Keep the bearings, connecting rod and cap
together.
rrange the piston and connecting rod
assemblies in the correct order.
17. Remove crankshaft bearing cap and check oil clear-
ance.
18. Check the crankshaft end play.
19. Lift the crankshaft(A) out of the engine, being care-
ful not to damage journals.
NOTE
Arrange the main bearings and thrust bear-
ings in the correct order.
20. Check fit between piston and piston pin. Try to move
the piston back and forth on the piston pin. If any
movement is felt, replace the piston and pin as a set.
21. Remove piston rings.
1) Using a piston ring expander, remove the 2 com-
pression rings.
2) Remove 2 side rails and the spacer by hand.
NOTE
Arrange the piston rings in the correct order
only.
22. Disconnect connecting rod from piston.

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Inspection
Connecting Rod And Crankshaft
1. Check the connecting rod end play.
Using a feeler gauge, measure the end play while
moving the connecting rod back and forth.
1) If out-of-tolerance, install a new connecting rod.
2) If still out-of-tolerance, replace the crankshaft.
2. Check the connecting road bearing oil clearance.
1) Check the matchmarks on the connecting rod
and cap are aligned to ensure correct reassembly.
2) Remove 2 connecting rod cap bolts.
3) Remove the connecting rod cap and bearing half.
4) Clean the crank pin and bearing.
5) Place plastigage across the crank pin.
6) Reinstall the bearing half and cap, and torque the
bolts.
7) Remove 2 bolts, connecting rod cap and bearing
half.
NOTE
Do not turn the crankshaft.
8) Measure the plastigage at its widest point.
9) If the plastigage measures too wide or too nar-
row, remove the upper half of the bearing, install
a new, complete bearing with the same color
mark (select the color as shown in the next col-
umn), and recheck the clearance.
CAUTION
!
Do not file, shim, or scrape the bearings or
the caps to adjust clearance.
10) If the plastigage shows the clearance is still
incorrect, try the next larger or smaller bearing
(the color listed above or below that one), and
check clearance again.
NOTE
If the proper clearance cannot be obtained
by using the appropriate larger or smaller
bearings, replace the crankshaft and start
over.
CAUTION
!
If the marks are indecipherable because of
an accumulationof dirt and dust, do not
scrub them with a wire brush or scraper.
Clean them only with solvent or detergent.
<Connecting Rod Mark Location>
Standard end play : 0.1~0.25mm(0.004~0.010in.)
Maximum end play : 0.35mm(0.0138in.)
Tightening torque :
19.6N.m (2.0kgf.m, 14.46lb-ft) + 90
Standard oil clearance
0.028 ~ 0.046mm(0.0011 ~ 0.0018in.)

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<Discrimination Of Connecting Rod>
<Crankshaft Pin Mark Location>
<Discrimination Of Crankshaft>
<Place Of Identification Mark (Connecting Rod
Bearing) >
<Discrimination Of Connecting Rod Bearing>
11) Selection
3. Check the crankshaft bearing oil clearance.
1) To check main bearing-to-journal oil clearance,
remove the main caps and bearing halves.
2) Clean each main journal and bearing half with a
clean shop tower.
3) Place one strip of plastigage across each main
journal.
4) Reinstall the bearings and caps, then torque the
bolts.
NOTE
Do not turn the crankshaft.
Class Mark Inside Diameter
a A
51.000 ~ 51.006 mm
(2.0079 ~ 2.0081 in.)
b B
51.006 ~ 51.012 mm
(2.0081 ~ 2.0083 in.)
c C
51.012 ~ 51.018 mm
(2.0083 ~ 2.0085 in.)
Class Mark Outside Diameter Of Pin
I 1
47.966 ~ 47.972 mm
(1.884 ~ 1.8886 in.)
II 2
47.960 ~ 47.966 mm
(1.8881 ~ 1.8884 in.)
III 3
47.954 ~ 47.960 mm
(1.8879 ~ 1.8881 in.)
Class Mark Thickness Of Bearing
AA
BLUE
1.517 ~ 1.520 mm
(0.0597 ~0.0598 in.)
A
BLACK
1.514 ~ 1.517 mm
(0.0596 ~ 0.0597 in.)
B
NONE
1.511 ~ 1.514 mm
(0.0595 ~ 0.0596 in.)
C
GREEN
1.508 ~ 1.511 mm
(0.0594 ~ 0.0595 in.)
D
YELLOW
1.505 ~ 1.508 mm
(0.0593 ~ 0.0594 in.)
Crankshaft
Indentification
Mark
Connecting
Rod
Indentification
Mark
Assembing
Classification Of
Bearing
I (1)
a (A) D (YELLOW)
b (B) C (GREEN)
c (C) B (NONE)
II (2)
a (A) C (GREEN)
b (B) B (NONE)
c (C) A (BLACK)
III (3)
a (A) B (NONE)
b (B) A (BLACK)
c (C) AA (BLUE)
Tightening torque
29.4N.m(3.0kgf.m,21.7)+120

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5) Remove the cap and bearing again, and measure
the widest part of the plastigage.
6) If the plastigage measures too wide or too nar-
row, remove the upper half of the bearing, install
a new, complete bearing with the same color
mark (select the color as shown in the next col-
umn), and recheck the clearance.
CAUTION
!
Do not file, shim, or scrape the bearings or
the caps to adjust clearance.
7) If the plastigage shows the clearance is still
incorrect, try the next larger or smaller bearing
(the color listed above or below that one), and
check clearance again.
NOTE
If the proper clearance cannot be obtained
by using the appropriate larger or smaller
bearings, replace the crankshaft and start
over.
CAUTION
!
If the marks are indecipherable because of
an accumulation of dirt and dust, do not
scrub them with a wire brush or scraper.
Clean them only with solvent or detergent.
<Connecting Rods>
When reinstalling, make sure that cylinder num-
bers put on the connecting rod and cap at disassem-
bly match. When a new connecting rod is installed,
make sure that side.the notches for holding the
bearing in place are on the same
Replace the connecting rod if it is damaged on the
thrust faces at either end. Also if step wear or a
severely rough surface of the inside diameter of the
small end is apparent, the rod must be replaced as
well.
Using a connecting rod aligning tool, check the rod
for bend and twist. If the measured value is close to
the repair limit, correct the rod by a press. Any
connecting rod that has been severely bent or dis-
torted should be replaced.
<Crankshaft bore mark location>
Letters have been stamped on the block as a mark
for the size of each of the 5 main journal bores.
Use them, and the numbers or bar stamped on the
crank (marks for main journal size), to choose the
correct bearings
<Discrimination Of Cylinder Block>
Standard oil clearance
0.02~0.048mm(0.0008 ~ 0.0015in.)
Allowable bend of connecting rod :
0.05mm / 100mm (0.0020 in./3.94 in.) or less
Allowable twist of connecting rod :
0.1mm / 100mm (0.0039 in./3.94 in.) or less
Class Mark Inside Diameter
a A
56.000 ~ 56.006 mm
(2.2047 ~ 2.2049 in.)
b B
56.006 ~ 56.012 mm
(2.2049 ~ 2.2052 in.)
c C
56.012 ~ 56.018 mm
(2.2052 ~ 2.2054 in.)

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<Crankshaft Journal Mark Location>
NOTE
Conform to read stamping order as shown
arrow direction from #1.
<Discrimination Of Crankshaft>
<Place Of Identification Mark (Crankshaft Bearing)>
<Discrimination Of Crankshaft Bearing>
<Selection>
4. Check crankshaft end play.
Using a dial indicator, measure the thrust clearance
while prying the crankshaft back and forth with a
screwdriver.
If the end play is greater than maximum, replace the
thrust bearings as a set.
5. Inspect main journals and crank pins Using a
micrometer, measure the diameter of each main jour-
nal and crank pin.
Class Mark Outside Diameter Of Journal
I 1
51.954 ~ 251.960 mm
(2.0454 ~ 2.0456 in.)
II 2
51.948 ~ 51.954 mm
(2.0452 ~ 2.0454 in.)
III 3
51.942 ~ 51.948 mm
(2.0449 ~ 2.0452 in.)
Class Mark Thickness Of Bearing
AA
BLUE
2.026 ~ 2.029 mm
(0.0797 ~0.0798 in.)
A
BLACK
2.023 ~ 2.026 mm
(0.0796 ~ 0.0797 in.)
B
NONE
2.020 ~ 2.023 mm
(0.0795 ~ 0.0796 in.)
C
GREEN
2.017 ~ 2.020 mm
(0.0794 ~ 0.0795 in.)
D
YELLOW
2.014 ~ 2.017 mm
(0.0793 ~ 0.0794 in.)
Crankshaft
Indentificati
on Mark
Crankshaft
Bore
Indentification
Mark
Assembing
Classification
Of Bearing
I (1)
a (A) D (YELLOW)
b (B) C (GREEN)
c (C) B (NONE)
II (2)
a (A) C (GREEN)
b (B) B (NONE)
c (C) A (BLACK)
III (3)
a (A) B (NONE)
b (B) A (BLACK)
c (C) AA (BLUE)
Standard end play
0.07 ~ 0.25mm (0.0027 ~ 0.0098in.)
Limit : 0.30mm (0.0118in.)
Thrust bearing thickness
1.925 ~ 1.965mm(0.0758 ~ 0.07736in.)
Main journal diameter :
51.942 ~ 51.960mm (2.0449 ~ 2.0456in.)
Crank pin diameter :
47.954 ~ 47.972mm (1.8879 ~ 1.8886in.)

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Cylinder Block
1. Remove gasket material.
Using a gasket scraper, remove all the gasket mate-
rial from the top surface of the cylinder block.
2. Clean cylinder block
Using a soft brush and solvent, thoroughly clean the
cylinder block.
3. Inspect top surface of cylinder block for flatness.
Using a precision straight edge and feeler gauge,
measure the surface contacting the cylinder head gas-
ket for warpage.
4. Inspect cylinder bore diameter
Visually check the cylinder for vertical scratchs.
If deep scratches are present, replace the cylinder
block. Inspect cylinder bore diameter
5. Using a cylinder bore gauge, measure the cylinder
bore diameter at position in the thrust and axial direc-
tions
NOTE
Measure position (from the bottom of the cyl-
inder block) : 110.7mm(4.3582in.) /
160mm(6.2992in.) / 210mm(8.2677in.)
6. Check the cylinder bore size code on the cylinder
block.
Flatness of cylinder block gasket surface
Standard : Less than 0.05mm
(max 0.02mm /100 x100mm)
(max 0.000787in/ 3.937 x 3.937in)
Standard diameter
88.00 ~ 88.03mm (3.4645 ~ 3.4657in.)
Class
Cylinder bore inner
diameter
Size code
A
88.00 ~ 88.01 mm
(3.4645 ~ 3.4649 in.)
B
88.01 ~ 88.02 mm
(3.4649~ 3.4653 in.)
C
88.02 ~ 88.03 mm
(3.4653 ~ 3.4657 in.)

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7. Check the piston size code on the piston top face.
NOTE
Stamp the grade mark of basic diameter with
rubber stamp.
<Piston Outer Diameter>
8. Select the piston related to cylinder bore class.
Piston And Rings
1. Clean piston
1) Using a gasket scraper, remove the carbon from
the piston top.
2) Using a groove cleaning tool or broken ring,
clean the piston ring grooves.
3) Using solvent and a brush, thoroughly clean the
piston.
NOTE
Do not use a wire brush
2. The standard measurement of the piston outside
diameter is taken 14 mm (0.55 in.) from the top land
of the piston
3. Calculate the difference between the cylinder bore
diameter and the piston diameter.
4. Inspect the piston ring side clearance.
Using a feeler gauge, measure the clearance between
new piston ring and the wall of the ring groove.
If the clearance is greater than maximum, replace the
piston.
Class
Cylinder bore inner
diameter
Size code
A
87.97 ~ 87.98 mm
(3.4633 ~ 3.4637 in.)
A
B
87.98 ~ 87.99 mm
(3.4637~ 3.4664 in.)
None
C
87.99 ~ 88.00mm
(3.4641 ~ 3.4645 in.)
C
Clearance :
0.015 ~ 0.035mm (0.00059 ~ 0.00137in.)
Standard diameter
87.975 ~ 88.005mm (3.4635 ~ 3.4647in.)
Piston-to-cylinder clearance
0.015 ~ 0.035mm(0.00059 ~ 0.00137in.)
Piston ring side clearance
Standard
No.1 : 0.05 ~ 0.08mm (0.0019 ~ 0.0031in.)
No.2 : 0.05 ~ 0.08mm (0.0019 ~ 0.0031in.)
Oil ring : 0.06 ~ 0.15mm (0.0023 ~ 0.0059in.)
Limit
No.1 : 0.1mm (0.004in.)
No.2 : 0.1mm (0.004in.)
Oil ring : 0.2mm (0.008in.)

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5. Inspect piston ring end gap.
To measure the piston ring end gap, insert a piston
ring into the cylinder bore.
Position the ring at right angles to the cylinder wall
by gently pressing it down with a piston.
Measure the gap with a feeler gauge. If the gap
exceeds the service limit, replace the piston ring.
If the gap is too large, recheck the cylinder bore
diameter the wear limits, If the bore is over the ser-
vice limit, the cylinder block must be rebored.
Piston Pins
1. Measure the diameter of the piston pin.
2. Measure the piston pin-to-piston clearance.
3. Check the difference between the piston pin diameter
and the connecting rod small end diameter.
Piston ring end gap
Standard
No.1 : 0.15 ~ 0.30mm (0.0059 ~ 0.0118in.)
No.2 : 0.37 ~ 0.52m (0.0145 ~ 0.0204in.)
Oil ring : 0.20 ~ 0.70mm (0.0079 ~ 0.0275in.)
Limit
No.1 : 0.6mm (0.0236in.)
No.2 : 0.7mm (0.0275in.)
Oil ring : 0.8mm (0.0315in.)
Piston pin diameter
21.001 ~ 21.006mm (0.8268 ~ 0.8270in.)
Piston pin-to-piston clearance
0.01 ~ 0.02mm (0.0004 ~ 0.0008in.)
Piston pin-to-connecting rod interference
0.016 ~ 0.032mm (0.00063 ~ 0.00126in.)

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Reassembly
NOTE
Thoroughly clean all parts to assembled.
Before installing the parts, apply fresh
engine oil to all sliding and rotating sur-
faces.
Replace all gaskets, O-rings and oil seals
with new parts.
1. Assemble piston and connecting rod.
1) Use a hydraulic press for installation.
2) The piston front mark and the connecting rod
front mark must face the timing belt side of the
engine.
2. Install piston rings.
1) Install the oil ring spacer and 2 side rails by
hand.
2) Using a piston ring expander, install the 2 com-
pression rings with the code mark facing
upward.
3) Position the piston rings so that the ring ends are
as shown.
3. Install connecting rod bearings.
1) Align the bearing claw with the groove of the
connecting rod or connecting rod cap
2) Install the bearings(A) in the connecting rod and
connecting rod cap(B).
4. Install main bearings.
NOTE
Upper bearings have an oil groove of oil
holes, Lower bearings do not.
1) Align the bearing claw with the claw groove of
the cylinder block, push in the 5 upper bear-
ings(A).
2) Align the bearing claw with the claw groove of
the main bearing cap, and push in the 5 lower
bearings.

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5. Install thrust bearings.
Install the 2 thrust bearings(A) under the No.3 jour-
nal position of the cylinder block with the oil grooves
facing outward.
6. Place crankshaft(A) on the cylinder block.
7. Place main bearing caps on cylinder block.
8. Install main bearing cap bolts.
NOTE
The main bearing cap bolts are tightened
in 2 progressive steps.
If any of the bearing cap bolts in broken or
deformed, replace it.
1) Apply a light coat of engine oil on the threads
and under the bearing cap bolts.
2) Install and uniformly tighten the 10 bearing cap
bolts(A), in several passes, in the sequence
shown.
3) Retighten the bearing cap bolts by 120 in the
numerical order shown.
4) Check that the crankshaft turns smoothly
9. Check crankshaft end play.
10. Install piston and connecting rod assemblies.
NOTE
Before installing the pistons, apply a coat of
engine oil to the ring grooves and cylinder
bores.
1) Remove the connecting rod caps, and slip short
sections of rubber hose over the threaded ends of
the connecting rod bolts.
2) Install the ring compressor, check that the bear-
ing is securely in place, then position the piston
in the cylinder, and tap it in using the wooden
handle of a hammer.
3) Stop after the ring compressor pops free, and
check the connecting rod-to-check journal align-
ment before pushing the piston into place.
4) Apply engine oil to the bolt threads. Install the
rod caps with bearings, and torque the bolts.
NOTE
Maintain downward force on the ring com-
pressor to prevent the rings from expanding
before entering the cylinder bore.
Tightening torque
Main bearing cap bolt
29.4N.m (3.0kgf.m, 21.7lb-ft) + 120
Tightening torque
19.6N.m (2.0kgf.m, 14.46lb-ft) + 90

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11. Apply liquid gasket to the mating surface of cylinder
block and ladder frame
NOTE
Be assembling ladder frame, the liquid
sealant Loctite 5900 or THREEBOND
1217H should be applied ladder frame.
The part must be assembled within 5 min-
utes after sealant was applied.
Apply sealant to the inner threads of the
bolt holes.
12. Install ladder frame(A) with 10 bolts in several
passes in sequence shown
13. Install rear oil seal.
1) Apply engine oil to a new oil seal lip
2) Using SST(09231-H1100, 09214-3K100) and a
hammer, tap in the oil seal until its surface is
flush with the rear oil seal retainer edge.
14. Install oil pump.
15. Install CKP sensor(A) and sensor cover.
16. Install oil pressure sensor(A).
1) Apply adhesive to 2 or 3 threads.
Adhesive : MS 721-39(B) or equivalent.
2) Install the oil pressure sensor (A).
Tightening torque
Step 1 : 7.8 ~ 8.8N.m
(0.8 ~ 0.9kgf.m, 5.8 ~ 6.5lb-ft)
Step 2 : 15.7 ~18.6N.m
(1.6 ~ 1.9kgf.m, 11.6 ~ 13.7lb-ft)
Step 3 : 23.5 ~ 27.5N.m
(2.4 ~ 2.8kgf.m, 17.4 ~ 20.3lb-ft)
Tightening torque
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)
Tightening torque
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

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17. Install knock sensor(A).
18. Install oil level gauge assembly.
1) Install a new O-ring on the oil level gauge.
2) Apply engine oil on the O-ring.
3) Install the oil level gauge assembly(A) with the
bolt.
19. Install the alternator bracket (A).
20. Install the alternator.
21. Install the cylinder head (see : cylinder head assem-
bly).
22. Install the timing chain (see : timing system).
23. Install the oil pan.
1) Using a razor blade and gasket scraper, remove
all the old gasket material from the gasket sur-
faces.
NOTE
Check that the mating surfaces are clean and
dry before applying liquid gasket.
Tightening torque
16.7 ~ 25.5N.m (1.7 ~ 2.6kgf.m, 12.3 ~ 18.8lb-ft)
Tightening torque
7.8 ~ 11.8N.m (0.8 ~ 1.2kgf.m, 5.8 ~ 8.7lb-ft)
Tightening torque
39.2~ 44.1N.m (4.0 ~ 4.5kgf.m, 28.9 ~ 32.5lb-ft)
Tightening torque
19.6 ~ 24.6N.m (2.0 ~ 2.5kgf.m, 14.5 ~18.lb-ft)

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2) Apply liquid gasket as an even bead, centered
between the edges of the mating surface.
Use liquid gasket LOCTITE5900H or THREEB-
OND 1217H or equivalent(MS721-40).
NOTE
To prevent leakage of oil, apply liquid gas-
ket to the inner threads of the bolt holes.
Do not install the parts if five minutes or
more have elapsed since applying the liquid
gasket. Instead, reapply liquid gasket after
removing the residue.
After assembly, wait at least 30 minutes
before filling the engine with oil.
3) Install the oil pan(A).
Uniformly tighten the bolts in several passes.
Tightening torque
M8(B): 26.5 ~ 30.4N.m
(2.7 ~3.1kgf.m, 19.5 ~22.4lb-ft)
M6(C): 9.8 ~ 11.8N.m
(1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)

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COOLING SYSTEM
Components
1. Water pump 3. Water outlet fitting
2. Water outlet gasket 4. Water outlet gasket

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Removal
Water pump
1. Remove the water inlet pipe nut.
2. Remove the water pump (A). and watwer pump gas-
ket.
Thermostat
1. Remove the water inlet fittingt(A)
Inspection
Water pump
1. Check each part for cracks, damage or wear, and
replacethe coolant pump assembly if necessary.
2. Check the bearing for damage, abnormal noise and
sluggish rotation, and replace the coolant pump
assembly if necessary.
3. Check for coolant leakage. If coolant leaks from
hole, the seal is defective.Replace the coolant pump
assembly
NOTE
A small amount of 'weeping' from the bleed
hole is normal.
Thermostat
1. Immerse the thermostat in water and gradually heat
the water.
2. Check the valve opening temperature.
If the valve opening temperature is not as specified,
replace the thermostat.
3. Check the valve lift.
If the valve lift is not as specified, replace the ther-
mostat.
Valve opening temperature : 82C (177F)
Full opening temperature : 95C (205F)
Valve lift : 8mm (0.3in.) or more at 95C (205F)

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Installation
Water pump
1. Install the water pump (A) with a new gasket.
Thermostat
1. Install the thermostat housing
2. Install the water inlet fitting (A).
Tightening torque :
18.6~ 23.5N.m (1.9 ~ 2.4kgf.m, 13.7 ~ 17.4lb-ft)
Tightening torque :
7.8 ~ 11.08 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)

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Troubleshooting
Water pump

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Thermostat

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Intake manifold
Components

1. Intake manilod gasket 5. Intake manilod stay
2. Intake manilod 6. Delivery pipe & injector assy
3. Mapsensor 7. P.C.V hose assy
4. Condensor

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Removal
2. Disconnect the injector connectors (A).
3. Remove the PCV hose (A).
4. Remove the sensor connectors (A) from the bracket
and then remove the intake manifold stay (B).
5. Remove the oil level gauge.
6. Remove the intake manifold (A).
Installation
1. Install the intake manifold (A).
2. Install the oil level gauge.
Tightening torque :
18.6 ~ 23.5N.m (1.9 ~ 2.4kgf.m,13.7 ~ 17.4lb-ft)

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3. Install the intake manifold stay (B) and then install
the sensor connectors (A).
4. Install the PCV hose (A).
Tightening torque :
18.6 ~ 23.5N.m (1.9 ~ 2.4kgf.m,13.7 ~ 17.4lb-ft)

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Exaust manifold
Components

1. Exaust manilod gasket 3. Heater protector
2. Exaust manilod

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Removal
1. Remove the heat protector (A).
2. Remove the exhaust manifold (A) and gasket.
Installation
1. Remove the heat protector (A).
2. Install the heat protector (A).
Tightening torque :
7.8 ~ 11.8N.m (0.8 ~ 1.2kgf.m, 5.8 ~ 8.7lb-ft)

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Lubrication System 00(L-HMC)-4-1
Component
1. Oil pump module 4. Oil pump chain sprocket
2. Cylinder block 5. Oil pump chain guide
3. Oil pump chain 6. Oil pump chain tensioner arm
Section 4
Lubrication System
(HMC THETA 2.4 LPG)

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00(L-HMC)-4-2 Lubrication System
Oil Pump
Removal
(Refer to timing system in this group)
2. Remove the oil pump mechanical tensioner (B).
3. Remove the oil pump chain guide (D).
4. Remove the oil pump (A) and oil pump chain.
Installation
1. The key of crankshaft should be aligned with the
mating face of main bearing cap. As a result of this,
the piston of No.1 cylinder is placed at the top dead
center on compression stroke.
2. Assemble the crankshaft sprocket on the crankshaft
as the front mark on the crankshaft sprocket to be
outward
3. Tighten the oil pump tensioner bolt(A) after placing
the tensioner spring on the dowel pin located in lad-
der frame, and then insert stopper pin to fix the ten-
sioner(B).
4. Assemble the oil pump chain on the crankshaft
sprocket.
5. Assemble the oil pump assembly (C) on the ladder
frame as placing oil pump sprocket in to oil pump.
6. Bolting order
a) Assemble the bolts in order number as shown
with seating torque 25.5 N.m (2.6kgf.m, 18.8 lb-
ft)
b) Unfasten the bolts as reverse bolting order. (3-2-
1)
c) Assemble the bolts as specified bolting order in
same increments as follows.
7. Install the oil pump chain guide (D) then remove the
stopper pin.
Tightening torque :
9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb.ft)
Tightening torque :
8.8(1'st) -> 16.7(2'nd) -> 25.5(3'rd)N.m
(0.9 + 1.7 + 2.6kgf.m, 6.5 + 12.3 + 18.8lb-ft)
Tightening torque :
9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb.ft)

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Group 00(G), Engine
Engine Oil
Replace of the engine oil and filter
NOTE
Prolonged and repeated contact with min-
eral oil will result in the removal of natural
fats from the skin, leading to dryness, irri-
tation and dermatitis. In addition, used
engine oil contains potentially harmful
contaminants which may cause skin cancer
Exercise caution in order to minimize the
length and frequency of contact of your
skin to used oil. Wear protective clothing
and gloves. Wash your skin thoroughly
with soap and water, or use water-less
hand cleaner,to remove any used engine
oil. Do not use gasoline, thinners, or sol-
vents.
1. Drain the engine oil.
1) Remove the oil filler cap.
2) Remove the oil drain plug, and drain the oil into
a container.
2. Replace the oil filter.
1) Remove the oil filter.
2) Check and clean the oil filter installation surface.
3) Check the part number of the new oil filter is as
same as old one.
4) Apply clean engine oil to the gasket of a new oil
filter.
5) Lightly screw the oil filter into place, and tighten
it until the gasket contacts the seat.
6) Tighten it with the torque below.
3. Refill with engine oil.
1) Clean and install the oil drain plug with a new
gasket.
2) Fill with fresh engine oil.
3) Install the oil filler cap.
4. Start engine and check for oil leaks and check the oil
gauge or light for an indication of oil pressure.
5. Recheck the engine oil level.
Inspection
1. Check the engine oil quality.
Check the oil deterioration, entry of water, discolor-
ing of thinning. If the quality is visibly poor, replace
the oil.
2. Check the engine oil level.
After engine warm up stop the engine wait 5 minutes
then check the oil level.
Oil level should be befween the "L" and "F" marks
on the dipstick.
If low check for leakage and add oil up to the "F"
mark.
NOTE
Do not fill with engine oil above the "F"
mark.
Tightening torque :
11.8 ~ 15.7N.m (1.2 ~ 1.6kgf.m, 8.7 ~ 11.6lb-ft)
Tightening torque :
39.2~ 49.0N.m (4.0 ~ 5.0kgf.m, 28.9 ~ 36.2lb-ft)
Capacity :
Total : 5.7 L
Oil pan : 4.8 L
Drain and refill including oil filter : 5.2L

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00(L-HMC)-4-4 Lubrication System
Oil Pressure Switch
1. Remove the oil pressure switch from the oilfilter
bracket
2. Connect a tester (ohm range) between the terminal
and the body of the switch to check for continuity.
The switch is normal if there is continuity. If they is
no continuity, replace the switch.
3. Insert a thin rod in the oil hole of the switch and push
it in lightly. The switch is normal of no continuity as
detected (infinite resistance on the tester). If there is
continuity, replace the switch.

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Group 00(G), Engine
Selection Of Engine Oil
Recommended ILSAC classification : GF4 OR ABOVE
Recommended API classification : SM OR ABOVE
Recommended SAE viscosity grades : 5W-20
NOTE
For best performance and maximum protection of all types of operation, select only those lubricants which :
1. Satisfy the requirement of the API classification.
2. Have proper SAE grade number for expected ambient temperature range.
3. Lubricants that do not have both an SAE grade number and API service classification on the
container should not be used.

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Electrical System 00(L-HMC)-5-1
Specification
Ignition System
Starting System
Charging System
ITEM SPECIFICATION
Ignition coil
Primary resistance 0.62 10%( )
Secondrry resistance 7.0 15%(k )
Spark plug Leaded
NGK LFR6A
Gap 0.8 ~ 0.9 mm(0.0315 ~ 0.0354 in)
ITEM SPECIFICATION
Starter
Rated voltage 12V, 1.4kw
No. of pinion teeth 11
No-load
carateristics
Voltage 11.5V
Ampere 90A, MAX
Speed 2,600 rpm, MIN
ITEM SPECIFICATION
Alternator
Type Battery voltage senksing
Rate voltage 13.5v, 90A
Speed in use 10,000rpm ~ 18,000rpm
Voltage requlator IC regulator built - in type
Regulator setting voltage 14.4 0.3v / 20 C
Temperature compensation -10 0.3mv / C
Section 5
Electrical System
(HMC THETA 2.4 LPG)

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00(L-HMC)-5-2 Electrical System
Trouble Shooting
Ignition System
Starting System
Symptom Suspect area Remedy
Engine will not start
or hard to start
(Cranks OK)
Ignition lock switch Inspect ignition lock switch, or replace as required
Ignition coil Inspect ignition coil, or replace as required
Spark plugs Inspect spark plugs, or replace as required
Ignition wiring disconnected or broken Repair wiring, or replace as required
Rough idle or stalls
Ignition wiring Repair wiring, or replace as required
Ignition coil Inspect ignition coil, or replace as required
Engine hesitates/poor
acceleration
Spark plugs and spark plug cables Inspect spark plugs/cable, or replace as required
Ignition wiring Repair wiring, or replace as required
Poor mileage Spark plugs and spark plug cables Inspect spark plugs/cable, or replace as required
Symptom Suspect area Remedy
Engine will not crank
Battery charge low Charge or replace battery
Battery cables loose, corroded or worn out Repair or replace cables
Transaxle range switch (Vehicle with automatic
transaxle only)
Refer to AT group-automatic trnsaxle
Fuse blown Replace fuse
Starter faulty Replace
Ignition switch faulty Replace
Engine cranks slowly
Battery charge low Charge or replace battery
Battery cables loose, corroded or worn out Repair or replace cables
Starter faulty Replace
Starter keeps running
Starter Replace
Ignition switch Replace
Starter spins but
engine will not crank
Short in wiring Repair wiring
Pinion gear teeth broken or Starter Replace
Ring gear teeth broken Replace fly wheel or torque converter

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Charging System
Special Service Tool
Charging warning indicator does
not go out with engine
running.(Battery requires frequent
recharging)
Drive belt or worn Adjust belt tension or replace belt
Battery cable loose, corroded or
worn
Inspect cable connection, repair or
replace cable
Electronic voltage regulator or
alternator
Replace voltage regulator or
alternator
Wiring Repair or replace wiring
Overcharge
Electronic voltage regulator Replace voltage regulator
Voltage sensing wire Repair or replace wiring
Discharge
Drive belt loose or worn Adjust belt tention or replace belt
Wiring connection loose or short
circuit
Inspect wiring connection, repair or
replace wiring
Electronic voltage regulator or
alternator
Replace voltage regulator or
alternator
Poor grounding Inspect ground or repair
Worn battery Replace battery
Tool (Number and
name)
Illustration Use
Alternator pulley
remover wrench
Removal and installation of alternator
pulley

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Ignision system
Description
Ignition timing is controlled by the electronic control igni-
tion timing system. The standard reference ignition timing
data for the engine operating conditions are prepro-
grammed in the memory of the ECM (Engine Control
Module).
The engine operating conditions (speed, load, warm-up
condition, etc.) are detected by the various sensors. Based
on these sensor signals and the ignition timing data, sig-
nals to interrupt the primary current are sent to the ECM.
The ignition coil is activated, and timing is controlled.
Repair procedures
Spark Test
1. Remove the ignition coil connector(A).
2. Remove the ignition coil(A).
3. Using a spark plug socket, remove the spark plug.
4. Install the spark plug to the ignition coil.
5. Ground the spark plug to the engine.
6. Check if spark occurs while engine is being cranked.
NOTE
To prevent fuel being injected from injectors
while the engine is being cranked, remove the
fuel pump relay from the fuse box.
Crank the engine for no more than 5 ~ 10 sec-
onds.
7. Inspect all the spark plugs
8. Using a spark plug socket, install the spark plug
9. Install the ignition coil.
10. Reconnect the ignition coil connector.

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Spark losl
Chook oonnoolion o iqnilion ooil oonnoolor
Chook powor suppl, lo iqnilion ooil
1. Turn iqnilion swiloh lo ON
?. Chook lhal lhoro is ballor, vollaqo
al iqnilion ooil posilivo)lorminal
Chook lho oamshal posilion sonoor
Poplaoo lho orankshal posilion sonsor
Chook iqnilion siqnal rom ECM
Tr, anolhor iqnilion ooil
Chook lho iqnilion ooil
Chook lho orankshal posilion sonoor
Connool soourol,
Poplaoo lho iqnilion ooil
Chook wirinq bolwoon iqnilion swiloh and
iqnilion ooil
Poplaoo lho oamshal posilion sonsor
Chook wirinq bolwoon ECM and iqnilion
ooil,and lhon lr, anolhor ECM
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OK
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BAD
BAD
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BAD

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On-vehicle Inspection
Inspect Spark Plug
1. Remove the ignition coil connector(A).
2. Remove the ignition coil(A).
3. Using a spark plug socket, remove the spark plug.
CAUTION
!
Be careful that no contaminates enter
through the spark plug holes.
4. Inspect the electrodes (A) and ceramic insulator (B).
5. Check the electrode gap (A).
Inspect Ignition Coil
1. Measure the primary coil resistance between termi-
nals (+) and (-).
Condition Dark deposits White deposits
Description
Fuel mixture
too rich
Low air intake
Fuel mixture too lean
Advanced ignition timing
Insufficient plug tighten-
ing torque
Standard value
Leaded : 0.8 ~ 0.9 mm (0.0275 ~ 0.0315 in.)
Standard value: 0.62 11%

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Charging system
Description
The charging system includes a battery, an alternator with
a built-in regulator, and the charging indicator light and
wire. The Alternator has built-in diodes, each rectifying
AC current to DC current. Therefore, DC current appears
at alternator "B" terminal. In addition, the charging volt-
age of this alternator is regulated by the battery voltage
detection system. The main components of the alternator
are the rotor, stator, rectifier, capacitor brushes, bearings
and V-ribbed belt pulley. The brush holder contains a
built-in electronic voltage regulator.
1. Brush
2. Rectifier
3. Stator
4. Rotor
5. Drive belt pulley
On-vehicle Inspection
CAUTION
!
Check that the battery cables are con-
nected to the correct terminals
Disconnect the battery cables when the bat-
tery is given a quick charge.
Never disconnect the battery while the
engine is running.
Check The Battery Terminals And
Fuses
1. Check that the battery terminals are not loose or cor-
roded.
2. Check the fuses for continuity
Inspect Drive Belt
Visually check the belt for excessive wear, frayed cords
etc. If any defect has been found, replace the drive belt.
NOTE
Cracks on the rib side of a belt are consid-
ered acceptable. If the belt has chunks miss-
ing from the ribs, it should be replaced.
Visually Check Alternator Wiring And Listen
For Abnormal Noises
1. Check that the wiring is in good condition.
2. Check that there is no abnormal noise from the alter-
nator while the engine is running
Check Discharge Warning Light Circuit
1. Warm up the engine and then turn it off.
2. urn off all accessories.
3. Turn the ignition switch "ON". Check that the dis-
charge warning light is lit.
4. Start the engine and check that the light goes off. If
the light does not go off as specified, troubleshoot
the discharge light circuit.

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Inspect Charging System
Voltage Drop Test Of Alternator Output Wire
This test determines whether or not the wiring between
the alternator "B" terminal and the battery (+) terminal is
good by the voltage drop method.
Preparation
1. Turn the ignition switch to "OFF".
2. Disconnect the output wire from the alternator "B"
terminal. Connect the (+) lead wire of ammeter to the
"B" terminal of alternator and the (-) lead wire of
ammeter to the "B" terminal of alternator and the (-)
lead wire of voltmeter to the (+) terminal of battery.
Test
1. Start the engine.
2. Turn on the headlamps and blower motor, and set the
engine speed until the ammeter indicates 20A.And
then, read the voltmeter at this time.
Result
1. The voltmeter may indicate the standard value.
2. If the value of the voltmeter is higher than expected
(above 0.2V max.), poor wiring is suspected. In this
case check the wiring from the alternator "B" termi-
nal to the battery (+) terminal. Check for loose con-
nections, color change due to an over-heated harness,
etc. Correct them before testing again.
3. Upon completion of the test, set the engine speed at
idle. Turn off the headlamps, blower motor and the
ignition switch.
Output Current Test
This test determines whether or not the alternator gives an
output current that is equivalent to the normal output.
Preparation
1. Prior to the test, check the following items and cor-
rect as necessary.
1) Check the battery installed in the vehicle to
ensure that it is in good condition.
2) The battery checking method is described in
the section "Battery".
3) The battery that is used to test the output
current should be one that has been partially
discharged.
4) With a fully charged battery, the test may
not be conducted correctly due to an insuffi-
cient load.
5) Check the tension of the alternator drive
belt.
6) The belt tension check method is described
in the section "Inspect drive belt".
2. Turn off the ignition switch.
3. Disconnect the battery ground cable.
4. Disconnect the alternator output wire from the alter-
nator "B" terminal.
5. Connect a DC ammeter (0 to 150A) in series between
the "B" terminal and the disconnected output wire.
Be sure to connect the (-) lead wire of the ammeter to
the disconnected output wire.
NOTE
Tighten each connection securely, as a heavy
current will flow. Do not rely on clips.
6. Connect a voltmeter (0 to 20V) between the "B" ter-
minal and ground. Connect the (+) lead wire to the
alternator B terminal and (-) lead wire to a good
ground.
Standard value: 0.2V max

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7. Attach an engine tachometer and connect the battery
ground cable.
8. Leave the engine hood open.
Test
1. The maximum reading must be higher than the limit
value.If it is lower but the alternator output wire is in
good condition, remove the alternator from the vehi-
cle and test it.
2. Start the engine and turn on the headlamps.
3. Set the headlamps to high beam and the heater
blower switch to HIGH, quickly increase the engine
speed to 2,500 rpm and read the maximum output
current value indicated by the ammeter.
NOTE
After the engine start up, the charging cur-
rent quickly drops. Therefore, the above
operation must be done quickly to read the
maximum current value correctly.
Result
1. The maximum reading must be higher than the limit
value. If it is lower but the alternator output wire is in
good condition, remove the alternator from the vehi-
cle and test it.
NOTE
The nominal output current value is shown
on the nameplate affixed to the alternator
body.
The output current value changes with the
electrical load and the temperature of the
alternator itself. Therefore, the nominal
output current may not be obtained. If
such is the case, keep the headlamps on the
cause discharge of the battery, or use the
lights of another vehicle to increase the
electrical load.
2. Upon completion of the output current test, lower the
engine speed to idle and turn off the ignition switch.
3. Disconnect the battery ground cable
4. Remove the ammeter and voltmeter and the engine
tachometer.
5. Connect the alternator output wire to the alternator
"B" terminal.
6. Connect the battery ground cable.
Regulated Voltage Test
The purpose of this test is to check that the electronic volt-
age regulator controls voltage correctly.
Preparation
1. Prior to the test, check the following items and cor-
rect if necessary.
1) Check that the battery installed on the vehi-
cle is fully charged.
2) The battery checking method is described in
the section "Battery".
3) Check the alternator drive belt tension. The
belt tension check method is described in
the section "Inspect drive belt".
2. Turn ignition switch to "OFF".
3. Disconnect the battery ground cable.
4. Connect a digital voltmeter between the "B" terminal
of the alternator and ground. Connect the (+) lead of
the voltmeter to the "B" terminal of the alternator.
Connect the (-) lead to good ground or the battery (-)
terminal.
5. Disconnect the alternator output wire from the alter-
nator "B" terminal.
Standard value: 70% of the rate voltage

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6. Connect a DC ammeter (0 to 150A) in series between
the "B" terminal and the disconnected output wire.
Connect the (-) lead wire of the ammeter to the dis-
connected output wire.
7. Attach the engine tachometer and connect the battery
ground cable.
Test
1. Turn on the ignition switch and check to see that the
voltmeter indicates the following value.
If it reads 0V, there is an open circuit in the wire
between the alternator "B" terminal and the battery
and the battery (-) terminal.
2. Start the engine. Keep all lights and accessories off.
3. Run the engine at a speed of about 2,500 rpm and
read the voltmeter when the alternator output current
drops to 10A or less
Result
1. If the voltmeter reading agrees with the value listed
in the regulating voltage table below, the voltage reg-
ulator is functioning correctly. If the reading is other
than the standard value, the voltage regulator or the
alternator is faulty.
2. Upon completion of the test, reduce the engine speed
to idle, and turn off the ignition switch.
3. Disconnect the battery ground cable
4. Remove the voltmeter and ammeter and the engine
tachometer.
5. Connect the alternator output wire to the alternator B
terminal
6. Connect the battery ground cable.
Voltage: Battery voltage
Voltage regulator ambient
temperature ()
Regulating voltage (v)
-30 (-22) 14.2 ~ 15.3
25 (77) 14.2 ~ 14.8
135 (275) 13.3 ~ 14.8

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Alternator
Component
1. Nut 8. Rear bearing
2. Pulley 9. Rear bracket
3. Front bracket 10. Through bolt
4. Front bearing 11. Brush holder assembly
5. Bearing cover 12. Brush holder bolt
6. Bearing cover bolt 13. Rear cover
7. Rotor coil

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Replacement
1. Disconnect the battery negative terminal first, then
the positive terminal.
2. Disconnect the alternator connector, and remove the
cable from alternator "B" terminal.
3. Remove the drive belt.
4. Pull out the through bolt and then remove the alterna-
tor(A).
5. Installation is the reverse order of removal.
Disassembly
1. Remove the alternator cover(A) using a screw
driver(B).
2. Loosen the mounting bolts(A) and disconnect the
brush holder assembly(B).
3. Remove the slip ring guide(A).
4. Remove the nut, pulley(A) and spacer.
5. Loosen the 4 through bolts(A).
6. Disconnect the rotor(A) and cover(B).
7. Reassembly is the reverse order of disassembly.

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Starting system
Inspection
Inspect Rotor
1. Check that there is continuity between the slip rings
(A).
2. Check that there is no continuity between the slip
rings and the rotor (B) or rotor shaft (C).
3. If the rotor fails either continuity check, replace the
alternator.
Inspect Stator
1. Check that there is continuity between each pair of
leads (A).
2. Check that there is no continuity between each lead
and the coil core
3. If the coil fails either continuity check, replace the
alternator.
Description
The starting system includes the battery, starter, solenoid
switch, ignition switch, inhibitor switch (A/T), ignition
lock switch, connection wires and the battery cable. When
the ignition key is turned to the start position, current
flows and energizes the starter motor's solenoid coil. The
solenoid plunger and clutch shift lever are activated, and
the clutch pinion engages the ring gear. The contacts close
and the starter motor cranks. In order to prevent damage
caused by excessive rotation of the starter armature when
the engine starts, the clutch pinion gear overruns.
1. Solenoid
2. Brush assembly
3. Armature
4. Overrun clutch
Starter Circuit Troubleshooting
NOTE
The battery must be in good condition and
fully charged
1. Remove the fuel pump relay
2. With the shift lever in N or P (A/T) or clutch pedal
pressed (M/T), turn the ignition switch to "START"
If the starter normally cranks the engine, starting sys-
tem is OK. If the starter will not crank the engine at
all, go to next step. If it won't disengage from the ring
gear when you release key, check for the following
until you find the cause.
Solenoid plunger and switch malfunction.
Dirty pinion gear or damaged overrunning clutch.
3. Check the battery condition. Check electrical con-
nections at the battery, battery negative cable con-
nected to the body, engine ground cables, and the
starter for looseness and corrosion. Then try starting

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the engine again. If the starter cranks normally the
engine, repairing the loose connection repaired the
problem. The starting system is now OK. If the
starter still does not crank the engine, go to next step.
4. Disconnect the connector from the S-terminal of
solenoid. Connect a jumper wire from the B-terminal
of solenoid to the S-terminal of solenoid. If the
starter cranks the engine, go to next step. If the starter
still does not crank the engine, remove the starter,
and repair or replace as necessary.
5. Check the following items in the order listed until
you find the open circuit.
Check the wire and connectors between the driver's
under-dash fuse/relay box and the ignition switch,
and between the driver's under-dash fuse/relay box
and the starter.
Check the ignition switch (Refer to BE group -
ignition system
Check the transaxle range switch connector or
ignition lock switch connector.
Inspect the starter relay.
Starter Solenoid Test
1. Disconnect the field coil wire from the M-terminal of
solenoid switch.
2. Connect the battery as shown. If the starter pinion
pops out, it is working properly. To avoid damaging
the starter, do not leave the battery connected for
more than 10 seconds.
3. Disconnect the battery from the M terminal. If the
pinion does not retract, the hold-in coil is working
properly. To avoid damaging the starter, do not leave
the battery connected for more than 10 seconds.
4. Disconnect the battery also from the body. If the pin-
ion retracts immediately, it is working properly. To
avoid damaging the starter, do not leave the battery
connected for more than 10 seconds.
Free Running Test
1. Place the starter motor in a vise equipped with soft
jaws and connect a fully-charged 12-volt battery to
starter motor as follows.
2. Connect a test ammeter (100-ampere scale) and car-
bon pile rheostats as shown in the illustration.
3. Connect a voltmeter (15-volt scale) across starter
motor.

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4. Rotate carbon pile to the off position
5. Connect the battery cable from battery's negative
post to the starter motor body.
6. Adjust until battery voltage shown on the voltmeter
reads 11volts.
7. Confirm that the maximum amperage is within the
pecifications and that the starter motor turns
smoothly and freely
Current : 90Amax
Speed : 2,600 rpm

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Starter
1. Front bracket 9. Planet shaft assembly
2. Stop ring 10. Planetary gear assembly
3. Stopper 11. Packing
4. Overrun clutch assembly 12. Shield
5. Internal gear assembly 13. Armature assembly
6 .Lever 14. Yoke assembly
7. Lever packing 15. Brush holder assembly
8. Magnet switch assembly 16. Through bolt

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Removal
1. Disconnect the battery negative cable.
2. Disconnect the starter cable (A) from the B terminal
(B) on the solenoid (C), then disconnect the connec-
tor (D) from the S terminal (E).
3. Remove the 2 bolts holding the starter, then remove
the starter.
4. Installation is the reverse of removal.
5. Connect the battery negative cable to the battery.
Disassembly
1. Disconnect the M-terminal (A) on the magnet switch
assembly (B).
2. After loosening the 3 screws (A), detach the magnet
switch assembly (B).
3. Loosen the through bolts (A).
4. Remove the brush holder assembly (A), yoke (b) and
armature (C).
5. Remove the shield (A) and packing (B).
6. Remove the lever plate (A) and lever packing (B).

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7. Disconnect the planet gear (A).
8. Disconnect the planet shaft assembly (A) and lever
(B).
9. Press the stop ring (A) using a socket (B).
10. After removing the stopper (A) using stopper pliers
(B).
11. Disconnect the stop ring (A), overrunning clutch (B),
internal gear (C) and planet shaft (D).
12. Reassembly is the reverse of disassembly.
NOTE
Using a suitable pulling tool (A), pull the
overrunning clutch stop ring (B) over the
stopper (C).

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Inspection
Armature Inspection And Test
1. Remove the starter.
2. Disassemble the starter as shown at the beginning of
this procedure.
3. Inspect the armature for wear or damage from con-
tact with the permanent magnet. If there is wear or
damage, replace the armature
4. Check the commutator (A) surface. If the surface is
dirty or burnt, resurface with emery cloth or a lathe
within the following specifications, or recondition
with #500 or #600 sandpaper (B).
5. Measure the commutator (A) runout.
If the commutator runout is within the service
limit, check the commutator for carbon dust or
brass chips between the segments.
If the commutator run out is not within the service
limit, replace the armature.
6. Check the mica depth (A). If the mica is too high (B),
undercut the mica with a hacksaw blade to the proper
depth. Cut away all the mica (C) between the com-
mutator segments. The undercut should not be too
shallow, too narrow, or v-shaped (D).
7. Check for continuity between the segments of the
commutator. If an open circuit exists between any
segments, replace the armature.
Commutator runout
Standard (New): 0.02mm (0.0008in.) max
Service limit: 0.05mm (0.0020in.)
Commutator mica depth
Standard (New) : 0.5 mm (0.0197 in.)
Limit : 0.2mm (0.0079 in.)

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8. Check with an ohmmeter that no continuity exists
between the commutator (A) and armature coil core
(B), and between the commutator and armature shaft
(C). If continuity exists, replace the armature.
Inspect Starter Brush
Starter Brush Holder Test
1. Check that there is no continuity between the (+)
brush holder (A) and (-) brush holder (B). If there is
no continuity, replace the brush holder assembly.
2. Pry back each brush spring (A) with a screwdriver,
then position the brush (B) about halfway out of its
holder, and release the spring to hold it there.
3. Install the armature in the housing, and install the
brush holder. Next, pry back each brush spring again,
and push the brush down until it seats against the
commutator, then release the spring against the end
of the brush.
NOTE
To seat new brushes, slip a strip of #500 or
#600 sandpaper, with the grit side up,
between the commutator and each brush,
and smoothly rotate the armature. The con-
tact surface of the brushes will be sanded to
the same contour as the commutator.
Inspect Overrunning Clutch
1. Slide the overrunning clutch along the shaft.
Replace it if does not slide smoothly.
2. Rotate the overrunning clutch both ways.
Does it lock in one direction and rotate smoothly in
reverse? If it does not lock in either direction or it
locks in both directions, replace it.

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3. If the starter drive gear is worn or damaged, replace
the overrunning clutch assembly. (the gear is not
available separately) Check the condition of the fly-
wheel or torque converter ring gear if the starter
drive gear teeth are damaged.
Cleaning
1. Do not immerse parts in cleaning solvent. Immersing
the yoke assembly and/or armature will damage the
insulation. Wipe these parts with a cloth only.
2. Do not immerse the drive unit in cleaning solvent.
The overrun clutch is pre-lubricated at the factory
and solvent will wash lubrication from the clutch.
3. The drive unit may be cleaned with a brush moist-
ened with cleaning solvent and wiped dry with a
cloth.
Starter relay
1. Remove the starter relay
2. Using an ohmmeter, check that there is continuity
between each terminal.
3. Apply 12V to terminal 85 and ground to terminal 86.
Check for continuity between terminals 30 and 87.
4. If there is no continuity, replace the starter relay.
Terminal Continuity
30 - 87 NO
85 - 86 YES

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Emission Control System 00(L-HMC)-6-1
Section 6
Emission Control System
(HMC THETA 2.4 LPG)

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00(L-HMC)-6-2 Emission Control System
PCV(positive crankcase ventilation)
VALVE
Inspection
1. Disconnect the ventilation hose from the positive
crankcase ventilation (PCV) valve. Remove the PCV
valve from the rocker cover and reconnect it to the
ventilation hose.
NOTE
The plunger inside the PCV valve will move
back and forth.
Operation

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Removal
1. Disconnect the vacuum hose and remove the PCV
valve(A)
Inspection
1. Remove the PCV valve.
2. Insert a thin stick(A) into the PCV valve(B) from the
threaded side to check that the plunger moves.
3. If the plunger does not move, the PCV valve is
clogged. Clean it or replace.
Installation
Install the PCV valve and tighten to the specified torque.
FUEL SYSTEM
Specifications
Sensor
MAPS (Manifold Absolute Pressure Sensor)
Type: Piezo-resistive pressure sensor type
Specification
IATS (Intake Air Temperature Sensor)
Type: Thermistor type
Specification
PCV valve installation :
7.8 ~ 11.8 Nm (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7lb-ft)
Pressure (kPa) Output voltage (V)
20 0.79
46.7 1.84
101.32 4
Temperature [()] Resistance ()
-40 (-40) 40.93 ~ 48.35
-30 (-22) 23-43 ~ 27.34
-20 (-4) 13.89 ~ 16.03
-10 (14) 8.50 ~ 9-71
0 (32) 5.38 ~ 6.09
10 (50) 3-48 ~ 3.90
20 (68) 2.31 ~ 2.57
25 (77) 1.90 ~ 2.10
30 (86) 1.56 ~ 1.74
40 (104) 1.08 ~ 1.21
60 (140) 0.54 ~ 0.62
80 (176) 0.29 ~ 0.34

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ECTS (Engine Coolant Temperature Sensor)
Type: Thermistor type
Specification
General information
HO2S (Heated Oxygen Sensor)
Type: Zirconia (ZrO2) type
Specification
CMPS (Camshaft Position Sensor)
CKPS (Crankshaft Position Sensor )
KS (Knock Sensor )
Actuators
Injector ( Gasoline fuel system only)
Number: 4
Specification
Ignition Coil
Type: Stick type
Specification
Tightening torques
Engine control system
-40 (-40) 48.14
-20 (-4) 14.13 ~ 16.83
0 (32) 5.79
20 (68) 2.31 ~ 2.59
40 (104) 1.15
60 (140) 0.59
80 (176) 0.32
A/F Ratio Out Voltage (V)
Rich 0.6 ~ 1.0
Lean 0 ~ 0.4
Items Specification
Heater Resistance ( ) 3.1 ~ 4.1 [20(68)]
Items Specification
Capacitance (pF) 1,480 ~ 2,200
Resistance 1
Items Specification
Coil Resistance ( ) 14.0 ~ 15.4 [20(68)]
Items Specification
Primary Coil Resistance ( ) 0.62 10% [20(68)]
Secondary Coil Resistance
()
7.0 15% [20(68)]
Item Kgf.m N.m Ib.ft
Manifold absolute
pressure sensor
installation bolt
1.0~1.2 9.8 ~11.8 7.2 ~ 8.7
Engine coolant
temperature sensor
installation
3.0 ~ 4.0 29.4~39.2 21.7~28.9
Crankshaft position
sensor installation
bolt
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Camshaft position
sensor
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Knock sensor
installation bolt
1.9 ~ 2.4 18.6~23.5 13.7~17.4
Heated oxygen
sensor installation
3.5 ~ 4.5 34.3~44.1 25.3~32.6
Ignition coil
assembly
installation bolts
0.4 ~ 0.6 3.9 ~ 5.9 2.9 ~ 4.3

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Troubleshooting
Basic inspection procedure
Measuring condition of electronic parts'
resistance
The measured resistance at high temperature after vehicle
running may be high or low. So all resistance must be
measured at ambient temperature (20C, 68F), unless
stated otherwise.
NOTE
The measured resistance in except for ambi-
ent temperature (20C, 68F) is reference
value.
Intermittent problem inspection procedure
Sometimes the most difficult case in troubleshooting is
when a problem symptom occurs but does not occur again
during testing. An example would be if a problem appears
only when the vehicle is cold but has not appeared when
warm. In this case, the technician should thoroughly make
out a "CUSTOMER PROBLEM ANALYSIS SHEET"
and recreate (simulate) the environment and condition
which occurred when the vehicle was having the issue.
1. Clear Diagnostic Trouble Code (DTC).
2. Inspect connector connection, and check terminal for
poor connections, loose wires, bent, broken or cor-
roded pins, and then verify that the connectors are
always securely fastened.
3. Slightly shake the connector and wiring harness ver-
tically and horizontally.
4. Repair or replace the component that has a problem.
5. Verify that the problem has disappeared with the
road test.
<Simulating vibration>
1) Sensors and Actuators
Slightly vibrate sensors, actuators or relays with
finger.
WARNING
!
Strong vibration may break sensors, actua-
tors or relays
2) Connectors and Harness
Lightly shake the connector and wiring harness
vertically and then horizontally
<Simulating heat>
1) Heat components suspected of causing the mal-
function with a hair dryer or other heat source.
WARNING
!
DO NOT heat components to the point where
they may be damaged.
DO NOT heat the ECM directly.
<Simulating water sprinkling>
1) Sprinkle water onto vehicle to simulate a rainy
day or a high humidity condition.
WARNING
!
DO NOT sprinkle water directly into the
engine compartment or electronic compo-
nents.
<Simulating electrical load>
1) Turn on all electrical systems to simulate exces-
sive electrical loads (Radios, fans, lights, rear
window defogger, etc.).

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Connector inspection procedure
1. Handling of Connector
1) Never pull on the wiring harness when discon-
necting connectors.
2) When removing the connector with a lock, press
or pull locking lever.
3) Listen for a click when locking connectors. This
sound indicates that they are securely locked
4) When a tester is used to check for continuity, or
to measure voltage, always insert tester probe
from wire harness side.
5) Check waterproof connector terminals from the
connector side. Waterproof connectors cannot be
accessed from harness side.
NOTE
Use a fine wire to prevent damage to the ter-
minal. Do not damage the terminal when
inserting the tester lead.
2. Checking Point for Connector
1) While the connector is connected:
Hold the connector, check connecting condition
and locking efficiency.
2) When the connector is disconnected:
Check missed terminal, crimped terminal or bro-
ken core wire by slightly pulling the wire har-
ness.Visually check for rust, contamination,
deformation and bend.
3) Check terminal tightening condition:
Insert a spare male terminal into a female termi-
nal, and then check terminal tightening condi-
tions
4) Pull lightly on individual wires to ensure that
each wire is secured in the terminal.
3. Repair Method of Connector Terminal
1) Clean the contact points using air gun and/or
shop rag.
NOTE
Never use sand paper when polishing the
contact points, otherwise the contact point
may be damaged.
2) In case of abnormal contact pressure, replace the
female terminal.

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Wire harness inspection procedure
1. Before removing the wire harness, check the wire
harness position and crimping in order to restore it
correctly.
2. Check whether the wire harness is twisted, pulled or
loosened.
3. Check whether the temperature of the wire harness is
abnormally high.
4. Check whether the wire harness is rotating, moving
or vibrating against the sharp edge of a part.
5. Check the connection between the wire harness and
any installed part.
6. If the covering of wire harness is damaged; secure,
repair or replace the harness.
Electrical circuit inspection procedure
<CHECK OPEN CIRCUIT>
1. Procedures for Open Circuit
1) Continuity Check
2) Voltage Check
If an open circuit occurs (as seen in [FIG. 1]), it
can be found by performing Step 2 (Continuity
Check Method) or Step 3 (Voltage Check
Method) as shown below.
2. Continuity Check Method
NOTE
When measuring for resistance, lightly shake
the wire harness above and below or from
side to side
1) Disconnect connectors (A), (C) and measure
resistance between connector (A) and (C) as
shown in [FIG. 2]. In [FIG.2.] the measured
resistance of line 1 and 2 is higher than 1M
and below 1 respectively Specifically the open
circuit is line 1 (Line 2 is normal). To find exact
break point, check sub line of line 1 as described
in next step.
2) Disconnect connector (B), and measure for resis-
tance between connector (C) and (B1) and
between (B2) and (A) as shown in [FIG. 3].
In this case the measured resistance between
connector (C) and (B1) is higher than 1M and
the open circuit is between terminal 1 of connec-
tor (C) and terminal 1 of connector (B1).
3. Voltage Check Method
1) With each connector still connected, measure the
voltage between the chassis ground and terminal
1 of each connectors (A), (B) and (C) as shown
in [FIG. 4]. The measured voltage of each con-
nector is 5V, 5V and 0V respectively. So the
open circuit is between connector (C) and (B).
Specification (Resistance)
1 or less Normal Circuit
1M or Higher Open Circuit

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<CHECK SHORT CIRCUIT>
1. Test Method for Short to Ground Circuit
1) Continuity Check with Chassis Ground
If short to ground circuit occurs as shown in
[FIG. 5], the broken point can be found by per-
forming Step 2 (Continuity Check Method with
Chassis Ground) as shown below.
2. Continuity Check Method (with Chassis Ground)
NOTE
Lightly shake the wire harness above and
below, or from side to side when measuring
the resistance
1) Disconnect connectors (A), (C) and measure for
resistance between connector (A) and Chassis
Ground as shown in [FIG. 6].
The measured resistance of line 1 and 2 in this
example is below 1 and higher than 1M
respectively.
2) Disconnect connector (B), and measure the resis-
tance between connector (A) and chassis ground,
and between (B1) and chassis ground as shown
in [FIG. 7]. The measured resistance between
connector (B1) and chassis ground is 1 or less.
The short to ground circuit is between terminal 1
of connector (C) and terminal 1 of connector
(B1).
Specification (Resistance)
1 or less Short to Ground Circuit
1M or Higher Open Circuit

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CopyrightedMaterial

Engine control system
MAPS
(Manifold Absolute Pressure Sensor)
Manifold Absolute Pressure Sensor (MAPS) is speed-den-
sity type sensor and is installed on the surge tank. This
MAPS senses absolute pressure in surge tank and trans-
fers this analog signal proportional to the pressure to the
PCM. The PCM calculates the intake air quantity and
engine speed based on this signal. This MAPS consists of
piezo-electric element and hybrid IC that amplifies the
element output signal. The element is silicon diaphragm
type and adapts sensitive variable resistor effect of semi-
conductor. 100% vacuum and the manifold pressure
applies to both sides of it respectively. That is, this sensor
outputs the silicon variation proportional to pressure
change by voltage.
Specification
Circuit diagram
Haness Connector
Connection Information
Component inspection
1. Connect a scantool on Diagnisis Link Connector
(DLC).
2. Check MAPS output voltage at idle and IG ON.
Pressure (kPa) Out Voltage (V)
20 0.79
46.66 1.84
101.32 4
Terminal Connected Function
1
each pin no
of
ecu(ecm)
MAPS signal
2 Sensor power (+5v)
3 Sensor ground
4 IATS signal
Condition Out Voltage (V)
Idle 0.8V ~ 1.6V
IG ON 3.9V ~ 4.1V

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IATS (Intake Air Temperature Sensor)
Intake Air Temperature Sensor (IATS) is installed inside
the Manifold Absolute Pressure Sensor (MAPS) and
detects the intake air temperature. To calculate precise air
quantity, correction of the air temperature is needed
because air density varies according to the temperature.
So the PCM uses not only MAPS signal but also IATS
signal. This sensor has a Negative Temperature Coeffi-
cient (NTC) and its resistance is in inverse proportion to
the temperature.
Circuit diagram
Harness Connector
1. Turn ignition switch OFF.
2. Disconnect IATS connector.
3. Measure resistance between IATS terminals 3 and 4.
4. Check that the resistance is within the specification
Specification: Refer to SPECIFICATION
-40 (-40) 40.93 ~ 48.35
-30 (-22) 23-43 ~ 27.34
-20 (-4) 13.89 ~ 16.03
-10 (14) 8.50 ~ 9-71
0 (32) 5.38 ~ 6.09
10 (50) 3-48 ~ 3.90
20 (68) 2.31 ~ 2.57
25 (77) 1.90 ~ 2.10
30 (86) 1.56 ~ 1.74
40 (104) 1.08 ~ 1.21
60 (140) 0.54 ~ 0.62
80 (176) 0.29 ~ 0.34
1
each pin no
of
ecu(ecm)
MAPS signal
2 Sensor power (+5v)
3 Sensor ground
4 IATS signal

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ECTS
(Engine Coolant Temperature Sensor)
Function and operation priciple
Engine Coolant Temperature Sensor (ECTS) is located in
the engine coolant passage of the cylinder head for detect-
ing the engine coolant temperature. The ECTS uses a ther-
mistor whose resistance changes with the temperature.
The electrical resistance of the ECTS decreases as the
temperature increases, and increases as the temperature
decreases. The reference 5 V in the ECM is supplied to
the ECTS via a resistor in the ECM.That is, the resistor in
the ECM and the thermistor in the ECTS are connected in
series. When the resistance value of the thermistor in the
ECTS changes according to the engine coolant tempera-
ture, the output voltage also changes. During cold engine
operation the ECM increases the fuel injection duration
and controls the ignition timing using the information of
engine coolant temperature to avoid engine stalling and
improve drivability.
Circuit diagram
Harness Connector
2. Disconnect ECTS connector.
3. Remove the ECTS.
4. After immersing the thermistor of the sensor into
engine coolant, measure resistance between ECTS
terminals 3 and 4.
5. Check that the resistance is within the specification.
Specification: Refer to Specification.
Specification
1
each pin no
of ecu(ecm)
ECTS signal
2 Sensor ground
3 Cluster -
-40 (-40) 48.14
-20 (-4) 14.13 ~ 16.83
0 (32) 5.79
20 (68) 2.31 ~ 2.59
40 (104) 1.15
60 (140) 0.59
80 (176) 0.32

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CMPS (Camshaft Position Sensor)
Camshaft Position Sensor (CMPS) is a hall sensor and
detects the camshaft position by using a hall element. It is
related with Crankshaft Position Sensor (CKPS) and
detects the piston position of each cylinder which the
CKPS can't detect. The CMPS are installed on engine
head cover and uses a target wheel installed on the cam-
shaft. This sensor has a hall-effect IC which output volt-
age changes when magnetic field is made on the IC with
current flow.
Troubleshooting
<Waveform>
Circuit diagram
Haness Connector
Check signal waveform of CMPS and CKPS using a
scantool
1 Main relay Power (b+)
2
each pin no
of ecu(ecm)
Sensor ground
3 CMPS bank1/in signal
Specification : Refer to "WAVE FORM"

CopyrightedMaterial

CKPS (Crankshaft Position Sensor)
Crankshaft Position Sensor (CKPS) detects the crankshaft
position and is one of the most important sensors of the
engine control system. If there is no CKPS signal input,
fuel is not supplied. That is, vehicle can't run without
CKPS signal. This sensor is installed on transaxle housing
and generates alternating current by magnetic flux field
which is made by the sensor and the target wheel when
engine runs. The target wheel consists of 58 slots and 2
missing slots on 360 degrees CA (Crank Angle).
Troubleshooting
Fig.1) The square wave signal should be smooth and with-
out any distortion.
Fig.2,3) The CMPS falling(rising) edge is coincided with
3~5 tooth of the CKP from one longer sig-
nal(missing tooth)
Circuit diagram
Harness Connector
Check signal waveform of CKPS and CMPS using a
scantool.
1 Main relay Power (b+)
2
each pin no
of ecu(ecm)
CKP Signal
3 Sensor ground
Specification : Refer to "WAVE FORM"

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HO2S (Heated Oxygen Sensor)
Heated Oxygen Sensor (HO2S) consists of zirconium and
alumina and is installed on downstream of the Exhaust
Manifold After it compares oxygen consistency of the
atmosphere with the exhaust gas, it transfers the oxygen
consistency of the exhaust gas to the ECM. When A/F
ratio is rich or lean, it generates approximately 1V or 0V
respectively. In order that this sensor normally operates,
the temperature of the sensor tip is higher than 370 C
(698 F). So it has a heater which is controlled by the
ECM duty signal. When the exhaust gas temperature is
lower than the sensor tip. specified value, the heater
warms the heats the temperature of sensor tip part
Specification
Circuit diagram
<HO2S>
Harness Connector
1. Disconnet the HO2S connector.
2. Measure resistance between HO2S heater terminals 3
and 4.
A/E Ratio Output Voltage (V)
RICH 0.6 ~ 1.0
LEAN 0.1 ~ 0.4
Heater Resistance( ) 3.1 ~ 4.1 at 20(68)
1
each pin no
of ecu(ecm)
HO2S signal
2 Sensor ground
3 Main relay Battery (b+)
4
each pin no
of ecu(ecm)
Heater control
Specification : Refer to Specification.

CopyrightedMaterial

KS (Knock Sensor)
Function and operation priciple
Knocking is a phenomenon characterized by undesirable
vibration and noise and can cause engine damage. Knock
Sensor (KS) senses engine knocking and the cylinder
block. When knocking occurs, the vibration from the cyl-
inder block is applied as pressure to the piezoelectric ele-
ment. At this time, this sensor transfers the voltage signal
higher than the specified value to the ECM and the knock-
ing ECM retards the ignition timing. If the disappears
after retarding the ignition timing, the ECM will advance
the ignition timing. This sequential control can improve
engine power, torque and fuel economy.
Specification
Troubleshooting
The knock sensor is installed at cylinder block to detect
the vibration effectively during engine running.
The above waveform shows the signal waveform of knock
sensor when knock dosen't happen. Generally, knock sig-
nal has more noise than other sensor.
Circuit diagram
Harness Connector
Items Specification
Capacitance (pF) 1,480 ~ 2,200
Resistance () 1
1
each pin no
of ecu(ecm)
Sensor ground
2 Knock Sensor Signal

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Injector
Function and operation principle
Based on information from various sensors, the ECM
measures the fuel injection amount. The fuel injector is a
solenoid-operated valve and the fuel injection amount is
controlled by length of time that the fuel injector is held
open. The ECM controls each injector by grounding the
control circuit. When the ECM energizes the injector by
grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the
ECM de-energizes the injector by opening control circuit,
the fuel injector is closed and circuit voltage should
momentarily peak.
Specification
Circuit diagram
<Injector #1>
<Injector #2>
<Injector #3>
<Injector #4>
Harness Connector
2. Disconnect injector connector.
3. Measure resistance between injector terminals 1 and
2.
Items Specification
CoilResistance 14 ~15.4 at 20(68)
Terminal Connected to Function
1 Main relay Power Supply (B+)
2
each pin no of
ecu(ecm)
Injector Control
2
each pin no of
ecu(ecm)
Injector Control
2
each pin no of
ecu(ecm)
Injector Control
2
each pin no of
ecu(ecm)
Injector Control
Specification : Refer to Specification.

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GROUP 01
SM 794 01-0
GROUP 01
ENGINE COOLING SYSTEM
Specifications and Description .......................... Section 1
Engine Cooling System Troubleshooting ......... Section 2
Engine Cooling System Testing
and Maintenance..................................................Section 3
Cooling System and Alternator Belt Service ... Section 4
Radiator Removal and Replacement ............... Section 5
NOTE
Removal and replacement procedures for the water pump and
thermostat are covered in the Overhaul section of Group 00,
Engines.

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Group 01, Engine Cooling System
SM 794 01-1-1
Specifications
Radiator Type: Crossflow radiator with coolant recovery
system.
System Pressure (Radiator cap): 83-109 kPa (12-16 psi).
Thermostat:
LPG/Diesel/Gas
Open (cracking) at 82C1.5(180F2.7).
Fully open at 95C(203F).
Coolant Mixture: 50% water and 50% low-silicate, ethyl-
ene glycol, permanent-type antifreeze with rust and corro-
sion inhibitors.
Cooling System Coolant Capacity:
LPG truck with 4-row radiator capacity is 10.5 L
(11.1 qt)
Diesel truck with 4-row radiator capacity is 14 L
(14.8 qt).
Fan Type: Pusher type
Fan Drive Belt: V-type belt
Water Pump Type: Centrifugal
Hose Clamp Sizes:
LPG/Gas: 47 mm (1.8 in) @ radiator end; 44 mm
(1.7 in) @ engine (water pump or thermostat) end
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.
Radiator Cap Inspection and Test: Every year or 2000
hours of operation.
Thermostat Test/Replacement: Every 2000 hours or each
PM.
Fan Belt Tension Wear Inspection: After the first 50 hours
of operation, then every 50-250 hours or each PM.
Fan Inspection for Loose or Damaged Blades: Every 50-
250 hours or each PM.
Fastener Torques
Shroud Mounting Bolts: 8-10 Nm (5.9-7.4 ft-lb)
Oil Cooler to Radiator Brackets:
20-25 Nm (14.8-18.5 ft-lb)
Section 1
Specifications and Description

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SM 794 01-1-2
Description
The engine cooling system is a conventional setup and
consists of the radiator, the fan and drive belt, the thermo-
stat, the water pump, and associated hoses. The radiator is
filled through the overflow bottle, a reservoir for extra
coolant that allows for fluid expansion as the fluid gets
warmed in the engine. The transmission oil cooler is sepa-
rate from the engine cooling system, but is mounted
directly below the radiator.
The radiators of the different models of the truck are not
the same, but the procedures for general service are the
same. Radiator repair is not covered in this manual. Radi-
ator service shops should be consulted if the radiator is
clogged, cracked, or otherwise unserviceable. The compo-
nents that can be serviced include the belts (gas and LPG
engines have two belts), the thermostat, the water pump,
and hoses.
Cooling System-Pneumatic-Tire Truck
Radiator
Radiator
reservoir bottle
Cooling system brace
To thermostat
Fan shroud
To water pump

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SM 794 01-2-1
Temperature gauge in red zone
Radiator fins plugged; blow debris from radiator.
Blockage in system; drain, flush, and refill system.
Engine overheating
Loose fan belt; tighten to correct tension (see Sec-
tion 4 for belt tensioning procedure).
Low coolant level; refill and check for leaks.
Radiator pressure cap is defective.
Inadequate air flow to the radiator; check that fan
blades have the coined imprinting facing the
engine and are not installed backwards.
Missing or damaged fan shroud or shields on radia-
tor.
Radiator fins plugged; blow debris from radiator.
Radiator clogged; drain and flush radiator.
Scale or deposits in cooling system; drain and flush
entire cooling system.
Radiator defective; repair or replace the radiator.
Thermostat incorrect or defective.
Collapsed radiator hose(s) on suction side of cool-
ing system.
Water pump defective.
Water passages in engine are clogged.
Air in cooling system; drain and flush.
LP gas leak into cooling system.
Ignition timing misadjusted.
Excessive exhaust system back pressure.
Engine oil level is low or needs changing.
Engine overloaded.
Engine internal parts worn.
Leaking head gasket.
Defective temperature gauge.
Engine shuts down (automatic engine shut-
down sensor)
High transmission temperature; check transmission
oil cooler components.
Low engine oil pressure; check oil level and fill
and check for leaks.
High coolant temperature; check Engine over-
heating for symptoms and remedies.
Water pump leaks
Pump has a worn shaft and/or seal.
Bad gasket.
Broken pump impeller.
Replace the seals and gaskets or replace the pump.
Water pump making noise
Worn pump shaft or bearings loose or worn.
Pump impeller broken.
Loose fan belt.
Bent or broken fan blade.
Fan hitting engine or shroud.
Engine runs cold, emits excessive blue/white
exhaust smoke or idles roughly
Contaminated fuel.
Autochoke malfunctioning - gas model only.
Fouled spark plugs.
Coolant temperature below normal due to incorrect
or defective thermostat; replace the thermostat.
Defective temperature sender or indicator light;
check and replace if necessary.
Oil in coolant or coolant in crankcase
Leaking head gasket.
Cylinder head bolts not tight.
Cylinder head cracked.
Engine cylinder block water jackets cracked.
Section 2
Engine Cooling System Troubleshooting

CopyrightedMaterial

SM 794 01-3-1
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, dont stand in line with a spinning fan.
!
2376150
WARNING
Section 3
Testing and Maintenance

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SM 794 01-3-2
CAUTION
!
face, such as a concrete floor with no gaps
or breaks.
OFF and remove key.
wheels.
Engine Coolant Level Check
CAUTION
!
Use extreme care when removing the cap
from the radiator. Never remove the radiator
cap from a hot engine. It is a good safety
practice to use a shop cloth over the cap as
shown if there is any possibility of pressure
being present. Turn cap to the first stop and
note if any steam is released. When you are
sure all pressure has been released, press
down on the cap with the cloth in place, turn
and remove the cap. Stand clear of the radia-
tor opening; hot coolant can splash out.
Steam or hot coolant can cause severe burns.
Failure to follow these instructions could
result in serious personal injury and/or dam-
age to the cooling system or engine.
Heated coolant expands and is driven from the radiator
into the reservoir. The engine must be cooled for at least 4
hours before the coolant will flow back to the radiator. To
check the coolant levels in the engine:
1. Park the truck as described in Safe Parking.
2. Open the engine cover and check the coolant level in
the reservoir:
When at operating temperature, the coolant level
must be within the hot range mark.
When cold, the coolant level must be within the
cold range mark.
3. Remove the radiator cover. See Group 38 for instruc-
tions.
4. Use a rag to cover the radiator cap and turn to the
first stop to release any steam. Let all pressure and
steam run out of the radiator before removing the
cap.
5. Check the coolant level in the radiator; coolant level
should be to the bottom of the filler neck opening.
6. Fill the reservoir and radiator to the correct level of
coolant and close tightly.
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% ethylene glycol, permanent-type anti-
freeze 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
Do not use alcohol or methanol antifreeze.
Add coolant as required. If frequent refilling or as much
as a quart is required at one time, inspect cooling system
for leaks.
Hot range mark
Cold range mark

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SM 794 01-3-3
Adding Coolant
1. The coolant level should be at the cold mark on the
coolant reservoir when the engine is cold.
NOTE
Fork lift truck applications require also
checking the coolant level directly in the radi-
ator. Lift truck radiators will plug up and
overheat which forces coolant into the over-
flow bottle and on out at the vent. This
results in a low coolant level which may cause
overheating.
2. Coolant level in the radiator should be checked daily
(or before each shift of operation) to make sure the
radiator is full at all times. Radiator is full when
coolant level is at the bottom edge of the filler neck
opening.
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.
3. If the cooling system requires the addition of a large
quantity of coolant and the engine has been overheat-
ing, perform the following cooling system inspec-
tion.
Cooling System Inspection
1. Check water pump, thermostat, radiator, and all
plumbing for leaks.
CAUTION
!
sure and steam to be released before remov-
ing cap.
2. Remove the radiator cap. See CAUTION above.
3. Inspect the condition of the coolant. Look for exces-
sive contamination, rust, oiliness, or gummy deposits
in the coolant solution. The coolant should have a
clean appearance.
4. Check the planned maintenance time interval (oper-
ating hours), or the condition of the coolant to deter-
mine if it needs to be changed (drained and replaced).
5. Inspect the radiator cap. Check condition of the
upper and lower seals. Check the seal holder and
spring for correct movement and operation. The rub-
ber seal face should be clean and undamaged. Look
for nicks or cracks in the seals. Replace the cap if the
seal is defective. Cap should have a pressure rating of
90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi)
limits. See Cooling System Tests in this Section for
procedures to test the radiator cap.
6. Inspect the radiator cap sealing surfaces located in
the radiator filler neck. Look for nicks, deep
scratches, or damage which may cause radiator cap
leakage.
7. Inspect the overflow pipe and tubing for clogging,
damage, or wear. Clean the overflow pipe. Remove
any contaminants that can cause restriction. Replace
the tubing if it is faulty.
8. Inspect and clean the overflow bottle (reservoir) as
needed.
9. Inspect the inlet and outlet hoses for damage, cracks,
wear, or evidence of collapsing. Inspect hose clamps
to determine if they need to be replaced.
10. Use a coolant tester to test the low temperature pro-
tection level (the proportion of ethylene glycol to
water) of the coolant solution. Add coolant solution
(antifreeze or water) to provide maximum protection
(50/50 mixture).
NOTE
A coolant solution containing 50% ethylene
glycol provides freezing protection to -37 C
(-34 F). Refer to Service Information Bulle-
tin, SI-01-207-78 for more information on the
use of antifreeze.

CopyrightedMaterial

SM 794 01-3-4
11. If the engine has been requiring the addition of large
amounts of coolant:
Inspect the radiator for blockage of air flow
through the fins. Air clean the radiator.
Check the tailpipe. Be sure exhaust flow is not
blowing into the radiator. Make sure all baffles
and shrouds are in place.
Check fan belt and cooling fan.
Check and make sure the fan is not installed
backward. The coined imprinting on the fan
blades should be facing the engine for correct
operation.
Check engine oil to see if it contains coolant.
Check the radiator cap to see that it has the cor-
rect rating.
Pressure test the radiator and cooling system.
See Cooling System Tests in this Section for
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.
Testing the Radiator Cap
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
install the cap tightly on the tester. Pressurize the
tester and radiator cap.
2. The gauge pressure reading should hold within the
specified limits of the cap relief pressure. Cap should
have a pressure rating of 96 kPa (14 psi) nominal and
83-109 kPa (12-16 psi) limits. If the test relief pres-
sure either exceeds or is below the specified limits,
replace the cap with a new Clark part.
Testing Radiator and Cooling System
1. Pressure test the radiator and cooling system to deter-
mine if it will hold the correct pressure without leaks
or failure. Wet the rubber sealing surfaces and install
the tester cap tightly on the radiator fill neck. Apply
pressure to the cooling system equal to the radiator
cap specified relief pressure of 90 kPa (13 psi) nomi-
nal and 83-109 kPa (12-16 psi) limits.
2. Observe the gauge reading for approximately two
minutes. The pressure should not drop during this
time. If pressure drops, check for leaks in the radia-
tor, hoses, connections, and the engine components.
Testing the Thermostat
1. Remove and test the engine thermostat to determine
if it closes correctly and opens at the correct tempera-
ture:
Gas/LPG/Diesel
Open (cracking) at 82C 1.5 (180F 2.7)
Fully open at 95C (203F).

CopyrightedMaterial

SM 794 01-3-5
2. Fully immerse the thermostat in a pan of water. Heat
the pan slowly while stirring the water to produce an
even temperature. Use a thermometer to measure the
temperature at which the thermostat valve cracks
(starts to open) and when it is fully open. If the test
results are not to specification, replace the thermo-
stat.
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
engine.
3. Place a hose on the drain valve nipple and run to the
drain pan. Open the coolant drain valve on the engine
block.
Gas/LPG Engine Coolant Drain Valve
Diesel Engine Coolant Drain Valve
IMPORTANT
Dispose of the fluid in accordance with the
manufacturers and state and local regula-
tions.
4. Inspect coolant hoses and clamps to determine if they
need to be replaced.
Drain valve
Flywheel
Hose
Drain valve
Hose

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SM 794 01-3-6
Cleaning and Flushing Cooling System
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. Close coolant drain valve in the engine block.
2. Fill cooling system and perform the cleaning and
flushing operation according to the manufacturers
instructions.
3. Drain the system completely again using the steps
from Draining Radiator and Cooling System.
4. Remove the drain pan.
IMPORTANT
Dispose of the fluid in accordance with the
manufacturers and state and local regula-
tions.
Filling Cooling System
With the cooling system drained, the following procedure
should be used to insure complete fill:
1. Close coolant drain valve in engine block.
2. Fill the radiator to the bottom of the filler neck with
new coolant (50% water and 50% ethylene glycol,
permanent-type antifreeze solution containing rust
and corrosion inhibitors).
3. Install radiator cap securely.
4. Fill the coolant recovery bottle (overflow reservoir)
to the cold range mark line with new coolant.
5. Start and run the engine until the radiator upper hose
is warm, indicating the thermostat is open and cool-
ant is circulating through the system. Check for leaks
at hose connections and engine drain valve.
6. Turn engine off and check coolant level in radiator
again. Add coolant as required to fill to bottom of
filler neck.
CAUTION
!
sure and steam to be released.
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.
Hot range mark
Cold range mark

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SM 794 01-4-1
Gas/LPG Engine Cooling System Belts
Fan belt
Alternator/
Water pump belt
Fan bearing
support assembly
Fan guard
Section 4
Engine Cooling System and
Alternator Belt Service

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SM 794 01-4-2
CAUTION
!
or breaks.
OFF and remove key.
wheels.
Belt Checks
To check the belts:
Check belt tension by pushing and pulling on the
span; belt should move only about 4 mm (0.16 in).
Inspect belt and pulleys for damage.
Belt must not have any cracks or ride in the bottom
of the pulley grooves.
Be sure there is no oil on the belt.
A belt which has been slipping will be glazed and
cracked, and should be replaced.
Belt tensioning procedures follow belt removal and
replacement steps.
Gas/LPG Truck Belt Removal
Fan Drive Belt Removal
1. Tilt steer column forward, open the operators seat
deck, and remove the battery cables.
2. Loosen the bolt adjusting the fan belt tention.
3. When the bolt is sufficiently loose, remove the belt
from the fan and engine pulley.
Alternator/Water Pump Belt Removal
1. Remove fan drive belt.
2. Loosen the lock nut and back off the adjustment bolt
on the alternator mounting bracket to create slack in
the belt.
3. Slip the belt off the alternator and engine pulleys.
Gas/LPG Truck Water Pump Belt
Replacement
1. Remove the fan shroud.
2. Loosen the fan mounting bolt.
3. Remove the fan or alternator.
IMPORTANT
Use the fan pulley to turn the blades into
position. Too much force can bend or break
the fan blades.
4. To replace the fan drive belt, must be loosen adjust-
ment bolt first as shown below.
5. Tighten belt using adjustment bolt. Belt should
deflect only 4 mm (0.16 in) when resetting with the
Fan bearing
support assembly
Adjustment
Bolt
Lock nut

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SM 794 01-4-3
adjustment bolt. Tighten lock nut when correct belt
deflection is measured.
Alternator/Water Pump Belt Tension
(Gas/LPG Engines)
With the engine off:
1. Adjust the belt deflection to 4 mm (0.16 in). Turn the
adjusting bolt clockwise the increase the belt tension
and the adjusting bolt counterclockwise to decrease
the belt tension.
Measuring belt deflection with a ruler.
Measuring belt deflection with a gage.
2. Tighten the lock nut.
3. Tighten the pivot bolt at the base of the alternator.
Fan Drive Belt Tension
(Gas/LPG Engines)
With the engine off:
1. Loosen set screw and jam nut on fan bearing support.
2. Loosen fan bearing support mounting bolts. Leave
enough torque on the bolts to hold the bearing sup-
port in position.
3. Use the set screw to set the static belt tension by
deflecting span 4 mm (0.16 in).
4. Tighten the bearing support mounting bolts to 40-45
Nm (29.5-33.3 ft-lb).
5. Set the jam nut on the set screw to prevent the screw
from moving.
Adjustment
Bolt
Lock nut
Roller
Water Pump
Pully
Alternator Pully
Crankshaft Pully
Water Pump
Pully
Alternator
Pully

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SM 794 01-4-4
Diesel truck fan drive belt replacement
1. Loosen 4 Bolt for the fan mount.
2. Loosen 2 bolts to lessen the belt tension.

CopyrightedMaterial

SM 794 01-5-1
Radiator
To thermostat
Radiator
reservior bottle
Fan guard
To water pump
Section 5
Radiator Removal and Replacemant

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SM 794 01-5-2
CAUTION
!
or breaks.
OFF and remove key.
wheels.
Radiator Removal
NOTE
Servicing radiators is not covered in this
manual and radiator repair shops should be
consulted for service and repair of defective
radiators.
1. Do not attempt to remove the radiator when the
engine is hot. Wait until the system has entirely
cooled down.
CAUTION
!
from the radiator. When removing the radia-
tor cap, use a rag over the cap. Turn cap to
the first stop and allow all pressure and
steam to be released.
2. Park the truck and block the wheels. Tilt the steering
column forward and raise the operators seat deck.
3. Remove the radiator cover and operators seat deck.
See Group 38 for procedures.
4. Drain the radiator/engine coolant as described in
Section 3.
5. Remove the auxliary sump hose loosen the tighten-
ing bolts of shroud.
6. Remove the flange capscrews from the frame. Pay
attention not to miss the rubber.
7. Remove the radiator cover. Take out the radiator
upwards.
Rubber
Capscrews

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SM 794 01-5-3
Radiator Mounting
1. Install the ruber under the radiator.
2. Slip the radiator mounting upper seated from the rub-
ber.
3. Rubber mounting form radiator both side, after fasten
the bolt with tightening torque of 20-25 Nm)14.8-
18.5 ft-lb).
4. Install the shroud. This time shroud to fan clearance
be 0.59in(15mm).
5. Mounting the capscrew to the shroud. Fasten the cap-
screw with tightening torque of 8-10 Nm (3.7-4.4
ft-lb).
IMPORTANT
Fan ring-to-shroud clearance should be 15
mm (0.59 in). If belt is wrong size, clearance
will not be correct because fan drive assem-
bly will be too high or low when belt is
adjusted tight.
6. Remount the water pump and thermostat hoses
between the engine and radiator. Tighten the hose
clamps sufficiently to prevent leaks.
IMPORTANT
Use new hoses if cracking or drying is evident
around the positions of the clamps or if the
hoses are deteriorated in any way.
Rubber
Capscrews
Shroud

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SM 794 01-5-4
7. Fit the hose to the overflow inlet on the radiator.
Tighten the lock nuts for the clamps to 8-10 Nm (6-
7.5 ft-lb).
8. Close engine drain cock and refill the radiator with a
mixture of 50% ethylene glycol (antifreeze) and 50%
water as described in Section 3.
9. Remount the radiator cover and operators seat deck.
See Group 38 for instructions.
10. Once you have completed all the tests recommended
for radiator refill (see Section 3), check to make sure
no leaks are evident in the radiator hoses before
returning the truck to service.
Radiator
reservior bottle
Drain hose

CopyrightedMaterial

GROUP 02 (L-MMC,TIER0)
SM 794 02-0
FUEL SYSTEM
(CARBURETED)
LPG Fuel System Specifications
and Description ........................................................... Section 1
LPG Fuel System Troubleshooting ............................ Section 2
LPG Fuel System Adjustments and Maintenance .... Section 3
LPG Carburetor and Throttle Body Romoval
and Overhaul ............................................................... Section 4
LPG Vaporizer Removal and Overhaul ................... Section 5
Air Governor ............................................................... Section 6
GAS Fuel System ......................................................... Section 7

CopyrightedMaterial

Group 02 (L-MMC,Tier0), Fuel System
SM 794 02(L-MMC)-1-1
Specifications
LPG Tank
Capacity: 9.1, 15.2, 19.7 kg (20, 33.5, or 43.5 lb).
Working Pressure: 138-1654 kPa (20-240 psi).
Safety Relief Valve: Opens when pressure exceeds 2756
kPa (400 psi).
Shut-off Valve: Manual with maximum withdrawal valve.
Maximum Withdrawal Valve: Closes when flow rate
exceeds 5.7 Lpm (1.5 gpm).
Fuel Gauge: Float level type.
Low Fuel Light: Instrument pod light comes on at 275 kPa
(40 psi).
Carburetor
Type: Diaphragm-operated air-gas valve design with self-
contained air-fuel metering device
Idle air-fuel mixture: 0.30-0.70% CO (carbon monoxide)
@ 680 rpm.
Power Mixture: 0.6 to 1.5 % CO at converter stall.
Idle Speed: 650-700 rpm.
Maximum No-Load Governed Speed: 2600-2700rpm
Vaporizer-Regulator
Primary Chamber Pressure: tank pressure to 10.3 kPa (1.5
psi).
Secondary Chamber Pressure: 10.3 kPa (1.5 psi) to a neg-
ative pressure to vapor outlet pressure.
Vapor Outlet Pressure: -38.1 mm (-1.5 in) water column.
Lock-Off Valve
Filter element: Replace every 1000 hours.
Fuel
HD-5 Propane
Section 1
Fuel System Specifications and Description
(Carbureted LPG Fuel System)

CopyrightedMaterial

SM 794 02(L-MMC)-1-2
Description
The complete LPG (liquefied petroleum gas) system is
illustrated on the next page.
The LPG systems consist of a tank to hold the fuel under
pressure in a liquefied form, a lock-off valve to block
flow of fuel from the tank when the engine is not running,
a vacuum switch to operate the lock-off valve, a vapor-
izer-regulator to lower the fuel pressure and allow the
fuel to become vapor, and a carburetor to mix the vapor
with air and feed the mixture to the engine.
The flow of air through the carburetor is controlled
by the throttle body, which is located between the car-
buretor and the governor. The governor limits maximum
engine rpm.
A water line from the engine cooling system circulates
warm engine coolant through the vaporizer-regulator to
counteract the frosting effect of the vaporizing fuel.
A hydrostatic relief valve relieves pressure in the fuel
lines should it build to a dangerous level. Another safety
valve on the tank relieves excessive tank pressure.
A balance line communicates pressure from the carbure-
tor air inlet to the vent port on the vaporizer-regulator.
A pressure switch on the fuel lock off valve sends a fuel-
low signal to the LPG level light on the instrument pod
when the tank pressure falls below 138 kPa (20 psi).
Further details about the major fuel system components
are given on the following pages of this Section.
LPG Tank
One end of the LPG fuel tank is equipped with a shut-off
valve, fuel gauge, safety relief valve, and vent valve.
The vent valve should be opened manually only when fill-
ing or cleaning the inside of the tank.
The safety relief valve opens automatically when pressure
in the tank rises above 2756 kPa (400 psi). It closes when
the excess pressure is reduced.
The tank should always be mounted or stored so that the
relief valve is up or at top. The LPG tank mounting
bracket has a positioning pin that engages a mating hole in
the tank flange at the 6-oclock position to ensure that the
tank is held in the proper position with relief valve up.
The fuel gauge is a float level type that indicates percent-
age of fuel remaining in the tank.
The shut-off valve is operated manually to control the
flow of fuel from the tank. The valve opens counterclock-
wise and closes clockwise. Threaded into its base is a
maximum withdrawal valve that closes automatically
when a large surge of fuel occurs, such as caused by a
hose bursting. At the end of each days operation, close
the shut-off valve no tighter than hand snug to avoid
crushing the valve seat.
A screw-type coupling is attached to the shut-off valve. It
requires no tools to operate. When disconnected, it auto-
matically seals off any flow through the valve and the
hose. For maximum safety, however, always close the
shut-off valve, run the engine until it stops, and turn off
the ignition switch before disconnecting the coupling.
Maximum
Wotjdrawal valve
Shut-Off Valve

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SM 794 02(L-MMC)-1-3
LPG Fuel System
Tank
Fuel Line
Vaporizer Regulator
Carburetor

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SM 794 02(L-MMC)-1-4
Carburetor and Throttle Body
The LPG carburetor mounts on the throttle body, which
mounts on the velocity governor, which mounts on the
intake manifold. The carburetor requires no linkage or
idle vacuum line to the intake manifold.
Vacuum supplied from the throttle body operates the dis-
tributor timing advance and a vacuum switch that controls
the lock-off valve.
The proportions of air and gas allowed into the carburetor
are controlled by the air-gas valve that is fastened to the
diaphragm. The up and down positioning of the dia-
phragm opens or closes the air-gas valve to a varying
extent. The positioning of the diaphragm is controlled by
engine vacuum and spring force acting on the top of the
diaphragm and atmospheric pressure acting on the bot-
tom. As engine vacuum increases or decreases in response
to throttle valve position, the air-gas valve changes the
quantity and relative proportions (mixture) of air and gas
entering the mixer. From the mixer, the mixture is drawn
into the engine through the governor and intake manifold.
The air/gas valve assembly consists of an air valve and a
gas metering valve. The air valve meters air into the
mixer. The gas metering valve moves with the air valve to
admit the correct amount of fuel into the mixer. Mixtures
between idle and full-load are controlled by the gas meter-
ing valve shape: lean mixtures at light loads and increas-
ingly rich mixtures at heavier loads and higher speeds.
Speed and load can increase to a point at which the gas
metering valve fully withdraws from the jet. Then, the
major restriction to gas flow becomes the power mixture
adjustment, which is most effective at full load and
decreasingly effective down to approximately one-half
load where it no longer has much effect.
When the engine is initially cranked, a pressure drop
under the air valve opens it. This vacuum also actuates the
fuel lock-off valve and the vaporizer-regulator to draw out
fuel from the LPG tank. With the engine running, the flow
of air through the carburetor is controlled by the throttle
body, as with any other carburetor. With the engine
stopped, fuel flow is sealed off within the carburetor as
well as in the vaporizer-regulator and fuel lock-off valve,
giving a triple seal for safety.
The carburetor provides two ranges of mixture adjust-
ments:
Idle Mixture Adjustment. The idle adjustment
bypasses a portion of incoming air around the air
valve opening. As the idle adjustment is opened,
the air valve partially closes, thereby closing the
gas metering valve and leaning the idle air-fuel
mixture.
Power Mixture Adjustment. Full-power mixtures
are controlled by this adjustment. This adjustment
must be made with the engine under full or work-
ing load.
LPG Carburetor and Throttle Body
Throttle body
Throttle
return spring
Vacuum
connections

CopyrightedMaterial

SM 794 02(L-MMC)-1-5
Vaporizer-Regulator
The vaporizer-regulator is a combined two-stage regulator
and vaporizer. It receives liquid fuel at tank pressure from
the fuel lock-off valve and reduces that pressure to
slightly less than atmospheric in two stages: the first stage
is at the primary regulator and the second is at the second-
ary regulator. When the engine is cranking or running, a
partial vacuum is created in the fuel line to the carburetor,
which opens the regulator and permits fuel to flow to the
carburetor.
Pressure in the primary chamber is from tank pressure to
10.3 kPa (1.5 psi). Secondary chamber pressure is from
10.3 kPa (1.5 psi) to vapor outlet pressure, which is -38.1
mm (-1.5 in) water column.
In the process of reducing the pressure from approxi-
mately 150-180 psi in the tank to atmospheric pressure or
slightly below, the liquid propane expands to become a
vapor, causing refrigeration of the fuel. To compensate for
this and to assist in vaporization, engine coolant circulates
through a heat exchanger in the vaporizer-regulator body
and raises the temperature of the fuel as it enters the
vaporizer. The vaporizer-regulator seals off fuel flow
when the engine is stopped.
The vaporizer-regulator uses a mechanical primer for cold
weather starts. The primer mechanically opens the sec-
ondary regulator valve to dispense gas when operated.
The vent port allows an external balancing pressure into
the secondary regulator. Rather than use atmospheric
pressure for the balancing pressure, a balance line com-
municates pressure from the carburetor air inlet to the vent
port. This pressure, which varies according to the condi-
tion of the air filter and the routing of the air induction
system, enables the vaporizer-regulator to adjust the fuel
supply to the actual air supply.
NOTE
MODEL K vs MODEL J. Do not use Model J
parts in this vaporizer-regulator.
Vaporizer-Regulator
Primer Button
Valve Seat
Diaphragm
Water Port
Balance Line
(Vent) Port
SECONDARY
REGULATOR
Fuel Inlet
Vapor
Outlet
Water
port
Diaphragm
Valve
Seat
PRIMARY
REGULATOR

CopyrightedMaterial

SM 794 02(L-MMC)-1-6
Governor
The velocity governor, or governor, limits maximum
engine rpm and is located between the carburetor throttle
body and intake manifold. (On hydrostatic transaxle
trucks the governors function is normally overridden by
the electronic control system.)
The governor has a throttle plate whose shaft is offset
from the center of the governor bore. The full-open posi-
tion of the throttle plate does not coincide with the true
full-open position, but leans to the closing side. This
arrangement enables the velocity pressure of the flowing
mixture to rotate the throttle plate in the direction of clos-
ing. The resulting torque on the throttle plate stretches the
return spring linked to it until the torque balances the ten-
sion of the spring, which maintains the throttle plate at
that opening angle. The spring tension can be adjusted
with the adjustment screw.
This balance between the air velocity pressure applied to
the throttle plate and the spring tension keeps the throttle
plate at a position between full-open and full-closed to
control the amount of mixture flowing into the engine.
The throttle plate opening angle of this governor is set
under the full-open condition of the carburetor. Therefore,
as the carburetor throttle valve closes, pressure applied to
the governor throttle plate lessens and the governor throt-
tle plate rotates in the direction of opening, which causes
engine speed to increase. To prevent this, the governor has
a stabilizer piston that tends to close the throttle plate
when a large vacuum acts on the upper side of it.
The bush nut is for adjusting the preload on the return
spring in order to obtain the correct idle speed at maxi-
mum no-load governed rpm. The adjustment screw is for
adjusting the number of active return spring coils (which
changes spring rigidity) in order to minimize hunting.
Hunting is a momentary surge in engine speed that
occurs when engine speed is increased from idle by
quickly depressing the accelerator pedal.
A small amount of hunting is a normal condition and does
not require governor adjustment. If the surge is prolonged,
however, it may be necessary to adjust the governor.
Velocity Governor
Throttle Plate
Stabilizer Piston
Adjustment
Screw
Bush Nut Return Spring

CopyrightedMaterial

SM 794 02(L-MMC)-2-1
WARNING
!
BEFORE WORKING ON TRUCK :
Park truck in well-ventilated area. Park well
away from or eliminate all open flames,
sparks, or other sources of ignition. Position
truck so LPG tank is out of path of forced
air heaters and direct heat radiation. Do not
smoke.
Have a MULTI-PURPOSE ABC type fire
extinguisher (preferably dry powder) avail-
able and in good working condition.
Use gloves on high-pressure frosted lines or
components.
Preliminary Checks
Since the carburetor has the least complicated function to
perform and has the fewest moving parts, examine every
other possibility of mechanical or electrical failure before
removing the carburetor or tampering with carburetor
adjustments.
A large percentage of all engine problems will be found in
the ignition system, air cleaner system, or the cooling sys-
tem. If you are servicing a hydrostatic transmission truck,
the problem may be with the electronic control system.To
eliminate these possibilities, check the following:
1. Battery voltage (starter requires 9.6 volts, leaving not
enough for ignition system).
2. Ignition coil, plugs, wires, ignition timing.
3. Radiator coolant level, hoses, and thermostat.
4. Indicator lights on instrument panel.
5. Governed rpm.
6. Throttle travel. On standard transaxle trucks, there
must be a 1.1 mm (0.031 in) clearance between throt-
tle stop pin and stop screw.
7. Hoses. All LPG system hoses must be free of kinks
and breaks, and fittings are not leaking.
LPG System Check
If the engine does not start:
1. Check that LPG tank gauge and instrument panel
light indicate tank has sufficient fuel in it. Open shut-
off valve on LPG tank.
2. Turn ignition switch to On.
3. Remove vacuum line at throttle body and apply suc-
tion on the vacuum hose to actuate lock off filter,
which should operate the vacuum.
Vapor line
Vaporizer regulator
Lock-0ff valve
Balance line
Carburetor
Section 2
Fuel System Troubleshooting

CopyrightedMaterial

SM 794 02(L-MMC)-2-2
In following steps, keep the ignition switch on and apply
suction to the vacuum switch:
4. Push primer button. Listen for a hiss: gas should flow
into the vapor line.
5. If gas does not flow into the vapor line, loosen fitting
between lock-off & valve filter and vaporizer-regula-
tor. If gas leaks from fitting , the vaporizer-regulator
valve is defective (not allowing gas to flow through).
See overhaul procedure.
6. If gas does not leak from loosened fitting, loosen fuel
fitting at fuel line supplying fuel to lock-off valve &
filter. If gas leaks from fitting, the lock-off valve &
filter is defective (not allowing gas to flow through).
See overhaul procedure.
7. If gas does not leak from fitting the tank is empty or
shut-off.
Symptoms and Causes
Engine Wont Start
Tank shut-off valve closed.
Low or no fuel in tank.
Tank not positioned properly with pin at 6-oclock.
Low battery voltage.
Quick-disconnect fitting failure at tank, plunger
missing, double gasket, or coupling missing.
Vacuum line loose, pinched or plugged.
Withdrawal valve closed.
Hard Starting
Loss of vacuum in system.
Secondary valve in vaporizer sticking.
Erratic Idle
Loss of vacuum in system.
Primary valve in vaporizer-regulator defective.
Air-gas valve diaphragm in carburetor stiff (inflex-
ible).
Lack of Power
Tank shut-off valve not fully open.
Tank low on fuelpulling vapor only.
Lock-off valve filter plugged.
Low vacuum in system.
Carburetor mounting loose on manifold.
Improper power jet adjustment.
Maximum withdrawal valve closed due to sudden
filling of fuel line after tank change. Close and
reopen tank shut-off valve.
Engine Hunts at Governed RPM
Secondary diaphragm in vaporizer-regulator stiff
or leaking.
Secondary valve in vaporizer-regulator dirty and
sticking.
Governor surge adjustment. (See governor adjust-
ment in fuel system adjustments Section).
Frost, Ice or Moisture on Lock-Off Valve
Lock-off valve filter plugged.
Maximum withdrawal valve closed.
Frost, Ice or Moisture on Vaporizer-Regulator
Vaporizer coolant hoses improperly connected,
bad hoses or air lock.
Primary valve seat in vaporizer-regulator not seat-
ing.
Engine coolant level low.
NOTE
Recommended LPG fuel is HD-5 Propane.

CopyrightedMaterial

Group 02 (L--MMC,Tier0), Fuel System
SM 794 02(L-MMC)-3-1
Section 3
Fuel System Adjustments and Maintenance

CopyrightedMaterial

SM 794 02(L-MMC)-3-2
General LPG Maintenance
LPG Tank Maintenance
WARNING
!
LPG TANK STORAGE, REFILL, AND
REPAIR. Do not store LPG fuel tanks near
heat or open flame. Do not store LPG tanks
upside down, whether full or empty. Relief
valve should be up (at top).
Fuel tanks should be filled only by qualified
personnel in accordance with local ordi-
nances.
LPG tanks are explosive even when empty.
Federal and State regulations prohibit weld-
ing or soldering to repair a damaged LPG
tank. Replace it instead. Do not remove any
components from tank.
Clean outside surface of tank with a clean cloth and kero-
sene or equivalent petroleum solvent. Carefully check for
frosted areas and gas odor that would indicate leakage.
Open shut-off valve and again check for leakage at shut-
off and quick-disconnect valves.
Changing Tanks
WARNING
!
LPG FUEL IS HIGHLY FLAMMABLE
Park truck in a well-ventilated area. Never
change tanks when the engine is running.
Never smoke when changing tanks. Do not
smoke or perform maintenance near open
flame or other sources of ignition. Do not dis-
connect any lines when exhaust manifold is
excessively hot. LP gas is highly flammable.
1. Park truck safely.
2. Close shut-off valve on LPG tank, snug tight.
3. Run engine until it stops. Turn ignition switch OFF.
NOTE
Running engine until it stops after closing the
shut-off valve burns the fuel from lines, pre-
venting fuel bleed-off to air.
4. Disconnect the outlet (withdrawal) hose coupling.
Pull down on each of the two latches to release the
tank from guard
5. To install, place tank in mounting bracket and
guard. Make sure hole in tank valve guard flange
lines up with and engages positioning pin on tank
mounting bracket.
To get maximum usage of fuel in tank, mounting
hole must be down at 6-oclock position. Tank
bracket should be repaired to replace pin, if pin is
missing.
6. Install and tighten withdrawal hose coupling by
hand. Do not overtighten. Keep shut-off valve closed
until coupling is tight.
7. Before tightening the clamps holding the tank in
place, check the fuel gauge by moving the tank
slightly and observe the gauge. The gauge pointer
should oscillate with the movement of fuel in the
tank. A defective gauge can be suspected if the
pointer fails to move.
8. Close and latch the clamps holding tank in bracket
9. Carefully check for system leaks when the tank
shut-off valve is first opened. A leak-detecting
solution may be applied to the connections to
locate a leak. (See next page.)

CopyrightedMaterial

SM 794 02(L-MMC)-3-3
LPG Fuel Lines
Only UL-approved high-pressure type LPG hose is used
between the tank and the vaporizer-regulator. The hose is
pressure and temperature stabilized, and specially formu-
lated to carry liquid petroleum gas. All other hoses in the
system are to Clark specification for vacuum or coolant
usage.
WARNING
!
Use UL-approved hoses only. Never use a
substitute for UL approved LPG hose.
All lines in the LP Gas system should be inspected period-
ically, generally every 30 days or every PM.
WARNING
!
Park truck in a well-ventilated area. Do not
smoke or perform this maintenance near
open flame or other sources of ignition. Do
not disconnect any lines when exhaust mani-
fold is excessively hot.
NOTE
An odorant is added to LP gas to help detect
leaking. If at any time this odor is detected,
shut the engine OFF and have the leak fixed.
Wipe hoses and fittings with a clean cloth moistened with
kerosene or equivalent petroleum solvent.
Use soap and water or leak detector solution and check
hoses, connections, and assemblies with tank at least half
full. When hose assemblies with reusable fittings are used,
also test between the fitting ferrule and the hose.
When necessary to remove and replace fittings and hoses,
or to reseal connections:
2. Run engine until it stops and turn ignition switch
OFF. Then open connection. This burns the fuel
from lines, preventing bleed-off to air.
Apply a UL-approved thread sealant to all fittings with
pipe threads (male threads only).
IMPORTANT
It is recommended to use only a pipe com-
pound in stick form (solid). Do not use a liq-
uid or plastic thread sealer; it may enter the
LPG lines during assembly.
Standard torque specifications do not apply to pipe
threads. When installing fittings:
1. Hand tighten first.
2. Then tighten with a wrench 1-1/2 turns to a maxi-
mum of 3 turns.
3. Pressurize the complete system and recheck for
leaks.
Fuel Line Support
Fuel lines must be supported by clamps, straps, or tape to
minimize chafing or wear.
Coolant Lines
Coolant hoses between engine and vaporizer-regulator
may be either clamp type or push-on type with reusable
fittings. Cut off bad portions of hose and strip from fit-
tings (or replace hoses). Push hoses firmly back into posi-
tion.
Vacuum Connections
The proper operation of the LPG system is based on vac-
uum originating at the carburetor. To assure full availabil-
ity of vacuum at all components, at scheduled PM
intervals:
1. Check vacuum hoses. Tighten clamps, clip off bad
ends, or replace hoses as required.
2. Tighten carburetor mounting flange bolts.
3. Tighten throttle body and cover screws to the carbu-
retor housing.
4. Check for loose intake manifold or leaking gasket.

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SM 794 02(L-MMC)-3-4
Carburetor Adjustment
Before you make any carburetor or fuel adjustments:
A clean air cleaner element and end cap should be
installed.
Ignition timing must be checked and set per speci-
fication for LPG fuel operation.
Governor and idle speed must be set to specified
rpm.
Engine and transmission should be at operating
temperatures.
The tank should contain HD-5 propane.
WARNING
!
Park truck in a well-ventilated area. Do not
smoke or perform maintenance near open
flame or other sources of ignition. Do not dis-
connect any lines when exhaust manifold is
excessively hot.
Idle Speed Adjustment
With engine and tachometer connected, turn idle speed
screw until tachometer reads 680 rpm.
Idle Mixture Adjustment
1. Turning the screw IN makes the fuel mixture richer;
turning it OUT makes it leaner.
IMPORTANT
The idle air-fuel ratio screw is sensitive and
should be changed (adjusted) only with the
use of a CO (carbon monoxide) exhaust ana-
lyzer.
2. Set the idle air-fuel adjustment at 0.30 to 0.70 per
cent CO (carbon monoxide) @ 680 rpm with warm
engine and HD-5 propane fuel.
Alternate Method: With warm engine running @
680 rpm, turn idle air-fuel mixture screw OUT until
engine runs rough, then turn the idle air-fuel mixture
screw IN approximately 1/4 to 1/2 turn. Continue
turning until engine begins to run smooth.
Power Mixture Adjustment
Full-power mixtures are controlled by the mixture adjust-
ment at the fuel inlet of the carburetor (mixer). The fuel
mixer casting is marked with an R&L indicating the full
rich and lean positions of the valve. This adjustment con-
trols air-fuel mixture when gas metering valve during
operation is fully withdrawn from its jet. It is effective
only when the engine approaches full-load condition and
can be set only with the engine loaded and at or close to its
rated rpm limitconverter stall rpm.
If adjustment is necessary:
1. For standard transaxle trucks, operate engine at full
power stall condition, as described in Group 00.
CAUTION !
This procedure must be performed with the
parking brake off and the truck placed
against a solid barrier (such as a wall) to pre-
vent movement. Be careful that the truck
does not move unexpectedly when operating
the engine and converter at stall.
To avoid excessive heat buildup, do not oper-
ate engine at stall longer than necessary to
make carburetor adjustment,.
R
L
Power fuel mixture
adjusting valve
Valve position

CopyrightedMaterial

SM 794 02(L-MMC)-3-5
2. For best performance, adjust power valve to 0.6-
1.0% CO at converter stall, using a CO analyzer.
Less than 0.6% CO improves emissions but reduces
power. (On cushion-tire trucks insert analyzer probe
in port near the flexible exhaust pipe coupling.)
An alternate method is to back off adjustment to lean
side of best power at stall until rpm drops about 20-
25 rpm for low CO.
3. Readjust idle air-fuel mixture after power adjustment
is made.
Governor Inspection and Adjustment
A velocity (air) governor is used on the truck. The func-
tion of the governor is to limit the maximum speed of the
engine to:
Protect the main hydraulic pump.
Limit the maximum travel speed of the truck.
Prevent runaway or excessive engine rpm.
On hydrostatic transmission trucks, the governor's func-
tion is normally overridden by the electronic control sys-
tem.
IMPORTANT
GOVERNOR ADJUSTMENT AND OVER-
HAUL RESTRICTIONS.
Normally, adjustment of the governor is not
required. The correct no-load governed
speed setting adjustment is made at the fac-
tory and the governor sealed before ship-
ment. All operators should be instructed not
to break the seal to tamper with the gover-
nor.
If troubleshooting proves the governor to be
defective, replace the governor. Do not
attempt to overhaul the governor.
When engine speed is increased from idling speed by
pushing on the accelerator pedal quickly, slight variation
(hunting) in engine speed may occur.
A small amount of hunting is a normal condition and does
not require governor adjustment. However, if the surge is
prolonged, it may be necessary to adjust the governor.
Governor Inspection
1. Clean the entire governor before disassembly.
2. Remove side cover.
3. Do not use gasoline or similar solvent when cleaning
the throttle plate shaft (to prevent deterioration of
grease enclosed in the needle bearings at the ends of
the shaft).
4. Check carefully for smooth action of the coupling
between the stabilizer rod and throttle plate. If any
stiffness is found, replace the governor assembly.
5. Count the active spring coils . The typical number of
active coils is 14 and should be no less than 11
6. Look for broken or misaligned parts and realign the
parts or replace the governor if necessary.
7. Reinstall cover with a new gasket.
Governor Adjustment
NOTE
Governor adjustment should be made with a
warm engine running at normal operating
temperature. Be sure there is no load placed
on the engine (transmission and hydraulic
controls in neutral).
Stabilizer Rod
Throttle Plate

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SM 794 02(L-MMC)-3-6
High-Idle Speed (No-Load Governed Speed)
Adjustment
1. The governor adjusting screw and bush nut are
enclosed with a rubber protective cover. Loosen the
retaining screw and remove the protective cover.
2. With engine running and all hydraulic and direction
controls in neutral, push accelerator pedal fully down
and hold. The carburetor throttle valve must be in the
wide-open throttle position.
3. Hold the adjusting screw to prevent it from turning.
Turn the bush nut to adjust the engine speed to:
2650 rpm (range: 2600-2700 rpm).
Turn bush nut clockwise to increase speed (spring preload
is increased). Turn bush nut counterclockwise to decrease
speed (spring preload decreased).
Hunting Adjustment
This adjustment should be performed only if indicated by
troubleshooting. Set the high idle speed (see page 5), then:
1. With engine running and all hydraulic and direction
controls in neutral, fully depress the accelerator pedal
and hold. The carburetor throttle valve must be in the
wide-open throttle position.
2. Turn the adjusting screw gradually clockwise until
hunting ceases (engine runs at a steady, constant
speed).
3. As a result of step 2, the engine speed may have
increased to an excessively high level. Check and
adjust high idle speed as explained on page 5.
4. Operate the accelerator to check for hunting.
5. Repeat steps 2 through 4 until hunting and high idle
speed are satisfactory.
NOTE
Turning the adjusting screw clockwise
increases return spring rigidity (number of
spring active coils decreases).
Turning counterclockwise decreases spring
rigidity (number of active coils increases).
Although, increasing the spring rigidity
reduces hunting, excessive increase of spring
rigidity changes governor characteristics,
affecting engine output. Therefore, you
should limit movement of the adjusting screw
to less than two turns in either direction from
the standard position.
When the adjustment is correct, the number
of active return spring coils typically should
be about 14, and no less than 11. If the hunt-
ing adjustment is not providing the expected
response, inspect the spring as described pre-
viously.
Adjustment
Screw
Bush Nut

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SM 794 02(L-MMC)-3-7
Linkage Check
Refer to illustrations on next page.
1. Turn off the engine and safely park the truck.
2. Depress the accelerator pedal roller and check for
free movement of the entire throttle linkage.
Lubricate and repair as needed.
3. Check accelerator pedal travel: Move the accelerator
pedal to the fully-down position. If the pedal stops
before it hits the floorplate, the accelerator cable is
adjusted too short.
4. Check throttle stop gap at carburetor : Hold the pedal
full down and check the gap between the throttle stop
pin and stop screw. If the cable has a spring on the
pedal end, there should be no gap and no deflection
of the spring. If the cable does not have a spring on
the pedal end, gap should be 1.6 mm (1/16 in).
Accelerator Cable Adjustment
With the floorboard installed :
1. Loosen the jam nut at the accelerator cable bracket.
2. Press the accelerator pedal to the floor. Adjust the set
nut to obtain the proper throttle stop gap :
If the cable has a spring on the pedal end, there
should be no gap and no deflection of the spring.
If the cable does not have a spring on the pedal
end, gap should be 1.6 mm (1/16 in).
3. Retighten the jam nut.
4. Perform the check procedure.
NOTE
Make sure no hoses or other items bind
against the throttle linkage.
Accelerator Pedal Mounting. No adjustment.
Linkage at Carburetor. Adjust with set nut.
Linkage at Accelerator Pedal. Pedal rests on roller. No adjustment.
Throttle Lever
(at carburetor)
Bracket
Jam Nut
Accelerator
Cable
Set Nut
Pedal lever
Roller
Accelerator cable

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SM 794 02(L-MMC)-3-8
Valve Clearance Adjustment
Being adjusted automatically with a lash adjuster, the
valve clearance needs no adjustment.
Ignition Timing Adjustment
L.P.G. engine
1. Let the engine warm up until the engine coolant tem-
perature rises to 80 to 95C(176 to 203F).
2. Remove the vacuum hose at throttle body side and
plug open end of the nipple with something like rub-
ber cap.
3. Check that the ignition timing is as indicated when
the engine is running at idling speed.
Standard value:9 BTDC/740rpm
4. If not within the standard value, loosen distributor
fixing nuts and adjust by rotating distributor body.
5. Tighten the mounting nuts after adjusting.
6. Remove the rubber cap and connect the vacuum hose
as it was.
Gasoline engine
1. Let the engine warm up until the engine coolant tem-
perature rises to 80 to 95C(176 to 203F).
2. Remove the vacuum hose at throttle body side and
plug open end of the nipple with something like rub-
ber cap.
3. Check that the ignition timing is as indicated when
the engine is running at idling speed.
Standard value:4 BTDC/740rpm
4. If not within the standard value, loosen distributor
fixing nuts and adjust by rotating distributor body.
5. Tighten the mounting nuts after adjusting.
6. Remove the rubber cap and connect the vacuum hose
as it was.

CopyrightedMaterial

SM 794 02(L-MMC)-4-1
WARNING
!
LPG FUEL IS HIGHLY FLAMMABLE.
Park truck in a well-ventilated area. Never change
tanks when the engine is running. Never smoke when
changing tanks. Do not smoke or perform mainte-
nance near open flame or other sources of ignition. Do
not disconnect any lines when exhaust manifold is
excessively hot.
WARNING
!
Do not store LPG fuel tanks near heat or open flame.
Fuel tanks should be filled only by qualified personnel
in accordance with local ordinances. Do not remove
any components from tank.
Section 4 (STD)
LPG Carburetor and Throttle
Body Removal and Overhaul

CopyrightedMaterial

SM 794 02(L-MMC)-4-2
Carburetor and Throttle Body Removal
1. Park truck safely in a well-ventilated area.
3. Start and run engine until it stops. Turn ignition
switch OFF. This burns the fuel from lines, prevent-
ing fuel bleed-off to air.
4. Disconnect battery ground cable from the engine
ground connection to prevent accidental sparking.
5. Disconnect accelerator linkage, return springs, etc.,
from carburetor.
6. Disconnect air, balancer, timing advance, and fuel
lines from carburetor and throttle body.
7. Remove carburetor and throttle body from engine
mounting. Separate throttle body and carburetor and
discard gaskets.
Carburetor and Throttle Body Installation
1. Mount carburetor to throttle body using a new gas-
ket. Install mounting washer and nuts and torque to
20-25 Nm (15-18 ft-lb).
2. Mount throttle body to governor using a new gasket.
3. Connect air, balancer, timing advance, and fuel lines
to carburetor and throttle body (observe notice
below.)
IMPORTANT
Overtightening hose fittings may crack the
castings.
4. Connect governor and throttle linkage. (Refer to the
adjustments Section of this Group for procedure.)
5. Reconnect battery ground cable at engine ground
connection.
6. Open shut-off valve at LPG tank, and start engine.
Push primer button on vaporizer-regulator if neces-
sary.
7. Test all connections for leaks with soap and water, or
leak detector solution, with the LPG tank at least half
full.
8. When engine is at operating temperature, adjust car-
buretor according to instructions in the adjustments
Section of this Group.
NOTE
HOSE CONNECTIONS : At installation,
besure to apply UL-approved thread sealant
to all fittings with pipe threads(male threads
only). To avoid getting sealant in line, do not
place sealant on final thread of fitting.
Lightly snug fittings.
Carburetor
Throttle body
Torque 20~25 N
.
m
(15~18ft
.
lb)

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SM 794 02(L-MMC)-4-3
Carburetor Overhaul
Disassembly and Assembly
Remove carburetor parts as follows. Assembly is the
reverse of disassembly. Perform adjustments on next page
after assembly.
1. Cover.
2. Air valve spring.
3. Air valve diaphragm assembly. Diaphragm must be
oriented with position mark pointing toward LPG
inlet.
4. Idle adjustment screw.
5. Idle adjustment screw spring.
NOTE
Always use a Clark repair kit and new gas-
kets when rebuilding the carburetor. Discard
old parts that will be replaced. Repair kit
includes complete air valve diaphragm
assembly. Use only the parts specified for this
truck model.
1. Wash all parts in kerosene or equivalent petroleum
solvent. Dry with compressed air.
CAUTION
!
CAUTION
!
Do not use carburetor cleaner or lacquer
thinner. These products will continue to
attack special coatings or synthetic rubber
seals after reassembly. Do not soak throttle
body in cleaning solution. The oilite bushings
may be damaged.
2. Inspect all surfaces for cracks, nicks, and burrs.
Check springs for damage.
3. Remove any nicks and burrs from sealing surfaces
with a sharpening stone.
4. Replace damaged parts. However, if threads are
damaged, you may retap holes and/or replace screws.
Be sure blind hole threads are clean full depth.
Cover
Air Valve
Spring
Air Valve
Diaphragm
Assembly
Mixer
Idle Mixture
Adjustment Screw
Diaphragm
Position
Mark
LPG Fuel
Inlet

CopyrightedMaterial

SM 794 02(L-MMC)-4-4
Removal And Installation
LPG Carburetor 4G64-33SLA, 4G64-33SL
Removal steps
1 Accel wire assembly 7 Gasket
2 Return spring support 8 Electronic governor(4G64-33SLA only)
3 Throttle return spring 9 Air governor gasket(4G64-33SL)
4 LPG carburetor 10 Gasket
5 Gasket 11 Fuel pump cover
6 Throttle body

CopyrightedMaterial

SM 794 02(L-MMC)-4-5
Inspection
Vacuum switch
1. Connect a hand vacuum pump to the nipple of the
vacuum switch.
2. Using a vacuum pump, vacuum(0.7 or more kPa) is
applied to a vacuum sensor, and the existence of con-
tinuity between sensor terminals is checked.
3. If there is an abnormality, replace the vacuum
switch.
Vacuum Switch(MAP)
1. Connect a hand vacuum pump to the nipple of the
vacuum switch.
2. Using a vacuum pump, vacuum(24 or more kPa) is
applied to a vacuum sensor, and the existence of con-
tinuity between sensor terminals is checked.
3. If there is an abnormality, replace the vacuum
switch.
Vacuum gauge Continuity
Not applied Non-conductive
0.7 kPa or more Conductive
Vacuum gauge Continuity
Not applied Non-conductive
24 kPa or more Conductive

CopyrightedMaterial

SM 794 02(L-MMC)-5-1
WARNING
!
LPG FUEL IS HIGHLY FLAMMABLE. Park truck
in a well-ventilated area. Never change tanks when
the engine is running. Never smoke when changing
tanks. Do not smoke or perform maintenance near
open flame or other sources of ignition. Do not discon-
nect any lines when exhaust manifold is excessively
hot.
WARNING
!
LPG STORAGE: Do not store LPG fuel tanks near
heat or open flame. Fuel tanks should be filled only by
qualified personnel in accordance with local ordi-
nances. Do not remove any components from tank.
Section 5
Vaporizer-Regulator Removal and Overhaul
(LPG Carbureted Fuel System)

CopyrightedMaterial

SM 794 02(L-MMC)-5-2
Removing the Vaporizer-Regulator
1. Park truck safely, as noted on page 1.
3. Start and run engine until it stops. Turn ignition
switch OFF. This burns the fuel from lines, prevent-
ing bleed-off to air.
4. Disconnect battery ground cable from the engine
ground connection to prevent accidental sparking.
5. Drain the radiator as described in Group 01.
6. Disconnect the fuel, water, and balance lines from
the vaporizer-regulator. Put caps on or plugs in the
ends of the lines to prevent entrance of dirt.
7. Remove mounting bolts and vaporizer-regulator
from truck mounting.
Installing the Vaporizer-Regulator
1. Place the vaporizer-regulator in its mounting posi-
tion. Install and securely tighten mounting bolts.
2. Connect fuel and water lines.
NOTE
At installation, be sure to apply UL-approved
thread sealant to all fittings with pipe threads
(male threads only). Lightly snug fittings/
IMPORTANT
Overtightening hose connections may crack
the castings.
3. Refill the radiator with specified coolant as described
in Group 01.
4. Reconnect battery ground cable at engine ground
connection.
5. Open fuel shut-off valve at LPG tank, and start
engine. Push primer button on vaporizer-regulator if
necessary.
6. Test all connections for leaks with soap suds, or leak
detector solution, with tank at least half full.
Torgue 9-11 N.m
(7-8 in.lb)
LPG Lock Off Valve
Vaporizer Regulator

CopyrightedMaterial

SM 794 02(L-MMC)-5-3
Overhauling the Vaporizer-Regulator
Overhaul includes disassembly, cleaning and inspection,
and reassembly using the Clark Repair Kit. Procedures are
given below.
NOTE
Perform all disassembly and assembly work
in a clean area. Be sure the work bench and
the work area are kept clean. Thoroughly
clean the outside of the vaporizer-regulator
before disassembling. Use kerosene or equiv-
alent petroleum-base solvent, as these will
not damage the synthetic rubber seals used in
these assemblies.
Disassembly/Assembly
Remove in order listed; install in reverse order:
1. Secondary cover assembly.
2. Secondary regulator diaphragm: Link on underside
of diaphragm slides over lever. To remove dia-
phragm, slide it toward the LPG inlet port.
3. Secondary lever assembly: Hold lever down while
removing or replacing screw.
NOTE
Color of secondary regulator spring deter-
mines vapor outlet pressure and must be
replaced with one of same color.
4. Fulcrum pin.
5. Valve seat on secondary regulator lever. Tear out and
discard. Push in new one.
6. Primary regulator cover.
7. Primary diaphragm assembly.
8. Primary valve pin, spring, and O-ring. Replace O-
ring with new one.
9. Converter body cover plate.
10. Gasket. Replace with new gasket.
NOTE
Always use a Clark Repair Kit and new gas-
kets when rebuilding the vaporizer-regula-
tor. Discard old parts that will be replaced.
Valve
Seat
Converter Body
Secondary
Requlator Cover
Secondary
Requlator Lever
Secondary
Requlator
Spring
Secondary
Regulator
Diaphragm
Gasket
LPG Inlet
Primary
Regulator
Valve Pin
Spring
O-ring
Fulcrum Pin
Body
Cover Plate
Primary Regulator
Diaphragm
Primary Regulator
Cover

CopyrightedMaterial

SM 794 02(L-MMC)-5-4
1. Wash all parts thoroughly, especially the vaporizing
chamber and passages, using kerosene or equivalent
petroleum-base solvent. Dry with compressed air.
Do not use carburetor cleaner or lacquer thinner.
These products will continue to attack special coat-
ings or synthetic rubber seals after reassembly.
2. Inspect primary and secondary valve seats for proper
sealing surface. If damaged, replace valve body.
3. Be sure gas inlet and the 4 vaporizing ports in heat
exchange labyrinth are clean and open. Check with
penlight-size flashlight or small diameter screw-
driver.
4. Check the body for evenness by drawing a straight-
edge across body and cover sealing surfaces. Dress
burrs or nicks with a sharpening stone where
required. Carefully inspect for cracks at body ports
and cover flanges.
5. Check coolant passage to ensure good heat transfer.
If heavily scaled, this indicates need to clean and
flush the engine cooling system.
Tests after Reassembly
After reassembly is completed, pressure test vaporizer-
regulator to detect possible leaks using soap suds or leak
detector solution.
1. Temporarily install proper fittings and pressurize the
LPG In port with air. Check for leakage at primary
diaphragm, body cover plate gasket and in outlet port
past secondary regulator seat.
2. Plug outlet port. While pressurizing the LPG In
port with air, push down on hand primer button.
Check for leakage at secondary diaphragm.

CopyrightedMaterial

SM 794 02(L-MMC)-6-1
Removal and Installation
Tank
Fuel Line
Vaporizer Regulator
Carburetor
Section 6
Fuel Lock-off & Filter Removal and Overhaul

CopyrightedMaterial

SM 794 02(L-MMC)-7-1
Disassembly steps
Disassembly Service Points
Caution:
Since the air governor has been adjusted and sealed in the
manufacturers factory to conform to the specifications, it
should not be disassembled in general cases. Like any
other sealed components, the air governor should not be
disassembled anywhere except the locations where a war-
ranty claim decision is authorized. In addition, the cam on
the throttle valve shaft should never be removed.
1. Ventilation hose
2. Gasket
3. Sealing cap
4. Cover plate assembly
5. Gasket

6. Adjusting nut
7. Adjusting screw
8. Plate assembly

9. Valve assembly
10. Valve shaft assembly
11. Pistom cover
12. Gasket
13. Stabilizer piston
14. Pistom shaft
15. Governor body
A
A
Section 7
Air Governor

CopyrightedMaterial

SM 794 02(L-MMC)-7-2
Inspection
1. Check the plate assembly (9) composed of a ribbon
spring and coil spring for cracks and any other dam-
age.
2. Check the valve shaft for wear, and also make sure
that it rotates smoothly when mounted in the body.
3. Check the piston for damage. Check also the valve
fit-in section of the shaft for damage.
4. Grease packed needle bearings are press-fitted at
both ends of the valve shaft hole of the governor
body. Avoid cleaning the body in gasoline or any
other solvent.
Reassembly Service Points
Caution:
Throughly clean all component parts before installation.
Do not apply grease or oil anywhere in the body except
the needle bearings (grease packed) in the throttle valve
shaft hole.
Adjusting screw and nut setting
When assembling the air governor separately from the
engine, temporarily assemble it so that the throttle valve
will be in the fully opened position. Also make sure that
When an air pressure of 0 to 147 kPa (1.5 kgf/cm
2
)[21.3
psi] is slowly applied to the stabilizer Piston from the nip-
ple side, the throttle valve operates smoothly.
A

CopyrightedMaterial

SM 794 02(L-MMC)-8-1
Carburetor 4G64-33SG
Removal steps
1. Vacuum hose assembly 9. Air governor(4G64-33SG only)
2. Water hose 10. Gasket
3. Water hose 11. Fuel hose
4. Carburetor assembly 12. Fuel pipe
5. Carburetor adapter gasket 13. Fuel pump

6. Carburetor adapter 14. Gasket
7. Gasket 15. Insulator
8. Electronic governor 16. Push rod
A
B A
Section 8
GAS Fuel System

CopyrightedMaterial

SM 794 02(L-MMC)-8-2
Carburetor removal
1. Hold the carburetor in a level position while using
care not to let fuel spill, remove it from the intake
manifold.
2. Turn the carburetor upside down on a pan to drain
fuel.
Fuel pump removal
Placing the piston in No. 1 cylinder at TDC on the com-
pression stroke makes the fuel pump stroke lift the small-
est, allowing easy removal of the pump.
Fuel pump installation
1. Bring the piston in No. 1 cylinder to TDC on the
compression stroke. This provides the smallest lift of
the eccentric cam, allowing easy installation of the
fuel pump.
2. Apply engine oil to the surface of the push rod and
insert it into the hole in the cylinder head. Make sure
that the push rod sides smoothly.
3. Install the fuel pump on the cylinder head with the
insulator and a new gasket in between, and tighten
the bolts completely.
A
B
A

CopyrightedMaterial

SM 794 02-0A
MI-07 FUEL SYSTEM
(4G64 LPG)
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

CopyrightedMaterial

Group 02 (L-MMC,Tier3), MI-07 LPG FUEL SYSTEM
SM 794 02-0B
WARNING
!
Read this entire manual and all other publications pertaining to the work to be performed
before installing, operating, or servicing this equipment. Practice all plant and safety instruc-
tions and precautions. Failure to follow instructions can cause personal injury and/or prop-
erty damage.
The engine or other type of prime mover should be equipped with an over speed (over temper-
ature, or overpressure, where applicable) shutdown device(s), that operates totally indepen-
dently of the prime mover control device(s) to protect against runaway or damage to the
engine or other type of prime mover with possible personal injury or loss of life should the
mechanical-hydraulic governor(s) or electric control(s), the actuator(s), fuel control(s), the
driving mechanism(s), the linkage(s), or the controlled device(s) fail.
CAUTION
!
To prevent damage to a control system that uses an alternator or battery-charging device,
make sure the charging device is turned off before disconnecting the battery from the system.
Electronic controls contain static-sensitive parts. Observe the following precautions to prevent
damage to these parts.
Discharge body static before handling the control (with power to the control turned off,
contact a grounded surface and maintain contact while handling the control).
Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around printed circuit
boards.
Do not touch the components or conductors on a printed circuit board with your hands or
with conductive devices.
IMPORTANT DEFINITIONS
WARNING-indicates a potentially hazardous situation, which, if not avoided, could result in
death or serious injury.
CAUTION-indicates a potentially hazardous situation, which, if not avoided, could result in
damage to equipment.
NOTE-provides other helpful information that does not fall under the warning or caution cat-
egories.
Woodward Governor Company reserves the right to update any portion of this publication at any time.
Information provided by Woodward Governor Company is believed to be correct and reliable.
However, no responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken.
2001 by Woodward Governor Company
All Rights Reserved
!
!

CopyrightedMaterial

SM 794 02(L-MMC)-0-1
WARNING.DANGER OF DEATH OR
PERSONAL INJURY
WARNING
!
FOLLOW INSTRUCTIONS
Read this entire manual and all other publi-
cations pertaining to the work to be per-
formed before installing, operating, or
servicing this equipment. Practice all plant
and safety instructions and precautions. Fail-
ure to follow instructions can cause personal
injury and/or property damage.
WARNING
!
OUT-OF-DATE PUBLICATION
This publication may have been revised or
updated since this copy was produced. To
verify that you have the latest revision, be
sure to check the Woodward website:
www.woodward.com/pubs/current.pdf
The revision level is shown at the bottom of
the front cover after the publication number.
The latest version of most publications is
available at:
www.woodward.com/publications
If your publication is not there, please con-
tact your customer service representative to
get the latest copy.
WARNING
!
OVERSPEED PROTECTION
The engine, turbine, or other type of prime
mover should be equipped with an overspeed
shutdown device to protect against runaway
or damage to the prime mover with possible
personal injury, loss of life, or property dam-
age.
The overspeed shutdown device must be
totally independent of the prime mover con-
trol system. An overtemperature or over-
pressure shutdown device may also be
needed for safety, as appropriate.
WARNING
!
WARNING.PROPER USE
Any unauthorized modifications to or use of
this equipment outside its specified mechani-
cal, electrical, or other operating limits may
cause personal injury and/or property dam-
age, including damage to the equipment. Any
such unauthorized modifications: (i) consti-
tute "misuse" and/or "negligence" within the
meaning of the product warranty thereby
excluding warranty coverage for any result-
ing damage, and (ii) invalidate product certi-
fications or listings.
CAUTION.POSSIBLE DAMAGE TO
EQUIPMENT OR PROPERTY
CAUTION
!
BATTERY CHARGING
To prevent damage to a control system that
uses an alternator or battery-charging
device, make sure the charging device is
turned off before disconnecting the battery
from the system.
CAUTION
!
CAUTION.ELECTROSTATIC DIS-
CHARGE
Electronic controls contain static-sensitive
parts. Observe the following precautions to
prevent damage to these parts.
Discharge body static before handling the
control (with power to the control turned
off, contact a grounded surface and main-
tain contact while handling the control).
Avoid all plastic, vinyl, and Styrofoam
(except antistatic versions) around printed
circuit boards.
Do not touch the components or conduc-
tors on a printed circuit board with your
hands or with conductive devices.
Section 0
REGULATORY COMPLIANCE

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SM 794 02(L-MMC)-0-2
IMPORTANT
IMPORTANT DEFINITIONS
A WARNING indicates a potentially hazardous
situation which, if not avoided, could result in
death or serious injury.
A CAUTION indicates a potentially hazardous
situation which, if not avoided, could result in
damage to equipment or property.
A NOTE provides other helpful information
that does not fall under the warning or caution
categories.
Revisions.-Text changes are indicated by a black line
alongside the text.
Woodward Governor Company reserves the right to
update any portion of this publication at any time. Infor-
mation provided by Woodward Governor Company is
believed to be correct and reliable.
However, no responsibility is assumed by Woodward
Governor Company unless otherwise expressly under-
taken.
Woodward 2007
All Rights Reserved
EPA / CARB Emissions Certification
When properly applied and calibrated, Woodwards MI-
07 control system is capable of meeting EPA 2007 LSI
emission standards (40 CFR Part 1048.101) when operat-
ing properly with an approved three-way catalyst. The
emission standards, including appropriate deterioration
factors over the useful life of the system, are as follows:
HC+NOx: 2.0 g/hp-hr [2.7 g/kW-hr]
CO: 3.3 g/hp-hr [4.4 g/kW-hr]
Evaporative emissions comply with 40 CFR Part
1048.105. These standards apply only to volatile liquid
fuels such as gasoline. Note that the engine crankcase
must be closed.
As defined in applicable regulations, the engine control
system is designed to maintain emissions compliance for
seven (7) years or 5000 hours, whichever occurs first, pro-
vided appropriate maintenance is performed as defined in
the service manual for the system. Maintenance intervals
shall be defined and approved by the regulating body.
Component warranty shall comply with regulatory
requirements (40 CFR Part 1048.120) for all emission
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 248F (120C).
SECM-48 inputs are classified as permanently connected
IEC measurement Category I. To avoid the danger of
electric shock, do not use inputs to make measurements
within measurement categories II, III, or IV. See Wood-
ward publication 26377, SECM-48 Manual, Chapter 2 for
additional information on transient over-voltage input rat-
ings.
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
Manual.

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SM 794 02(L-MMC)-0-3
SECM-48 inputs and outputs may only be connected to
other circuits certified as SELV (Safety Extra Low Volt-
age).
The IP-56 Ingress Protection rating of the control depends
on the use of proper mating connectors. See Woodward
publication 26377, SECM-48 Manual,
Chapter 2: Installation.Wiring Connections, Table 2-1 for
information on the proper mating connectors for use with
this control.
WARNING
!
EXPLOSION HAZARD
Do not connect or disconnect while circuit is
live unless area is known to be non-hazard-
ous.
Substitution of components may impair suit-
ability for Class I, Division 2, or Zone 2
applications.
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.).
2. Avoid the build-up of static electricity on your body
by not wearing clothing made of synthetic materials.
Wear cotton or cotton-blend materials as much as
possible because these do not store static electric
charges as much as synthetics.
3. Keep plastic, vinyl, and Styrofoam materials (such as
plastic or Styrofoam cups, cup holders, cigarette
packages, cellophane wrappers, vinyl books or fold-
ers, plastic bottles, and plastic ash trays) away from
the control, the modules, and the work area as much
as possible.
CAUTION
!
ELECTROSTATIC DISCHARGE
To prevent damage to electronic components
caused by improper handling, read and
observe the precautions in Woodward man-
ual 82715, Guide for Handling and Protec-
tion of Electronic Controls, Printed Circuit
Boards, and Modules.

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SM 794 02(L-MMC)-1-1
MI-07 General Description
CERTIFIED ENGINE SYSTEMS
Woodwards emission-certified MI-07 control system
provides a complete, fully integrated engine management
system that meets or exceeds 2007 emission standards for
Large Spark Ignited (LSI) engines established by the Cali-
fornia Air Resources Board (CARB) and the Environmen-
tal Protection Agency (EPA).
The control system is applicable to naturally aspirated
engines ranging in size from 1.5L to 8.1L (25 HP to 170
HP) with up to 8 cylinders running on LPG and/or gaso-
line in mobile industrial applications.
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,
under hood, on-engine electronic controls.
MI-07 is a closed loop system utilizing a catalytic muffler
to reduce the emissions levels in the exhaust gas. In order
to obtain maximum effect from the catalyst, an accurate
control of the air fuel ratio is required. A small engine
control module (SECM) uses two heated exhaust gas oxy-
gen sensors (HEGO) in the exhaust system to monitor
exhaust gas content. One HEGO is installed in front of the
catalytic muffler and one is installed after the catalytic
muffler.
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 engines
performance.
Figure 1. MI-07 Bi-Fuel System for 2.4L GM Engine in Certified Systems
Section 1
LPG SYSTEM OVERVIEW

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SM 794 02(L-MMC)-1-2
Engine speed is monitored by the SECM through a vari-
able reluctance (VR) or Hall effect sensor. Intake mani-
fold air temperature and absolute pressure are monitored
with a TMAP sensor. MI-07 is a drive-by-wire (DBW)
system connecting the accelerator pedal to the electronic
throttle through the electrical harness. Mechanical cables
are not used. A throttle position sensor (TPS) monitors
throttle position in relation to the accelerator pedal posi-
tion sensor (APP) command. Even engine coolant temper-
ature and adequate oil pressure are monitored by the
SECM. The SECM controller has full adaptive learning
capabilities, allowing it to adapt control function as oper-
ating conditions change. Factors such as ambient tempera-
ture, fuel variations, ignition component wear, clogged air
filter, and other operating variables are compensated.
MI-07 System Components
The MI-07 control system provides electronic control to
the following subsystems on mobile industrial engines:
Fuel delivery system
Spark-ignition control system
Air throttle
Sensors/Switches/Speed inputs
Key Components
The MI-07 system functions primarily on engine compo-
nents that affect engine emissions and performance. These
key components include the following:
Engine/Combustion chamber design
Intake/Exhaust valve configuration, timing and lift
Intake/Exhaust manifold design
Catalytic converter and exhaust system
Throttle body
Air intake and air filter
Gaseous fuel mixer *
Gaseous fuel pressure regulator *
Fuel trim valves
Fuel trim orifices
Small engine control module (SECM), firmware
and calibration *
Fuel system sensors and actuators
Ignition system including spark plugs, cables, coils
and drivers
Gasoline injectors and fuel pressure regulator (bi-
fuel systems only)
(*) Components of MI-07 system manufactured by Wood-
ward
MI-07 System Features
The MI-07 system uses an advanced speed-density control
strategy for fuel, spark, and air throttle control. Key fea-
tures include the following.
Closed-loop fuel control with fuel specific controls
for LPG, and gasoline (MPI) fuels

Figure 2. MI-07 Closed Loop LP Fuel System (certified engine systems)

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SM 794 02(L-MMC)-1-3
Speed-load spark control with tables for dwell,
timing, and fuel type
Speed-load throttle control with table for maxi-
mum throttle limiting
Closed-loop fuel control with two oxygen sensors
(one installed pre catalyst and one installed post
catalyst). The pre-catalyst oxygen sensor includes
adaptive learn to compensate for fuel or compo-
nent drift. The post-catalyst oxygen sensor
includes adaptive learn to compensate the pre-cata-
lyst oxygen sensor setting for sensor drift and cata-
lyst aging. The pre-catalyst oxygen sensor function
includes parameters for transport delay, Lambda
setpoint, excursion rich/lean, jump back rich/lean,
and perturbation.
LPG fuel temperature compensation
Min/max governing
All-speed isochronous governing
Fixed-speed isochronous governing with three
switch-selectable speeds
Fuel enrichment and spark timing modifiers for
temperature and fuel type
Transient fuel enrichment based on rate of change
of throttle position
Transient wall wetting compensation for gasoline
Input sensor selection and calibration
Auxiliary device control for fuel pump, fuel lock-
off solenoid, tachometer, MIL, interlocks, vehicle
speed limiting, etc.
CANBus data transfer for speed, torque, etc.
Other system features include:
Tamper-Resistance
Special tools, equipment, knowledge, and authorization
are required to effect any changes to the MI-07 system,
thereby preventing unauthorized personnel from making
adjustments that will affect performance or emissions.
Diagnostics
MI-07 is capable of monitoring and diagnosing problems
and faults within the system.
These include all sensor input hardware, control output
hardware, and control functions such as closed-loop fuel
control limits and adaptive learn limits. Upon detecting a
fault condition, the system notifies the operator by illumi-
nating the MIL and activating the appropriate fault action.
The action required by each fault shall be programmable
by the OEM customer at the time the engine is calibrated.
Diagnostic information can be communicated through
both the service tool interface and the MIL lamp. With the
MIL lamp, it is possible to generate a string of flashing
codes that correspond to the fault type. These diagnostics
are generated only when the engine is not running and the
operator initiates a diagnostic request sequence such as
repeated actuations of the pedal within a short period of
time following reset.
Limp Home Mode
The system is capable of "limp-home" mode in the event
of particular faults or failures in the system. In limp-home
mode the engine speed is approximately 1000 rpm at no
load. A variety of fault conditions can initiate limp-home
mode. These fault conditions and resulting actions are
determined during calibration and are OEM customer spe-
cific.
Service Tool
A scan tool/monitoring device is available to monitor sys-
tem operation and assist in diagnosis of system faults This
device monitors all sensor inputs, control outputs, and
diagnostic functions in sufficient detail through a single
access point to the SECM to allow a qualified service
technician to maintain the system. This Mototune soft-
ware (licensed by Mototron Communication) is secure
and requires a crypt-token USB device to allow access to
information.
Bi-Fuel System
A bi-fuel system operates on either LPG or gasoline. The
engine will run on only one fuel at a time. The fuel type
can be switched while the engine is stopped or running at
low speeds and low loads. The fuel selection switch is a
three-position type where the center position is fuel off.
Customer-Supplied Components
MI-07 requires additional components to operate that are
not included with the system. These include the wire har-
ness, mixer-to-throttle body adapter, air horn adapter,
mounting brackets, non-critical fittings, and hoses. These
items are application specific and are the responsibility of
the packager, manufacturer of record (MOR), or original
equipment manufacturer (OEM). Woodward will provide
assistance as needed to ensure proper fitting to the MI-07
system components.

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SM 794 02(L-MMC)-1-4
NOTE
It is the responsibility of the customer to con-
sult with Woodward regarding the selection
or specification of any components that
impact emissions, performance, or durabil-
ity.
LPG Fuel System Operation
The principles outlined below describe the operation of
MI-07 on an LPG fuel system.
An LPG fuel system consists of the following compo-
nents:
Fuel filter (supplied by customer)
Electric fuel lock-off solenoid valve
Fuel pressure regulator/vaporizer
Two orificed fuel trim valves
Gas/Air mixer with fixed orifice for trim system
and fuel temperature sensor
Miscellaneous customer-supplied hoses and fit-
tings
Fuel is stored in the customer-supplied LPG tank in satu-
rated liquid phase and enters the fuel system from the tank
as a liquid and at tank pressure. Fuel passes through a
high-pressure fuel filter and lock-off solenoid, and is then
vaporized and regulated down to the appropriate pressure
to supply the mixer. The regulator controls the fuel pres-
sure to the gas/air mixer.
Dual Dither Valves
The key to meeting emissions requirements when operat-
ing in LPG is the dual dither valve hardware in the fuel
system. Similar to the Woodward MI-04 system, the dual
dither system modulates the fuel pressure regulator outlet
pressure by providing an offset to the regulator secondary
stage reference pressure. By adding a second dither valve,
or fuel trim valve (FTV), to the MI-07 system, smoother,
more accurate control of supply pressure is achieved,
resulting in better control of air fuel ratio and emissions.
This smoother control also minimizes wear on fuel system
components such as the regulator diaphragm and lever by
significantly reducing the pressure pulsations observed
with a single FTV.
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
Vacuum (AVV). Thus, by modulating the FTVs, the pres-
sure regulator reference pressure can be varied between
mixer inlet pressure and AVV.
For a given change in the pressure regulator reference
pressure, the pressure regulator outlet pressure changes by
the same amount and in the same direction. The end result
is that a change in FTV modulation changes the outlet
pressure of the regulator/fuel inlet pressure of the mixer,
and thus the AFR. A major benefit of this trim system
results from the use of mixer inlet pressure and AVV as
the reference pressure extremes. The pressure differential
across the mixer fuel valve is related to these same two
pressures, and thus so is fuel flow. Given this arrange-
ment, the bias pressure delta scales with the fuel cone
delta pressure. The result is that the trim system control
authority and resolution on AFR stays relatively constant
for the entire speed and load range of the engine.
SECM
The Small Engine Control Module (SECM) controls the
LPG lock-off solenoid valve and the FTVs. The lock-off
solenoid is energized when fueling with LPG and the
engine is turning. FTV modulation frequency will be var-
ied as a function of rpm by the SECM in order to avoid
resonance phenomena in the fuel system. FTV commands
will be altered by the SECM in order to maintain a stoichi-
ometric air-fuel ratio. Commands are based primarily on
feedback from the exhaust gas oxygen sensor, with an off-
set for fuel temperature.
MI-07 LP Fuel Filter
After exiting the fuel tank, liquid propane passes through
a serviceable inline fuel filter to the electric fuel lock off.
Figure 3 shows a typical inline type LP fuel filter manu-
factured by Century. The primary function of the fuel fil-
ter is to remove particles and sediments that have found
their way into the tank. The LP fuel filter will not remove

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SM 794 02(L-MMC)-1-5
heavy end solids and paraffins that build up in LPG fuel
systems as a result of vaporization.
MI-07 Fuel Lock-Off (Electric)
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
when the engine is not in operation. This is the first of
three safety locks in the MI-07 system.
In the MI-07 design, power is supplied to the fuel lock-off
via the main power relay with the SECM controlling the
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
port and stops with the lock-off in the normally closed
position. When the engine is cranked over, the main
power relay applies power to the lock-off and the SECM
provides the lock-off ground, causing current to flow
through the windings of the solenoid and create a mag-
netic field. The strength of this magnetic field is sufficient
to lift the lock-off valve off of its seat against spring pres-
sure. When the valve is open liquid propane, at tank pres-
sure, flows through the lock-off outlet to the pressure
regulator/converter. A stall safety shutoff feature is built
into the SECM to close the lock-off in case of a stall con-
dition. The SECM monitors three engine states: Crank,
when the crankshaft position sensor detects any engine
revolutions; Stall, when the key is in the ON position but
the crankshaft position sensor detects no engine revolu-
tions; and the Run state, when the engine reaches pre-idle
rpm. When an operator turns on the key switch the lock-
off is opened, but if the operator fails to crank the engine
the SECM will close the lock-off after 5 seconds.
N-2007 Pressure Regulator/Vaporizer
The pressure regulator/vaporizer receives liquid LPG
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 main-
tain regulator outlet coolant temperature at or below 60C
(140F) 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-
tions.
A higher flow pressure regulator is required on larger
engines.
The regulator is normally closed, requiring a vacuum sig-
nal (negative pressure) to allow fuel to flow. This is the
second of three safety locks in the MI-07 system. If the
engine stops, vacuum signal stops and fuel flow will auto-
Figure 3. Inline LP Fuel Filter

Figure 4. Electric Fuel Lock Assembly
Figure 5. N-2007 Regulator

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SM 794 02(L-MMC)-1-6
matically stop when both the secondary (2
nd
stage) valve
and the primary (1
st
stage) valve closes. Unlike most other
regulator/converters, the N-2007 primary valve closes
with fuel pressure rather than against pressure, extending
primary seat life and adding additional safety.
Liquid propane must be converted into a gaseous form in
order to be used as a fuel for the engine. When the regula-
tor receives the desired vacuum signal it allows propane to
flow to the mixer. As the propane flows through the regu-
lator the pressure is reduced in two stages from tank pres-
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
to the vaporization of liquid propane. To replace heat lost
to vaporization, engine coolant is supplied by the engine
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
diaphragm in the primary diaphragm chamber (5), keep-
ing the primary valve open when no fuel pressure is
present.
A small port connects the expansion chamber to the pri-
mary diaphragm chamber. At the outlet of the expansion
chamber is the secondary valve (6). The secondary valve
is held closed by the secondary spring on the secondary
valve lever (7). The secondary diaphragm controls the
secondary lever. When the pressure in the expansion
chamber reaches 1.5 psig (10.342 kPa) it causes a pres-
sure/force imbalance across the primary diaphragm (8).
This force is greater than the primary diaphragm spring
pressure and will cause the diaphragm to close the pri-
mary valve.
Since the fuel pressure has been reduced from tank pres-
sure to 1.5 psig (10.342 kPa) the liquid propane vaporizes.
As the propane vaporizes it takes on heat from the expan-
sion chamber. This heat is replaced by engine coolant,
which is pumped through the coolant passage of the regu-
lator. At this point vapor propane will not flow past the
expansion chamber of the regulator until the secondary
valve is opened. To open the secondary valve, a negative
pressure signal must be received from the air/fuel mixer.
When the engine is cranking or running a negative pres-
sure signal (vacuum) travels through the vapor fuel outlet
connection of the regulator, which is the regulator second-
ary chamber, and the vapor fuel inlet of the mixer. The
negative pressure in the secondary chamber causes a pres-
sure/force imbalance on the secondary diaphragm, which
overcomes the secondary spring force, opening the sec-
ondary valve and allowing vapor propane to flow out of
the expansion chamber, through the secondary chamber to
the mixer.
Because vapor propane has now left the expansion cham-
ber, the pressure in the chamber will drop, causing the pri-
mary diaphragm spring force to re-open the primary valve
allowing liquid propane to enter the regulator, and the
entire process starts again. This creates a balanced condi-
tion between the primary and secondary chambers allow-
ing for a constant flow of fuel to the mixer as long as the
demand from the engine is present. The fuel flow is main-
tained at a constant output pressure, due to the calibrated
secondary spring. The amount of fuel flowing will vary
depending on how far the secondary valve opens in
response to the negative pressure signal generated by the
air/fuel mixer. The strength of that negative pressure sig-
nal developed by the mixer is directly related to the
amount of air flowing through the mixer into the engine.
With this process, the larger the quantity of air flowing
into the engine, the larger the amount of fuel flowing to
the mixer.
CA55-500 Mixer
Vapor propane fuel is supplied to the CA55-500 mixer by
the N-2007 pressure regulator/converter. The mixer uses a
piston type air valve assembly to operate a gas-metering
Figure 6. Parts View of N-2007 Regulator

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SM 794 02(L-MMC)-1-7
valve inside the mixer. The gas-metering valve is nor-
mally closed, requiring a negative pressure (vacuum) sig-
nal from a cranking or running engine to open. This is the
third of the three safety locks in the MI-04 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.
CA55-500 Mixer Operation
Refer to Figure 9.
The air/fuel mixer is mounted in the intake air stream
between the air cleaner and the throttle. The design of the
main body incorporates a cylindrical bore or mixer bore,
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 piston air valve (3), the gas-metering valve (4), and
air valve sealing ring (5), air valve spring (6) and the
check valve plate (7). The gasmetering valve is perma-
nently mounted to the piston air valve with a face seal
mounted between the two parts.
When the engine is not running this face seal creates a seal
against the gas discharge jet, preventing fuel flow with the
aid (upward force) of the air valve spring. The outer sur-
face of the piston air valve forms the venturi section of the
mixer while the inner portion of the piston is hollow and
forms the air valve vacuum chamber. The check valve
plate seals off the bottom of the air valve vacuum (AVV)
chamber and the air valve sealing ring seals the top por-
tion of the AVV chamber as the piston moves against 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 a port in the check valve
plate to the AVV chamber. A pressure/force imbalance
begins to build across the air valve piston between the
AVV chamber (below the piston) and atmospheric pres-
sure above the piston. Approximately 6 inH20 (14.945
mbar) of negative pressure is required to overcome the air
valve spring force and push the air valve assembly (pis-
ton) downward off the valve seat. Approximately 24
Figure 7. CA55-500 Mixer
Figure 8. CA55-500 Mixer Installed
With Electronic Throttle
Figure 9. Parts View of CA55 Mixer
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SM 794 02(L-MMC)-1-8
inH20 (59.781 mbar) pushes the valve assembly to the
bottom 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
through the mixer to the engine. At low engine speeds,
low AVV causes the piston air valve to move downward a
small amount, creating a small venturi. At high engine
speeds, high AVV causes the air valve piston to move
much farther creating a large venturi. The variable venturi
air/fuel mixer constantly matches venturi size to engine
demand. To prevent engine reversion pulses, commonly
encountered in small displacement engines, from having
an effect on the piston AVV chamber, a check valve is
incorporated on the check valve plate control port to the
AVV chamber. The check valve is held open with gravity
and remains open with any negative pressure signal from
the engine. If a reverse pressure pulse, caused by engine
reversion, travels up the intake manifold toward the mixer
it will close the check valve for the duration of the pulse,
preventing the pulse from entering the AVV chamber.
A main mixture adjustment valve on the fuel inlet of the
CA55-500 is not used in the MI-07 system, however an
idle mixture adjustment is incorporated into the mixer
(Figure 11). 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 adjust-
ment screw opens the port and leans the idle mixture.
The idle mixture screw is locked in position with a second
jam screw and the access is sealed with a tamper resistant
cap, installed after adjustment.
Accurate adjustment of the idle mixture can only be
accomplished by adjusting for a specific fuel trim valve
(FTV) duty cycle with the service tool software, and
should be only be adjusted by trained service technicians.
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
Figure 10. View of Venturi Air Valve Piston
Figure 11. Idle Mixture Adjustment

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SM 794 02(L-MMC)-1-9
feedback voltage from the O2 sensor to determine the
amount of bias needed to the regulator/converter.
In normal operation the N-2007 maintains fuel flow at a
constant output pressure, due to the calibrated secondary
spring. The amount of fuel flowing from the N-2007 will
vary depending on how far the secondary diaphragm
opens the secondary valve in response to the negative
pressure signal generated by the air/fuel mixer. One side
of the N-2007 secondary diaphragm is referenced to FTV
control pressure while the other side of the diaphragm
reacts to the negative pressure signal from the mixer. If
the pressure on the reference side of the N-2007 second-
ary diaphragm is reduced, the diaphragm will close the
secondary valve until a balance condition exists across the
diaphragm, reducing fuel flow and leaning the air/fuel
mixture.
Branch-Tee Fitting
A branch-tee fitting is installed in the atmospheric vent
port of the N-2007 with one side of the branch-tee con-
nected to the intake side of the mixer forming the balance
line and referencing atmospheric pressure. The other side
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.

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SM 794 02(L-MMC)-1-10
Electronic Throttle System
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
throttle is available in a variety of bore sizes to meet spe-
cific engine needs: 32mm, 40mm, and 54mm are readily
available 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-
minum housing. In the event of an electrical disconnec-
tion or other related failure, the throttle plate returns to a
limp-home idle position at a no-load engine speed above
curb idle speed.
This provides sufficient airflow for the engine to move the
vehicle on level ground. Any throttle bodies used for MI-
07 meet or exceed the specification for the Bosch throttle
bodies.
In terms of response, the throttle is capable of fully open-
ing and closing in less than 50 msec. Position resolution
and steady state control should be 0.25% of full travel or
better.
MI-07 Electronic Throttle
Conventional throttle systems rely on a mechanical link-
age to control the throttle valve. To meet fluctuating
engine demands a conventional system will typically
include a throttle valve actuator designed to readjust the
throttle opening in response to engine demand, together
with an idle control actuator or idle air bypass valve.
In contrast, the MI-07 system uses electronic throttle con-
trol (ETC). The SECM controls the throttle valve based
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 13). 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

Figure 12. Fuel Trim Valves Vacuum Connections in an MI-07 System (CA-100
Carburetor Shown)

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SM 794 02(L-MMC)-1-11
drivers demand, makes any adjustments needed for adap-
tation to the engines current operating conditions and
then generates a corresponding electrical (driver) signal to
the throttle-valve actuator.
The MI-07 uses a dual TPS design (TPS1 and TPS2). The
SECM continuously checks and monitors all sensors and
calculations that effect throttle valve position whenever
the engine is running. If any malfunctions are encoun-
tered, the SECMs initial response is to revert to redun-
dant sensors and calculated data. If no redundant signal is
available or calculated data cannot solve the malfunction,
the SECM will drive the system into one of its limp-home
modes or shut the engine down, storing the appropriate
fault information in the SECM.
There are multiple limp-home modes available with elec-
tronic throttle control:
1. If the throttle itself is suspected of being inoperable,
the SECM will remove the power to the throttle
motor. When the power is removed, the throttle blade
returns to its default position, approximately 7%
open.
2. If the SECM can still control the throttle but some
other part of the system is suspected of failure, the
SECM will enter a Reduced Power mode. In this
mode, the power output of the engine is limited by
reducing the maximum throttle position allowed.
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.
Figure 13. Bosch Electronic Throttle Body
Picture courtesy of Robert Bosch GmbH
DC Drive Motor
Gear Drive
Throttle Plate
Figure 14. Throttle Body Assembly Exploded View

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SM 794 02(L-MMC)-1-12
Ignition System
Spark-ignited engines require accurate control of spark
timing and spark energy for efficient combustion. The
MI-07 ignition system provides this control. The system
consists of the following components:
SECM
Ignition coil drivers *
Ignition coil(s) *
Crankshaft position sensor *
Crankshaft timing (target) wheel *
Camshaft position sensor *
(for sequential ignition or fuel injection only)
Camshaft timing wheel (target)*
(for sequential ignition or fuel injection only)
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
engine speed calculation, coil energy information, and tar-
get spark timing. The SECM provides a TTL compatible
signal for spark control. The coil must contain the driver
circuitry necessary to energize the primary spark coil oth-
erwise an intermediary coil driver device must be pro-
vided. The SECM controls spark energy (dwell time) and
spark discharge timing.
MI-07 Ignition Management
In the normal course of events, with the engine operating
at the correct temperature in defined conditions, the
SECM will use load and engine speed to derive the correct
ignition timing. In addition to load and speed there are
other circumstances under which the SECM may need to
vary the ignition timing, including low engine coolant
temperature, air temperature, start-up, idle speed control.
VR Sensor
A Variable Reluctance sensor (Figure 15) is an electro-
magnetic device consisting of a permanent magnet sur-
rounded by a winding of wire. The sensor is used in
conjunction with a ferrous timing wheel located on the
crankshaft pulley. The timing wheel is referred to as 30-5
ignition because the wheel has 30 gear teeth with 5
removed at precise locations, giving the SECM a very
accurate speed reference signal. Rotation of the timing
wheel near the tip of the sensor changes the magnetic flux,
creating an analog voltage signal in the sensor coil.
The MI-07 system is capable of operating with either a
distributor based ignition system or a distributor-less igni-
tion system. The current application uses a distributor
based ignition system. The distributor will have no inter-
nal advance mechanisms giving the SECM consistent
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
the VR (Variable Reluctance) sensor mounted near the
crankshaft pulley to determine the engine position and
RPM at any time. It uses this information together with
the information from the TPS sensor and TMAP to calcu-
late the appropriate ignition timing settings for the smart
coil.
Smart Coil
The MI-07 system uses a single coil, which incorporates
the ignition driver circuitry inside the coil itself. The
SECM signals the smart coil when to begin its dwell
cycle then the coil waits for the trigger signal from the
SECM.
The smart coil eliminates the need for a driver circuit
inside the SECM or externally from the coil. Using a sin-
gle VR sensor and smart coil eliminates multiple sen-
Figure 15. VR Sensor

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SM 794 02(L-MMC)-1-13
sors and coil packs used in more complex ignition
systems.
Exhaust System
Heated Exhaust Gas Oxygen Sensors
(HEGO)
The MI-07 system utilizes two HEGO (O2) sensors. One
sensor is a pre-catalyst sensor that detects the amount of
oxygen in the exhaust stream and is considered the pri-
mary control point. Based upon the O2 sensor feedback,
the MI-07 system supplies a stoichiometric air-fuel ratio
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
oxygen after the catalyst. This sensor is used as a second-
ary control point to adjust the pre-catalyst setpoint to
ensure proper catalyst conversion efficiency.
Once a HEGO sensor reaches approximately 600F
(316C), it becomes electrically active. The concentration
of oxygen in the exhaust stream determines the voltage
produced. If the engine is running rich, little oxygen will
be present in the exhaust and voltage output will be rela-
tively high. Conversely, in a lean situation, more oxygen
will be present and a smaller electrical potential will be
noticed.
In order for the sensor to become active and create an
electrical signal below 600F (316C) 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
the ability of the system to diagnose rich and
lean conditions.
Catalytic Muffler
In order to meet 2007 emission requirements a 3-way cat-
alyst is necessary.
The MI-07 control system monitors the exhaust stream
pre and post catalyst and uses this information to control
the air-fuel mixture. By using the signals from the
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

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SM 794 02(L-MMC)-1-14
SECM
General Description
The Woodward Small Engine Control Module (SECM)
controller has full authority over spark, fuel and air. Uti-
lizing a Freescale micro controller, the SECM has 48 pins
of I/O and is fully waterproof and shock hardened. To
optimize engine performance and drivability, the SECM
uses several sensors for closed loop feedback information.
These sensors are used by the SECM for closed loop con-
trol in three main categories:
Fuel Management
Load/Speed Management
Ignition Management
The SECM monitors system parameters and stores any
out of range conditions or malfunctions as faults in SECM
memory. Engine run hours are also stored in memory.
Stored fault codes can be displayed on the Malfunction
Indicator Light (MIL) as flash codes or read by the MI-07
Service Tool software through a CAN (Controller Area
Network) communication link.
Constant battery power (12 Vdc) is supplied through the
fuse block to the SECM and the main power relays. Upon
detecting a key-switch ON input, the SECM will fully
power up and energize the main power relays. The ener-
gized main power relays supply 12 Vdc power to the
heated element of the oxygen sensors, fuel lock-off, fuel
trim valves (FTVs), gasoline injectors, gasoline fuel
pump, crank sensor, cam sensor, and the ignition coils.
The SECM supplies voltage to the electronic throttle actu-
ator, oil pressure switch, fuel temperature sensor, and the
coolant temperature sensor. Transducer or sensor power
(+ 5 Vdc) is regulated by the SECM and supplied to the
manifold temperature/air pressure (TMAP) sensor, throt-
tle position sensor (TPS), and the accelerator pedal posi-
tion sensors (APP1 & APP2). The SECM provides a
transducer ground for all the sensors, and a low side driver
signal controlling the fuel lock-off, MIL, gasoline injec-
tors, gasoline fuel pump, and FTVs.
Fuel Management
During engine cranking at startup, the SECM provides a
low side driver signal to the fuel lock-off, which opens the
lock-off allowing liquid propane to flow to the N-2007
regulator. A stall safety shutoff feature is built into the
SECM to close the lockoff in case of a stall condition. The
SECM monitors three engine states:
Crank, when the crankshaft position sensor detects any
engine revolutions
Stall, when the key is in the ON position but the crank-
shaft position sensor detects no engine revolutions
Run state, when the engine reaches pre-idle RPM.
When an operator turns on the key switch the lock-off is
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
SECM. The target value is based on optimizing catalyst
efficiency for a given load and speed. The SECM then
calculates any corrections that need to be made to the air/
fuel ratio.
The system operates in open loop fuel control until the
engine has done a certain amount of work. This ensures
that the engine and HEGO are sufficiently warmed up to
stay in control. In open loop control, the FTV duty cycle is
based on engine speed and load. Once the HEGO reaches
operating temperature the fuel management is in closed
loop control for all steady state conditions, from idle
through full throttle. In closed loop mode, the FTV duty
cycle is based on feedback from the HEGO sensor.
The system may return to open-loop operation when
engine load or engine speed vary beyond a chosen thresh-
old.
The SECM makes any necessary corrections to the air-
fuel ratio by controlling the inlet fuel pressure to the air-
fuel mixer Reducing the fuel pressure leans the air/fuel
mixture and increasing the fuel pressure enriches the air-

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SM 794 02(L-MMC)-1-15
fuel mixture. Control is achieved by modulating the fuel
trim valves.
Speed Management
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
body. Instead, the SECM is electronically connected both
to the foot pedal assembly and the throttle body. The
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.
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.
SECM self-calibration and cross checking compares
both signals and then checks for errors.
NOTE
The DV-E5 throttle is not a serviceable
assembly. If a TPS sensor fails, the assembly
should be replaced.
Figure 17. Foot pedal

Figure 18. Throttle Position Sensor (TPS) on DV-E5 Throttle

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SM 794 02(L-MMC)-1-16
The MI-07 system also performs minimum (min) and
maximum (max) speed governing through the SECM and
DBW throttle. For min governing, or idle speed control,
the idle speed is fixed by the SECM. Unlike a mechanical
system, the idle speed is not adjustable by the end user.
The idle speed is adjusted by the SECM based on engine
coolant temperature. At these low engine speeds, the
SECM uses spark and throttle to maintain a constant
speed regardless of load.
The MI-07 system eliminates the need for air velocity
governors. This substantially increases the peak torque
and power available for a given system as shown in Fig-
ure 19. When the engine speed reaches the max govern-
ing point the speed is controlled by closing the DBW
throttle. Using the DBW throttle as the primary engine
speed control allows for a smooth transition into and out
of the governor. If excessive over speed is detected, the
engine is shut down.
MMC 4G64 Performance
10
11
12
13
14
15
16
17
18
19
20
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000
Speed [rpm]
T
o
r
q
u
e

[
k
g
f
m
]
10
15
20
25
30
35
40
45
50
55
60
P
o
w
e
r

[
H
P
]
Corrected Torque
Corrected Power
Figure 19. Peak Torque and Power Available with MI-07 System

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SM 794 02(L-MMC)-1-17
Drive-By-Wire Signal Flow Process
Figure 20 describes the signal flow process of the MI-07
DBW section. The foot pedal assembly uses two potenti-
ometers to detect pedal position. These two signals, accel-
erator pedal position 1 (APP1) and accelerator pedal
position 2 (APP2) are sent directly to the SECM. The
SECM uses a series of algorithms to self calibrate and
cross check the signals from the pedal assembly. A
demand position for the throttle will then be derived and
sent to the throttle as a throttle position sensor demand
(TPSd). This signal will be processed through a PID (Pro-
portional, Integral, Derivative) controller in the SECM to
achieve the appropriate motor-current response then
passed to the throttle. The throttle moves to the com-
manded position and provides a feedback signal from the
throttle position sensors (TPS1 and TPS2) to the SECM.

Figure 20. Drive-By-Wire Signal Flow Process

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SM 794 02(L-MMC)-1-18
Ignition Management
In the normal course of events, with the engine operating
at the correct temperature in defined conditions, the
SECM will use load and engine speed to derive the correct
ignition timing. In addition to load and speed there are
other circumstances under which the SECM may need to
vary the ignition timing, including low engine coolant
temperature, air temperature, start-up, and idle speed con-
trol.
SECM Electrical Mounting Recommendations
In order to prevent the possibility of any SECM malfunc-
tions due to EMI/RFI emissions, engine packagers and
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
coupling (both radiated and conducted), and be
securely fastened to minimize movement and
maintain proper clearance between the SECM and
all ignition system components.
The OEM must ensure that a high-quality ground
connection between the SECM and battery nega-
tive (.) is provided and can be maintained for the
useful life of the vehicle. This may require the use
of star-type washers on all ground lug connections
between the SECM and the battery and/or special
preparation of all mating surfaces that complete the
ground connection in order to ensure that the con-
nection is sound.
Engineering judgment must be exercised on all applica-
tions to determine if appropriate measures have been
implemented to minimize EMI exposure to the SECM and
associated cabling. The above recommendations do not
provide any guarantee of proper system performance.
SECM / Sensors
The 48-pin Small Engine Control Module (SECM) and
sensors provide the computational power, algorithm logic,
sensor inputs and control outputs to control the system.
The SECM receives signals from the sensors, digitizes
these signals, and then, through algorithms and calibration
maps, computes the desired output response to effect con-
trol of fuel, spark and air to the engine. The SECM also
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/sensor inputs and control output specifications are
specific to the application, but include a selection of the
following:
Analog Inputs
The 48-pin SECM is equipped with sufficient analog
inputs for the following sensors.
Manifold Absolute Pressure (MAP) 1bar MAP,
0 to 5 V
Manifold Air Temperature (MAT)
-40F to 266F (-40C to 130C) range, 48 kohm
to 85 ohm sensor range
Throttle Position Sensor 1&2 (TPS1 & TPS2) 0
to 5 V
Foot Pedal Position 1&2 (FPP1 & FPP2) 0 to 5
V
Coolant Temperature Sensor (CTS)
-40F to 266F (-40C to 130C) range, 48K ohm
Fuel Temperature Sensor (FTS)
-40F to 266F (-40C to 130C) range, 48K ohm
HEGO (3) 0 to 1 V
Auxiliary Analog Input (2) 0 to 5 V
Battery Voltage (Vbatt) (1) 8-18 V

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SM 794 02(L-MMC)-1-19
With the exception of battery voltage, all inputs are 0-5
Vdc, ground referenced.
Resolution should be 0.1% or better. Accuracy should be
2% or better.
Frequency/Position Inputs
Crankshaft position
Variable reluctance (2-wire, 200 Vpp max) or 0-5
V Hall Effect with calibration selectable pull-up
resistor for open collector sensors Permits speed
resolution of 0.25 rpm and crankshaft position res-
olution of 0.5
Camshaft position
Variable reluctance (2-wire, 200 Vpp max) or 0-5
V Hall Effect with calibration selectable pull-up
resistor for open collector sensors.
Digital Inputs
Oil pressure switch
Normally open, internal pull-up resistor provided
to detect external switch to ground
Transmission oil temperature switch
Normally open, internal pull-up resistor provided
to detect external switch to ground
Fuel select switch
Three-position switch for bi-fuel applications to
detect gasoline mode, LPG mode, and fuel off
(center switch position)
Ground speed select switch
Permits selecting two different maximum engine
speeds
Vswitched
Switched battery voltage
Outputs
Saturated injector drivers (4)
10A peak, 45 V max, 1 injector per channel capa-
ble of continuous on-time
Driver circuit designed for minimum turn-on/turn-
off delay Minimum pulse width resolution of 1
usec
FTV drivers (2)
10A peak, 45V max. To drive an on/off fuel trim
valve with a minimum impedance of 5 ohms
Capable of continuous on-time
Drive circuit designed for minimum turn-on /turn-
off delay
FTVs will be pulse width modulated between 8
and 40 Hz with a minimum pulse width resolution
of 50 usec
Fuel lock-off solenoid valve
Low side switch, 10A peak, 4A continuous 45 V
max
Gasoline fuel pump drive
Low side switch, 10A, 4A continuous 45 V max
Electronic Spark Timing (EST) (4)
TTL compatible outputs
Software configured for coil-on-plug ignition sys-
tem
Throttle control (1)
H-Bridge, 5A peak, 2.5A continuous at 2500 Hz
PWM includes current feedback for diagnostic
purposes.
MIL (malfunction indicator lamp)
Low side switch, sufficient to drive a 7W incan-
descent lamp continuously
CANBus
CAN 2.0b serial communication for J1939 com-
munications, programming and diagnostics.
Requires proper termination resistance per CAN
2.0b.

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SM 794 02(L-MMC)-1-20
SECM-48 Wiring Diagram
CAUTION
!
PROPER WIRING
To prevent system faults be sure to follow good wiring practices. Poor wiring may cause unex-
pected or intermittent failures not related to MI-07 components.
NOTE
Always refer to MOR-furnished wiring dia-
grams for your specific application.
The schematics on the next pages are wiring diagrams for
both certified and non-certified systems.
Figure 21: LP certified system
Figure 21. SECM Wiring Diagram for the LP Certified System

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SM 794 02(L-MMC)-2-1
LPG Fuel System Requirements
Environmental / Electrical Specifica-
tions
N-2007 Pressure Regulator Specifica-
tions
Fuel Trim Valve (FTV) Specifications
Operating Tempera-
ture
-20 F to 221F [-29 C to 105 C]
Long-term Storage
Temperature
-40 F to 140 F [-40 C to 60 C]
Short-term Storage
Temperature (Heat
Soak)
257 F [125 C]
LPG Composition
Requirements
HD5 / HD10 LPG. Failure to use
fuel compliant with HD5 or HD10
standards will void the user war-
ranty.
Fuel Filter Micron
Size
10 micron or better at 99%
efficiency
Ambient Operating
Temperature
-20 F to 221F [-29 C to 105 C]
LPG Fuel Temperature -20 F to 120 F [-29 C to 49 C]
(Due to the low vapor pressure of
LPG below -20 F (-29 C), repeated
cranking to start the engine may be
required)
Operating Voltage
8-16 Vdc
Over Voltage
Operation
18 Vdc for less than 5 minutes
24 Vdc for less than 1 minute
Fuel Supply Pressure 10 psi to 250 psi (68.95 kPa to
1723.69 kPa)
Fuel Inlet Fitting 1/4 NPT
Fuel Outlet Fitting Two 3/4 NPT fittings with one
plugged and
one 1/8 NPT fitting with plug
Fuel Supply
Temperature at Tank
Outlet
-20 F to 120 F [-29 C to 49 C]
Primary Pressure Tap 1/8 NPT with plug
Max Flow 50 lbm/hr LPG
Coolant Flow to
Vaporizer
> 1.0 gpm/100bhp,
equipped with 140 F (60 C) thermo-
stat
Fuel Outlet Pressure
Setpoints
-0.7 0.2 inH2O @ 1.7 lbm/hr LPG
(-1.744 0.498 mbar) @ 1.7 lbm/hr
LPG)
-2.0 0.2 inH2O @ 50 lbm/hr LPG
(-4.982 0.498 mbar) @ 50 lbm/hr
LPG)
Mounting Regulator should be installed with
centerline of outlet at least 15 below
horizontal to permit drainage of any
liquid precipitates from LPG fuel.
Diaphragm should be vertically ori-
ented.
Actuator Type On/off two-position valve compatible
with LPG
Operating Voltage 8-16 Vdc
Section 2
SPECIFICATIONS

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SM 794 02(L-MMC)-2-2
CA55 Mixer Specifications
Electronic Throttle System Specifica-
tions
SECM Specifications
Ignition System Specifications
System Control Performance Specifi-
cations Power /Torque
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-
tem, i.e., compression ratio, friction, valve timing, etc.
Exhaust Emissions
MI-07 is capable of meeting EPA 2007 LSI engine emission
standards when operating properly with an approved three-way
catalyst. Emission standards must be met on both the LSI engine
off-highway transient emissions test cycle and the ISO 8178 type
C2 steady-state emissions test cycle.
The fuel control logic, for both LPG and gasoline, employs a
closed-loop exhaust gas oxygen control algorithm in order to
compensate for fuel system tolerances, aging, altitude, and fuel
composition. The algorithm utilizes dual heated exhaust gas
oxygen (HEGO) sensors with an output that switches high and
low at stoichiometry. When operated with LPG, the control logic
compensates for variations in fuel temperature as measured at
the mixer inlet.
Fuel LPG
Fuel Inlet Fitting 3/8 NPT
Fuel inlet fitted with Delphi tempera-
ture sensor
Air Intake Flange 2.29 (58.17mm) ID inlet, four #10-24
screws in
1.94 (49.28mm) square pattern
Mixer Mounting
Flange
2.5 (63.5mm) ID outlet, four #10-24
screws in a
2.06 (52.4mm) square pattern
Reference Pressure
Ports
One 1/8-27 NPT, barb with calibrated
orifice is factory-installed
Air Valve Vacuum
(AVV) Port Size
None - the port is located in the carbu-
retor to throttle body adapter
Fuel Inlet
Adjustments
None
Idle Air Adjustment Factory sealed
Mounting Suitable for on-engine mounting in ver-
tical orientation
Minimum Electrical Resistance
of Throttle Actuator
1.5 ohms
Operating Tempera-
ture
-20 F to 221F [-29 C to 105 C]
Long-term Storage
Temperature
-40 F to 140 F [-40 C to 60 C]
Short-term Storage
Temperature (Heat
Soak)
257 F [125 C]
Operating Voltage 8-16 Vdc
SECM microprocessor may reset at
voltages below 6.3 Vdc
Operating
Environment
On-engine mounting, underhood auto-
motive Capable of withstanding spray
from a pressure washer
Coil Type Integrated driver
Coil Supply Voltage 6-16 VDC
Minimum Open
Circuit Voltage
> 27 kV
Total Coil Energy 63 +/- 18 mJ
Maximum EST Fre-
quency
25 Hz
Operating
Temperature
-40 F to 212F [-40 C to 100 C]
Long-term Storage
Temperature
-40 F to 140 F [-40 C to 60 C]
Short-term Storage
Temperature (Heat
Soak)
257 F [125 C]

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SM 794 02(L-MMC)-2-3
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.

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SM 794 02(L-MMC)-3-1
Suggested maintenance requirements for an engine
equipped with an MI-07 fuel system are contained in this
section. The operator should, however, develop a custom-
ized maintenance schedule using the requirements listed
in this section and any other requirements listed by the
engine manufacturer.
Maintenance Tests & Inspections
Test Fuel System for Leaks
Obtain a leak check squirt bottle or pump spray
bottle.
Fill the bottle with an approved leak check solu-
tion.
Spray a generous amount of the solution on the
fuel system fuel lines and connections,
starting at the storage container.
Wait approximately 15-60 seconds, then perform a
visual inspection of the fuel system. Leaks will
cause the solution to bubble.
Listen for leaks
Smell for LPG odor which may indicate a leak
Repair any leaks before continuing.
Crank the engine through several revolutions. This
will energize the fuel lockoff and allow fuel to
flow to the pressure regulator/converter. Apply
additional leak check solution to the regulator/
converter fuel connections and housing.
Repeat leak inspection as listed above.
Repair any fuel leaks before continuing.
Inspect Engine for Fluid Leaks
Start the engine and allow it to reach operating
temperatures.
Turn the engine off.
Inspect the entire engine for oil and/or coolant
leaks.
Repair as necessary before continuing.
Inspect Vacuum Lines and Fittings
Visually inspect vacuum lines and fittings for
physical damage such as brittleness, cracks and
kinks. Repair/replace as required.
Solvent or oil damage may cause vacuum lines to
become soft, resulting in a collapsed line while the
engine is running.
If abnormally soft lines are detected, replace as
necessary.
Inspect Electrical System
Check for loose, dirty or damaged connectors and
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
The items below are a general guideline for system
checks. Refer to the engine manufacturers specific
recommendations for proper procedures.
Engine must be off and cold.
Section 3
RECOMMENDED MAINTENANCE

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SM 794 02(L-MMC)-3-2
WARNING
!
PROPER USE
Never remove the pressure cap on a hot
engine.
The coolant level should be equal to the COLD
mark on the coolant recovery tank.
Add approve coolant to the specified level if the
system is low.
Inspect Coolant Hoses
Visually inspect coolant hoses and clamps.
Remember to check the two coolant lines that con-
nect to the pressure regulator/converter.
Replace any hose that shows signs of leakage,
swelling, cracking, abrasion or deterioration.
Inspect Battery System
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.
Inspect Ignition System
Remove and inspect the spark plugs. Replace as
required.
Inspect the ignition coil for cracks and heat deteri-
oration. Visually inspect the coil heat sink fins. If
any fins are broken replace as required.
Replace Spark Plugs
Using a gentle twisting motion, remove the high
voltage leads from the spark plugs. Replace any
damaged leads.
Remove the spark plugs.
Gap the new spark plugs to the proper specifica-
tions.
Apply anti-seize compound to the spark plug
threads and install.
Re-install the high voltage leads.
CAUTION
!
Do not over tighten the spark plugs.
Replace LP Fuel Filter Element
Park the lift truck in an authorized refueling area with the
forks lowered, parking brake applied and the transmission
in Neutral.
1. Close the fuel shutoff valve on the LP-fuel tank. Run
the engine until the fuel in the system runs out and
the engine stops.
2. Turn off the ignition switch.
3. Scribe a line across the filter housing covers, which
will be used for alignment purposes when re-install-
ing the filter cover.
FUEL FILTER DISASSEMBLY (Steps 4-7)
4. Remove the cover retaining screws (1).
5. Remove top cover (2), magnet (3), spring (4), and fil-
ter element (7) from bottom cover (5).
6. Replace the filter element (7).
7. Check bottom cover O-ring seal (6) for damage.
Replace if necessary.
Filter
Housing
Scribe Point
1
2
3
4
5
6
7

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SM 794 02(L-MMC)-3-3
8. Re-assemble the filter assembly aligning the scribe
lines on the top and bottom covers.
9. Install the cover retaining screws, tightening the
screws in an opposite sequence across the cover.
10. Open the fuel valve by slowly turning the valve
counterclockwise.
11. Crank the engine several revolutions to open the fuel
lock-off. DO NOT START THE ENGINE. Turn the
ignition key switch to the off position.
12. Check the filter housing, fuel lines and fittings for
leaks. Repair as necessary.
Testing Fuel Lock-off Operation
Start engine.
Locate the electrical connector for the fuel lock
(A).
Disconnect the electrical connector.
The engine should run out of fuel and stop within a
short period of time.
NOTE
The length of time the engine runs on
trapped fuel vapor increases with any
increase in distance between the fuel lock-off
and the pressure regulator/converter.
Turn the ignition key switch off and re-connect the
fuel lock-off connector.
Pressure Regulator/Converter Inspection
Visually inspect the pressure regulator/converter
(B) housing for coolant leaks.
Refer to Chapter 5 if the pressure regulator/con-
verter requires replacement.
Fuel Trim Valve Inspection (FTV)
Visually inspect the fuel trim valves (C) for abra-
sions or cracking. Replace as necessary.
To ensure a valve is not leaking a blow-by test can
be performed.
1. With the engine off, disconnect the electrical connec-
tor to the FTVs.
2. Disconnect the vacuum line from the FTVs to the
pressure regulator/converter at the converters tee
connection.
3. Lightly blow through the vacuum line connected to
the FTVs.
Air should not pass through the FTVs when de-ener-
gized.
If air leaks past the FTVs when de-energized, replace
the FTVs.
Inspect Air/Fuel Valve Mixer Assembly
Refer to Chapter 5 for procedures regarding the LP
mixer (D).
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 5 for procedures on remov-
ing the mixer and inspecting the throttle
plate.

Figure 22. MI-07 System Installed on GM 2.4L Engine

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SM 794 02(L-MMC)-3-4
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.

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SM 794 02(L-MMC)-3-5
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.
CHECK POINT
INTERVAL HOURS
Daily
Every 250
Hours or
1 month
Every 500
Hours or
3 months
Every 1000
Hours or
6 months
Every 1500
Hours or
9 months
Every 2500
Hours or
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
damaged wires and connections.
X
Inspect isolation mounts on engine control module
for cracks and wear; replace as necessary.
X
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
to recover fault code(s). Repair faults.
X
Engine Coolant
Check coolant level. X
Inspect coolant hoses and fittings for leaks, cracks,
swelling, or deterioration.
X
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
build-up. Clean or replace as necessary.
X
Inspect regulator assembly for fuel/coolant leaks. X
Fuel Trim Valve
Inspect valve housing for wear, cracks or
deterioration.
X
Ensure valve seals in the closed position when the
engine is off.
X
Replace FTV. When indicated by MIL

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SM 794 02(L-MMC)-3-6
CHECK POINT
INTERVAL HOURS
Daily
Every 250
Hours or
1 month
Every 500
Hours or
3 months
Every 1000
Hours or
6 months
Every 1500
Hours or
9 months
Every 2500
Hours or
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
necessary.
X
Check for vacuum leaks in the intake system
including manifold adapter and mixer to throttle
adapter.
X
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
Gasoline Engines
Replace gasoline fuel filter element. X
Inspect gasoline fuel system for leaks. X
Confirm gasoline supply pressure is correct. Pressure should be 45-55 psig (310.26-379.21 kPa)

CopyrightedMaterial

SM 794 02(L-MMC)-4-1
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,
certified technicians should perform disas-
sembly, service or replacement of the regula-
tor/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 (-
40C +125C / Inside Diameter: 7/32 (5.56mm)
Section 4
INSTALLATION PROCEDURES

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SM 794 02(L-MMC)-4-2
Certified System Connections
DIAGRAM NOTES
Figure 23. Hose Connections for Certified Systems
Trim valves must be posi-
tioned vertically with flow
arrows in position shown
Fuel outlet must be min 15
below horizontal position
Only one 90 fitting permissi-
ble on vapor fuel line
between mixer and regulator
(As shown the temp sensor
adaptor is considered the one
90 fitting.)
Vapor fuel fittings (regulator
and mixer) must have mini-
mum ID of 0.46 (11.68mm)
Vapor hose length to be as
short as possible and have no
restrictions for best regulator
performance
N-2007 Regulator
Plastic WYE Fitting (black color)
for 7/32 (5.56mm) ID Tube
Hose
Valve (TEV Bosch Canister)
Plastic WYE Fitting (blue color)
for 7/32 (5.56mm) ID Tube
Hose
Adapter (temperature sensor)
Sensor (coolant, temperature)
Nipple (.625 hex 4mp, 2.5L steel)
Solenoid (AFS Lock Off Valve)
Brass Tee Fitting. 1/4 Tube x 1/8
NPTF x 1/4 Tube
CA55-500 Mixer
1/4 (6.35mm) hose barb to 1/8
(3.2mm) male pipe, 125HBL,
.062 flow ID
1/4-28 UNF x 1/4 (6.35mm) hose
barb
1
2
3
4
8

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SM 794 02(L-MMC)-4-3
Removal and Installation of N-2007
Certified LP Regulator/Converter
Follow the procedures below for removal and reinstalla-
tion of the N-2007 regulator in certified systems.
N-2007 Removal Steps
Refer to Figure 24.
1. Close the liquid outlet valve in the forklift cylinder or
fuel storage container.
2. Purge the system of fuel by starting the engine and
running until all trapped fuel in the system is
exhausted and the engine shuts down.
3. Key switch in OFF position.
4. Remove the fuel inlet line (1) from the lock-off, the
two vacuum lines (2) from the branch-tee fitting in
the regulator vent and disconnect the lockoff connec-
tor (3).
5. Remove the four rear-mounting bolts that hold the
regulator to the support bracket. This will allow eas-
ier access to the remaining hose clamps.
6. Remove the two cooling lines (4) from the regulator.
NOTE
NOTE: Either drain the coolant system or
clamp off the coolant lines as close to the reg-
ulator as possible to avoid a coolant spill
when these lines are disconnected.
7. Remove the fuel vapor outlet hose (5) from the regu-
lator.
8. Remove the nipple extension (6) with the lock-off
from the regulator.
N-2007 Installation Steps
Refer to Figure 28.
1. Install the nipple extension (6) with the lock-off to
the regulator.
2. Install the fuel vapor outlet hose (5) to the regulator.
3. Install the two cooling lines (4) to the regulator.
4. Install the four rear-mounting bolts that hold the reg-
ulator to the support bracket. Use a torque wrench
and tighten each bolt to 60-70 lbf-in (6.78-7.91 N-
m).
5. Install the fuel inlet line (1) to the lock-off, the two
vacuum lines (2) to the branch-tee fitting in the regu-
lator vent and re-connect the lock-off connector (3).
6. Open the liquid outlet valve in the forklift cylinder or
Removal and Installation of CA55-500
Mixer
Follow the procedures below for removal and reinstalla-
tion of the CA55-500 mixer in certified systems.
CA55-500 Mixer Removal Steps
Refer to Figure 25.
1. Close the liquid outlet valve in the forklift cylinder or
2. Purge the system of fuel by starting the engine and
running until all trapped fuel in the system is
exhausted and the engine shuts down.
3. Key switch in OFF position.
4. Remove the air cleaner hose (1).
5. Mark the two vacuum lines (2) to the mixer and
throttle adapter for identification, 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).
7. Disconnect the fuel temperature sensor connector
(5).
8. Disconnect the wires leading to the electronic throttle
body by pinching the lock tabs on either side of the
wiring harness connector. (See Figure 26 for loca-
tion of connector.)
Figure 24. N-2007 Regulator in Certified System

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SM 794 02(L-MMC)-4-4
9. Loosen the four bolts (6) that secure the mixer/
adapter/throttle body assembly to the intake mani-
fold.
10. Remove the mixer (9), the adapter (7), and the throt-
tle body (8) as an assembly by gently pulling
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-
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
throttle body adapter to the mixer (Figure 27).
13. Remove the fuel temperature sensor (10) from the tee
(4).
14. Remove the fuel temperature sensor fitting from the
mixer. Take note of the fittings orientation on the
mixer, as it must be reinstalled correctly for proper
fit.
CA55-500 Mixer Installation Steps
Refer to Figure 25.
1. Install the fuel temperature sensor fitting (4) onto the
mixer.
2. Install the fuel temperature sensor (10) into the fit-
ting.
3. Install the four mounting screws that attach the throt-
tle adapter (7) to the mixer. See Figure 27. Torque
bolts to 30-40 lbf-in (3.39-4.52 N-m).
4. Position the mixer/adapter assembly onto the throttle
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-
ring.
(See Figure 26.)
5. Attach the mixer/throttle body assembly to the intake
manifold, making sure gasket is in place. Tighten the
four mounting bolts.
6. Connect the wiring harness to the throttle body. (See
Figure 26 for location of connector.) Connect the
fuel temperature sensor connector (5) to the sensor.
7. Install the vapor fuel inlet line (3) to the fuel temper-
ature sensor fitting.
8. Install the two vacuum lines (2) to the mixer and the
throttle adapter using the previous marks for identifi-
cation. Vacuum lines must be installed correctly for
proper operation.
9. Install the air cleaner hose (1).
Figure 25. CA55-500 Mixer in Certified System
Figure 26. O-Ring and Spacer Within Mixer Adapter Assembly
O-Ring
Spacer
Wiring
Harness
Connection
VACUUM
PORT
BARB
THROTTLE
ADAPTER
MOUNT
SCREWS (4)
NON-REMOVABLE
CALIBRATED HOSE RARB
Figure 27. Throttle Adapter Mount Screws & Vacuum Hose Barb

CopyrightedMaterial

Group 02 (L-MMC-Tier3), MI-07 LPG FUEL SYSTEM
SM 794 02(L-MMC)-5-1
WARNING
!
PROPER USE
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.
NOTE
The regulator/converter and mixer are part
of a certified system complying with EPA
and CARB 2007 requirements. Only trained,
certified technicians should perform disas-
sembly, service or replacement of the regula-
tor/converter or mixer.
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
hose barb
3. Union Tee 1/4 NPT with three 1/4 NPT x 1/4
hose barb
4. Vacuum hose
5. 0-3 WC Magnehelic gauge (inches of water col-
umn)
Secondary Stage (Break-Off) Test
1. Connect the vacuum pump, the Magnehelic gauge
and the regulator vapor outlet to the Union Tee fit-
ting (Figure 27). Make sure there is no leakage at any
of the fittings.
2. Using the vacuum pump slowly apply enough vac-
uum to measure above -2 WC on the gauge. This
vacuum signal opens the secondary valve in the N-
2007 regulator/converter.
3. Release the vacuum pump lever and you will see the
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,
the needle should stop moving.
4. At this point the secondary valve should close. If the
secondary valve seat or the secondary diaphragm is
leaking the gauge needle will continue to fall toward
zero (proportional to the leak size). An excessively
rich air/fuel mixture can be caused by a secondary
valve seat leak and the regulator should be replaced.

Figure 27. Secondary Stage Test Connection
Section 5
TESTS AND ADJUSTMENTS

CopyrightedMaterial

SM 794 02(L-MMC)-5-2
Pressure Test
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
1. Remove the primary test port plug from the side of
the regulator and install the 1/16 NPT hose barb fit-
ting (Figure 28).
2. Connect a compressed air line (shop air ~100 psi) to
the liquid propane fuel inlet of the N-2007 regulator
(Figure 28).
3. Apply compressed air, wait for air to exit the hose
barb in the test port, and then connect the Magnehelic
gauge (Figure 29) to the hose barb using the vacuum
hose or vinyl tubing. This prevents the gauge from
reading maximum pressure due to the large velocity
of compressed air entering the primary chamber.
4. Make sure there is no leakage at any of the fittings.
The static pressure should read between 40-60 of
water column on the Magnehelic gauge and maintain
a constant pressure for 60 seconds.
5. If the pressure reading begins to increase, a leak is
most likely present at the primary valve, either the
primary valve o-ring or the valve itself. If a leak is
present the regulator should be replaced.
6. If the pressure begins to decrease, the secondary seat
is probably not making an adequate seal and is leak-
ing. The regulator should be replaced.
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.
WARNING
!
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.

Figure 28. Primary Stage Test Connection
Figure 29. Magnehelic Gauge Connection to Hose Barb

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SM 794 02(L-MMC)-5-3
AVV (Air Valve Vacuum) Testing
Purpose of Test
Check for excessive or inadequate pressure drop across
CA55-500 mixer.
AVV Test Hardware
1. Union Tee fitting, 1/4 (6.35mm) NPT
with three 1/4 (6.35mm) NPT x 1/4 (6.35mm) hose
barbs
2. Vacuum hose
3. 0-20 H2O differential pressure Magnehelic gauge
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
30).
2. Leave high pressure port of the Magnehelic gauge
exposed to ambient pressure (Figure 30).
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
vacuum.
4. If the measured pressure drop is excessively high,
check for sticking or binding of the diaphragm air
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.
Figure 30. Magnehelic Gauge Connection

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SM 794 02(L-MMC)-5-4
With the MI-07 system, ignition-timing advance is con-
trolled by the SECM.
The initial ignition timing needs to be set by the MOR.
This setup requires a specific technique for each engine
installation.
With the MI-07 system both mechanical and vacuum
advance are no longer inside the distributor. All ignition
timing advance is controlled by the SECM. The only tim-
ing adjustment that can be made by a technician is the
mechanical alignment of the distributor. The SECM uses
a 40 timing window from .5 BTDC to 35 BTDC.
Because of this, an accurate adjustment cannot be made
with a standard timing light since the SECM will maintain
the correct timing even if the distributor is moved (as long
as the distributor setting remains within the 40 window).
Therefore the ignition timing setting of the distributor
becomes very important and is described in the following
steps.
1. Using the timing indicator on the crankshaft pulley,
set the engine on 0 Top Dead Center (TDC) of num-
ber 1 cylinder (Figure 31, a and b).
Fi g. 31b
Figure 31 a.
View of Distributor Rotor Cap
#1 Cylinder

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SM 794 02(L-MMC)-5-5
2. Remove the distributor rotor cap and verify that the distributor rotor is lined up with number 1 cylinder on the dis-
tributor cap (Figure 32).
3. Remove the distributor rotor and dust cover so that the internal VR sensor and signal rotor gear are visible (Figure
33). The internal VR sensor inside the distributor is not used by the SECM for a speed reference with the 2.0L/2.4L
engine and its wiring harness does not connect to the system. The distributors internal VR sensor is only used as an
alignment reference point for setting the correct distributor position.
Firing Order
1-3-4-2
Figure 32
Distributor w ith Rotor Ca p Rem oved
Figure 33. Distributor View of Internal VR Sensor
Internal VR Sensor
Si gnal Rotor
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SM 794 02(L-MMC)-5-6
4. Loosen the distributor hold down nut and rotate the distributor so that the signal rotor gear tooth of the #1 cylinder
(tooth opposite the flat side of the distributor shaft) lines up with the sensor pickup. (Figure 34).
5. To correctly set the distributor, align the center of the #1 cylinder tooth with the leading edge of the VR sensor
pickup (Figure 35). Keep in mind that the distributor rotates in a clockwise direction.
Fi gure 34
Flat Side of
Shaft
#1 Tooth

Incorrect
Alignments
1
Correct
Alignment
Fi gure 35

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SM 794 02(L-MMC)-5-7
6. Once the proper alignment is obtained, lock the dis-
tributor in place by tightening the hold down nut to
the specified torque value and re-install the rotor,
dust cover and rotor cap.
WARNING
!
Improper alignment of the distributor may
cause system ignition problems resulting in
ignition misfires or backfires.
7. After you have completed setting the distributor
alignment you will need to adjust the VR sensor used
by the SECM for speed reference. This sensor is
mounted near the crankshaft pulley wheel (Figure
36).
8. Rotate the crankshaft pulley so that one of the gear
teeth on the timing wheel aligns in the center of the
VR sensor (Figure 37).
9. Loosen the sensor retaining bolts and, using a non-
magnetic feeler gauge (Figure 38), adjust the gap
between the sensor and the gear tooth from 1.25mm
to 1.5mm. Re-tighten the sensor retaining bolts when
complete.
10. Rotate the crankshaft pulley 180 degrees and align a
timing gear tooth in the center of the VR sensor
pickup as you did in step 8. Verify that the sensor
gap is still within 1.25mm to 1.5mm. This step is to
check timing gear run out and insures proper speed
signal amplitude.
11. If the VR sensor gap is not within the specification
repeat steps 9 & 10 and continue adjusting the sensor
gap until you are within tolerance. This completes
setting ignition timing and sets the center of the
SECM ignition control range at 15 degrees BTDC.
Figure 36
MI-07
VR
Figure 37
Fi gure 38

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SM 794 02(L-MMC)-5-8
Connection of MI-07 Service Tool
To use the Service Tool, a USB (Universal Serial Bus) to
CAN (Controller Area Network) communication adapter
by KVaser will be required along with a Crypt Token
(Figure 39). The Crypt Token acts as a security key
allowing the laptop to retrieve the necessary data from the
SECM.
1. Install the Crypt Token in an available USB port in
the computer (Figure 40).
2. With the ignition key in the OFF position, connect
the KVaser communication cable from a second
USB port on the computer to the CAN communica-
tions cable on the engine.
(*If your laptop computer does not have a second
USB port an appropriate USB hub will need to be
used).
3. Connect a timing light to the engine.
4. Turn the ignition key to the ON position (Do Not
Start the Engine).
5. Launch the MotoView program on your computer
and open the Service Tool display (Figure 41).
Figure 39. KVaser
Communication Adapter
Figure 40. Crypt Token Installed on Laptop
Crypt
Token
Figure 41. Opening the Service Tool Display

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SM 794 02(L-MMC)-5-9
NOTE
Be sure engine is fully warm (ECT>167F
[75C]) before performing the idle mixture
adjustment.
The CA55-500 mixer requires adjustment of the idle mix-
ture screw to assure optimal emissions and performance.
This adjustment accounts for minor part-topart 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-
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.
Attach the Mototune Service Tool to the wiring harness
and add parameter MAFPort to the display screen.
Factory Adjustment Procedure:
NOTE
Be sure engine is fully warm (ECT>167F
[75C]) before performing the idle mixture
adjustment.
1. Operating the engine on LPG fuel, start the engine
and permit it to warm up until the coolant tempera-
ture (ECT on Mototune display) is approximately
167F (75C).
2. Adjust the load until MAFPort equals 3.3 to 3.5 g/
sec.
3. Mototune display parameter LP Fuel Control must
display Closed Loop.
4. Use the Mototune Service Tool to monitor Duty
Cycle % on the Mototune display.
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 35-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 42). 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%.
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
remain within the adjustment range (35-55%). 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
cycle to decrease.
Figure 42. FTV Duty Cycle Percentage Displayed on Service Tool
Closed Loop
Duty Cycle%

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SM 794 02(L-MMC)-5-10
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 (35-
55%) and engine rpm is stable. DO NOT adjust the
screw so far outward that the tamper proof cap can-
not be installed. A duty cycle measurement at Closed
Loop Idle of 25-60% is acceptable if the optimum
range of 35-55% cannot be reached through adjust-
ment. If the FTV duty cycle cannot be adjusted
below 60%, the mixer is faulty and should be
replaced.
NOTE
If the FTV Duty Cycle reading is NOT
between 25-60%, check for possible vacuum
leaks, manifold leaks, or a faulty mixer.
9. Turn the ignition key to the OFF position to shut
down the engine.
10. Install and tighten the lock screw and install the
tamper proof cap on the idle mixture screw adjust-
ment port using a large pin punch, so that no further
adjustments can be made (Figure 43).
Field Adjustment Procedure:
The idle mixture adjustment should only be necessary on
a new mixer that does not have the tamper proof cap
installed. The method for making the idle mixture adjust-
ment to a running engine is to use the Service Tool soft-
ware by connecting a laptop computer to the SECM. If
you do not have the Service Tool a multimeter capable of
measuring duty cycle, such as a Fluke 87 III, can be used.
If using a multimeter, connect the meter positive lead to
between battery positive and the meter negative to the
FTV signal wire. For the Fluke 87, press the RANGE
button until 4 or 40 appears in the lower right-hand corner
of the display. Press the Hz button twice so that the per-
cent sign (%) appears on the right-hand side of the dis-
play. The multimeter will then read the duty cycle
percentage the same as the Service Tool shown in Figure
41.
1. After installing a new mixer, operate the engine on
LPG fuel. Start the engine and permit it to warm up
until the coolant temperature (ECT on Mototune dis-
play) is approximately 167F (75C).
2. Place the transmission in Neutral.
3. Mototune display parameter LP Fuel Control must
display Closed Loop.
4. Use the Mototune Service Tool to monitor Duty
Cycle % on the Mototune display.
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 35-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 42). 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%.
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
remain within the adjustment range (35-55%). 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
cycle to decrease.
Idle Mixture
Screw
Tamper
Proof Cap

Figure 43. Installing Tamper Proof Cap

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SM 794 02(L-MMC)-5-11
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 (35-
55%).
9. DO NOT adjust the screw so far outward that the
tamper proof cap cannot be installed. A duty cycle
measurement at Closed Loop Idle of 25-60% is
acceptable if the optimum range of 35-55% cannot
be reached through adjustment. If the FTV duty cycle
cannot be adjusted below 60%, the mixer is faulty
and should be replaced.
NOTE
If the FTV Duty Cycle reading is NOT
between 25-60%, check for possible vacuum
leaks, manifold leaks, or a faulty mixer.
10. Turn the ignition key to the OFF position to shut
down the engine.
11. Install the tamper proof cap on the idle mixture screw
adjustment port using a large pin punch, so that no
further adjustments can be made (Figure 42).

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SM 794 02(L-MMC)-6-1
Preliminary Checks
MI-07 systems are equipped with built-in fault diagnos-
tics. Detected system faults can be displayed by the Mal-
function Indicator Lamp (MIL) and are covered in
Chapter 8, Advanced Diagnostics. However, items such
as fuel level, plugged fuel lines, clogged fuel filters, and
malfunctioning pressure regulators may not set a fault
code and usually can be corrected with the basic trouble-
shooting steps described on the following pages.
If engine or drivability problems are encountered with
your MI-07 system, perform the checks in this section
before referring to Advanced Diagnostics.
NOTE
Locating a problem in a propane engine is
done exactly the same as with a gasoline
engine. Consider all parts of the ignition and
mechanical systems as well as the fuel system.
BEFORE STARTING . . .
1. Determine that the SECM and MIL light are operat-
ing. Verify operation by keying on engine and check-
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
Vacuum hoses for splits, kinks, and proper connec-
tion.
Air leaks at throttle body mounting and intake
manifold
Exhaust system leaks
Ignition wires for cracking, hardness, proper rout-
ing, and carbon tracking
Wiring for pinches and cuts
Also check:
Connections to determine that none are loose,
cracked, or missing
Fuel level in vehicle is sufficient
Fuel is not leaking
Battery voltage is greater than 11.5 volts
Steering, brakes, and hydraulics are in proper con-
dition and vehicle is safe to operate
NOTE
The Visual/Physical check is very important,
as it can often correct a problem without fur-
ther troubleshooting and save valuable time.
Section 6
BASIC TROUBLESHOOTING

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SM 794 02(L-MMC)-6-2
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.

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SM 794 02(L-MMC)-6-3
Basic Troubleshooting (contd.)
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.
(*) 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
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
Oxygen sensor malfunction
The fuel management should maintain a stoichiometric air-fuel ratio under all
steady state operating conditions following engine warmup.
Failure of the Pre-catalyst O2 sensor should cause an O2 sensor fault that can be
diagnosed with the MIL lamp or Service Tool.
Fuel system malfunction
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.
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.
Ignition system malfunction
Check for proper ignition voltage output using 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 condition of spark plug wires.
Check ignition timing.
Component malfunction
Check vacuum lines for kinks or leaks.
Check alternator output voltage. Repair if less than 9 or more than 16 volts.
Exhaust backpressure
Check condition of exhaust system.
Check backpressure before catalyst. It should be less than 3.5 psig (24.13 kPa).

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SM 794 02(L-MMC)-6-4
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 operators manual. Use clear flood mode
during cranking by fully depressing the pedal and cranking the engine. If engine does not start, continue trouble-
shooting.
Improper fuel selected
Verify selected fuel with Service Tool. Make sure fuel select switch is in proper
position.
Fuel container empty
Check for LPG vapor from LPG liquid outlet valve on tank.
Fill fuel container. Do not exceed 80% of liquid capacity.
Liquid valve closed Slowly open liquid valve.
Propane excess flow
valve closed
Reset excess flow valve in LPG tank.
Close liquid valve. Wait for a click sound;
slowly open liquid valve.
Plugged fuel line
Remove obstruction from the fuel line.
Close liquid fuel valve.
Using caution, disconnect the fuel line (some propane may escape).
Clear obstruction with compressed air.
Re-connect fuel line.
Slowly open liquid fuel valve.
Leak test.
Clogged fuel filter
Repair/replace as required.
See Chapter 4 Fuel Filter replacement.
Faulty vapor connection
between the pressure
regulator/converter and the
mixer
Check connection
Verify no holes in hose.
Clamps must be tight.
Look for kinked, pinched and/or collapsed hose.
Fuel lock-off malfunction
Repair/replace fuel lock-off.
See Chapter 4 Fuel Lock-off.
Pressure regulator/converter
malfunction
Test regulator/converter operation and pressure.
See Chapter 6 Tests and Adjustments.
Incorrect air/fuel or ignition/
spark control
See Chapter 8 Advanced Diagnostics.
No crankshaft position sensor
signal
Verify the crankshaft position signal is present

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SM 794 02(L-MMC)-6-5
Engine Cranking but Will Not Start / Difficult to Start
Related MIL Faults:
ETC spring check / ETC faults / EST faults / TPS conflict
APP faults / Encoder error / MAP faults
Injector faults / Oil pressure faults
SECM / control system
malfunction
Check Coolant Temperature Sensor using the Service Tool; compare coolant
temperature with ambient temperature on cold engine.
If coolant temperature reading is 5 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.
Verify that there is no code for ETC spring check fault.
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 (propane) or fuel pump relay gasoline operation: actuator
should turn ON for 2 seconds when ignition is turned ON.
Check for contaminated fuel.
Check both gasoline injector and 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:
Bare or shorted wires
Loose ignition coil ground
Pickup coil resistance and connections

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SM 794 02(L-MMC)-6-6
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
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 4 Fuel
Filter replacement
Check for plugged fuel line and remove any obstruction from the 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 6 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
weak coil.
Check spark plug condition.
Check poor spark plug primary and secondary wire condition.

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SM 794 02(L-MMC)-6-7
Lack of Power, Slow to Respond / Poor High Speed Performance Hesitation During Accelera-
tion (contd.)
Related MIL Faults:
EST faults
ETC faults
ETC spring check
TPS faults
APP faults
Encoder error
Delayed Shutdown faults
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.
Engine mechanical
See Engine Manufacturers Service Manual.
Check engine valve timing and compression
Check engine for correct or worn camshaft.

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SM 794 02(L-MMC)-6-8
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).
Related MIL Faults:
EST faults
Encoder error
High coolant temperature faults
PRELIMINARY CHECKS
Check for proper fuel level:
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.
Cooling system malfunction
Check for obvious overheating problems:
Low engine coolant
Loose water pump belt
Restricted air flow to radiator, or restricted water flow through radiator
Inoperative electric cooling fan
Correct coolant solution should be a mix of anti-freeze coolant (or equiva-
lent) and water
High coolant temperature
Check spark module wiring.
Exhaust system malfunction
Check exhaust backpressure.
Check for debris clogging the catalyst.
Check that pre-catalyst O2 sensor is functioning.
Engine mechanical
Check for excessive oil in the combustion chamber and/or blow by from excessive
PCV flow.
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.

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SM 794 02(L-MMC)-6-9
Backfire
Fuel ignites in intake manifold or in exhaust system, making loud popping noise.
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.
Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults
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
necessary.
Check spark plug wires for crossfire; also inspect distributor cap, spark plug wires,
and proper routing of plug wires.
Engine mechanical
Check compression: look for sticking or leaking valves.
Check intake and exhaust manifold for casting flash and gasket misalignment.
Refer to Engine Manufacturers Service Manual.
PRELIMINARY CHECKS
Fuel system malfunction Check for fuel leaks or leaking injector.
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.

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SM 794 02(L-MMC)-6-10
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.
(continued on next page)
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
Ignition system malfunction Check ignition system; wires, plugs, rotor, etc.
LPG pressure regulator
malfunction
Test regulator operation and pressure.
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.
Engine mechanical
Perform a cylinder compression check.
See Engine Manufacturers Service Manual.

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SM 794 02(L-MMC)-6-11
Rough, Unstable, Incorrect Idle, or Stalling
Related MIL Faults:
EST faults
ETC Sticking fault
Pre-catalyst adapts error
Excess flow valve closed
Reset excess flow valve.
Close liquid valve.
Wait for a click sound. Slowly open liquid valve.
Clogged fuel filter
Repair/replace as required
See Chapter 4 Fuel Filter Replacement
Plugged fuel line
Remove obstruction from the fuel line.
Slowly open liquid fuel valve & leak test.
Fuel lock-off malfunction
Repair/replace fuel lock-off.
See Chapter 4 Fuel Lock-Off.
Faulty vapor connection
between the pressure
regulator/converter and the
mixer
Check connection.
Verify no holes in hose.
Clamps must be tight.
Pressure regulator freezes
Check level in cooling system:
Must be full, check coolant strength
-35F (-37C) minimum
Check coolant hoses.
Watch for kinks and/or pinched hoses.
Verify one pressure hose and one return hose.
Test regulator. See Chapter 6
Vacuum leak
Check for vacuum leaks . . .
Between mixer and throttle body
Between throttle body and intake manifold
Between intake manifold and cylinder head

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SM 794 02(L-MMC)-6-12
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.
Related MIL Faults:
EST faults
ETC Sticking fault
PRELIMINARY CHECKS
Check fuel system specifically for plugged fuel filter, low pressure.
Check injector drivers. Disconnect all injector harness connectors. Use injector
test light or equivalent 6-volt test light between the harness terminals of each con-
nector and observe if light blinks while cranking. If test light fails to blink at any
connector, it is a faulty injector drive circuit harness, connector, or terminal.
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.
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
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.
Engine mechanical
Perform compression check on questionable cylinders. If compression is low,
repair as necessary.
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.

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SM 794 02(L-MMC)-6-13
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..
Related MIL Faults:
Pre-catalyst O2 sensor faults / Low side driver / Dither valve duty cycle EST faults / Fuel adapt faults / Low coolant tem-
perature
PRELIMINARY CHECKS
Verify operator complaint: identify operating conditions.
Check operators 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.
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.
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-
tion / fuel pressure too high
Test regulator operation and pressure.
See Chapter 6 Tests and Adjustments.
Engine mechanical
Check compression.
Refer to Engine Manufacturers Service Manual.

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SM 794 02(L-MMC)-6-14
High Idle Speed
Engine idles above the range of 750-1000 rpm.
Related MIL Faults:
ETC Sticking fault
Idle adapt out of range
MAP Sticking fault
MAP high value
PRELIMINARY CHECKS
Incorrect idle speed control
Check all hoses and gaskets for cracking, kinks, or leaks.
Verify that there are no vacuum leaks.
See Chapter 8 Advanced Diagnostics & Chapter 6 Tests and Adjustments
Throttle sticking
Replace throttle.
See Fault Code 461: ETC_Sticking
Foot pedal sticking or
incorrect pedal signal
Check pedal return spring travel for binding.
Check APP function with Service Tool.
Verify smooth change of APP reading with pedal movement.
Engine mechanical
Check for vacuum hose leak.
Check for PCV malfunction.
Check for defective intake gasket.

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SM 794 02(L-MMC)-6-15
Excessive Exhaust Emissions or Odors
Vehicle has high CO emissions.
NOTE: Excessive odors do not necessarily indicate excessive emissions.
Related MIL Faults:
Low side driver
Fuel adapt faults
EST faults
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
instructions on label.
Check for plugged PCV valve.
Check for stuck or blocked PCV hose.
Check for fuel in the crankcase.

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SM 794 02(L-MMC)-6-16
Diagnostic Aids for Rich / Lean Operation
(*) The duty cycle injector pulse width criteria for lean or rich operation apply only if the O2 sensor is functioning prop-
erly. If the sensor is not operating properly the criteria may be reversed.
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
Gasoline (Injector Pulse Width<1.0 msec)
Check gasoline fuel pressure
Check injectors for sticking, replace 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
Gasoline (Injector Pulse Width>8 msec)
Check system voltage
Check fuel pressure
Check injectors for sticking or obstructions
SERVICE TOOL ITEM RICH LEAN
Pre-catalyst O2 A/ D counts Consistently > 250 Consistently < 170
Pre-catalyst O2 sensor switching
between high and low
Always high ADC Always low ADC
Trim valve duty cycle > 90% < 10%
Fuel injector pulse width at idle * < 1.0 msec. > 8 msec.
Malfunction codes Pre-catalyst O2 sensor failed rich
Pre-catalyst O2 sensor high
Fuel adapts
Pre-catalyst O2 sensor failed lean
Pre-catalyst O2 sensor low
Fuel adapts
Closed loop operation Stuck in open loop Stuck in open loop

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SM 794 02(L-MMC)-6-17
Chart T-1
Restricted Exhaust System Check
Proper diagnosis for a restricted exhaust system is essen-
tial before replacement of any components. The following
procedures may be used for diagnosis, depending upon
engine or tool used.
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 illustra-
tion).
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.
4. Inspect the entire exhaust system for a collapsed
pipe, heat distress, or possible internal damage, split
welds, or cracked pipe.
5. If there are no obvious reasons for the excessive
backpressure, the catalytic converter is restricted and
should be replaced using current recommended pro-
cedures.

Courtesy of GM 1991 Service Manual
for Chevrolet Camaro 1990

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SM 794 02(L-MMC)-7-1
MI-07 systems are equipped with built-in fault diagnos-
tics. Detected system faults can be displayed by the Mal-
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
on, the MIL will illuminate 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 illumi-
nate and remain ON. This signals the operator that a fault
has been detected by the SECM.
Reading Diagnostic Fault Codes
All MI-07 fault codes are three-digit codes. When the
fault codes are retrieved (displayed) the MIL will flash for
each digit with a short pause (0.5 seconds) between digits
and a long pause (1.2 seconds) between fault codes. A
code 12 is displayed at the end of the code list.
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
flash four times (4), pause, then flash six times (6), pause,
then flash one time (1) This identifies a four sixty one
(461), which is the ETCSticking fault. If any additional
faults were stored, the SECM would again have a long
pause, then display the next fault by flashing each digit.
Since no other faults were stored there will be a long
pause then one flash (1), pause, then two flashes (2). This
identifies a twelve, signifying the end of the fault list. This
list will then repeat.
Displaying Fault Codes (DFC) from
SECM Memory
To enter code display mode you must turn OFF the igni-
tion key. Now turn ON the key but do not start the engine.
As soon as you turn the key to the ON position you must
cycle the foot pedal by depressing it to the floor and then
fully releasing the pedal (pedal maneuver). You must
fully cycle the foot pedal three (3) times within five (5)
seconds to enable the display codes feature of the SECM.
Simply turn the key OFF to exit display mode. The code
list will continue to repeat until the key is turned OFF.
Clearing Fault (DFC) Codes
To clear the stored fault codes from SECM memory you
must complete the reset fault pedal maneuver.
CAUTION
!
Once the fault list is cleared it cannot be
restored.
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
ON position you must cycle the foot pedal by depressing
it to the floor and then fully releasing the pedal (pedal
maneuver). You must fully cycle the foot pedal ten (10)
times within five (5) seconds to clear the fault code list of
the SECM. Simply turn the key OFF to exit the reset
mode. The code list is now clear and the SECM will begin
storing new fault codes as they occur.
Fault Action Descriptions
Each fault detected by the SECM is stored in memory
(FIFO) and has a specific action or result that takes place.
Listed below are the descriptions of each fault action.
Engine Shutdown: The most severe action is an Engine
Shutdown. The MIL will light and the engine will imme-
diately shutdown, stopping spark, closing the fuel lock-off
closing, and turning off the fuel pump and fuel injectors.
Delayed Engine Shutdown: Some faults, such as low oil
pressure, will cause the MIL to illuminate for 30 seconds
and then shut down the engine.
Cut Throttle: The throttle moves to its default position.
The engine will run at idle but will not accelerate.
Cut Fuel: Fuel flow will be turned off.
Turn on MIL: The MIL will light by an active low signal
provided by the SECM, indicating a fault condition. May
illuminate with no other action or may be combined with
other actions, depending on which fault is active.
Section 7
ADVANCED DIAGNOSTICS

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SM 794 02(L-MMC)-7-2
Soft Rev Limit / Medium Rev Limit / Hard Rev Limit:
System will follow various sequences to bring engine
speed back to acceptable levels.
Level4 Power Limit / Level3 Power Limit / Level2
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.
Disable Liquid O2 Control: In Gasoline mode, closed
loop correction of air fuel ratio based on the Pre-catalyst
O2 sensor is disabled.
Fault List Definitions
All the analog sensors in the MI-07 system have input
sensor range faults. These are the coolant temperature
sensor, fuel temperature sensor, throttle position sensors,
pedal position sensors, manifold pressure sensor, HEGO
sensors, and intake air temperature sensor. Signals to
these sensors are converted into digital counts by the
SECM. A low/high range sensor fault is normally set
when the converted digital counts reach the minimum of 0
or the maximum of 1024 (1024 = 5.0 Vdc with ~ 204
counts per volt).
Additionally, the SECM includes software to learn the
actual range of the pedal position and throttle position
sensors in order to take full advantage of the sensor range.
Faults are set if the learned values are outside of the nor-
mal expected range of the sensor (e.g.
APP1AdaptLoMin).
Table 1. Fault List Definitions

FAULT DESCRIPTION
CODE
(MI04 CODE)
APP1 Adapt Hi Max
Learned full pedal end of APP1 sensor range higher than
expected
641
(64)
APP1 Adapt Hi Min
Learned full pedal end of APP1 sensor range lower than
expected
651
APP1 Adapt Lo Max Learned idle end of APP1 sensor range higher than expected 661
APP1 Adapt Lo Min Learned idle end of APP1 sensor range lower than expected
631
(63)
APP1 Range High
APP1 sensor voltage out of range high, normally set if the
APP1 signal has shorted to power or the ground for the
sensor has opened
621
(62)
APP1 Range Low
APP1 sensor voltage out of range low, normally set if the
APP1 signal has shorted to ground, circuit has opened or
sensor has failed
611
(61)
APP2 Adapt Hi Max
Learned full pedal end of APP2 sensor range higher than
expected
642
(68)

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SM 794 02(L-MMC)-7-3
Table 1. Fault List Definitions(contd)
FAULT DESCRIPTION
CODE
(MI04 CODE)
APP2 Adapt Hi Min
Learned full pedal end of APP2 sensor range lower than
expected
652
APP2 Adapt Lo Max Learned idle end of APP2 sensor range higher than expected 662
APP2 Adapt Lo Min Learned idle end of APP2 sensor range lower than expected
632
(67)
APP2 Range High
APP2 sensor voltage out of range high, normally set if the
APP2 signal has shorted to power or the ground for the
sensor has opened
622
(66)
APP2 Range Low
APP2 sensor voltage out of range low, normally set if the
APP2 signal has shorted to ground, circuit has opened or
sensor has failed
612
(65)
APP_Sensors_Conflict
APP position sensors do no not track well, intermittent
connections to APP or defective pedal assembly
691
(69)
Cam Ed ges Fault
No CAM signal when engine is known to be rotating, broken
CAM sensor leads or defective CAM sensor
191
Cam Sync Fault
Loss of synchronization on the CAM sensor, normally due to
noise on the signal or an intermittent connection on the CAM
sensor
192
Crank Ed ges Fault
No crankshaft signal when engine is known to be rotating,
broken crankshaft sensor leads or defective crank sensor
193
Crank Sync Fault
Loss of synchronization on the crankshaft sensor, normally
due to noise on the signal or an intermittent connection on the
crankshaft sensor
194
ECT Over Temp Fault
Engine Coolant Temperature is High. The sensor has
measured an excessive coolant temperature typically due to
the engine overheating.
161
(16)
ECT Range High
Engine Coolant Temperature Sensor Input is High. Normally
set if coolant sensor wire has been disconnected or circuit
has opened to the SECM.
151
(15)
ECT Range Low
Engine Coolant Temperature Sensor Input is Low. Normally
set if the coolant sensor wire has shorted to chassis ground or
the sensor has failed.
141
(14)
ECT_IR_Fault Engine Coolant Temperature not changing as expected 171
EST1_Open
EST1 output open, possibly open EST1 signal or defective
spark module
421
(42?)
EST1_Short
EST1 output shorted high or low, EST1 signal shorted to
ground or power or defective spark module
431

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SM 794 02(L-MMC)-7-4
FAULT DESCRIPTION
CODE
(MI04 CODE)
EST2_Open
spark module
422
EST2_Short
432
EST3_Open
spark module
423
EST3_Short
433
EST4_Open
spark module
424
EST4_Short
434
EST5_Open
spark module
425
EST5_Short
435
EST6_Open
spark module
426
EST6_Short
436
EST7_Open
spark module
427
EST7_Short
437
EST8_Open
spark module
428
EST8_Short
438
ETC Spring Test
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
the throttle will fail the test and set the fault.
NOTE: Throttle assembly is not a serviceable item and can
only be repaired by replacing the DV-EV throttle assembly.
481
(28)
ETC_Open_Fault
Electronic Throttle Control Driver has failed. Normally set if
either of the ETC driver signals have opened or become
disconnected, electronic throttle or SECM is defective.
471

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SM 794 02(L-MMC)-7-5
FAULT DESCRIPTION
CODE
(MI04 CODE)
ETC_Sticking
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
obstruction; a loose throttle plate or worn components shaft
bearings.
NOTE: Throttle assembly is not a serviceable item and can
only be repaired by replacing the DV-EV throttle assembly.
461
(26)
Fuel Select Conflict
Conflict in fuel select signals, normally set if one or both of the
fuel select signals are shorted to ground
181
Fuel Temp Range High
Fuel Temperature Sensor Input is High. Normally set if the
fuel temperature sensor wire has been disconnected or the
circuit has opened to the SECM.
932
Fuel Temp Range Low
Fuel Temperature Sensor Input is Low. Normally set if the fuel
temperature sensor wire has shorted to chassis ground or the
sensor has failed.
931
Gas Fuel Adapt Range Hi
In LPG mode, system had to adapt
lean more than expected
731
(73)
Gas Fuel Adapt Range Lo In LPG mode, system had to adapt rich more than expected
721
(72)
Gas O2 Failed Lean
Pre-catalyst O2 sensor indicates extended lean operation on
LPG
751
Gas O2 Failed Rich
Pre-catalyst O2 sensor indicates extended rich operation on
LPG
771
(77)
Gas O2 Not Active
Pre-catalyst O2 sensor inactive on LPG, open O2 sensor
signal or heater leads, defective O2 sensor, or defective FTVs
741
(74)
Gas Post O2 Failed Rich
Post-catalyst O2 sensor control on LPG has reached rich limit
and sensor still reads to lean. This could be caused by oxygen
leak before or just after sensor, catalyst failure, sensor failure,
or wiring/relay failure causing 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.
772
Gas Post O2 Failed Lean
Post-catalyst O2 sensor control on LPG has reached lean
limit and sensor still reads to rich. This could be caused by
catalyst failure, sensor failure, or wiring/relay failure causing
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.
752

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SM 794 02(L-MMC)-7-6
FAULT DESCRIPTION
CODE
(MI04 CODE)
Gas Post O2 In active
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
faults recheck if this fault sets. Possible causes for this fault
are sensor disconnected, sensor heater failed, sensor
element failed, heater relay, or SECM control of heater relay is
disconnected or failed.
742
Reserved for Future Use 743
Hbridge Fault ETC
(Electronic Throttle Control Driver has Failed)
Indeterminate fault on Hbridge driver for Electronic Throttle
Control.
Possibly either ETC+ or ETC- driver signals have been
shorted to ground
491
(29)
Hard Over speed
Engine speed has exceeded the third level (3 of 3) of
overspeed protection
571
(57)
IAT Range High
Intake Air Temperature Sensor Input is High normally set if the
IAT temperature sensor wire has been disconnected, the
circuit has opened to the SECM, or a short to Vbatt has
occurred.
381
(38)
IAT Range Low
Intake Air Temperature Sensor Input is Low normally set if the
IAT temperature sensor wire has shorted to chassis ground or
the sensor has failed.
371
(37)
IAT IR Fault Intake Air Temperature not changing as expected 391
Inj1 Open
Gasoline Injector 1 open circuit, broken injector 1 wire or
defective injector
131
Inj2 Open
defective injector
132
Inj3 Open
defective injector
133
Inj4 Open
defective injector
134
Inj5 Open
defective injector
135
Inj6 Open
defective injector
136
Inj7 Open
defective injector
137
Inj8 Open
defective injector
138

CopyrightedMaterial

SM 794 02(L-MMC)-7-7
FAULT DESCRIPTION
CODE
(MI04 CODE)
LSD Fault_CS Valve
Cold Start Valve Fault, signal has opened or shorted to
ground or power or defective cold start valve
713
LSD Fault_Check Engine
Check Engine Lamp Fault, signal has opened or shorted to
ground or power or defective check engine lamp
714
LSD Fault_Crank Disable
Crank Disable Fault, signal has opened or shorted to ground
or power or defective crank disable relay
715
LSD Fault_Dither1
Dither Valve 1 Fault, signal has opened or shorted to ground
or power or defective dither 1 valve
711
(71)
LSD Fault_Dither2
Dither Valve 2 Fault, signal has opened or shorted to ground
or power or defective dither 2 valve
712
LSD Fault_FuelPump
Fuel Pump Fault, signal has opened or shorted to ground or
power or defective fuel pump
716
LSD Fault_LockOff
Fuel lock off Valve Fault, signal has opened or shorted to
ground or power or defective Fuel lock off valve
717
LSD Fault_MIL
Malfunction Indicator Lamp Fault, signal has opened or
shorted to ground or power or defective MIL lamp
718
Liq Fuel Adapt Range Hi
In Gasoline mode, system had to adapt rich
more than expected
821
Liq Fuel Adapt Range Low
In Gasoline mode, system had to adapt
831
Liq O2 Failed Lean
Pre-catalyst O2 sensor indicates extended
lean operation on gasoline
851
Liq O2 Failed Rich
Pre-catalyst O2 sensor indicates extended
rich operation on gasoline
871
Liq O2 Not Active
Pre-catalyst O2 sensor inactive on gasoline, open O2 sensor
signal or heater leads, defective O2 sensor
841
Liq Post O2 Failed Rich
Post-catalyst O2 sensor control on gasoline has reached rich
limit and sensor still reads to lean. This could be caused by
oxygen leak before or just after sensor, catalyst failure, sensor
failure, or wiring/relay failure causing 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.
872
Liq Post O2 Failed Lean
Post-catalyst O2 sensor control on gasoline has reached lean
limit and sensor still reads to rich. This could be caused by
catalyst failure, sensor failure, or wiring/relay failure causing
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.
852

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SM 794 02(L-MMC)-7-8
FAULT DESCRIPTION
CODE
(MI04 CODE)
Liq Post O2 In active
Post-catalyst O2 sensor control on gasoline 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 faults recheck if this fault sets.
Possible causes for this fault are sensor disconnected, sensor
heater failed, sensor element failed, heater relay, or SECM
control of heater relay is disconnected or failed.
842
Reserved 843
Low Oil Pressure Fault Low engine oil pressure
521
(52)
MAP Range High
Manifold Absolute Pressure Sensor Input is High, normally set
if the TMAP pressure signal wire has become shorted to
power, shorted to the IAT signal, the TMAP has failed or the
SECM has failed.
342
MAP Range Low
Manifold Absolute Pressure Sensor Input is Low, normally set
if the TMAP pressure signal wire has been disconnected or
shorted to ground or the circuit has opened to the SECM
332
MAP Time Range High
Manifold Absolute Pressure Sensor Input is High, normally set
if the TMAP pressure signal wire has become shorted to
power, shorted to the IAT signal, the TMAP has failed or the
SECM has failed.
341
(34)
MAP Time Range Low
Manifold Absolute Pressure Sensor Input is Low, normally set
if the TMAP pressure signal wire has been disconnected or
shorted to ground or the circuit has opened to the SECM
331
(33)
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
Medium Over speed
Engine speed has exceeded the second level (2 of 3) of
overspeed protection
572
O2 Range High
Pre-catalyst O2 sensor voltage out of range high, sensor
signal shorted to power
921
O2 Range Low
Pre-catalyst O2 sensor voltage out of range low, sensor signal
shorted to ground
911
O2_PostCat Range High
Post-catalyst O2 sensor voltage out of range high, sensor
signal shorted to voltage source (5V or battery)
922
O2_PostCat Range Low
Post-catalyst O2 sensor voltage out of range
low, sensor signal shorted to ground
912
Sens Volt Range High Sensor reference voltage XDRP too high
561
(56)

CopyrightedMaterial

SM 794 02(L-MMC)-7-9
FAULT DESCRIPTION
CODE
(MI04 CODE)
Sens Volt Range Low Sensor reference voltage XDRP too low
551
(55)
Service Fault1 Service Interval 1 has been reached 991
Service Fault4
Service Interval 4 has been reached.time to replace HEGO
sensors
994
Service Fault5
Service Interval 5 has been reached.time to replace engine
timing belt
995
Soft Over speed
Engine speed has exceeded first level (1 of 3) of overspeed
protection
573
TPS1 Adapt Hi Min Learned WOT end of TPS1 sensor range lower than expected 271
Sys Volt Range High System voltage too high
541
(54)
Sys Volt Range Low System voltage too low
531
(53)
TPS1 Adapt Hi Max
Learned WOT end of TPS1 sensor range higher than
expected
251
(25)
TPS1 Adapt Lo Max
Learned closed throttle end of TPS1 sensor range higher than
expected
281
TPS1 Adapt Lo Min
Learned closed throttle end of TPS1 sensor range lower than
expected
241
(24)
TPS1 Range High
TPS1 sensor voltage out of range high, normally set if the
TPS1 signal has shorted to power or ground for the sensor
has opened
231
(23)
TPS1 Range Low
TPS1 sensor voltage out of range low, normally set if TPS1
signal has shorted to ground, circuit has opened or sensor
has failed
221
(22)
TPS2 Adapt Hi Max
Learned WOT end of TPS2 sensor range higher than
expected
252
TPS2 Adapt Lo Max
Learned closed throttle end of TPS2 sensor range higher than
expected
282
TPS2 Adapt Lo Min
Learned closed throttle end of TPS2 sensor range lower than
expected
242
TPS2 Range High
TPS2 sensor voltage out of range high, normally set if the
TPS2 signal has shorted to power or ground for the sensor
has opened
232

CopyrightedMaterial

SM 794 02(L-MMC)-7-10
FAULT DESCRIPTION
CODE
(MI04 CODE)
TPS2 Range Low
TPS2 sensor voltage out of range low, normally set if TPS2
signal has shorted to ground, circuit has opened or sensor
has failed
222
TPS_Sensors_Conflict
TPS sensors differ by more than expected amount.
NOTE: The TPS is not a serviceable item and can only be
repaired by replacing the DV-EV throttle assembly
291
Trans Oil Temp Excessive transmission oil temperature 933

CopyrightedMaterial

SM 794 02(L-MMC)-7-11
Table 2. Diagnostic Fault Codes (Flash Codes)
DFC PROBABLE FAULT FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
12
NONE
Signifies the end of one pass
through the fault list
NONE
None, used as end of the fault list
identification
131
Inj1Open
Gasoline Injector 1 open
circuit, broken injector 1 wire
or defective injector
TurnOnMil
Check INJ1 wiring for an open circuit SECM
(Signal) A5 to Injector 1 Pin A Switched 12V
to Injector 1 Pin B Check Injector 1
Resistance, 12 to14 ohms (cold)
132
Inj2Open
TurnOnMil
133
Inj3Open
TurnOnMil
134
Inj4Open
TurnOnMil
Resistance, 12 to 14 ohms (cold)
135
Not
Used
Inj5Open
Gasoline Injector 5 open circuit, broken
injector 5 wire or defective injector
None N/A
136
Not
Used
Inj6Open
None N/A
137
Not
Used
Inj7Open
None N/A
138
Not
Used
Inj8Open
None N/A
141
(14)
ECTRangeLow
Coolant Sensor failure or
shorted to GND
TurnOnMil
Check ECT sensor connector and wiring for
a short to GND
SECM (Signal) Pin B15 To ECT Pin 3
SECM (Sensor GND) Pin B1 to ECT Pin 1
SECM (System GND) Pin A16, B17
151
(15)
ECTRangeHigh
Coolant sensor disconnected
or open circuit
(1) TurnOnMil
(2) DelayedEngine
Shutdown
(3) CheckEngineLight
Check if ECT sensor connector is
disconnected or for an open ECT circuit
SECM (Signal) Pin B15 to ECT Pin 3

CopyrightedMaterial

SM 794 02(L-MMC)-7-12
Table 2. Diagnostic Fault Codes (Flash Codes) contd
(*) Fault actions shown are default values specified by the OEM.
CORRECTIVE ACTION
FIRST CHECK
161
(16)
ECTOverTempFault
Engine coolant temperature is high. The
sensor has measured an excessive
coolant temperature typically due to the
engine overheating.
(1) TurnOnMil
(2) DelayedEngine
Shutdown
Check coolant system for radiator blockage,
proper coolant level and for leaks in the
system.
Possible ECT short to GND, check ECT
signal wiring
SECM (Signal) Pin B15 to ECT Pin 3
SECM (System GND) Pin A16, B17
Check regulator for coolant leaks
171
ECT_IR_Fault
Engine coolant temperature not
changing as expected
None
Check for coolant system problems, e.g.
defective or stuck thermostat
181
FuelSelectConflict
Conflict in fuel select signals, normally
set if both of the fuel select signals are
shorted to ground
TurnOnMil
Check fuel select switch connection for a
short to GND
SECM (SIGNAL) Pin A12
SECM (SIGNAL) Pin A15
SECM (Sensor GND) Pin B1
191
CamEdgesFault
No CAM signal when engine is known to
be rotating, broken crankshaft sensor
leads or defective CAM sensor
None
Check CAM sensor connections
SECM (SIGNAL) Pin B10 to CAM sensor
Pin 2
SECM (Sensor GND) Pin B1 to CAM sensor
Pin 3
Switched 12V to CAM sensor Pin 1
Check for defective CAM sensor
192
CamSyncFault
Loss of synchronization on the CAM
sensor, normally due to noise on the
signal or an intermittent connection on
the CAM sensor
None
Check CAM sensor connections
SECM (SIGNAL) Pin B10 to CAM sensor
Pin 2
SECM (Sensor GND) Pin B1 to CAM sensor
Pin 3
Switched 12V to CAM sensor Pin 1
Check for defective CAM sensor
193
CrankEdgesFault
No crankshaft signal when engine is
known to be rotating, broken crankshaft
sensor leads or defective crank sensor
None
Check Crankshaft sensor connections
SECM (SIGNAL) Pin B5 to Crank sensor
Pin 3
SECM (Sensor GND) PIN B1 to Crank
sensor Pin 2
Switched 12V to Crank sensor Pin 1
Check for defective Crank sensor
194
CrankSyncFault
Loss of synchronization on the
crankshaft sensor, normally due to noise
on the signal or an intermittent
connection on the crankshaft sensor
None
Check Crankshaft sensor connections
SECM (SIGNAL) Pin B5 to Crank sensor
Pin 3
SECM (Sensor GND) Pin B1 to Crank
sensor Pin 2
Switched 12V to Crank sensor Pin 1
Check for defective Crank sensor

CopyrightedMaterial

SM 794 02(L-MMC)-7-13
CORRECTIVE ACTION
FIRST CHECK
221
(22)
TPS1RangeLow
TPS1 sensor voltage out of range low,
normally set if the TPS1 signal has
shorted to ground, circuit has opened or
sensor has failed
TurnOnMil
Check throttle connector connection and
TPS1
sensor for an open circuit or short to GND
SECM Pin B23 (signal) to ETC Pin 6
SECM Pin B1 (sensor GND) to ETC Pin 2
SECM (system GND) Pin A16, B17
222
TPS2RangeLow
TPS2 sensor voltage out of range low,
sensor has failed
TurnOnMil
Check throttle connector connection and
TPS2
sensor for an open circuit or short to GND
231
(23)
TPS1RangeHigh
TPS1 sensor voltage out of range high,
shorted to power or the ground for the
sensor has opened
TurnOnMil
Check throttle connector and TPS1 sensor
wiring for a shorted circuit
232
TPS2RangeHigh
TPS2 sensor voltage out of range high,
sensor has opened
TurnOnMil
Check throttle connector and TPS1 sensor
SECM pin B1 (sensor GND) to ETC Pin 2
241
(24)
TPS1AdaptLoMin
Learned closed throttle end
of TPS1 sensor range lower
than expected
None
Check the throttle connector and pins for
corrosion.
To check the TPS disconnect the throttle
connector and measure the resistance from:
TPS Pin 2 (GND) to Pin 6 (TPS1 SIGNAL)
(0.7 30%)
TPS Pin 3 (PWR) to Pin 6 (TPS1 SIGNAL)
(1.4 30%)
242
TPS2AdaptLoMin
Learned closed throttle end
of TPS2 sensor range lower
than expected
None
Check the throttle connector and pins for
corrosion.
To check the TPS disconnect the throttle
connector and measure the resistance from:
TPS Pin 2 (GND) to Pin 5 (TPS2 SIGNAL)
(1.3K 30%)
TPS PIN 3 (PWR) to PIN 5 (TPS2 SIGNAL)
(0.6K 30%)
251
(25)
TPS1AdaptHiMax
Learned WOT end of TPS1 sensor range
higher than expected
None N/A
252
TPS2AdaptHiMax
None N/A
271
TPS1AdaptHiMin
lower than expected
None N/A

CopyrightedMaterial

SM 794 02(L-MMC)-7-14
CORRECTIVE ACTION
FIRST CHECK
272
TPS2AdaptHiMin
lower than expected
None N/A
281
TPS1AdaptLoMax
Learned closed throttle end of TPS1
sensor range higher than expected
None N/A
282
TPS2AdaptLoMax
Learned closed throttle end of TPS2
sensor range higher than expected
None N/A
291
TPS_Sensors_Conflict
TPS sensors differ by more than
expected amount
NOTE: The TPS is not a serviceable item
and can only be repaired by replacing the
DV-EV throttle assembly.
(1) TurnOnMil
(2) Engine Shutdown
Perform checks for DFCs 241 & 242
331
(33)
MAPTimeRangeLow
Manifold Absolute Pressure sensor input
is low, normally set if the TMAP pressure
signal wire has been disconnected or
shorted to ground or the circuit has
opened to the SECM
None
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)
TMAP Pin 3 to SECM Pin B24 (XDRP +5
Vdc)
Check the MAP sensor by disconnecting the
TMAP connector and measuring at the
sensor:
TMAP Pin 1(GND) to Pin 4 (pressure signal
KPA) (2.4k - 8.2k )
TMAP Pin 3 (power) to Pin 4 (pressure
signal KPA) (3.4k - 8.2k )
332
MAPRangeLow
Manifold Absolute Pressure sensor input
is low, normally set if the TMAP pressure
signal wire has been disconnected or
shorted to ground or the circuit has
opened to the SECM
(1) TurnOnMil
(2) CutThrottle
wiring for an open circuit
Vdc)
Check the MAP sensor by disconnect-ing
the TMAP connector and measuring at the
sensor:
KPA) (2.4k - 8.2k )

CopyrightedMaterial

SM 794 02(L-MMC)-7-15
CORRECTIVE ACTION
FIRST CHECK
341
(34)
MAPTimeRangeHigh
Manifold Absolute Pressure
Sensor Input is High, normally set if the
TMAP pressure signal wire has become
shorted to power, shorted to the IAT
signal, the TMAP has failed or the SECM
has failed.
None
Vdc)
sensor:
KPA) (2.4k - 8.2k )
342
MAPRangeHigh
Manifold Absolute Pressure
Sensor Input is High, normally set if the
TMAP pressure signal wire has become
shorted to power, shorted to the IAT
signal, the TMAP has failed or the SECM
has failed
(1) TurnOnMil
(2) CutThrottle
Vdc)
sensor:
KPA) (2.4k - 8.2k )
351
MAP_IR_HI
MAP sensor indicates higher pressure
than expected
None
Check for vacuum leaks. Check that TMAP
sensor is mounted properly. Possible
defective TMAP sensor.
352
MAP_IR_LO
MAP sensor indicates lower pressure
than expected
None Possible defective TMAP sensor.
353
MAP_STICKING
MAP sensor not changing as expected
None
Check that TMAP sensor is mounted
properly. Possible defective TMAP sensor.
371
(37)
IATRangeLow
Intake Air Temperature Sensor Input is
Low normally set if the IAT temperature
sensor wire has shorted to chassis
ground or the sensor has failed.
TurnOnMil
Check TMAP connector and IAT signal
To check the IAT sensor of the TMAP
disconnect the TMAP connector and
measure the IAT resistance
Resistance is approx 2400 ohms at room
temperature.

CopyrightedMaterial

SM 794 02(L-MMC)-7-16
CORRECTIVE ACTION
FIRST CHECK
381
(38)
IATRangeHigh
Intake Air Temperature
Sensor Input is High normally set if the
IAT temperature sensor wire has been
disconnected or the circuit has opened to
the SECM.
TurnOnMil
Check TMAP connector and IAT signal
To check the IAT sensor of the TMAP
disconnect the TMAP connector and
measure the IAT resistance
Resistance is approx 2400 ohms at room
temperature.
391
IAT_IR_Fault
Intake Air Temperature not changing as
expected
None
Check connections to TMAP sensor. Check
that TMAP sensor is properly mounted to
manifold.
421
EST1_Open
EST1 output open, possibly open EST1
signal or defective spark module
TurnOnMil
Check coil driver wiring and connector for
open circuit
SECM Pin A9 (EST1) to OEM ignition
system. See application note.
Verify GND on ignition module Pin A (of
both connectors)
Verify +12 Vdc on ignition module Pin B (of
both connectors)
Refer to application manual for specific
engine details.
422
EST2_Open
TurnOnMil
open circuit
both connectors)
both connectors)
engine details.
423
EST3_Open
TurnOnMil
open circuit
both connectors)
both connectors)
engine details.

CopyrightedMaterial

SM 794 02(L-MMC)-7-17
CORRECTIVE ACTION
FIRST CHECK
424
EST4_Open
TurnOnMil
open circuit
system. See application manual.
Verify GND on ignition module Pin A
(of both connectors)
Verify +12 Vdc on ignition module Pin B
(of both connectors)
engine details.
425
EST5_Open
None N/A
426
EST6_Open
None N/A
427
EST7_Open
None N/A
428
EST8_Open
None N/A
431
EST1_Short
EST1 output shorted high or low, EST1
signal shorted to ground or power or
defective spark module
TurnOnMil
shorts
SECM Pin A9 (EST1) to ignition module Pin
D (4-pin connector)
both connectors)
both connectors)
engine details.
432
EST2_Short
TurnOnMil
shorts
SECM Pin A10 (EST2) to ignition module
Pin D (4-pin connector)
both connectors)
both connectors)
engine details.

CopyrightedMaterial

SM 794 02(L-MMC)-7-18
CORRECTIVE ACTION
FIRST CHECK
433
EST3_Short
EST3 output shorted high
or low, EST3 signal
shorted to ground or
power or defective spark
module
TurnOnMil
shorts
D (4-pin connector)
both connectors)
both connectors)
engine details.
434
EST4_Short
TurnOnMil
shorts
D (4-pin connector)
both connectors)
both connectors)
engine details.
435
EST5_Short
None N/A
436
EST6_Short
None N/A
437
EST7_Short
None N/A
438
EST8_Short
None N/A

CopyrightedMaterial

SM 794 02(L-MMC)-7-19
CORRECTIVE ACTION
FIRST CHECK
461
(26)
ETC_Sticking
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 obstruction, a loose throttle
plate, or worn components shaft
bearings.
NOTE: The throttle assembly is not a
serviceable item and can only be
repaired by replacing the DV-EV throttle
assembly.
(1) TurnOnMil
(2) EngineShutdown
(3) CutThrottle
Check for debris or obstructions inside the
throttle body
Perform the throttle test using the
Service Tool and recheck for fault
Check throttle-plate shaft for bear-
ing wear
Check the ETC driver wiring for an open
circuit
SECM Pin A17 to ETC + Pin 1
SECM Pin A18 to ETC - Pin 4
Check the ETC internal motor drive by
disconnecting the throttle connector and
measuring the motor drive resistance at
the throttle
TPS Pin 1 (+DRIVER) to Pin 4 (-DRIVER)
~3.0-4.0
471
ETC_Open_Fault
Electronic Throttle Control
Driver has failed, normally set if either of
the ETC driver signals have opened or
become disconnected, electronic throttle
or SECM is defective.
None
Check the ETC driver wiring for an open
circuit
the
throttle
~3.0-4.0
481
(28)
ETCSpringTest
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 the throttle will fail the 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.
(1) TurnOnMil
(2) EngineShutdown
Perform throttle spring test by cycling the
ignition key and recheck for fault

CopyrightedMaterial

SM 794 02(L-MMC)-7-20
CORRECTIVE ACTION
FIRST CHECK
491
(29)
HbridgeFault_ETC
Electronic Throttle Control
Driver has failed.
Indeterminate fault on
Hbridge driver for electronic
throttle control. Possibly
either ETC+ or ETC- driver
signals have been shorted to
ground
TurnOnMil
Check ETC driver wiring for a shorted circuit
Perform the throttle test using the Ser-
vice Tool and recheck for fault
the throttle
~3.0-4.0
521
(52)
LowOilPressureFault
Low engine oil pressure
(1) TurnOnMil
(2) DelayedEngine
Shutdown
(3) CheckEngine Light
Check engine oil level
Check electrical connection to the oil
pressure switch
SECM Pin B9 to Oil Pressure Switch
531
(53)
SysVoltRangeLow
System voltage too low
TurnOnMil
Check battery voltage
Perform maintenance check on electri-
cal connections to the battery and chas-
sis ground
Check battery voltage during starting
and with the engine running to verify
charging system and alternator function
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)
541
(54)
SysVoltRangeHigh
System voltage too high
TurnOnMil
Check battery and charging system voltage
Check battery voltage during starting
and with the engine running
Check voltage regulator, alternator, and
charging system
Check battery and wiring for overheat-
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)

CopyrightedMaterial

SM 794 02(L-MMC)-7-21
CORRECTIVE ACTION
FIRST CHECK
551
(55)
SensVoltRangeLow
Sensor reference voltage
XDRP
too low
(1) TurnOnMil
(2) EngineShutdown
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
multimeter SECM Pin B24 +5 Vdc to
SECM
Pin B1 XDRG GND
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.
561
(56)
SensVoltRangeHigh
Sensor reference voltage
XDRP
too high
(1) TurnOnMil
(2) EngineShutdown
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
multimeter SECM Pin B24 +5 Vdc to
SECM Pin B1 XDRG GND
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.
571
(57)
HardOverspeed
Engine speed has exceeded the third
level (3 of 3) of overspeed protection
(1) TurnOnMil
(2) HardRevLimit
Usually associated with additional ETC
faults
Check for ETC Sticking or other ETC
faults
Verify if the lift truck was motored down a
steep grade
572
MediumOverspeed
Engine speed has exceeded the second
(1) TurnOnMil
(2) MediumRevLimit
faults
faults
steep grade
573
SoftOverspeed
Engine speed has exceeded the first
(1) TurnOnMil
(2) SoftRevLimit
faults
faults
steep grade
611
(61)
APP1RangeLow
APP1 sensor voltage out of range low,
normally set if the APP1 signal has
sensor has failed
(1) TurnOnMil
Check foot pedal connector
Check APP1 signal at SECM PIN B7

CopyrightedMaterial

SM 794 02(L-MMC)-7-22
CORRECTIVE ACTION
FIRST CHECK
612
(65)
APP2RangeLow
APP2 sensor voltage out of range low,
sensor has failed
TurnOnMil
621
(62)
APP1RangeHigh
APP1 sensor voltage out of range high,
sensor has opened
1) TurnOnMil
(2) CheckEngine Light
622
(66)
APP2RangeHigh
APP2 sensor voltage out of range high,
sensor has opened
TurnOnMil
631
(63)
APP1AdaptLoMin
Learned idle end of APP1 sensor
range lower than expected
None
Check APP connector and pins for corrosion
Cycle the pedal several times and check
APP1 signal at SECM Pin B7
632
(67)
APP2AdaptLoMin
Learned idle end of APP2 sensor range
lower than expected
None
641
(64)
APP1AdaptHiMax
Learned full pedal end of APP1 sensor
range higher than expected
None N/A
642
(68)
APP2AdaptHiMax
range higher than expected
None N/A
651
APP1AdaptHiMin
None N/A
652
APP2AdaptHiMin
None N/A
661
APP1AdaptLoMax
None N/A
662
APP2AdaptLoMax
None N/A
691
(69)
APP_Sensors_Conflict
APP position sensors do no not track
well, intermittent connections to APP or
defective pedal assembly
1) TurnOnMil
(2) Level1PowerLimit

CopyrightedMaterial

SM 794 02(L-MMC)-7-23
CORRECTIVE ACTION
FIRST CHECK
711
(71)
LSDFault_Dither1
Dither Valve 1 Fault, signal has
opened or shorted to ground or
power or defective dither 1 valve
TurnOnMil
Check FTV1 for an open wire or FTV
connector being disconnected
FTV1 Pin 1 (signal) to SECM Pin A1
FTV1 Pin 2 (power) to SECM (DRVP) Pin
A23
Check FTV1 for an open coil by
disconnecting the FTV connector and
measuring the resistance (~26 2 )
712
LSDFault_Dither2
Dither Valve 2 Fault, signal has opened
or shorted to ground or power or
defective dither 2 valve
TurnOnMil
Check FTV1 for an open wire or FTV
connector being disconnected or signal
shorted to GND
FTV2 Pin 1 (signal) to SECM Pin A2
FTV2 Pin 2 (power) to SECM (DRVP) Pin
A23
Check FTV1 for an open coil by
disconnecting the FTV connector and
714
LSDFault_CheckEngine
Check Engine Lamp Fault, signal has
opened or shorted to ground or power or
defective check engine lamp
None
Check Check Engine Lamp for an open
wire or shorted to GND
715
LSDFault_CrankDisable
Crank Disable Fault, signal has opened
or shorted to ground or power or
defective crank disable relay
None N/A
717
LSDFault_LockOff
Fuel lock off Valve Fault, signal has
opened or shorted to ground or power or
defective Fuel lock off valve
TurnOnMil
Check fuel lock off valve for an open wire or
connector being disconnected or signal
shorted to GND
Lockoff Pin B (signal) to SECM Pin A11
Lockoff Pin A (power) to SECM (DRVP)
Pin A23
Check CSV for an open coil by
disconnecting the CSV connector and
718
LSDFault_MIL
Malfunction Indicator Lamp Fault, signal
has opened or shorted to ground or
power or defective MIL lamp
None
Check MIL lamp for an open wire or short to
GND.
721
(72)
GasFuelAdaptRangeLo
In LPG mode, system had to
adapt rich more than expected
TurnOnMil
Check fuel trim valves, e.g. leaking valve or
hose
Check for missing orifice(s).
731
(73)
GasFuelAdaptRangeHi
In LPG mode, system had to adapt lean
more than expected
TurnOnMil
Check fuel trim valves, e.g. plugged valve or
hose.
Check for plugged orifice(s).

CopyrightedMaterial

SM 794 02(L-MMC)-7-24
CORRECTIVE ACTION
FIRST CHECK
741
(74)
GasO2NotActive
Pre-catalyst O2 sensor inactive on LPG,
open O2 sensor signal or heater leads,
defective O2 sensor
(1) TurnOnMil
(2) DisableGas O2Ctrl
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
GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to SECM (DRVP
+ 12V) Pin A23
Verify O2 sensor heater circuit is operating
by measuring heater resistance (2.1
0.4 )
O2 Pin 2 (HEATER GND) to Pin 1 (HEATER
PWR)
742
GasPostO2NotActive
Post-catalyst O2 sensor inactive on LPG,
open O2 sensor signal or heater leads,
defective O2 sensor.
(1) TurnOnMil
(2) DisableGasPost
O2Ctrl
Check that Post-catalyst O2 sensor
connections are OK.
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
has calculated that water condensation in
exhaust has been removed by exhaust
heat.
Post O2 Heater Relay has SECM (DRVP +
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.
0.4 )
PWR)
743 Reserved
751
GasO2FailedLean
Pre-catalyst O2 sensor indicates
extended lean operation on LPG
(1) TurnOnMil
Check fuel trim valves, e.g. leaking valve or
hose.
Check for missing orifice(s).
752
GasPostO2FailedLean
extended lean operation on LPG
(1) TurnOnMil
(2) DisableGasPost
O2Ctrl
Correct other faults that may contribute to
752 (e.g. faults pertaining to fuel trim
valves, PreCat O2, Post Cat O2 sensor)
Check for vacuum leaks
Check for leaks in exhaust, catalytic
converter, HEGO sensors; repair leaks.
Check all sensor connections (see fault 742
corrective actions).
771
(77)
GasO2FailedRich
extended rich operation on LPG
(1) TurnOnMil
Check fuel trim valves, e.g. plugged valve or
hose.
Check for plugged orifice(s).

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SM 794 02(L-MMC)-7-25
CORRECTIVE ACTION
FIRST CHECK
772
GasPostO2FailedRich
extended rich operation on LPG
(1) TurnOnMil
(2) DisableGasPostO
2Ctrl
772 (e.g. faults pertaining to FTVs, Pre-
Cat O2, Post Cat O2 sensor)
Look for leaks in exhaust, catalytic
821
LiqFuelAdaptRangeHi
TurnOnMil
Low gasoline fuel pressure, perform
gasoline pressure test. Injector problems,
e.g. plugged, defective injector.
831
LiqFuelAdaptRangeLow
rich more than expected
TurnOnMil
gasoline pressure test Injector problems,
e.g. leaking, defective injector.
841
LiqO2NotActive
Pre-catalyst O2 sensor inactive on
gasoline, open O2 sensor signal or
heater leads, defective O2 sensor
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
Check that Pre-catalyst O2 sensor
connections are OK.
GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to SECM (DRVP
+ 12V) PIN A23
0.4 )
PWR)
842
LiqPostO2NotActive
Post-catalyst O2 sensor inactive on
gasoline, open O2 sensor signal or
heater leads, defective O2 sensor.
(1) TurnOnMil
(2) DisableLiqPost
O2Ctrl
Check that Post-catalyst O2 sensor
connections are OK.
O2 (return) Pin 4 to SECM Pin B1
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 has calculated that
water condensation in exhaust has been
removed by exhaust heat. Post O2 Heater
Relay has SECM (DRVP + 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.
0.4 )
PWR)
843 Reserved

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SM 794 02(L-MMC)-7-26
CORRECTIVE ACTION
FIRST CHECK
851
LiqO2FailedLean
extended lean operation on gasoline
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
gasoline pressure test.
Injector problems, e.g. plugged, defective
injector
852
LiqPostO2FailedLean
extended lean operation on gasoline
(1) TurnOnMil
(2) DisableLiqPost
O2Ctrl
852 (e.g. faults pertaining to Injectors,
MAP, IAT, Pre-Cat O2, Post Cat O2
sensor.
871
LiqO2FailedRich
extended rich operation on gasoline
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
High gasoline fuel pressure, perform
gasoline pressure test
Injector problems, e.g. leaking, defective
injector
872
LiqPostO2FailedRich
extended rich operation on gasoline
(1) TurnOnMil
(2)
DisableLiqPostO
2Ctrl
872 (e.g. faults pertaining to Injectors,
MAP, IAT, Pre-Cat O2, Post Cat O2
sensor.
911
O2RangeLow
Pre-catalyst O2 sensor voltage out of
range low, sensor signal shorted to
ground
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
Check if O2 sensor installed before the
catalyst is shorted to GND or sensor
GND.
SECM (DRVG GND) Pins A16, B17
SECM (XDRG sensor GND) Pin B1
912
O2_PostCatRangeLow
Post-catalyst O2 sensor voltage out of
ground
(1) TurnOnMil
(2) Disable Gasoline
Postcatalyst O2Ctrl
(3) Disable LPG Post-
catalyst O2Ctrl
Check if O2 installed after the catalyst
sensor is shorted to GND or sensor GND.
Possible sources: SECM (DRVG GND) Pins
A16, B17 and SECM (XDRG sensor
GND) Pin B1
921
O2RangeHigh
Pre-catalyst O2 sensor voltage out of
range high, sensor signal shorted to
power
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
Check if O2 sensor installed before catalyst
is shorted to +5Vdc or battery.
SECM (XDRP + 5V) Pin B24
SECM (DRVP + 12V) Pin A23
922
O2_PostCatRangeHigh
Post-catalyst O2 sensor voltage out of
ground
(1) TurnOnMil
(2) Disable Gasoline
Postcatalyst O2Ctrl
(3) Disable LPG Post-
catalyst O2Ctrl
Check if O2 sensor installed after catalyst is
shorted to +5Vdc or battery.
Possible voltage sources: SECM (XDRP +
5V) Pin B24 and SECM (DRVP + 12V) Pin
A23

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SM 794 02(L-MMC)-7-27
CORRECTIVE ACTION
FIRST CHECK
931
FuelTempRangeLow
Fuel Temperature Sensor Input is Low
normally set if the fuel temperature
sensor wire has shorted to chassis
ground or the sensor has failed.
TurnOnMil
Check fuel temp sensor connector and
wiring for a short to GND
SECM (signal) Pin B14 to FTS Pin 1
SECM (sensor GND) Pin B1 to FTS Pin 2
932
FuelTempRangeHigh
Fuel Temperature Sensor Input is High
normally set if the fuel temperature
sensor wire has been disconnected or
the circuit has opened to the SECM.
TurnOnMil
Check if fuel temp sensor connector is
disconnected or for an open FTS circuit
SECM (signal) Pin B14 to FTS Pin 1
SECM (sensor GND) Pin B1 to FTS Pin 2
933
TransOilTemp
Excessive transmission oil temperature
(1) TurnOnMil
(2) Delayed
EngineShutdown
Refer to drivetrain manufacturers
transmission service procedures.
991
ServiceFault1
Service Interval 1 has been reached
None
Perform service procedure related to
Service Interval 1
(determined by OEM)
992
ServiceFault2
None
Service Interval 2
(determined by OEM)
993
ServiceFault3
None
Service Interval 3
(determined by OEM)
994
ServiceFault4
Service Interval 4 has been
reached.replace HEGO sensors
TurnOnMil
Replace Pre-catalyst HEGO sensor
Replace Post-catlyst HEGO sensor
995
ServiceFault5
Service Interval 5 has been
reached.replace timing belt
TurnOnMil Replace engine timing belt

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Group 02 (L-MMC,T3), MI-07 LPG SYSTEM
SM 794 02(L-MMC)-8-1
Section 8
PARTS DESCRIPTION

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SM 794 02(L-MMC)-8-2
LP Fuel System Components for
2.0L / 2.4L MMC Engines
The chart below lists the MI-07 components required for a 2.4L 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.
(*) Camshaft position sensor is used only in Bi-Fuel systems.
PART NO. DESCRIPTION QTY
Certified System
1751-6068 Engine Control Module (SECM 24-pin) 1
Camshaft Position Sensor 1*
Crankshaft Position
Sensor
1
TMAP Sensor 1
1689-1081 Fuel Temperature Sensor 1
Transmission Oil Temperature Switch 1
1680-6005 Oxygen Sensors 2
Coolant Sensor 1
Engine Oil Pressure
Switch
1
1309-6019 Fuel Trim Valve 2
Ignition Coils 4
1311-1011 Fuel Lock Off Solenoid 1
5233-1018 Regulator 1
8062-1056 CA55-500 Mixer 1
6945-5002 Throttle-DV-E5 32mm 1

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SM 794 02(L-MMC)-8-3
CA55-500 Mixer
Refer to Figure 43 exploded view on facing page.
Parts List
Exploded View CA55 Mixer
Figure 44. CA55 Mixer Exploded View
REF
NO.
DESCRIPTION QTY
1
Screws, #10-24 x 5/8,
SEMS with Lockwasher
4
2 Gasket, Air Horn to Mixer 1
3 Mixer Body Assembly 1
4 Fitting 1/4 1
5 Set Screw, Socket Head, #3/8-24 x 5/8 1
6 Set Screw, Socket Head, #3/8-24 x 1/4 1
7 Cap Expansion Plug, 1/2 Dia x 0.060 Thick. 1
8 Fuel Cone 1
9 Air Valve Assembly 1
10 Air Valve Spring 1
11 Air Valve Plate, Orifice Bushing 1
12 Gasket 1
13 Washer 4
14 Screws, #10-24 x 5/8 4

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SM 794 02(L-MMC)-8-4
N-2007 Regulator
Refer to Figure 45 exploded view on facing page.
Parts List
Explode
d View N-2007 Regulator
REF
NO.
DESCRIPTION QTY
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
6 Dowel Pin 0.094 x 1 L (2.39mm x
25.4mm L) Hardened Steel
1
7 7 Diaphragm, Secondary Assembly 1
8 8 Lever, Secondary 1
9 9 Seat, Secondary 1
10 10 Valve Primary 1
11
11 Fillister Head Screws SEMS Split
Lockwasher #12-24 x 5/8
6
12
Pan Head Screw SEMS Ext. Tooth
Lockwasher #12-24 x 1/4
1
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
18
Fillister Head Screws SEMS Split Lockwasher
#12-24 x 1-3/8
6
19
Hex Head Screws SEMS Split Lockwasher 1/
4-20 x 5/8
4
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

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SM 794 02(L-MMC)-8-5
Appendix
LPG & LPG Fuel Tanks
Liquefied petroleum gas (LPG) consists mainly of pro-
pane, propylene, butane, and butylenes in various mix-
tures. LPG is produced as a by-product of natural gas
processing or it can be obtained from crude oil as part of
the oil refining process. LPG, like gasoline, is a com-
pound of hydrogen and carbon, commonly called hydro-
carbons.
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
propane available in the United States. A propane grade
designation of HD5 (not exceeding 5% propylene), is
used for internal combustion engines while much higher
levels of propylene (HD10) are used as commercial grade
propane along with a commercial propane /butane mix-
ture.
APPROXIMATE COMPOSITION OF HD5 PRO-
PANE BY VOLUME
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 engines 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
engines 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.
Propane (C3H8) Propylene
Butane
(C4H10)
Iso-Butane
Methane
(CH4)
TOTAL
90.0% min. 5% max. 2.0% 1.5% 1.5% 100%

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SM 794 02(L-MMC)-8-6
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).
NOTE
Vapor pressure inside an LPG tank depends
on the propane temperature, not the amount
of liquid inside the tank. A tank that is 3/4
full of liquid propane at 80 F (27 C) will
contain the same vapor pressure as a tank
that is only 1/4 full of liquid propane.
LPGs relative ease of vaporization makes it an excellent
fuel for low-rpm engines on start-and-stop operations.
The more readily a fuel vaporizes, the more complete
combustion will be. Because propane has a low boiling
point (-44 F [-42 C]), and is a low carbon fuel, engine
life can be extended due to less cylinder wall wash down
and little, if any, carbon build up.
LPG Fuel Tanks
The two styles of LPG storage containers available for
industrial use and lift truck applications are portable uni-
versal cylinders and permanently mounted tanks. Portable
universal cylinders are used primarily for off-highway
vehicles and are constructed in accordance with the DOT-
TC (United States Department of Transport . Transport
Canada). The cylinders are referred to as universal
because they can be mounted in either a vertical or hori-
zontal position (Figure A2).
NOTE
A 375-psig relief valve is used on a DOT fork-
lift tank. The relief valve must be replaced
with a new valve after the first 12 years and
every 10 years thereafter.
The tank must be discarded if the collar is damaged to the
point that it can no longer protect the valves. It must also
be replaced if the foot ring is bent to the point where the
tank will not stand or is easily knocked over.
Installing LPG Fuel Tanks
When installing a tank on a lift truck, the tank must be
within the outline of the vehicle to prevent damage to the
valves when maneuvering in tight spaces. Horizontal
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
Figure A1. LPG Tank Pressure vs Temperature
0
50
100
150
200
250
300
-20 0 20 40 60 80 100 120 140
P
r
e
s
s
u
r
e
,

p
s
i
g
Temperature deg F
Compressed Vapor
128 psig
Liquid Propane
Figure A2. Portable Universal Cylinder

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SM 794 02(L-MMC)-8-7
tank is empty, when actually it is not. (2). The safety relief
valve may be immersed in liquid fuel. If for any reason
the valve has to vent, venting liquid can cause a serious
safety problem.
CAUTION
!
Exchange empty tank with a pre-filled
replacement tank. Wear safety glasses and
gloves when exchanging a tank.
LPG Fuel Tank Components
1. Fuel Gauge
2. 80% Stop Bleeder
3. Pressure Relief Valve
4. Service Valve (Tank end male coupling)
5. Filler Valve
6. Alignment Pin
7. Vapor Withdrawal Tube (used only with vapor with-
drawal)
8. 80% Limiter Tube
9. Liquid Withdrawal Tube
Fuel Gauge
In Figure A3 a visual fuel gauge is used to show the fuel
level in the tank. A mechanical float mechanism detects
the liquid propane level. A magnet on the end of the float
shaft moves a magnetic pointer in the fuel gauge. Some
units have an electronic sending unit using a variable
resistor, installed in place of a gauge for remote monitor-
ing of the fuel level. The gauge may be changed with fuel
in the tank. DO NOT REMOVE THE FOUR LARGE
FLANGE BOLTS THAT RETAIN THE FLOAT
ASSEMBLY WHEN FUEL IS IN THE TANK!
WARNING
!
It is not a legal practice to fill the tank
through the liquid contents gauge.
In some applications a fixed tube fuel indicator is used in
place of a float mechanism. A fixed tube indicator does
not use a gauge and only indicates when the LPG tank is
80% full. The fixed tube indicator is simply a normally
closed valve that is opened during refueling by the fueling
attendant. When opened during refueling and the tanks
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
Figure A3. LPG Fuel Tank Components
2
4
3
6
5
1
7
8
9

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SM 794 02(L-MMC)-8-8
type of gauge to be accurate, the tank must be positioned
properly. When full (80% LPG) the valve is closed by
turning the knurled knob clockwise. Typically a warning
label surrounds the fixed tube gauge which reads STOP
FILLING WHEN LIQUID APPEARS.
Pressure Relief Valve
A pressure relief valve is installed for safety purposes on
all LPG tanks. Portable fuel tank safety pressure relief
valves are a normally closed spring-loaded valve and are
calibrated to open at 375 psig tank pressure. This will
allow propane vapor to escape to the atmosphere. When
tank pressure drops below the preset value the valve
closes.
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.
CAUTION
!
The service valve should be completely open
when the tank is in use. If the valve is partly
open, the vehicle may not get enough fuel to
operate efficiently. In addition to possibly
starving the engine for fuel, a partly open
valve may restrict the flow enough to prevent
the excess flow valve from closing in the
event of a ruptured fuel line.
Most liquid service valves have an internal hydrostatic
relief valve and are usually labeled LIQUID WITH
INTERNAL RELIEF. The hydrostatic relief valve pro-
tects the fuel service line between the tank and the lock off
from over pressurization. The internal hydrostatic relief
valve has a minimum opening pressure of 375 psig and a
maximum pressure of 500 psig. These relief valves have
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.
Figure A4. Service Valve
Hydrostatic
Excess
Flow Valve
Outlet

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SM 794 02(L-MMC)-8-9
Quick Disconnect Coupling
The liquid withdrawal or service valve on a DOT tank has
male threads and accepts the female portion of a quick
disconnect coupling (Figure A4). The female portion is
adapted to the liquid hose going to the fuel system. Both
halves are equipped with 100% shutoffs, which open
when coupled together to allow fuel flow. The coupler has
two seals. One is an o-ring and the other is a flat washer.
The o-ring prevents leakage from the shaft on the other
coupling and the flat washer seals when the coupler is
fully connected.
NOTE
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
reconnect the coupling.
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.
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
shear off above the check valves so that the tank will be
sealed and no liquid propane can escape.
Figure A4. Quick Disconnect Coupling
Figure A5. Liquid Filler Valve
Weakness
Ring

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SM 794 02(L-MMC)-8-10
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

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GROUP 02(L-HMC Theta 2.4)
LPG FUEL SYSTEM

LPG Fuel System ........................................... Section 1
Fuel System Component Details .....................Section 2
Component Maintenance ...............................Section 3
Diagnostic Trouble Codes ...............................Section 4
General Trouble Shooting ...............................Section 5
Trouble shooting by DTC ..............................Section 6
Service Tool Overview ................................... Sectiom 7

CopyrightedMaterial

FUEL SYSTEM 02(L-HMC) -1-1
Section 1
Group 02(L-HMC Theta 2.4), FUEL SYSTEM

LPG FUEL SYSTEM
1.1 System Overview

The fuel system, engine components and other design features that affect
emissions are summarized as follows:
LPG vaporizer and pressure regulator
LPG fuel rail and injectors
Liquid LPG shutoff valve and filter
Engine and fuel system sensors
Intake and exhaust valve timing
Intake and exhaust manifold design
Air filter and intake piping
Throttle body
Emissions catalytic converter
Engine Control Unit (ECU) software and calibration
COP ignition system

Muffler/
TWC
Electronic
Throttle
Shut-off
Solenoid
Valve
Pressure
Regulator/
Vaporizer
Inlet Air
Filter
Inlet
Manifold
Exhaust
Manifold
s
Injector
Rail
TMAP
O2 O2
P
T
Coolant In
Coolant Out
Gaseous
Fuel Filter
CPS CKPS
Liquid
Fuel Filter
LPG
Supply
Muffler/
TWC
Electronic
Throttle
Shut-off
Solenoid
Valve
Pressure
Regulator/
Vaporizer
Inlet Air
Filter
Inlet
Manifold
Exhaust
Manifold
s
Injector
Rail
TMAP
O2 O2
P
T
Coolant In
Coolant Out
Gaseous
Fuel Filter
CPS CKPS
Liquid
Fuel Filter
LPG
Supply

Figure 3: LPG Fuel System Schematic

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1.2 System Features

The Juniper fuel system uses a speed-density control strategy for controlling fuel flow,
spark timing, and throttle position. Key control features include the following:

Closed-loop fuel control
Speed-density spark control with tables for dwell and timing
Speed-alpha throttle control with table for maximum throttle limiting
Closed-loop fuel control with two oxygen sensors (one installed pre-catalyst and
one installed post catalyst). The pre-catalyst oxygen sensor includes adaptive
learning to compensate for fuel or component drift. The post-catalyst oxygen
sensor detects the functional level of the catalyst and will set off the MIL if the
catalyst is no longer performing to specification. The pre-catalyst oxygen sensor
function includes parameters for rich/lean dithering amplitude and rate based on
engine speed and load. Note: the non-certified engine does not have a post-
catalyst oxygen sensor.
LPG fuel temperature & pressure compensation
Min/max speed governing
Transient fuel enrichment based on rate of change of target throttle position
Input sensor selection and calibration
ECU auxiliary inputs available for MIL, vehicle speed limiting, etc.
CAN Bus service tool interface and data transfer

Additional Features:

Tamper-Resistance The fuel system is essentially tamper proof, in that it would be
difficult for an operator to adjust the performance or emissions capability of the system
without access to ECU calibration codes and calibration tools. Access to the regulator
diaphragm to install a new diaphragm kit is necessary for maintenance purposes. There
are no settings or adjustments possible on the fuel rail or injectors or on any other
components that could affect performance or emissions.

Diagnostics The ECU OBD system is capable of monitoring and diagnosing problems
and faults within the control system. These include all sensor input hardware, control
output hardware and control functions such as closed-loop fuel control limits and
adaptive learn limits. Upon detecting a fault condition the system notifies the operator by
illuminating the MIL and activating the appropriate fault action. The action required by
each fault is set in the software and is programmable by Juniper to provide a custom
product to each OEM customer as desired. Diagnostic information can be
communicated through both the service tool interface and the MIL lamp. With the MIL
lamp it is possible to generate a string of flashing codes that correspond to the fault
identifier. These diagnostics are generated only when the engine is not running and the
operator initiates a diagnostic request sequence.

Limp Home Mode - The system is capable of "limp- home" mode in the event of
particular faults or failures in the system, as programmed into the OBD software. In
limp-home mode the engine speed is approximately 1000 rpm at no load. A variety of
fault conditions can initiate limp-home mode. These fault conditions and resulting
actions are determined during system software and can be customized to meet specific

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customer requirements. The OBD summary with default settings can be found in the
OBD document.

Service Tool - A system service tool is available to monitor system operation and assist
in diagnosis of system faults. This device monitors all sensor inputs, control outputs,
and diagnostic functions in sufficient detail through a single access point to the ECU to
allow a qualified service technician to maintain the system. The Service tool is operated
through a lap-top computer and is connected through a USB port by use of an interface
tool.

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Section 2

Fuel System Component Details
LPG Pressure Regulator / Vaporizer
The LPG pressure regulator / vaporizer (regulator) is designed and manufactured by
OMVL SpA in Italy.

Figure 4: LPG Regulator/Vaporizer

The pressure regulator receives liquid LPG from the vehicle tank, vaporizes it and feeds
the gas to the injectors.

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The two-stage regulator has an inlet pressure allowable range of 300 3000 kPa. The
regulator has an adjustable outlet pressure setting that is pre-set in the factory. The
nominal outlet pressure of the regulator is 120 kPa relative to the reference manifold
pressure and can be adjusted to settings ranging from 110 kPa to 130 kPa. The ECU is
capable of compensating for outlet pressure within this range and so the setting of
regulator outlet pressure does not critically affect air/fuel ratio or exhaust emissions.

Technical Specifications:

Working temperature: -30 - 120 C
Input pressure: 300 - 3000 kPa
Input Connection: NPT
Gas outlet pressure: 120 10% kPa
Output Connection : D14 mm
Maximum flow rate (propane @ 300
KPa): 25 kg/h
Pressure relief valve operating pressure:
< 202 kPa
Weight: 1.6 kg
Durability: 2500 - 5000 hr (fuel quality
dependant)
Homologation: ECE67R-01 0099 Class 1/2A, ECE10R-02 0268, UL1337

Description of Regulator/Vaporizer Operating States:

LPG Liquid In
MAP
Water Circuit
LPG
Vapour
Out
Pressure equalization
with inlet manifold
LPG Liquid In
MAP
Water Circuit
LPG
Vapour
Out
with inlet manifold
LPG Liquid In
MAP
Water Circuit
LPG
Vapour
Out
with inlet manifold

State 1: LPG Liquid Shutoff Valve Closed

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LPG Liquid In
MAP
High-pressure Seat
LPG Vaporizer Tube
LPG
Vapour
Out
LPG Liquid In
MAP
High-pressure Seat
LPG Vaporizer Tube
LPG
Vapour
Out

State 2: LPG Shutoff Valve Open Engine Not Running 1

When the shut off valve is opened liquid LPG passes through the vaporizer pipe and through the
pressure diaphragm. The reduction in pressure vaporizes the LPG. Circulating hot water
provides the heat required to increase the maximum vaporization rate and to prevent freezing of
the vaporizer.

LPG Liquid In
MAP
LPG
Vapour
Out
LPG Liquid In
MAP
LPG
Vapour
Out

State 3: LPG Shutoff Valve Open Engine Not Running 2

Once the liquid starts to flow and vaporize the gas the system immediately achieves equilibrium.
The resultant gas output pressure is a function of the manifold pressure and the spring setting.

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LPG Liquid In
MAP
Low-pressure
Seat
LPG
Vapour
Out
LPG Liquid In
MAP
Low-pressure
Seat
LPG
Vapour
Out

State 4: Shutoff Valve Open and Engine Running

Once the engine starts and is running there is a flow of gas through the injectors reducing the
pressure after the second stage reducer. Therefore the pressure on top of the membrane is
lower and the membrane moves up. Gas will then flow through the low pressure seat to maintain
the intended pressure.

Figure 5: Description of Regulator/Vaporizer Operating States

Liquid-Phase Filter & Shutoff Valve

The LPG pressure regulator has an integrated liquid-phase filtering unit, manufactured
by Valtek, that filters oil and dirt, as well as an integrated shutoff solenoid valve,
compliant to ECE67R-01 safety-car feature. Alternatively, your system may have a
close-coupled shut-off valve and filter, manufactured by AFC, that is connected to the
regulator inlet by a short pipe nipple.

Filter & Shutoff Valve Option 1, Valtek :
Manufactured by Valtek
12 VDC, 11 W

Filtering element:
Paper cartridge, Type 92, Buxusfilter 100/33 (serviceable)
Design registration: ECE 67 Class 3
Minimum filtering size: 7 m
Efficiency: 90%
Filtering surface: 18,840 mm
2

Cartridge durability: 500 hrs

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Figure 6: Disassembled Liquid-phase Filter

Filter & Shutoff Valve Option 2, Advance Fuel Components (AFC) :
Manufactured by AFC
12Vdc, 12 Watts

Filtering element:
Resin-impregnated cellulose element
40 micron nominal
98% filtering efficiency

Figure 7: Alternate Liquid-phase Filter & Shutoff Valve

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Fuel Rail

The fuel rail is designed and manufactured by OMVL SpA. The rail includes the fuel
supply manifold, four fuel injectors, four injector solenoids, fuel supply outlet nozzles and
a pressure/temperature sensor. The fuel rail is mounted on the top or beside the engine
near the intake manifold. Individual hoses from each nozzle connect the rail to the inlet
manifold, immediately upstream of the inlet valve for each cylinder.

OMVL gas injectors are integrated into a single aluminium injection rail: the single
injectors inject the gas into the intake manifold through brass nozzles and injection
hoses (indirect injection).

Coil resistance (at 20C): 2.9 - 3.4 Ohms
Interface: IP54, Tyco SuperSeal 2-way connectors
Opening time (driven at 13.5 Vdc, gas @ 200KPa, 20C): 2.7 ms
Speed-up current (for 3.24 ms at 13.5 Vdc, gas @ 200 kPa, 20C): 1.8A
Hold current (driven at 11 kHz, 13.5 Vdc, gas @ 200 kPa, 20C): 1A
Static flow rate per injector (air at 200 kPa, 20C, 2.5 mm nozzle): 2.47g/s 5%
Max working pressure: 600 kPa
Burst pressure: 1000 kPa
Working temperature: -40 - 120C
Sensor: integrated Sensata pressure & temperature
Homologations: ECE110-00 0035 03, ECE67R-01 010100 03, ECE10R-02 4008
00, UL558
Weight: 0.55 kg
Durability: over 500 million cycles

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Figure 8: MPI Fuel Rail

Gaseous Fuel Filter

The fuel filter is used to remove small particles and liquids from the LPG vapor. The
filter is installed between the vaporizer and the fuel rail. The filter specifications are as
follows:

LPG/CNG gaseous phase filter, class #2
Flow rate: 55Kg/hr (air) @ 160KPa
Max working pressure: 450 KPa (compliant to
ECE110, class #2)
Burst pressure: > 7000KPa
Temperature range: -40-120C (compliant to
ECE110)
Material: zinc plated steel, FeP04 (UNI5866-66)
Filtering element:

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Paper cartridge (un-serviceable)
o Minimum filtering size: 7m
o Filtering surface: 327cm2
o Particle filtration efficiency:
o Particles smaller than 3m: 30-50%
o Particles bigger than 3m, smaller than 30m: 85-98%
o Particles bigger than 30m: 98%
Durability: 20000 Km
Homologations: ECE110R-000041, ECE67R-010105

Figure 9: Gaseous Fuel Filter

Engine Control Unit

The Juniper mono-fuel Engine Control Unit (ECU) is a micro-controller based module
that is capable of controlling a spark-ignited internal combustion engine with up to four
cylinders. The Juniper UCU has control algorithms to achieve:

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Maximum torque
Desired drivability:
o speed governing, within the whole range of accepted load
o no stalling at idle speed, within the whole range of accepted load
o transient management
CARB 2010 compliant emissions
Key Word Protocol 2000 CAN-bus On-Board Diagnostics for off-road
applications.
Safety features compliant to R67, R110 and basic safety for Drive-By-Wire
chain, such as:
o de-power all gas shut-off valves within 5 seconds from engine stall
o Inhibit gas shut-off valves, in case of electric fault
o Inhibit outputs while the system is powered off
o No uncontrolled driving of the throttle body in any condition

Gas fuelling is controlled by a speed density model; the ECU drives four ignition coils,
the drive-by-wire chain (foot pedal position sensors, electronic throttle body, throttle-
position sensors), gas shut-off solenoid valves as well as application-specific loads.

The ECU implements algorithms for cranking, warm-up, closed-loop injection control,
drivability in transients, speed governing, rpm limiting and specified safety features.

Those algorithms are controlled by a set of parameters, stored into ECU memory; the
parameters can be modified using a dedicated calibration software (PC-based).

The Juniper mono-fuel ECU has on-board diagnostics that monitor and detect:
electric failures or malfunctions of all input sensors
electric failures or malfunctions of all output actuators
electric failures of most wiring connections
most electric failures of ECU itself
fault conditions that negatively impact emissions

The specified on-board diagnostics are compliant with:
SAE J 1979: E/E Diagnostic test modes.
ISO 14230-4 Keyword Protocol 2000, Part 4: Requirements for emission-
related systems.
Proprietary KWP2000 ISO14230 protocol over CAN-bus protocol.

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ECU Key features:

Micro-controller Hitachi 32 bit, 80MHz
MB flash memory
48 kB SRAM
Inputs Foot-pedal position sensors
Throttle position sensors
Intake air temperature sensor
Manifold air pressure sensor
CAM shaft position sensor
Crank shaft angle sensor
Engine coolant temperature sensor
Oil pressure switch
Pre-cat and post-cat oxygen
sensors
Gas temperature sensor
Gas pressure sensor
Vehicle speed sensor input
2 spare inputs (speed selection
control)
Optional inputs Pressure reducer temperature
sensor
Level sensor in multi-valve or high
pressure sensor
Knock sensor
Outputs High-pressure solenoid valve
4 gas injectors
4 ignition coils
Throttle body control
2 oxygen sensors heater PWM
outputs
Check-engine lamp output (MIL)
Load relay output
2 spare 5V analog PWM output
(fuel and temperature gauges)
2 spare 12V PWM outputs (relays,
speed gauge)
Optional outputs Oil pressure warning lamp output
Tank shutoff solenoid valve in
multi-valve
Low pressure solenoid valve
Instrumentation (hour counter)
Communication lines Diagnostic CAN line (KW2000)
Internal calibration CAN line

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Figure 10: Juniper Engine Control Schematic

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Figure 11: Juniper Engine Control Unit

Wire Harness

Juniper is providing a wire harness to connect the ECU to the various sensors and
control devices. The harness also connects to customer supplied sensors, the dash-
board display and the vehicle battery.

Two distinct harnesses will be supplied one for the North American market and one for
trucks shipped outside of North America. The difference is due to the requirements of
Underwriters Laboratories (UL) and EPA. North America engines are referred to as
certified engines, and these engines require a certified wire harness. The certified
harness uses wire style UL 1213 and has a post-catalyst oxygen sensor. The non-
certified harness uses wire style UL 1569 and does not have a post-catalyst oxygen
sensor. The wire harness schematic is shown in Figure 11.

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Figure 12: Juniper Engine Wire Harness

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Emissions Catalyst

In order to meet 2007 and 2010 emission requirements a 3-way catalyst must be
installed in the engine exhaust to reduce emissions of NOx, HC and CO. The engine
control system monitors the exhaust upstream of the catalyst and uses this information
to control the air-fuel mixture. By using the signal from the oxygen sensor the ECU can
increase or decrease the amount of oxygen in the exhaust by modulating the fuel
injection pulse width and thus adjusting the air-fuel ratio. This control scheme allows the
ECU to make sure that the engine is running at the correct air to fuel ratio so that the
catalyst can perform as required to meet the emissions requirements. The emissions
catalyst is most commonly installed integral with the exhaust muffler. Alternatively, the
catalysts can be canned in a separate enclosure and installed upstream of the muffler.
It is important that the catalyst be installed in accordance with Junipers installation
instructions to ensure adequate performance and, thus, minimal tailpipe emissions.
Forklift trucks sold outside of North America will not have an emissions catalyst installed.
The specifications of the three-way emissions catalyst to be installed with the Juniper
2.4L industrial engine are as shown below:

Supplier
Umicore, Inc
Juniper Part No. : 1000013
Substrate
Emitec, Inc.
Material: stainless steel
Cell density: 400 cpsi
Size
L = 170mm
Dia = 118mm
Volume: 1640 ml
Wash-coat
Precious metal loading: 82g/ft
3
Ratio: 40:1 Pd:Rh

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Figure 13: Juniper Catalyst Substrate

Oxygen Sensors

The Juniper fuel system control utilizes two oxygen sensors. One sensor is a pre-
catalyst sensor that detects the amount of oxygen in the exhaust stream and is
considered the primary control point. The control system uses feedback from the
oxygen sensor to regulate the fuel delivery and maintain a stoichiometric air-fuel ratio.
The second sensor is a post-catalyst sensor that detects the amount of oxygen after the
catalyst. This sensor is used in conjunction with an ECU algorithm to detect the level of
catalyst conversion efficiency. Once an oxygen sensor reaches approximately 600F
(316C) it becomes electrically active. The concentration of oxygen in the exhaust
stream determines the voltage produced. If the engine is running rich, little oxygen will
be present in the exhaust and voltage output will be relatively high. If the engine is
running lean more oxygen will be present and the voltage output will be low.

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In order for the sensors to activate and provide a signal prior to reaching operating
temperature a heated element is included in the sensor housing. The oxygen sensor
stoichiometric air-fuel ratio voltage target is approximately 450 mV and changes slightly
as a function of speed and load. When the pre-catalyst oxygen sensor sends a voltage
signal less than 450 mV the ECU interprets the air-fuel mixture as lean. The ECU then
increases the PWM duty cycle sent to the fuel injectors in order to increase the flow of
fuel to each cylinder. The opposite is true if the ECU receives a voltage signal above
450 mV from the oxygen sensor. The air-fuel mixture would then be interpreted as being
too rich and the ECU would decrease the PWM signal to the injectors to decrease the
flow of fuel.

Various tables set up in the software of the ECU have been calibrated to precisely
control the way in which in the injectors vary the lambda output above and below the
stoichiometric point. The table outputs are set according to engine speed and load and
control the leaning
rate, the lean-to-rich
step size, the
richening rate, the
rich hold time and
the rich-to-lean step
size. This control is
required to ensure
that the lambda
fluctuation rate and
amplitude are
appropriate for the
specific speed and
load condition for an
optimized catalytic
conversion
efficiency.

Figure 14: Pre-Catalyst Oxygen Sensor on Exhaust Manifold

Electronic Throttle Body

The electronic throttle system controls engine output (speed and torque) through
electronic control of mass airflow to the engine. In the event of an electrical
disconnection or other related failure the throttle plate returns to a limp-home position
where a reduced speed and torque output is available. This throttle position provides
sufficient airflow for the engine to move the vehicle on level ground.

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Figure 15: Magneti Marelli 36mm Throttle Body

The ECU controls the throttle valve based 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 Juniper fuel system is manufactured by
Magneti Marelli. This is a single unit assembly which
includes the throttle valve, throttle-valve actuator (DC
motor) and two throttle position sensors (TPS). The ECU
calculates the correct throttle valve opening that
corresponds to the vehicles demand, makes any
adjustments needed for adaptation to the engines
current operating conditions and then generates a
corresponding electrical signal to the throttle-valve actuator.

The Juniper system uses a dual TPS design (TPS1 and TPS2). The ECU continuously
checks and monitors all sensors and calculations that effect throttle valve position
whenever the engine is running. If any malfunctions are encountered the ECU will
initiate the appropriate OBD action, which will result in the engine reverting to a limp-
home condition. A problem with the throttle actuator will lead to shutting down the
engine completely.

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Ignition Control System

Spark-ignited engines require accurate control of spark timing and spark energy for
efficient combustion. The Juniper ignition system provides this control. The system
consists of the following components:

ECU
Power transistors
Ignition coils
Spark plugs
Crankshaft position sensor
Camshaft position sensor

The ECU, 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 engine speed calculation, coil
energy information, and target spark timing. The ECU controls spark energy (dwell time)
and spark discharge timing.

Under normal operating
conditions the ECU will use
load and engine speed to
derive the correct ignition
timing. In addition to load and
speed there are other
circumstances under which
the ECU may need to vary the
ignition timing, including low
engine coolant temperature,
high or low ambient
temperature, start-up
conditions and for idle speed
control.

Figure 16: Ignition control Components

Power Transistors

The ECU controls the engine ignition coils through the power transistors; one for each
cylinder. The power transistors are provided by Hyundai and are designed specifically to
regulate the coil current in the 2.4L Hyundai engine.

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Technical Specifications:

Rating voltage: 12 Vdc
Operating supply voltage: 5 - 16 Vdc
Operating Temperature: -30C to 110C
Storage Temperature: -40C to 120C
Operating Revolution: 40 to 8000 [rpm]
Vibrating Endurance: 25 G, 100 to 300 Hz for 20 hrs.

Locations of Major Sensors & Components

Pre Cat O2 Oil P Switch
Coolant
Temperature
Sensor
Cam Position Sensor
Rail P/T Sensor
Throttle Body Connector
Ignition Coil

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Injector
Rail P/T Sensor
Cam Position Sensor
TMAP
Crank Position Sensor
(hidden)

Coolant Temp Sensor
Pre Cat O2 Sensor
Ignition Coil
Rail P/T Sensor

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Section 3
Recommended Maintenance

The following section lists general maintenance which is required to keep your engine in
fuel system in proper operating condition. For more details refer to the engine manual.

Note: The Juniper fuel system is designed for use with LPG that meets the
specifications of HD-5 (GPA Standard 2140) or HD-10 fuel. Use of lower quality
fuel may be harmful to the fuel system and/or engine and could be cause for
disallowing a warranty claim.

General Maintenance Guideline

every 400 every 2000
Category Item Action
Daily hours or hours or
3 months 1 year
General d e t a c i d n i s a s t l u a f y n a r i a p e R . n o - y e k t a p m a l L I M k c e h C L I M X
Fuel System n o i t c n u f e v l a v & g n i t n u o m r e p o r p y f i r e V f f o t u h S / k n a T l e u F X
n o i s a r b a , s k a e l , s k c a r c r o f t c e p s n I s g n i t t i F & e s o H l e u F X
Regulator / Injector rail Inspect for leaks X
y t i l a n o i t c n u f y f i r e V f f o - k c o l l e u F X
Air Intake y r a s e c c e n f i e c a l p e r , r o t a c i d n i t c e p s n I r e t l i f r i A X
t c e p s n I m e t s y s t e l n i r i A X
Intake manifold gasket & vacuum hoses Inspect for leaks X
Electronic throttle body Inspect for oil deposits from flow reversion X
Ignition Wiring to control modules Inspect for cracks, abrasion X
n o i s a r b a , s k c a r c r o f t c e p s n I s t i n u g u l p - r e v o - l i o C X
e g n a h C s g u l p k r a p S X
Exhaust Exhaust manifold & piping Inspect for cracks, leaks, abrasion X
Pre-Catalyst Oxygen sensor Check wire is not damaged / burnt X
Post-Catalyst Oxygen sensor Check wire is not damaged / burnt X
s k a e l r o f k c e h C e v l a v V C P X
n o i s a r b a , s k a e l , s k c a r c r o f t c e p s n I d e e f r i a V C P X
Engine - General y r a s s e c e n f i f f o - p o t , l e v e l k c e h C t n a l o o C X change
Additional engine maintenance
listed in engine manual
n o i t a r o i r e t e d , g n i l l e w s , s s e n e s o o l , s k c a r c r o f k c e h C s g n i t t i f , s e s o h t n a l o o C X
e g n a h C l i o e n i g n E X
Vehicle Electrical n o i s o r r o c r o f k c e h c , s n o i t c e n n o c t c e p s n I s e l b a c n i a m & y r e t t a B X
n o i s o r r o c r o f k c e h c , s n o i t c e n n o c t c e p s n I s e l b a c & r e t r a t S X
s e c n e r e f r e t n i f o r a e l c s i l e v a r t t a h t k c e h C l a d e p t o o F X
s t l o b g n i t n u o m t c e p s n I U C E X
t s u a h x e o t y t i m i x o r p , s s e n e s o o l r o f k c e h C s e s s e n r a H X
Hour Intervals

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Fuel System Leak Testing

Prior to starting engine, listen and smell for fuel leaks around the engine and LPG
storage bottle.
Using an approved leak check solution, spray liberally on fuel system hose and
components.
Visually inspect for bubbles to form, thus indicating a leak. Repair any leaks prior to
proceeding.
Start the engine and continue the test, noting that furl pressure should now be
present over the entire system.

General Fluid Leaks

Inspect the engine and floor beneath for oil and/or coolant leaks
Start the engine and allow it to reach operating temperature.
Inspect the warm engine for leaks.
Repair any leaks prior to operating vehicle.

Coolant System
Visually inspect the coolant hoses and clamps, including coolant hose to and from
the engine and radiator and to and from the regulator.
Coolant must be drained prior to removing a hose or replacing a clamp, and this
should be done with the engine cold.
The coolant level in the radiator must be maintained within the prescribed range.
Top up the coolant when necessary.
Take care when opening the radiator cap turn the cap slowly to relieve pressure
prior to removing.

Electrical System & Harness

Inspect the complete harness, battery, relays, etc. for integrity and note any broken
or chaffed wires, connectors or components.
All wires must be secured to avoid contact with hot or moving parts.
Repair any problem areas immediately.
Refer to the following Sensor pin-out tables for troubleshooting of the wiring harness:

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Sensor Coolant Temp TMAP Camshaft Crankshaft
Sensor
Pin-out
2 3 1 2 3 1

1 2 3 4 1 2 3 4

1 2 3 1 2 3
3 2 1 3 2 1 3 2 1

Harness
Pin-out

1 3 2 1 3 2

4 3 2 1 4 3 2 1

3 2 1 3 2 1

1 2 3 1 2 3

Key On
Pin Voltage
With Sensor
Disconnected
1. Ground
2. 5 +/- 0.5V
3. Not used
1. 5 +/- 0.5 V
2. 5 +/- 0.5 V
3. 5 +/- 0.5 V
4. Ground
1. Battery V
2. Ground
3. 6.5 +/- 0.5 V
1. Battery V
2. Ground
3. 6.5 +/- 0.5 V

Sensor TPrail Injector Power Transistor Throttle Body
Sensor
Pin-out
4 3 2 1 4 3 2 1

2 1 2 1

3 2 1 3 2 1
6 5 4 3 1 2 6 5 4 3 1 2
Harness
Pin-out

1 2 3 4 1 2 3 4

1 2 1 2

1 2 3 1 2 3

2 1 3 4 5 6 2 1 3 4 5 6

Key On
Pin Voltage
Sensor
Disconnected
1. Ground
2. 5 +/- 0.5V
3. 5 +/- 0.5V
4. 5 +/- 0.5V
1. Battery V
2. 1 +/- 0.5 V
1. Ground
2. Ground
3. Battery V
1/4. 3.75 +/- 0.5V
2/3. 5 +/- 0.5V
5/6. Ground

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Sensor O
2
Sensor 1 O
2
Sensor 2 Foot Pedal Fuel Solenoid
Sensor
Pin-out
2 3 4 1 2 3 4 1

2 3 4 1 2 3 4 1

4 1 5 2 3 6 4 1 5 2 3 6

2 1 2 1

Harness
Pin-out

1 4 3 2 1 4 3 2

1 4 3 2 1 4 3 2

6 3 5 2 1 4 6 3 5 2 1 4

1 2 1 2

Key On
Pin Voltage
Sensor
Disconnected
1. 0.5 +/- 0.5V
2. 2 +/- 1V
3. 0.5 +/- 0.5V
4. Battery V
1. 0.5 +/- 0.5V
2. 2 +/- 1V
3. 0.5 +/- 0.5V
4. Battery V
1/2. 5 +/- 0.5V
4/5. 5 +/- 0.5V
3/6. 0 +/- 0.5V
1. 0 +/- 0.5 V
2. Battery V

Ignition System

Inspect the ignition assembly and note any wear or abrasion on the coil assemblies
or harness.
Remove the coil assemblies from the spark plugs.
Remove the spark plugs from the engine.
Inspect the plug gap and replace if necessary.
Gap the new spark plugs to the proper specifications.
Apply anti-seize compound to the spark plug threads and re-install.
Re-install the four ignition coil assemblies.

LPG Regulator Service

Before servicing the LPG regulator, make certain that the LPG tank main valve is closed.
Run the engine until the pressure drops low enough to stall the engine. This drains the
trace quantity of fuel in the line. As a secondary safety measure, disconnect the LPG
shutoff valve to ensure that this vale remains closed.

The following procedure is used to access the regulators first and second stage
membranes and other internal components for cleaning or replacement.

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Disconnect the LPG rubber hose (V) (vent out the remaining gas in an open
environment). Remove then the water hoses (III and IV) and the vacuum hose (VI).

Fig. 1
While stopping the base nut with a 14mm Allen wrench, use another 16mm Allen wrench
to unscrew (20Nm) the hex nut on top of filter (Fig.2). Once loose, pull out the filter:
theres no need to disconnect LPG copper pipe (II). Now the pressure regulator is free
to be removed from the engine bay and placed on a flat surface. Note, Fig. 2 shows the
Valtek valve and filter configuration. The AFC valve option is not attached directly to the
regulator body.

Fig. 2
Filter
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FIRST STAGE
Use a 4mm Allen key to unscrew (5 Nm torque) the four hex bolts of the first stages
cover (Fig.3), taking care that the internal springs will push away the cover. once the
cover is removed, take out the big spring, the aluminum plate and the small spring that
are standing inside.

Fig. 3
The safety spring assembly is now exposed (Fig.4) and should be disassembled: hold
the internal 3mm hex with an Allen key while unscrewing the outside 14mm nut with an
Allen wrench.

Fig. 4

Now the assembly is loose (Fig. 5): remove the 14mm hex nut and the safety spring,
then pull out the plastic centering plate and the rubber membrane (Part number 01815).
The membrane should be replaced with new one from the repair kit.

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Fig. 5
Take note of the orientation of the membrane and the centering plate.
Remove the bottom protection plate: the first stage leverage (E) is now exposed
(Fig. 6).
Use a PH1 Phillips screwdriver to unscrew (3Nm torque) the two screws (D), then
pull out the high pressure shutter (C).
Remove the small rubber disk (A) off the tip of the shutter and replace with the
new one from the repair kit (part number 01599). Visually check (without
disassembling) that the high pressure brass seat (F) is free of dents or defects
which could affect the sealing.

Fig. 6

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When reassembling the safety spring assembly pay attention to the centering plate
(Fig.5), which has a centering rib that needs to be aligned with the membrane. The
14mm hex nut that closes the safety spring assembly should be tightened to 3.5Nm
torque.

SECOND STAGE
Use a 4mm Allen key to unscrew (5Nm torque) the four hex bolts of the second stages
cover (Fig.7); then remove the cover.

Fig. 7
Remove the spring (B) thats standing on top of the rubber membrane (Fig.8), then
replace the membrane (A) with new one (part number X0039).

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Fig. 8

When reassembling, pay attention to the membrane, which should be properly aligned
with the centering rib (E) and the small tube (C). When reassembling the cover, make
sure that the spring (B) properly slides into the guide inside the cover.

LPG Shutoff Valve Option 1, Valtek

The shutoff solenoid should be tested periodically to endure it will close when power is
removed from the coils. To test, start the engine and then disconnect the solenoid wire
harness connector. The valve should close and the engine should be quickly starved of
fuel. If the engine does not shut down then shut it manually immediately. Replace the
shutoff valve prior to operating the engine again.

LPG Liquid Filter Option 1, Valtek

The following procedure should be used to access and filter element for inspection and
replacement. Use the same procedure to evacuate LPG from the system as described
in the previous section on regulator service.

Maintenance Kit for LPG Liquid Filter

A) paper cartridge
B) brown rubber o-ring 34.52x3.53
C) thin black rubber o-ring 26.7x1.78
D) metal/rubber washer 17.4x24x1.5

A
B
C
D

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With a 22 mm Allen wrench, loosen the hex nut on top of the filter (1). When the screw
is loose, pull away the aluminium cap (2) from the filter body. Now the brown rubber O-
ring (3) at the base of the aluminium cup is exposed and can be removed. Blow away
any dust residue inside the filter body.

Slip off the used paper cartridge (4) from the long screw and discard. Then slip off the
long screw from the aluminum cup: the sealing metal/rubber washer (5) on the base of
the hex nut is now exposed and should be replaced with new one (D).

Now take the new paper cartridge (A) and fit the new black rubber O-ring (C) on the
plastic circular seat on the bottom of the cartridge.

1
22 mm Allen
wrench, 6 Nm
torque
5
2
4 3
Aluminum Cup
Long screw with
22mm Hex Nut
Filter Body

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Next put the new paper cartridge (A) into the aluminium cup, so that its black rubber O-
ring (C) will face the filter body; then push the long screw into the aluminium cup and
thru the paper cartridge. Finally put in place the new brown rubber O-ring (B) at the
base of the aluminium cup.

Then put the aluminum cup back in place, taking care to align the long screw with its
threaded hole on the filter body. Use a 22 mm Allen wrench to tighten the hex nut to 6
Nm torque.

LPG Shutoff Valve Option 2, AFC

AFC filter maintenance kit:

Paper Cartridge (A)
Circular Seat for
O-ring (C)

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AFC filter maintenance instructions:

LPG Rail & Injectors

There is no maintenance required for the LPG rail and injectors under normal operation,
but the assembly should be inspected periodically to endure the integrity of the
connecting hoses and clamps. Deterioration of injector performance will eventually
result in one or more of the injectors providing to little or too much fuel. This will be
sensed by the diagnostic system, if it reaches a problematic level, due to the extreme
richness or leanness of the resulting air/fuel ratio, and will be indicated with the
appropriate MIL code. When this occurs it is time to either repair the rail using the
rebuild kit or replace the entire fuel rail. The fuel rail repair or replacement should
normally occur between 5000 and 10,000 hours, depending on engine operating
conditions, duty cycle and fuel quality.

Other than normal wear, as described above, there could be conditions of low quality
fuel that cause one or more injectors to either stick open or closed. It could also be
possible for an injector solenoid to fail. There is a troubleshooting sequence that can be
carried out through the service tool to determine if a particular injector is receiving an
electric pulse and is able to open and close. With the engine shut off but the key in the

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on position and the specific injector injection hose removed a signal can be sent through
the service tool to cycle that injector open and closed. This should result in a detectable
amount of LPG passing through the hose. Although only a small amount of fuel will be
discharged, this test should still be done in an open and well ventilated area. If no LPG
is detected then either the solenoid is not opening the injector or it is stuck closed. If the
fuel is passing through the hose constantly without stroking the valve then the injector is
stuck open. Either scenario means that the complete fuel rail has to be repaired or
replaced. When performing this test it should be carried out in as short a time as
necessary. Once complete be sure to turn the key to the off position to close the
solenoid shutoff valve.

Fuel Rail Repair Instructions:

Before using the fuel rail repair kit, make certain that the LPG tank main valve is closed.
Run the engine until the pressure drops low enough to stall the engine. This drains the
trace quantity of fuel in the line. As a secondary safety measure, disconnect the LPG
shutoff valve to ensure that this vale remains closed.

1. Remove the fuel rail assembly which is to be rebuilt from the engine compartment
2. Remove the four seeger rings using a suitable tool and the four elastic washers from
the top of the solenoid coils.
3. Remove the coils from the tubes.
4. Remove the 3 screws from the fuel rail body and the retainer metal plate with the
tubes and plungers.
5. Check the cleanliness of the inside cavity of the fuel rail body and the (diameter
12.42mm x 1.78mm) O-ring. If necessary remove the dirty using compressed air or
a suitable solvent, such as gasoline.

WARNING: The rubber O-Ring could be damaged if a non-suitable solvent is used.
WARNING: Do not leave the aluminium body and the rubber parts in contact with the
solvent after cleaning.
WARNING: Be careful not to damage the gas-tight seats.

6. Carefully place the clean O-rings in their proper body seats.

Picture 1 - shows the numbering of the plunger tubes and the rail
seats with respect to their reference points.

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7. Bring and match the maintenance kit with the aluminium fuel rail body (see pictures 1
and 2)

WARNING: the protrusion reference points of the plate need to match the hole
reference points on the fuel rail body.

8. Tighten the 4 screws with 2 Nm torque and then assemble the 4 coils, elastic
washers and seeger rings, using the proper tool.
9. Check the integrity of the gas seal of the fuel rail assembly.
a) Internal gas tight: Supply the inlet connector with 0.5 bar compressed clean air
and verify that there is no leakage at each of the 4 outlet connectors.
b) External gas tight: Supply the inlet connector with 0.5 bar compressed clean air.
Close the 4 outlet connectors (diameter 5mm) using a proper cap or a tight tube.
Energise the 4 coils in parallel with 12 VDC. Verify that there is no air leakage at all
from any part of the fuel rail assembly. The integrity o the gas seal should be
checked using instruments capable to detect leakage of 15cc/hr.
10. Reinstall the fuel rail on the engine bracket and properly fit all hoses and electrical
connections. Open the manual valve of the gas cylinder and switch on the engine
key in order to supply the fuel rail inlet with gas pressure. Carefully check that the
entire system is gas tight.

Picture 2 - Do not modify the tube positions. Be careful when handling the
replacement assembly, as the plungers can easily fall out of the tubes. It is
important to match the correct plunger with its tube. Place the new assembly on
the base, fitting the plungers over the seats.

Throttle Body & Intake Tubing

Visually inspect the throttle body housing and motor enclosure to ensure it is fully sealed.
Repair and/or replace if necessary. Failures of the electronic throttle will be sensed by
the diagnostic system and will be indicated by the appropriate MIL code.

Periodically check the inlet air tubing to ensure the integrity of the system. There should
be no cracks or holes in the inlet tubes and clamps should be securely in place. The air

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inlet filter indicator should be checked periodically and the element replaced when
necessary. The blow-by connections and hose should be inspected as well.

TMAP Sensor
Verify that the TMAP sensor is mounted properly on the manifold and there are no
vacuum leaks around it. In case of leaks the sensor should be reinstalled with lubricant
on the o-ring seal, otherwise replaced. A general failure of the sensor will trigger a MIL
signal in the OBD system.

Exhaust System & Catalyst
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 post catalyst sensor to tailpipe is the
same as original factory.
Ensure that wire routing for the oxygen sensors is still keeping wires away from the
exhaust system. Inspect the oxygen sensors for signs of damage from the hot
exhaust.
The catalyst is designed to maintain emissions compliance for 7 years or 5000 hours.
In practice the catalyst should be effective for much longer than the minimum
requirements and does not require any maintenance.

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Section 4
Diagnostic Trouble Codes (DTC)

Trouble codes are stored in ECU memory. Any diagnostic trouble codes showing a
malfunction that should illuminate the MIL are recorded and stored in the memory. The
stored codes identify the malfunctioning system or component as uniquely as possible.
These codes are available through the Juniper service tool data link connector and
through the Malfunction Indicator Lamp (MIL) system. The ECU also stores codes for
conditions that do not turn on the MIL.
Fault Detection
A fault is detected when:
1) The detection conditions are met, so the relevant signals and values are
valid and the specified detection criteria are applicable;
2) The relevant signals and values meet the specified detection criteria.
Detection is triggered if criteria are met for longer than the programmable
period. Every DTC has a unique programmable period.
Detection Criteria
Most of the DTC specified in this document fall into one of the following two criteria:

- Circuit faults: sensors have a voltage output that swings between 0V and the
sensors reference power voltage (5VDC). Within this voltage swing most of the
ratiometric sensors work into a narrower operating range. When the output voltage
goes outside the operating range the ECU detects a diagnostic fault condition and
triggers a specific CircuitLow (output voltage lower than operating range) or
CircuitHigh (output voltage higher than operating range) DTC. This condition is
usually caused by electrical short-circuits or open wires.

- Range faults : within the operating range of a sensor its reading is assumed correct,
but there could be a narrower expected range, bounded by the specific application.
If the reading of a sensor goes outside its expected range the ECU triggers a specific
RangeLow (reading lower than expected range) or RangeHigh (reading higher than
expected range) DTC.

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Example of voltage operating range and diagnostic range of a sensor
Actions
Severe faults trigger specific actions to protect the engine:
None: the fault code is stored in memory for future service reference but does
not trigger any specific action. The engine continues to run normally.
Turn on MIL: The MIL lights on. The MIL could be turned on in any working
condition (key on, engine running, cranking, etc). The engine continues to run
normally.
o Present DTCs: all faults turn on the MIL immediately after detection or re-
spawning (see next paragraph for re-spawning rules), except:
Engine over-rev (P0219) does not turn on the MIL;
Catalytic efficiency (P0420) does not turn on the MIL;
DTCs causing delayed engine shut-down flash the MIL instead of
turning it on.
o Stored DTCs: by EPA requirement, the MIL stays on for 3 consecutive
driving cycles after the DTC status turns from Present to Stored.
Delayed Engine Shutdown : the MIL flashes for 30 seconds and then the engine
is shut-down.
o Present DTC: delayed engine shut-down can be triggered only if engine is
running.
o If the shut-down sequence is triggered but the fault condition disappears
before its completion the engine shuts-down anyway.

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o Stored DTCs: fault conditions stored in previous driving cycles but not
currently present do not trigger any action.
Engine Shutdown : the MIL light goes on and the engine is immediately shut-
down; stopping ignition and injectors, closing throttle and de-powering the fuel
shutoff solenoid valve. This condition also inhibits engine start if the error
condition is present during cranking.
o Present DTC: engine is shut-down immediately after detection or re-
spawning (see next paragraph for re-spawning rules).
o Stored DTCs: fault conditions stored in previous driving cycles but not
currently present do not trigger any action.
o Priority: engine shut-down has priority over delayed engine shut-down
due to the fact that it is executed immediately.

Recovery
Some non-critical fault conditions, those that do not require engine shut-down, trigger a
recovery strategy, protecting the engine against the fault but limiting performance, and
running with un-regulated emissions.

Example 1: in case of MAP circuit high or low DTCs, the MAP reading would no longer
be considered valid. The ECU would then revert to Speed-Density engine control.
What this means is that instead of using the faulty MAP reading a recovery MAP reading
is computed using throttle position, engine RPM and barometric pressure. The engine
then keeps running with limited performance and un-regulated emissions.

Example 2: Engine coolant temperature (ECT) is too low for stable operation. Activates
recovery (disables the foot pedal input), but when the temperature rises again past the
threshold the recovery is cancelled and the engine returns to normal operation.

Some implementation rules:
Present DTCs: recovery is activated as soon as the relevant fault is detected or re-
spawned (see next paragraph for re-spawning rules).
If a recovery is active but the relevant fault condition disappears, the system returns
to normal operation (recovery is cancelled).
Stored DTCs: fault conditions triggered in previous driving cycles but no longer
present do not activate a recovery.

Supported Recovery Strategies:
Open-loop: faults of sensors used in closed-loop injection control (or a fault in
the injectors themselves) force the ECU to disregard pre and post-cat oxygen
sensors feedback. Fuelling is then computed in open-loop and the ECU targets
to a default air/fuel ration; the engine continues to run with limited performance
and un-regulated emissions.

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Recovery MAP: faults of MAP sensor (used in speed-density injection model)
are forced to use a virtual recovery MAP reading. MAP is then computed using
throttle position, RPM and barometric pressure readings; engine continues to run
with limited performance.
Limp-home mode: faults in the Drive-By-Wire chain of the Electronic Throttle
Body will limit the throttle plate to a known, almost closed position. Air flow is
minimized, resulting in limiting the engines power output; engine will continue to
run with minimum performance.
o Default throttle position: DBW_A and DBW_B outputs are not driven
and the electronic throttle body is pushed back by its return spring to the
default position (11% TPS).

o Limit engine speed: engine speed is controlled driving DBW_A and
DBW_B outputs, that move the Electronic Throttle Body to maintain 1000
RPM.

Limit torque to 50%: engine output is scaled down to 50% of torque.
For each FPP angle, the torque output is scaled down to 50% of nominal value.
Engine continues to run with limited output.
Note: RPM limiting is already implemented in the engine control application.

Re-spawning
DTCs and their status are stored in the ECUs memory and re-spawned at each ECU
start-up:

DTC codes and status are re-stored from ECU memory;
Detection is refreshed immediately after key-on conditions and criteria for each
Stored or Present DTC is checked.
Actions and recovery strategies can be triggered only after the re-spawn process of
the relevant DTC is completed, that is, after the detection is refreshed.

For example, if engine oil level is low and the oil pressure switch engages, P0524 DTC is
detected, set as Present and the delayed engine shut-down sequence is triggered.
During this 30 second sequence the ECU recovers to limited engine speed to protect the
engine. The DTC is saved as Present in the ECUs memory.

If the engine is serviced after shut-down, topping-up the oil, at next key-on event P0524
would be restored as Present (has been saved as such). The re-spawning process then
evaluates the detection criteria of this fault and finds the engine oil switch in normal
condition: P0524 then changes from Present to Stored.

Because Stored DTCs do not trigger any action or recovery the engine can crank and
run normally.

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Faults that can be detected at key-on are re-spawned with a refreshed status, so they
can be fixed (while the engine is off) without the use of the Dealers service tool. The
engine then runs normally. At all times the relevant DTCs are stored in the ECUs
memory and are available for service reference with the diagnostic tool.

Some other critical faults, such as cam and crank position sensors, injectors and ignition
coil drivers, can be detected only while the engine is running. Their DTCs are re-
spawned to the saved status at key-on: the servicing of these faults does require the use
of the Dealers service tool. If the fault is fixed, the engine will start on the second
attempt.
Malfunction Indication Lamp (MIL)
The ECU drives the Malfunction Indicator lamp (MIL) in the dash-board: most DTCs
cause this lamp to light-up, signaling the presence of a fault condition to the driver.
MIL management
a. Present DTCs: when detected, some fault conditions require that the MIL is turned
on. Some other minor fault conditions instead do not energize the MIL. Please
refer to DTC specs.
b. EPA requirement: whenever the air-fuel ratio does not cross stoichiometric fuelling
conditions for one minute of intended closed-loop operation, the MIL should go on.
This requirement is fulfilled by P2195 and P2196 DTCs.
c. MIL test: when the engine's ignition is in the key-on position before starting or
cranking, the MIL should be on for 3 seconds. The MIL should go out after engine
starting (or after 3 seconds) if the system detects no fault conditions.
d. Stored DTCs: if the MIL goes on to show a malfunction it must remain on during all
later engine operation until servicing corrects the malfunction. If the engine is not
serviced, but the malfunction does not recur for three consecutive driving cycles
during which the malfunctioning system is evaluated and found to be working
properly, the MIL will stay off during later engine operation.
Flash Codes
There is a special diagnostic mode that shows the fault codes directly flashing the MIL:

To enter code display mode you must 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 ON position,
cycle the foot pedal by depressing it to the floor and then fully releasing it. You must
fully cycle the foot pedal three (3) times within five (5) seconds to enable the code
flashing feature of the ECU.
MIL flashes for each digit of the fault code (50% duty at 1Hz), with a short pause (2
seconds) between digits and long pauses between different codes (6 sec).
Starting code: 12
Trailing code: 12
The code list will continue to repeat until the key is turned OFF.
Simply turn the key OFF to exit display mode.

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Driving Cycle Definition
The driving cycle is defined as the following sequence:
key on
engine on (crank signal present)
key off

SUPPORTED DTCS
This list summarizes the following:
DTC: each fault condition triggers a different J2012 compliant, 5-digit code.
DTC naming: J2012 compliant name of fault condition (shown in Service-tool
software).
Thresholds: programmable thresholds for detection criteria, if any.
Possible causes: quick list of possible conditions that trigger the fault code.
Action: list of actions triggered by the DTC, if any.
Recovery: list of recovery strategy activated by the DTC, if any.

DTC DTC naming Thresholds Possible causes Action Recovery
P0117
Engine coolant temperature
circuit low
Programmable
voltage
Broken wirings or defective sensor Turn on MIL default to 80C
P0118
Engine coolant temperature
circuit high
Programmable
voltage
Broken wirings or defective sensor Turn on MIL default to 80C
P0126
Insufficient coolant temperature
for stable operation
Programmable
voltage
Engine working at out-of-spec
temperature
Flash MIL Disable FPP
P0217
Engine coolant over temperature
condition
Programmable
voltage
Engine over-heating and working out-
of-spec
Delayed engine
shut-down
Limit engine speed
to 1000 RPM
P0341
Camshaft position sensor A
circuit range / performance

No signal while engine rotating or
cranking.
Broken wirings or defective sensor.
Engine shut down
(inhibits cranking)

P0336
Crankshaft position sensor A
circuit range / performance

No signal while engine rotating or
cranking.
Broken wirings or defective sensor.
Engine shut down
(inhibits cranking)

P0122
Throttle position sensor A
circuit low
Programmable
voltage
Throttle Position Sensor 1 failure,
shorted to ground or open circuit;
Broken wirings or defective sensor
Turn on MIL
Limp home at default
throttle position
P0123
circuit high
Programmable
voltage
Throttle Position Sensor 1 failure or
shorted to power; Broken wirings or
defective sensor
Turn on MIL
throttle position
P0222
Throttle position sensor B
circuit low
Programmable
voltage
Throttle Position Sensor 2 failure,
shorted to ground or open circuit ;
Broken wirings or defective sensor
Turn on MIL
throttle position
P0223
circuit high
Programmable
voltage
Throttle Position Sensor 2 failure or
shorted to power ; Broken wirings or
defective sensor
Turn on MIL
throttle position
P2109
minimum stop performance
Learned closed
position
TPS1 lower than learned closed
position
Turn on MIL
throttle position
P2113
minimum stop performance
Learned closed
position
TPS2 lower than learned closed
position
Turn on MIL
throttle position
P2163
maximum stop performance
Learned WOT
position
TPS1 higher than learned closed
position
Turn on MIL
throttle position

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P2164
maximum stop performance
Learned WOT
position
TPS1 higher than learned closed
position
Turn on MIL
throttle position
P2135
Throttle pedal position sensors
A / B voltage correlation

Throttle Position Sensors out of track;
Defective electronic throttle body.
TPS sensors voltages differ more than
expected.
Turn on MIL
throttle position
P0638
Throttle actuator control
range/performance

Throttle plate (butterfly valve) is
sticking inside the throttle bore or
return spring is weak
Engine Shutdown

P2100
Throttle actuator control motor
open

DBW_A or DBW_B open load. Broken
wirings or defective ECU.
Engine Shutdown

P2103
circuit high

DBW_A or DBW_B outputs are
shorted to battery voltage. Broken
wirings or defective ECU.
Engine Shutdown

P2102
circuit low

DBW_A or DBW_B outputs are
shorted to ground. Broken wirings or
defective ECU.
Engine Shutdown

P0107
Manifold absolute pressure
circuit low input
Programmable
voltage
Manifold absolute pressure sensor
disconnected, shorted to GND or open
circuit; Broken wiri ngs or defective
sensor
Turn on MIL Recovery MAP
P0108
Manifold absolute pressure
circuit high input
Programmable
voltage
Manifold absolute pressure sensor
failure or short to power; Broken
wirings or defective sensor
P1101
Manifold absolute pressure too
low
% of
atmospheric
pressure
Manifold absolute pressure lower than
expected
Turn on MIL

P1102
Manifold absolute pressure too
high
% of
atmospheric
pressure
Manifold absolute pressure higher
than expected
Turn on MIL

P2228 Barometric pressure circuit low
Programmable
voltage
Barometric pressure sensor
sensor
Turn on MIL

P2229 Barometric pressure circuit high
Programmable
voltage
Barometric pressure sensor failure or
short to power; Broken wirings or
defective sensor
Turn on MIL

P1103 Barometric pressure too high
Programmable
pressure
(1100mbar)
Higher than expected
Turn on MIL

P0129 Barometric pressure too low
Programmable
pressure
(500mbar)
Lower than expected
Turn on MIL

P0112
Intake air temperature sensor 1
circuit low
Programmable
voltage
Intake Air Temperature Sensor failure
or shorted to GND; Broken wirings or
defective sensor
Turn On MIL
Set to default 30C
P0113
Intake air temperature sensor 1
circuit high
Programmable
voltage
Intake Air Temperature Sensor
disconnected, short to power or open
sensor
Turn On MIL
Set to default 30C
P1104 Intake air temperature too low
IAT reading out of expected range;
engine working out of spec
Turn On MIL

P0127 Intake air temperature too high
IAT reading out of expected range;
Turn On MIL

P0524 Engine oil pressure too low
Engine oil pressure switch is on,
because of low level.
Delayed Engine
shutdown
& flash optional oil
lamp
Limit engine speed
to 1000RPM
P0562 System voltage low
Programmable
voltage (10V)
Battery voltage too low for defined
period
Turn On MIL
P0563 System voltage high
Programmable
voltage (16V)
Battery voltage too high for defined
period, defective alternator
Turn On MIL
P0642
Sensor reference voltage A
circuit low
Programmable
voltage
Sensors reference voltage too low;
Defective ECU or over-load
Engine shutdown

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P0643
Sensor reference voltage A
circuit high
Programmable
voltage
Sensors reference voltage too high;
Defective ECU
Engine shutdown
P0652
Sensor reference voltage B
circuit low
Programmable
voltage
Engine shutdown
P0653
Sensor reference voltage B
circuit high
Programmable
voltage
Defective ECU
Engine shutdown
P0698
Sensor reference voltage C
circuit low
Programmable
voltage
Engine shutdown
P0699
Sensor reference voltage C
circuit high
Programmable
voltage
Defective ECU
Engine shutdown
P0219 Engine over-speed
Programmable
RPM
Engine over-revving
No action

P2122
Pedal position sensor D circuit
low input
Programmable
voltage
Foot-pedal position sensor 1
circuit ; Broken wiri ngs or defective
pedal assy.
Turn On MIL
throttle position
P2127
Pedal position sensor E circuit
low input
Programmable
voltage
Foot-pedal position sensor 2
circuit ; Broken wiri ngs or defective
pedal assy.
Turn On MIL
throttle position
P2123
Pedal position sensor D circuit
high input
Programmable
voltage
Foot-pedal position sensor 1 failure or
shorted to power ; Broken wirings or
defective pedal assy.
Turn On MIL
throttle position
P2128
Pedal position sensor E circuit
high input
Programmable
voltage
Foot-pedal position sensor 2 failure or
shorted to power; Broken wirings or
Turn On MIL
throttle position
P2138
Pedal position sensor D / E
voltage correlation

Foot-pedal position sensors out of
track ; Intermittent connections or
Turn On MIL
throttle position
P0005
Fuel shutoff valve A control
circuit / open
Programmable
currents (open-
circuit and
short-circuit)
Fuel shutoff valve 1 failure,
disconnected or shorted to ground;
Broken wirings, defective solenoid or
defective ECU.
Turn On MIL

P1001
Fuel shutoff valve B control
circuit / open
Programmable
currents (open-
circuit and
short-circuit)
defective ECU.
Turn On MIL
P1002
Fuel shutoff valve C control
circuit / open
Programmable
currents (open-
circuit and
short-circuit)
defective ECU.
Turn On MIL
P0171 System too lean
Programmable
%
KFLamAd lower than expected (0,75):
Engine, injectors or pressure reducer
out of spec.
Turn On MIL
Open-loop
Limit torque 50%
P0172 System too rich
Programmable
%
KFLamAd higher than expected (1,25):
Engine, injectors or pressure reducer
out of spec.
Turn On MIL
Open-loop
Limit torque 50%
P2195
O2 sensor signal stuck lean bank
1 sensor 1
Programmable
duration and
voltage
Pre-cat O
2
sensor too lean for too long
time (60 secs as per EPA).
Turn On MIL
Open-loop
Limit torque 50%
P2196
O2 sensor signal stuck rich bank
1 sensor 1
Programmable
duration and
voltage
Pre-cat O
2
sensor too rich for too long
time (60 secs as per EPA).
Turn On MIL
Open-loop
Limit torque 50%
P0131
O2 sensor circuit low voltage
bank 1 sensor 1
Programmable
voltage
Pre-cat O
2
sensor failure or shorted to
ground
Turn On MIL
Open-loop
Limit torque 50%
P0132
O2 sensor circuit high voltage
bank 1 sensor 1
Programmable
voltage
Pre-cat O
2
power
Turn On MIL
Open-loop
Limit torque 50%
P0137
O2 sensor circuit low voltage
bank 1 sensor 2
Programmable
voltage
Post-cat O
2
sensor disconnected or
shorted to ground
Turn On MIL
P0138
O2 sensor circuit high voltage
bank 1 sensor 2
Programmable
voltage
Post-cat O
2
power
Turn On MIL

P0135 O2 Sensor Heater circuit bank 1 Short circuit to battery or open load Turn On MIL

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sensor 1
P0141
O2 Sensor Heater circuit bank 1
sensor 2
Short circuit to battery or open load Turn On MIL
P0192
Fuel rail pressure sensor circuit
low
Programmable
voltage
Broken wirings or defective sensor Turn on MIL
Default to PresIntake
+ 1700 mbar
P0193
Fuel rail pressure sensor circuit
high
Programmable
voltage
Broken wirings or defective sensor Turn on MIL
Default to PresIntake
+ 1700 mbar
P0088
Fuel rail / system pressure too
high
3000mbar
Fuel absolute pressure higher than
expected
Shutoff solenoid
valve

P0087
Fuel rail / system pressure too
low
1700mbar
Fuel absolute pressure lower than
expected
Turn on MIL
P0182
Fuel temperature sensor A
circuit low
Programmable
voltage
Fuel Temperature Sensor failure or
shorted to GND; Broken wirings or
defective sensor
Turn On MIL default to 40C
P0183
Fuel temperature sensor A
circuit high
Programmable
voltage
Fuel Temperature Sensor
disconnected, short to power or open
sensor
Turn On MIL Default to 40C
P1105 Fuel temperature too low
Programmable
temperature
FRT reading out of expected range;
Turn On MIL
P0168 Fuel temperature too high
Programmable
temperature
FRT reading out of expected range;
Turn On MIL
P0261 Cylinder 1 injector circuit low
Programmable
current
Short circuit to ground or open load
Delayed Engine
shutdown
Open loop
Limit torque to 50%
P0262 Cylinder 1 injector circuit high
Programmable
current
Short circuit to battery
Delayed Engine
shutdown
Open loop
Limit torque to 50%
Programmable
current
Delayed Engine
shutdown
Open loop
Limit torque to 50%
Programmable
current
Delayed Engine
shutdown
Open loop
Limit torque to 50%
Programmable
current
Delayed Engine
shutdown
Open loop
Limit torque to 50%
Programmable
current
Delayed Engine
shutdown
Open loop
Limit torque to 50%
Programmable
current
Delayed Engine
shutdown
Open loop
Limit torque to 50%
Programmable
current
Delayed Engine
shutdown
Open loop
Limit torque to 50%
P0380 Glow plug / heater circuit A
Programmable
current
Broken wirings, defective heater or
defective ECU
Turn On MIL
P0420
Catalyst system efficiency below
threshold
Programmable
threshold
Pre and post-cat lambdas failed the
checking algorithm (5228335)
None (just store
the code)

P0069
Manifold absolute pressure /
Barometric pressure correlation
Programmable
percentage
MapSignal <> RecoveryMap; defective
or clogged sensor
P0094
Fuel system leak detected
Small leak
Programmable
time, min and
max pressure
drop
Leakage detected in low-pressure
circuit.
ECU performs leakage test after
engine shutdown (long time window,
60 sec).
Turn on MIL
P0093
Fuel system leak detected
Large leak
Programmable
time and min
pressure drop
Leakage detected in low-pressure
circuit.
ECU performs large leakage test after
engine shut-down (short time window,
10sec).
Engine shut-down
(inhibits cranking)

P2560 Engine coolant level low Engine coolant level switch engaged
Delayed Engine
shutdown
Limit engine speed
to 1000 RPM

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Section 5
General Trouble Shooting

General checks to perform prior to initiating any of the trouble shooting actions listed in
this section:

, l e u f s n i a t n o c , d e t c e n n o c s i k n a t G P L e h t t a h t k c e h C l e v e l l e u F
and the tank valve is open.
e l c i h e v n i a m e h t n i s e s u f l l a f o y t i u n i t n o c e h t k c e h C s e s u F
fuse box.
t a h t d n a , e n i g n e e h t n i s i l i o t n e i c i f f u s t a h t k c e h C l e v e l l i O
engine oil is in good condition.
t c e p s n i d n a , U C E o t d e t c e n n o c s i s s e n r a h t a h t k c e h C s s e n r a H
for any damage including tears, melted wires, and
abrasion.
Electrical connections Check that all sensors are connected, and that
connectors are free of corrosion.
Fluid Leaks General inspection of engine components and
surrounding area for leaks of fluids.
Filters (air and fuel) Check that all air and fuel filters are in good condition.
Replace dirty or clogged filters.

Engine cranks but will not start

Probable Cause Recommended Action
Tank valve is closed Rotate tank valve counter clockwise and retry starting.
Tank excess flow valve is
closed
Reset excess flow valve in LPG tank.
Close the liquid shut-off valve, wait for a click sound,
and then slowly reopen the liquid valve.
LPG tank is empty Replace with full tank and retry starting.
Fuel shutoff valve is closed
Check connector for 12 V drop across terminals at key
on, replace valve if voltage drop present and valve not
opening.
Diagnostic Trouble Code
If MIL is on, record the codes being displayed and
attend to any errors reported.
Check for spark at coil output.
If good spark: Inspect and replace spark plugs if
needed.
If poor/no spark: Check resistance across coil
terminals is within specification.
Check pin 5 of spark harness connector for battery
voltage at key on.
Inspect and replace ignition power transistors if
necessary.
General fuel system malfunction
Inspect fuel rail for leaks and/or blockages, replace if
necessary.
Inspect and replace any plugged or damaged fuel and

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injection hoses/nozzles.
Check rail fuel pressure is greater than 1800 mBar
absolute at key on.
Inspect and replace Liquid LPG filter if necessary
Inspect and replace Gaseous LPG filter if necessary
Fuel line is plugged or
disconnected
Inspect and connect/replace if necessary.
Crankshaft position is not
detected
Check continuity of harness, replace sensor if harness
passes check.
Camshaft position is not
detected
Check continuity of harness, replace sensor if harness
passes check.
No oil pressure
If engine starts and stalls after about 5 seconds:
Check oil level.
Check oil pressure sensor connection.
Check oil pressure sensor.
TMAP Sensor failure
Check sensor is connected.
Check harness continuity.
Check manifold pressure = barometric pressure 15
mBar at key on, replace sensor if not.
Check intake temperature > ambient air temperature,
replace sensor if not.
General ECU malfunction
Check battery voltage is greater than 8V.
Check relay power source at key on.
Check power source at ECU connector and that
harness is connected.
Re-download firmware and calibration to ECU using
dealer service tool.
Confirm MIL comes on at key on, replace ECU if it does
not.

Engine does not provide expected power output, slow to accelerate, stalls when
lifting load

Fuel Level Low Inspect tank fuel level, replace tank if necessary.
If MIL is on, run diagnostic procedure outlined in
Section 4. Attend to any errors reported.
General Fuel system
malfunction
Inspect and replace any plugged or damaged injection
hoses/nozzles.
necessary.
Check liquid and gaseous fuel filters, replace if clogged
or dirty.
Check rail fuel pressure is greater than 1800 mBar at
key on using service tool

Check 0.8< KFLamAd <1.2 with service tool at all

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engine conditions.

Check harness connection and continuity.
Check pre and post catalyst O2 sensor voltage
averages 300 to 600 mV using dealer service tool,
replace sensor if not.
Inspect and replace spark plugs if needed.
Check base ignition timing.
Injector rail failure
Check that 0.8 < KFLamAd < 1.2 at idle and full throttle,
replace rail if not and recheck.
Inspect rail for damage and blockages, replace if
necessary.
Regulator failure
Check that intake pressure reference is connected
without leaks or damage.
Check that rail fuel pressure is > 1300 mBar at Idle.
Check that rail fuel pressure is > 1600 mBar at Full
throttle in neutral.
Inlet or Exhaust System
Restriction
Inspect intake air filter and replace if clogged/dirty.
Check exhaust backpressure pre catalyst is within
specification.
Inspect exhaust catalyst and replaced if clogged or
damaged.
Base engine issue Refer to engine troubleshooting guide.
ECU software issue
Upload newest firmware and calibration using service
tool.
TMAP Sensor failure
Check manifold pressure = barometric pressure +- 10
mBar at key on using service tool, replace sensor if not.
Check intake temperature > ambient air temperature
using service tool, replace sensor if not.
Throttle Body Failure
Check that throttle fully opens and closes immediately
after turning engine off
Check that TAobj = Throttle angle using service tool
Transmission Malfunction Refer to transmission troubleshooting guide.

Engine speed hunting at idle and other speed and load conditions

Fuel Level Low Inspect tank fuel level, replace tank if necessary.
Incorrect coolant temperature
Check 80 < Water temp < 105 after engine is warmed.
If not then:
Check coolant level.
Check for loose or damaged water pump belt.
Check for restricted air or water flow through radiator.
Bleed air from coolant system at regulator.

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Replace thermostat.
Check rail fuel pressure is > 1800 mBar at key on.
Check 0.8< KFLamAD<1.2 at all engine conditions.
hoses/nozzles.
necessary.
Check liquid and gaseous fuel filters, replace if clogged
or dirty.
Check pre and post catalyst O2 sensor voltage.
averages 300 to 600 mV using dealer service tool.
Check base ignition timing.
TMAP Sensor failure
mBar at key on using service tool, replace sensor if not.
Throttle Body Failure
Check if throttle fully opens and closes immediately
after engine shutdown.
If not, replace with new throttle body and test
performance.

Engine backfires

Fuel system malfunction Check rail fuel pressure is > 1800 mBar at key on.
Check 0.8< KFLamAd<1.2 at all engine conditions.
hoses/nozzles.
necessary.
Check liquid and gaseous fuel filters, replace if
clogged or dirty.
Ignition system malfunction Inspect and replace spark plugs if needed.
Check base timing.
Check resistance across coil terminals is within
specification.
TMAP Sensor failure Check sensor is connected.

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mBar at key on using service tool, replace sensor if
not.
Exhaust system malfunction Check for exhaust leaks.
Check for blown out/damaged muffler.
Base engine malfunction Check cylinder compression, look for valve leakage.

Engine knocking

If not then:
Check for restricted air or water flow through
radiator.
Replace thermostat.
Engine Oil condition Check oil level and refill if low or in poor condition
Poor fuel quality Replace tank with another source and recheck.
Carbon deposits in combustion
chamber
Treat engine with combustion chamber cleaner.
Fuel system malfunction Check rail fuel pressure is > 1800 mBar at key on.
hoses/nozzles.
necessary.
clogged or dirty.
Ignition system malfunction Check base timing.
Spark plugs heat range too low, replace with higher
heat range.
TMAP Sensor failure
Check sensor is connected to harness.
not.

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Base engine issue
Check cylinder compression is within specification
Refer to engine troubleshooting guide.

Engine run-on after shut down

Leaky injectors Investigate injectors as per injector maintenance
instructions.
Run injector leakage active diagnostic using dealer
service tool
Combustion Hot spots Refer to base engine trouble shooting guide.
Ignition Switching Check that power to ECU is shut off at key off.

Engine misfires

Fuel system malfunction Inspect fuel rail for leaks and/or blockages, replace if
necessary.
hoses/nozzles.
Check rail fuel pressure is > 1800 Bar at key on.
clogged or dirty.
specification.
TMAP Sensor failure
mBar at key on using dealer service tool, replace
sensor if not.
using dealer service tool, replace sensor if not.

Poor fuel economy

Check pre and post catalyst O2 sensor voltage.

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Fuel system malfunction Inspect fuel rail for leaks and/or blockages, replace if
necessary.
clogged or dirty.
hoses/nozzles.
specification.
If not then:
radiator.
Replace thermostat.
TMAP Sensor failure
Check manifold pressure = barometric pressure +-10
not.
Base engine issue
Refer to engine troubleshooting guide for possible
problem resulting in poor compression.
Inlet or exhaust system
restriction
Inspect intake air filter and replace if clogged/dirty.
Check exhaust backpressure pre catalyst is within
specification.
Inspect exhaust catalyst and replaced if clogged or
damaged.

High idle speed (above the set point of 750 rpm)

If not then:
radiator.
Replace thermostat.
Throttle Body Failure Check that throttle opens fully and closes immediately
following engine shutdown.

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If not, replace with new throttle body and retest.

Exhaust emissions seem excessive

If not then:
radiator.
Replace thermostat.
Fuel system malfunction Inspect and replace any plugged or damaged injection
hoses/nozzles.
necessary.
Check 0.8< KFLamAd <1.2 at all engine conditions.
clogged or dirty.
specification.
TMAP Sensor failure
not.
Exhaust system malfunction Check for exhaust leaks.
Check pre catalyst exhaust pressure is within
specification.
Check for damaged catalyst.

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To use this section you must first obtain a trouble code, either by use of the MIL or the
service tool. Once you have a trouble code, find the corresponding code from this
section and follow the written instructions. Once the problem is detected and fixed, the
code can be cleared as per the instructions in Section 4.

DTC 5: Fuel shutoff valve A control circuit / open
Possible Causes
A. Fuel shutoff valve disconnected
B. Harness is shorted to ground
C. Harness wires are broken/damaged
D. Fuel shutoff valve defective
E. ECU defective

1. Is the fuel shutoff valve connected?
-Yes: Go to 2.
-No: Reconnect and test again
2. Disconnect EV RP connector (shutoff valve on reducer) and test for continuity
between connector terminals and chassis ground.
-No Continuity on Pin 2, or Pin 1 with Key Off: Go to 3.
-Continuity on Pin 1 or Pin 2: Locate and rectify short to ground.
3. Test for continuity between EV RP connector Pin 1 and ECU Pin O1, and EV RP
connector Pin 2 with ECU Pin P4 and Main Relay Pin 87.
-Continuity: Go to 4.
-No Continuity: Locate and rectify break in harness wiring
4. Test resistance between terminal A and B on fuel shutoff valve.
-13 +/- 3 ohm: Go to 5.
-Resistance out of specification: Replace fuel shutoff valve
5. Test fuel shutoff valve connector Pin 2 voltage output at Key On.
- EV RP connector Pin 2 is battery voltage: Go to 6
- EV RP connector Pin 2 is not battery voltage:
Check ECU pin P4 has battery voltage with key-on.
If P4 has battery voltage: Check wire harness for damage
between ECU pin P4 and EV RP connector Pin 2.
If P4 does not have battery voltage: Inspect and replace main
engine relay that sources VBAT and feeds current to ECU Pin
6. Test fuel shutoff valve connector Pin1 voltage at Key On.
-Pin 1 is not continuous with Chassis ground:
Check ECU main ground connections
Replace ECU diagnosed as faulty

DTC 69: Manifold absolute pressure / Barometric pressure correlation
Possible Causes
A. Manifold pressure sensor disconnected
Section 6
TROUBLE SHOOTING BY DTC

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C. Harness wires are broken damaged
D. MAP Sensor is defective
E. Barometric pressure sensor is defective
F. ECU defective

1. Is the T-MAP sensor connected to harness?
-Yes: Go to 2.
2. Test for continuity between harness connector Pins and Chassis Ground with ECU in
key-off mode.
-Only Pin 4 is continuous: Go to 3.
-Pins 1, 2 or 3 are continuous: Locate and rectify short in harness
3. Test harness continuity.
Continuities are T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 4 --- ECU C4 : Go to 4
Anything other than above: Locate and Rectify harness damage. Look for cuts,
nicks and pinched or melted wires.
4. Test manifold pressure sensor output with engine key-on but not rotating (0 RPM).
-Manifold pressure is reported in Juniper service tool and should equal actual
atmospheric* pressure +/- 50 mBar at Key On: Go to 5.
-If the manifold pressure is not equal to atmospheric pressure at Key On:
Replace MAP sensor
- *For reference, check barometric pressure sensor value
-Barometric sensor is reported in Juniper service tool = atmospheric pressure +/-
50 mBar: Go to 6.
6. Test ECU voltage outputs at Key On.
-Connector T-MAP Connector Pin 1 is 5 +/- 0.5V
T-MAP Connector Pin 2 is 5 +/- 0.5V
T-MAP Connector Pin 4 is 0 +/- 0.5V: Nominal
-Voltage outputs out of specification: Replace ECU

DTC 87: Fuel rail / system pressure too low

Possible Causes
A. Fuel level very low or fuel is extremely cold
B. Fuel rail pressure sensor (PRAIL) disconnected
C. Harness shorted or damaged
D. Liquid or gaseous fuel filters are dirty
E. Fuel regulator out of specification (causing abnormally low pressure)
F. PRAIL sensor defective
G. ECU defective

1. Check fuel supply pressure.
- Fuel tank shut-off valve must be open.
-The LPG tank temperature must be sufficient to create adequate vapor pressure
(typically above -10 C or + 14 F for good quality propane).
-Fuel tank is not empty: Go to 2.

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-Fuel tank empty: Replace with a full tank and retest
2. Is the PRAIL sensor connected?
-Yes: Go to 3.
-No: Reconnect and test
3. Test harness for short to ground with Key Off.
-Only Pin 1 is continuous with chassis ground: Go to 4.
-Pins other than 1 are continuous with ground: Locate and rectify harness short
4. Test Continuity of harness in Key off mode.
-Continuities are TP Rail connector Pin 1 --- ECU C4
TP Rail connector Pin 2 --- ECU E1
TP Rail connector Pin 3 --- ECU D1
TP Rail connector Pin 4 --- ECU C3: Go to 5.
-Anything other than above: Locate and rectify damage in harness
5. Test voltage outputs from ECU at PRAIL connector while disconnected at Key On
-Voltages are TP Rail connector Pin 1 --- Chassis ground
TP Rail connector Pin 2 --- 5 +/- 0.5V
TP Rail connector Pin 4 --- 5 +/- 0.5V: Go to 6.
-Voltages are out of specification: Replace ECU
6. Test Fuel pressure using Juniper service tool with regulator shutoff valve
disconnected, and fuel line disconnected from fuel rail.
-Reported absolute fuel pressure is equal to local atmospheric pressure +/- 100
mBar: Go to 7.
-Reported absolute fuel pressure is not equal to atmospheric pressure +/- 100
mBar: Replace PRAIL sensor
7. Test Fuel pressure at Idle using Juniper Service tool.
-Reported fuel pressure relative to manifold absolute pressure is less than 1100
mBar: Replace gaseous fuel filter, if problem persists replace regulator.

DTC 88: Fuel rail / system pressure too high

This diagnostic checks for excessive fuel rail pressure.

Possible Causes
A. Fuel rail pressure sensor (PRAIL) disconnected
B. Harness shorted or damaged
C. PRAIL sensor defective
D. Fuel regulator defective
D. ECU defective

1. Is the PRAIL sensor connected?
-Yes: Go to 2.
-No: Reconnect and test
2. Test harness for short to ground with Key Off.
-Only Pin 1 is continuous with chassis ground: Go to 3.
-Pins other than 1 are continuous with ground: Locate and rectify harness short
3. Test Continuity of harness in Key Off mode.
-Continuities are TP Rail connector Pin 1 --- ECU C4
TP Rail connector Pin 2 --- ECU E1
TP Rail connector Pin 3 --- ECU D1

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TP Rail connector Pin 4 --- ECU C3: Go to 4.
-Anything other than above: Locate and rectify damage in harness
4. Test voltage outputs from ECU at PRAIL connector while disconnected and Key On
-Voltages are TP Rail connector Pin 1 --- Chassis ground
TP Rail connector Pin 4 --- 5 +/- 0.5V: Go to 5.
-Voltages are out of specification: Replace ECU
5. Test Fuel pressure using Juniper service tool with regulator shutoff valve
disconnected, and fuel line disconnected from fuel rail.
-Reported absolute fuel pressure is equal to local atmospheric +/- 100 mBar: Go
to 6.
-Reported absolute fuel pressure is not equal to local atmospheric +/- 100 mBar:
Replace PRAIL sensor
6. Test Fuel pressure at Key ON using Juniper service tool with regulator shutoff valve
and all fuel lines connected.
-Reported fuel pressure is higher than 3000 mBar (absolute): Replace regulator

DTC 93: Fuel system leak detected Large leak

This diagnostic looks for leaks between the regulator and the injector fuel rail. It can
detect gross leaks in various connections / hoses and even minute seat leaks in the
injectors as they age and wear.

Possible Causes
A. Disconnected / loose fuel line or fittings
B. Damaged/leaking fuel line
C. Damaged/leaking fuel filter
D. Damaged/leaking fuel rail and injectors
E. Damaged/leaking regulator

1. Check that all fuel lines are connected.
-Yes: Go to 2.
-No: Reconnect and retest
2. Check fuel lines between regulator and fuel rail, including fuel filter, for gas leaks
using a soap/water solution with Key On.
-No visible leaks or bubbles: Go to 3.
-Visible leaks/bubbles: Replace damaged fuel hose components, seals, or clean
and tighten loose connections. .
3. Check fuel rail for external leaks using soap/water solution with Key On.
-No obvious leaks: Go to 4.
-Visible leaks/bubbles: Clean and tighten loose components, replace fuel rail if
necessary
4. Check fuel rail for internal leaks by disconnecting fuel injection hoses (to the intake
ports) from fuel rail and checking for significant fuel flow at fuel rail outlets with Key On.
-No fuel exiting fuel rail outlets: Go to 5.
-Fuel exiting any injection outlets: Replace fuel rail
5. Check regulator joints and fittings for leaks using soap/water solution at Key On.

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-Leaks/bubbles present: Tighten component(s) to specification or replace
regulator if necessary. It may be possible to use a regulator rebuild kit if a trained
technician understands the factor guidelines for regulator (reducer) rebuilding.

DTC 94: Fuel system leak detected Small leak

This diagnostic looks for leaks between the regulator and the injector fuel rail. It can
detect gross leaks in various connections / hoses and even minute seat leaks in the
injectors as they age and wear.

Possible Causes
A. Damaged/leaking fuel/ loose line or fittings
B. Damaged/leaking fuel filter
C. Damaged/leaking fuel rail and injectors
D. Damaged/leaking regulator

1. Check fuel lines between regulator and fuel rail, including fuel filter, for gas leaks
using a soap/water solution with Key On.
-No visible leaks or bubbles: Go to 2.
-Visible leaks/bubbles: Replace damaged fuel hose components, seals, or clean
and tighten loose connections
2. Check fuel rail for external leaks using soap/water solution with Key On.
-No obvious leaks: Go to 3.
-Visible leaks/bubbles: Clean and tighten loose components, replace fuel rail if
necessary
3. Check fuel rail for internal leaks by disconnecting fuel injection hoses (to the intake
ports) from fuel rail and checking for trace fuel flow at fuel rail outlets with Key On.
-No fuel exiting fuel rail outlets: Go to 4.
-Fuel exiting any injection outlets: Replace fuel rail
4. Check regulator joints and fittings for leaks using soap/water solution at Key On.
-Leaks/bubbles present: Tighten component(s) to specification or replace
regulator if necessary. It may be possible to use a regulator rebuild kit if a trained
technician understands the factor guidelines for regulator (reducer) rebuilding

DTC 107: Manifold absolute pressure circuit low input

This diagnostic checks to see if the MAP sensor voltage is within the expected range. It
issues a code if the apparent voltage is too low.

Possible Causes
E. ECU defective

1. Is the MAP sensor connected?
-Yes: Go to 2.

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2. Test for continuity between connector Pins and Chassis Ground
-Continuities are T-MAP Connector Pin 1 --- ECU C1
-Anything other than above: Locate and Rectify harness damage
4. Test ECU voltage outputs at Key On and connector disconnected from the MAP
sensor.
T-MAP Connector Pin 4 is 0 +/- 0.5V: Go to 5.
-Voltage outputs out of specification: Replace ECU to see if problem can be
eliminated.
5. Test manifold pressure sensor output.
-If the manifold pressure not equal to atmospheric* +/- 50 mbar pressure at Key
On: Replace MAP sensor
- *For reference, check barometric pressure sensor value with service tool.

DTC 108: Manifold absolute pressure circuit high input

This diagnostic checks to see if the MAP sensor voltage is within the expected range. It
issues a code if the apparent voltage is too high.

Possible Causes
B. Harness is shorted to power
E. ECU defective

-Yes: Go to 2.
2. Test for battery voltage at connector Pins with Key off
-No voltage at connector: Go to 3.
-Voltage at connector: Locate and rectify short to power in harness
4. Test ECU voltage outputs at Key On and connector disconnected from the MAP
sensor.

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-Voltage outputs out of specification: Check for shorts to battery voltage, replace
ECU if none
5. Test manifold pressure sensor output.
-If the manifold pressure not equal to atmospheric +/- 50 mbar pressure at Key
On: Replace MAP sensor
- *For reference, check barometric pressure sensor value with service tool.

DTC 112: Intake air temperature sensor 1 circuit low

This diagnostic senses an out of range error (low voltage) for the intake temperature
sensor found in the T-MAP sensor mounted on the intake manifold.

Possible Causes
A. Manifold temperature/pressure sensor disconnected
D. Temperature circuit in T-MAP sensor is defective
E. ECU defective

1. Is the Manifold Temperature/pressure sensor connected?
-Yes: Go to 2.
5. Test manifold intake temperature sensor output with Juniper service tool.
-With a warm or cold engine, the reported intake temperature should typically be
between that ambient air temperature or less than coolant temperature at Key On. If
possible, let the engine cool down and the intake temperature should approach ambient
temperature as will the coolant temperature sensor. If there is a large discrepancy (more
than +/- 5C (9 F) variance), then replace the T-MAP sensor as it may be out of
calibration.

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FUEL SYSTEM 02(L-HMC) 6-8
DTC 113: Intake air temperature sensor 1 circuit high

This diagnostic senses an out of range error (high voltage) for the intake temperature
sensor found in the T-MAP sensor mounted on the intake manifold.

Possible Causes
D. Temperature circuit in T-MAP Sensor is defective
E. ECU defective

-Yes: Go to 2.
2. Test for battery voltage at connector Pins with Key off
-No battery voltage at connector: Go to 3.
-Battery voltage at connector: Locate and rectify short to power in harness
ECU if none
- With a warm or cold engine, the reported intake temperature should typically be
temperature as will the coolant temperature sensor. If there is a large discrepancy (more
than +/- 5C (9 F) variance), then replace the T-MAP sensor as it may be out of
calibration.

DTC 117: Engine coolant temperature circuit low

This diagnostic senses an out of range error (low voltage) for the engine coolant
temperature (ECT) sensor found.

Possible Causes
A. Coolant temperature sensor disconnected
D. Temperature Sensor is defective
E. ECU defective

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1. Is the coolant temperature sensor connected?
-Yes: Go to 2.
-Pin 2 is continuous: Locate and rectify short in harness
3. Disconnect ECT connector and test harness continuity.
-Continuities are ECT connector Pin 1 --- ECU L3
ECT connector Pin 2 --- ECU D2: Go to 4
4. Test ECU voltage outputs at Key On with sensor disconnected.
-Connector ECT connector Pin 1 is 0 +/- 0.5V
ECT connector Pin 2 is 5 +/- 0.5V: Go to 5.
-Voltage values out of specification: Check for shorts to battery voltage, replace
ECU if none
5. Test coolant temperature sensor output with Juniper service tool.
-If reported coolant temperature is less that ambient or greater than 125 degrees
C at Key On: Replace Coolant temperature sensor

DTC 118: Engine coolant temperature circuit high

This diagnostic senses an out of range error (high voltage) for the engine coolant
temperature (ECT) sensor found.

Possible Causes
A. Coolant temperature sensor disconnected
E. ECU defective

-Yes: Go to 2.
2. Test for voltage at connector with Key Off.
-No voltage present: Go to 3.
-Voltage present: Locate and rectify short to power in harness
-Voltage values out of specification: Check for shorts to battery voltage, replace
ECU if none

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DTC 122: Throttle position sensor A circuit low
Possible Causes
A. Electronic throttle body disconnected
D. Electronic throttle body is defective
E. ECU defective

1. Is the electronic throttle body connected?
-Yes: Go to 2.
2. Test for continuity between connector Pins and Chassis Ground with Key Off.
-Other Pins are continuous to ground: Locate and rectify short in harness
-Continuities are Throttle body connector Pin 1 --- ECU G3
Throttle body connector Pin 2 --- ECU F3
Throttle body connector Pin 3 --- ECU Q3
Throttle body connector Pin 4 --- ECU G4
Throttle body connector Pin 6 --- ECU F4: Go to 4
-Connector Throttle body connector Pin 1 is 3.75 +/- 0.5V
Throttle body connector Pin 2 is 5 +/- 0.5V
Throttle body connector Pin 4 is 3.75 +/- 0.5V
Throttle body connector Pin 6 is 0 +/- 0.5V: Go to 5.
-If voltage outputs are out of specification: Check for shorts to battery voltage,
replace ECU if none
5. Test TPS 1 output with Juniper service tool at Key On.
-if TPS 1 output is not 1.5 +/- 0.5 V: Replace throttle body

DTC 123: Throttle position sensor A circuit high

Possible Causes
E. ECU defective

-Yes: Go to 2.
2. Test for voltage between connector Pins and Chassis Ground with Key Off.
-voltage present: Locate and rectify short to power in harness

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-Continuities are Throttle body connector Pin 1 --- ECU G3
Throttle body connector Pin 2 --- ECU F3
Throttle body connector Pin 4 --- ECU G4
Throttle body connector Pin 6 --- ECU F4: Go to 4
-Connector Throttle body connector Pin 1 is 3.75 +/- 0.5V
Throttle body connector Pin 4 is 3.75 +/- 0.5V
Throttle body connector Pin 6 is 0 +/- 0.5V: Go to 5.
replace ECU if none
-TPS 1 output not 1.5V +/- 0.5 V: Replace throttle body

DTC 126: Insufficient coolant temperature for stable operation

Possible Causes
A. Extremely low ambient temperature, engine not warmed
B. Coolant temperature sensor disconnected
C. Coolant level low
D. Coolant thermostat defective
E. Harness is shorted to ground
F. Harness wires are broken/damaged
G. Temperature Sensor is defective
H. ECU defective

1. Let the engine idle for 5 minutes and test foot pedal response.
-No response: Go to 2.
-Yes: Go to 3.
3. Check coolant level.
-Fluid level nominal: Go to 4.
-Fluid level low: Fill according to coolant filling / air bleeding procedure and test
again
-If Only Pin 1 is continuous: Go to 3.
-If Pin 2 is continuous: Locate and rectify short in harness
-If there is anything other than above: Locate and Rectify harness damage

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replace ECU if there are none
-If reported coolant temperature is between ambient temperature and 125
degrees C at Key On: Go to 6.
6. Drain coolant and remove thermostat to test thermostat functionality in boiling water
with thermometer as a reference (if possible).
-If thermostat does not open fully by 92 degrees C (198 degrees F): Replace
thermostat

DTC 127: Intake air temperature too high

This diagnostic detects excessively warm intake air temperature.

Possible Causes
B. Engine is overheating
E. ECU defective

-Yes: Go to 2.
2. Check coolant level.
-Fluid level nominal: Go to 3.
-Fluid level low: Fill coolant according to procedure and retest
T-MAP Connector Pin 4 --- ECU C4: Go to 5
5. Test ECU voltage outputs at Key On with sensor disconnected
6. Check coolant temperature with Juniper service tool.
-if coolant is greater than ambient temperature and less that 120 degrees C: Go
to 7

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-Coolant is greater than 120 degrees C: Drain coolant and test thermostat
functionality
-Reported intake temperature is significantly less that ambient or greater than
coolant temperature at Key On: Replace T-MAP sensor (as temperature sub-circuit may
have failed.)

DTC 129: Barometric pressure too low

This diagnostic detects the barometric absolute pressure sensor (BAP) failure. Because
the BAP is internal to the ECU (mounted directly on the motherboard) it cannot be
accessed for replacement. An out of range value will automatically cause software to
default to a fixed value and issue the DTC 129.

Possible Causes
A. Plugged ECU vent hole
B. Defective ECU circuitry or sensor

1. Check that the vent hole on the ECU (black button-sized plastic insert in center of die-
cast cover) is not obstructed by oily deposits, sealant or paint that prevents air from
moving in/out (note: this type of failure is highly unlikely. However, if the vent was in fact
sealed, and air in ECU was trapped, significant BAP errors inside ECU would be driven
by large altitude changes (at least 500 m or 1500 feet), significant weather changes and
normal under hood temperature changes (cold starting / hot running/ hot re-start).
2. Check barometric pressure using Juniper service tool at key-on / 0 rpm.
-If the reported barometric pressure is more than +/-100 mBar of the actual
atmospheric pressure and the MAP signal, then the code will be issued. Note that small
errors (such as 50 mbar) do not significantly affect control system accuracy due to
closed loop correction.
- If the vent is clear then replace the ECU

DTC 131: O2 sensor circuit low voltage bank 1 sensor 1,
DTC 132: O2 sensor circuit high voltage bank 1 sensor 1,
DTC 135: O2 Sensor Heater circuit bank 1 sensor 1

Possible Causes
A. Pre Catalyst oxygen sensor disconnected
C. Harness wires are broken/damaged/shorted to power - Vref wire (i.e. 3.3 V or 5.0 V)
or Vbat wire (12 V to 14 V).
D. Pre catalyst oxygen sensor or internal heater is defective
E. ECU defective

1. Is the pre catalyst oxygen sensor connected?
-Yes: Go to 2.
-Other Pins are continuous: Locate and rectify short in harness

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-Continuities are Lambda 1 connector Pin 1 --- ECU M4
Lambda 1 connector Pin 2 --- ECU L1
Lambda 1 connector Pin 3 --- ECU M2
Lambda 1 connector Pin 4 --- ECU P4: Go to 4
-Connector Lambda 1 connector Pin 1 is 0 +/- 0.5V
Lambda 1 connector Pin 2 is 2 +/- 1V
Lambda 1 connector Pin 3 is 0 +/- 0.5V
Lambda 1 connector Pin 4 is a complex duty cycle modulated
battery voltage. It is best to check with a fast acting multimeter when
sensor is cold. Look for a peak voltage near the battery voltage and also
determine averaged voltage (which changes with time as sensor warms
up). If there is no activity go to 5.
-If voltage outputs are out of specification: Check for shorts to battery voltage or
other reference voltages in harness, replace ECU if no harness faults found.
5. Test oxygen sensor 1 output with Juniper service tool at warm idle.
-If oxygen sensor does not cycle between low (less than 250 mV) and high
(greater than 650 mV): Replace pre catalyst oxygen sensor.

DTC 137: O2 sensor circuit low voltage bank 1 sensor 2,
DTC 138: O2 sensor circuit high voltage bank 1 sensor 2,
DTC 141: O2 Sensor Heater circuit bank 1 sensor 2

Possible Causes
A. Post Catalyst oxygen sensor disconnected
D. Post catalyst oxygen sensor or internal heater is defective
E. ECU defective

1. Is the post catalyst oxygen sensor connected?
-Yes: Go to 2.
Lambda 2 connector Pin 4 is a complex duty cycle modulated
battery voltage. It is best to check with a fast acting multimeter when

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sensor is cold. Look for a peak voltage near the battery voltage and also
determine averaged voltage (which changes with time as sensor warms
up). If there is no activity go to 5.
- If voltage outputs are out of specification: Check for shorts to battery voltage or
other reference voltages in harness, replace ECU if no harness faults found.
5. Test oxygen sensor 2 output with Juniper service tool at warm idle in closed loop
mode with no other DTCs.
-Oxygen sensor should average between 200 mV and 700 mV: If not replace
post catalyst oxygen sensor.

DTC 168: Fuel temperature too high

Possible Causes
A. Fuel rail temperature/pressure sensor disconnected
D. Fuel rail temperature/pressure sensor is defective
E. Engine operating above normal coolant temperature
F. ECU defective

1. Is the Fuel rail temperature/pressure sensor connected?
-Yes: Go to 2.
-Continuities are TP Fuel Rail Connector Pin 1 --- ECU C4
TP Fuel Rail Connector Pin 2 --- ECU E1
TP Fuel Rail Connector Pin 3 --- ECU D1
TP Fuel Rail Connector Pin 4 --- ECU C3: Go to 4
4. Test ECU voltage outputs at Key On with TP fuel rail sensor disconnected:
-Connector TP Fuel Rail Connector Pin 1 is 0 +/- 0.5V
TP Fuel Rail Connector Pin 2 is 5 +/- 0.5V
TP Fuel Rail Connector Pin 4 is 5 +/- 0.5V: Go to 5.
ECU if none
5. Is the engine coolant temperature greater than 105 degrees C as reported by Juniper
service tool?
-No: Go to 6.
-Yes: Determine and rectify reason for engine coolant over temperature
6. Check fuel temperature as reported by Juniper service tool after allowing engine to
cool to ambient temperature. Touch fuel rail to assess that it is near ambient
temperature.
-Rail temperature differs from ambient by more than 20 degrees C: Fuel rail
temperature/pressure sensor is defective, replace with new sensor.

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DTC 171: System too lean
DTC 172: System too rich

Possible Causes

A. Fuel pressure out of specification
B. Pre Catalyst oxygen sensor disconnected
C. Harness is shorted to ground
D. Harness wires are broken/damaged
E. Pre Catalyst oxygen sensor is defective
F. Fuel rail/ injection hoses damaged/plugged
G. Base engine out of specification
H. ECU defective

1. Is the fuel level or pressure too low?
-No: Go to 2
-Yes: Replace fuel tank
-Yes: Go to 3
-No: Connect and retest
3. Is the absolute fuel rail pressure greater than 2000 mBar and less than 3000 mBar at
Key on?
-Yes: Go to 4
-No: Ensure fuel shutoff valve is operating, if problem persists, replace regulator
or service shutoff valve itself (trained personnel only).
idle?
-Yes: Go to 5
-No: Ensure manifold vacuum reference is connected to regulator, then replace
gaseous fuel filter if problem persists
5. Test for continuity between pre-catalyst O2 sensor connector Pins and Chassis
Ground with Key Off.
-Only Lambda 1 connector Pin 1 is continuous: Go to 6.
6. Test pre-catalyst O2 sensor harness continuity.
Lambda 1 connector Pin 2 is 2 +/- 1V battery V : Go to 8.
Lambda 1 connector Pin 4 is battery V
ECU if none
8. Compare oxygen sensors 1 and 2 outputs using Juniper service tool at warm idle.
-Both sensors are reading continuously rich (greater than 450 mV) or
continuously lean (less than 450 mV) or are cycling through 450 mV: Go to 9

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-One sensor reads lean (less than 450 mV) while the other reads rich (greater
than 450 mV): Replace pre catalyst oxygen sensor
9. Check for fuel injector leakages using active diagnostic procedure in Juniper service
tool.
-Leakage is less than 10 mBar: Go to 10
-Leakage is greater than 10 mBar: Inspect injectors and gaseous fuel lines for
leaks, replace fuel injector rail.
10. Compare short term fuel trim using Juniper service tool at idle with another fuel rail.
-short term fuel trims differ by less than 0.05: Go to 11
-Short term fuel trims differ by more than 0.05: Replace fuel rail
11. Inspect whether base engine is within specification, including cylinder compression,
valve clearances, intake and exhaust leaks.
-Especially look for leakage through the intake valve as this can reduce
volumetric efficiency.
- On older engines or those with poor oil maintenance assess the combustion
blow (past piston rings) by at idle by pulling the PCV valve out of the valve cover
(allowing fresh air to enter PCV valve and flow to intake manifold) and determine if the
short term fuel trim changes by at least 15% indicating significantly increased airflow and
better volumetric efficiency. If the blow-by is high at idle, piston rings and the cylinder
walls may dictate an engine rebuild.
-Repair any issues found

DTC 182: Fuel temperature sensor A circuit low
DTC 183: Fuel temperature sensor A circuit high
DTC 192: Fuel rail pressure sensor circuit low
DTC 193: Fuel rail pressure sensor circuit high

Possible Causes
D. Fuel rail temperature/pressure sensor is defective
E. ECU defective

-Yes: Go to 2.
-Continuities are TP Fuel Rail Connector Pin 1 --- ECU C4
TP Fuel Rail Connector Pin 2 --- ECU E1
TP Fuel Rail Connector Pin 3 --- ECU D1
TP Fuel Rail Connector Pin 4 --- ECU C3: Go to 4
-Connector TP Fuel Rail Connector Pin 1 is 0 +/- 0.5V

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TP Fuel Rail Connector Pin 4 is 5 +/- 0.5V : Go to 5.
ECU if none
5. Check temperature and pressure values with Juniper service tool at idle.
The temperature of the fuel should between room temperature and coolant
temperature.
The absolute fuel rail pressure is greater than 1200 mBar and less than 2200
mbar.
-No: Go to 6

6. Check for similar DTC and operational values using another TP Fuel rail sensor or
complete rail.
-Cleared DTC does not return with new sensor/ fuel rail, but does when returning
to original parts: Replace T-MAP sensor and verify codes when away.

DTC 217: Engine coolant over temperature condition

Possible Causes
A. Coolant level low
B. Low airflow: Radiator air flow blocked/restricted
C. Low water flow: water pump belt broken, slipping or air lock in coolant flow
D. Thermostat defective
E. Coolant temperature sensor disconnected
F. Harness is shorted to power
G. Harness wires are broken/damaged
H. Engine coolant temperature (ECT) sensor is defective
H. ECU defective

1. Is the coolant level full?
-Yes: Go to 2
-No: Fill coolant and follow coolant bleed procedure
2. Is the vaporizer/regulator at coolant temperature?
-Yes: Go to 3
-No: Perform coolant bleed procedure
-Yes: Go to 4.
4. Test for voltage at coolant sensor connector with Key Off.
-Continuities are ECT sensor connector Pin 1 --- ECU L3
ECT sensor connector Pin 2 --- ECU D2: Go to 6
-Connector ECT sensor connector Pin 1 is 0 +/- 0.5V
ECT sensor connector Pin 2 is 5 +/- 0.5V: Go to 7.
ECU if none
7. Test coolant temperature sensor output with Juniper service tool at Key On.

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-Reported coolant temperature is between ambient and 125 degrees C: Go to 8
-Reported coolant temperature is significantly less than ambient or greater than
125 degrees C at Key On: Replace Coolant temperature sensor
8. Drain coolant, remove thermostat and test operation in boiling water.
-Thermostat does not open before boiling water: Replace thermostat, refill
coolant, and perform coolant bleed procedure
9. Check for obvious mechanical faults in cooling system and repair:
- air locks in coolant system
- air restrictions or debris in radiator
- water pump belt tension or belt failed

DTC 219: Engine over-speed

Possible Causes
A. Forklift was accelerated down a steep grade and engine braking/governing was
insufficient to limit speed.
B. Intake manifold vacuum leak
C. Throttle body defective

1. Clear active DTC with Juniper tool or by cycling ignition on and off 4 times with at
least 20 seconds in each state before changing. Start the engine and depress foot pedal
to full throttle in neutral.
-DTC does not return: Likely a false positive due to driving on a steep grade
-DTC returns: Go to 2
2. Inspect intake manifold, fuel hoses, th rottle body, PCV, and vaporizer map reference
for source of a vacuum leak.
-No obvious vacuum leaks: Go to 3
-Vacuum leak found: correct and clear DTC
3. Remove air intake hose and inspect throttle valve at key on.
-Throttle is approximately 20 % open: Go to 4
-Throttle is not 20% open: Replace electronic throttle body
4. Inspect throttle valve after keying off (with Key On for 20 seconds minimum)
-Throttle valve does not sweep fully open and closed (programmed for once
every 5 key-on cycles): Replace electronic throttle body

DTC 222: Throttle position sensor B circuit low
DTC 223: Throttle position sensor B circuit high

Possible Causes
B. Harness is shorted to ground or power
E. ECU defective

-Yes: Go to 2.

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-Continuities are Electronic throttle body connector Pin 1 --- ECU G3
Electronic throttle body connector Pin 2 --- ECU F3
Electronic throttle body connector Pin 3 --- ECU Q3
Electronic throttle body connector Pin 4 --- ECU G4
Electronic throttle body connector Pin 6 --- ECU F4: Go to 4
-Connector Electronic throttle body connector Pin 1 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 2 is 5 +/- 0.5V
Electronic throttle body connector Pin 4 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 6 is 0 +/- 0.5V: Go to 5.
ECU if none
-TPS 2 output not 3.6 +/- 0.5 V: Replace throttle body

DTC 261: Cylinder 1 injector circuit low
DTC 262: Cylinder 1 injector circuit high

Possible Causes
A. Fuel injector is disconnected
D. Injector solenoid is defective
E. ECU defective

1. Are all injectors connected?
-Yes: Go to 2.
2. Test for continuity between connector Pins and Chassis Ground with Key On.
-No pins are continuous with ground: Go to 3.
-A Pin is continuous: Locate and rectify short to ground in harness
3. Test for battery voltage between connector Pins and Chassis Ground with Key Off.
-No pins are powered: Go to 4.
4. Test for battery voltage between connector Pins and Chassis Ground with Key On.
-Only Pin 1 is powered: Go to 5.

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-Voltage present on Pin 2: Locate and rectify short to power in harness
-Continuities are (for connectors Inj Gas1, Inj Gas2, Inj Gas3, Inj Gas4)
Pin 1 --- ECU P4 and main relay Pin 87
Pin 2 --- ECU Q1, P1, P2, Q2 respectively (follow wiring
chart): Go to 6
6. Test ECU voltage outputs at Key On (for connectors Inj Gas1, Inj Gas2, Inj Gas3, Inj
Gas4) with injector disconnected
-Connector Pin 1 is battery voltage +/- 0.5V
Pin 2 is 1 +/- 1V: Go to 7.
ECU if none
7. Carefully test resistance of injector solenoids across 2 pins with a quality multimeter:
-Resistance should typically be 3.1+/- 0.5 Ohms: Other wise replace solenoid

DTC 336: Crankshaft position sensor A circuit range / performance

Possible Causes
A. Crankshaft position sensor (CKPS) is disconnected
D. CKPS is not mounted flush with housing
E. CKPS is defective
F. ECU defective

1. Is the CKPS connected?
-Yes: Go to 2.
2. Is the CKPS mounted flush with the bell housing?
-Yes: Go to 3
-No: Remount sensor flush, removing o-ring if necessary
-Also verify CKPS clearance to flywheel markings. This should be to Hyundai
specifications.
-Only Crank sensor connector Pin 2 is continuous with ground: Go to 4.
-Pin 1 or 3 is continuous to ground: Locate and rectify short to ground in harness
-Continuities are
CKPS connector Pin 1 --- ECU P4 and main relay Pin 87
CKPS connector Pin 2 --- ECU L4
CKPS connector Pin 3 --- ECU J2: Go to 6
-Connector CKPS connector Pin 1 is battery voltage
CKPS connector Pin 2 is 0 +/- 0.5V
CKPS connector Pin 3 is 6.5 +/- 0.5V: Go to 7

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ECU if none
7. Test resistance across pins of CKPS.
-If resistance values are not as follows:
CKPS Pin 1 Pin 2 6 +/- 1 M Ohms
CKPS Pin 1 Pin 3 10 +/- 1 M Ohms
CKPS Pin 2 Pin 3 1.5 +/- 0.5 M Ohms
Then, replace CKPS

DTC 341: Camshaft position sensor A circuit range / performance

Possible Causes
A. Camshaft position sensor (CMPS) is disconnected
D. CMPS is not mounted flush with cylinder head
E. CMPS is defective
F. ECU defective

1. Is the CMPS connected?
-Yes: Go to 2.
2. Is the CMPS mounted flush with the cylinder head?
-Yes: Go to 3
-No: Remount sensor flush,
-Also verify CMPS clearance to camshaft lobe. This should be to Hyundai
specifications.
-Only Pin 2 is continuous with ground: Go to 4.
-Pin 1 or 3 is continuous: Locate and rectify short to ground in harness
-Continuities are
CMPS Pin 1 --- ECU P4 and main relay Pin 87
CMPS Pin 2 --- ECU N4
CMPS Pin 3 --- ECU H1: Go to 6
-Connector CMPS Pin 1 is battery voltage
CMPS Pin 2 is 0 +/- 0.5V
CMPS Pin 3 is 6.5 +/- 0.5V: Go to 7
ECU if none
7. Test resistance across pins of CMPS.
-Resistances are not CMPS Pin 1 Pin 2 2.8 +/- 1 M Ohms
CMPS Pin 1 Pin 3 5.7 +/- 1 M Ohms
CMPS Pin 2 Pin 3 1.1 +/- 1 M Ohms: Replace CMPS

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FUEL SYSTEM 02(L-HMC) 6-23

DTC 380: Glow plug / heater circuit A

The glow plug circuit is designed to drive a relay but is not used in this application. No
codes associated with the glow plug circuit should appear.

DTC 420: Catalyst system efficiency below threshold

This diagnostic feature detects catalyst function. If the catalyst is damaged or severely
aged, this code could be observed.

Possible Causes
A. Exhaust leak causing significant control errors
B. Catalysts can be damaged by
Misfire
Severe mechanical loading / shaking causing cracking/leak through
Oil additive contamination / masking of catalytic surface
Excess sulfur in fuel also causing deactivation/masking
Natural aging (sintering) in very old catalysts

1. Search entire exhaust system for exhaust leaks, or sources of fresh air getting into
exhaust stream.
-No obvious leaks: Go to 2
-Exhaust leak present: Repair exhaust
2. Check pre and post catalyst oxygen sensor voltages using Juniper service tool during
warm idle.
-Oxygen sensor 2 voltage ranges high to low nearly as often as oxygen sensor 1
This indicates that the oxygen storage capacity is diminished.
- First drive the engine at high load if possible for 10 minutes to warm catalyst up
and remove sulfur
- Also check the engine mechanical health (compression, leak-down tests and
blow-by tests see DTC 171 and 172 for procedure).
- If the code reappears within a few working days then replace the catalytic
converter

DTC 524: Engine oil pressure too low

Possible Causes
A. Oil level low
B. Oil pressure switch disconnected
C. Short or damaged harness
D. Oil pressure switch defective
E. ECU defective
F. Base engine out of specification

1. Check the oil level.
-Oil level full: Go to 2
-Oil level low: Fill oil using factory specified weight and grade
2. Is the oil pressure switch connected?

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-Yes: go to 3
-No: Connect and test again
3. Test for continuity between oil pressure switch connector Pin and Chassis Ground
with Key off.
-Pin is not continuous with ground: Go to 4.
-Pin is continuous: Locate and rectify short to ground in harness
-Continuities are Oil Pressure Switch Pin 1 --- ECU E2: Go to 5
5. Test ECU voltage output at Key On.
-Connector Pin 1 is 12 +/- 2V: Go to 6
6. Replace oil pressure switch and retest
-Low pressure warning persists: Go to 7
7. Troubleshoot base engine for low oil pressure according to Engine service manual
This is a serious mechanical fault that can lead to rapid engine failure.

DTC 562: System voltage low

Possible Causes
A. Charging fuse is broken
B. Alternator belt is slipping/damaged/missing
C. Alternator connection is loose/disconnected
D. Forklift battery is damaged/defective
E. Alternator is defective

1. Measure battery voltage with engine idling.
-Voltage is less than 13 V: Go to 2
-Voltage is greater than 13V: Charge battery and retest, replace or service
battery if DTC returns
2. Check alternator harness charging fuse for continuity.
-Fuse is continuous: Go to 3
-Fuse is broken: Replace fuse
3. Check that alternator belt is tight/functioning
-Belt is tight with no signs of wear: Go to 4
-Belt is loose/damaged/missing: Tighten or replace belt as necessary
4. Inspect alternator charge, ground, and ignition connections
-All connections are tight and free of corrosion: Go to 5
-Connections are loose or corroded: Clean and retighten connections
5. Check continuity between alternator output and forklift battery positive terminal (Clean
any deposits)
-Continuous: Go to 6
-No continuity: Locate short or break in charging harness between alternator and
battery positive terminal
6. Measure alternator signal wire voltage at Key On.
-Voltage is not battery voltage: Locate short or damage in alternator harness
-Voltage is battery voltage: Replace alternator

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Possible Causes
A. Voltage regulator in alternator is damaged/defective

1. Measure battery voltage with Key Off.
-Voltage is less than 13.5 V: Go to 2
-Voltage is greater than 13.5 V: Allow battery to rest to return to less than 13.5 V
2. Measure battery voltage with engine running at full throttle.
-Voltage is greater than 14.5 V: Replace or service alternator

DTC 642: Sensor reference voltage A circuit low
DTC 643: Sensor reference voltage A circuit high
DTC 652: Sensor reference voltage B circuit low
DTC 653: Sensor reference voltage B circuit high
DTC 698: Sensor reference voltage C circuit low
DTC 699: Sensor reference voltage C circuit high

Possible Causes
A. Engine sensors are disconnected
B. Shorted or damaged engine harness
C. ECU defective

1. Are the throttle body, rail pressure/temperature, foot pedal, and TMAP sensors
connected?
-Yes: Go to 2
2. Test Harness continuity at connectors with them disconnected from sensors.
-Continuities are
Throttle Body Pin 1 --- ECU G3 TP Fuel Rail Pin 1 --- ECU C4
Throttle Body Pin 2 --- ECU F3 TP Fuel Rail Pin 2 --- ECU E1
Throttle Body Pin 3 --- ECU Q3 TP Fuel Rail Pin 3 --- ECU D1
Throttle Body Pin 4 --- ECU G4 TP Fuel Rail Pin 4 --- ECU C3
Throttle Body Pin 5 --- ECU Q4
Throttle Body Pin 6 --- ECU F4

Foot Pedal Pin 1 --- ECU J3 T-MAP Pin 1 --- ECU C1
Foot Pedal Pin 2 --- ECU H3 T-MAP Pin 2 --- ECU C3
Foot Pedal Pin 5 --- ECU H4
Foot Pedal Pin 6 --- ECU J4: Go to 3

-Continuities are other than above: Locate break/short in harness and rectify
3. Test the sensor connector pins for continuity with ground with Key Off.
-The only grounded Pins are:
Throttle Body Pin 6 TPRail Pin 1
Foot Pedal Pin 3 TMAP Pin 4
Foot Pedal Pin 6

Go to 4
DTC 563: System voltage high

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-Other Pins are grounded: locate short to ground and rectify
4. Measure sensor connector pin voltages with Key On with sensor disconnected.
-Voltages are other than:

Throttle Body Pin 1 is 3.75 +/- 0.5V TP Fuel Rail Pin 1 --- 0 +/- 0.5V
Throttle Body Pin 2 is 5 +/- 0.5V TP Fuel Rail Pin 2 --- 5 +/- 0.5V
Throttle Body Pin 3 is 5 +/- 0.5V TP Fuel Rail Pin 3 --- 5 +/- 0.5V
Throttle Body Pin 4 is 3.75 +/- 0.5V TP Fuel Rail Pin 4 --- 5 +/- 0.5V
Throttle Body Pin 5 is 0 +/- 0.5V
Throttle Body Pin 6 is 0 +/- 0.5V

Foot Pedal Pin 1 --- 5 +/- 0.5V T-MAP Pin 1 --- 5 +/- 0.5V
Foot Pedal Pin 5 --- 5 +/- 0.5V
Foot Pedal Pin 6 --- 0 +/- 0.5V:

Look for shorts to power, replace ECU if none

DTC 1001: Fuel shut-off valve B control circuit / open
DTC 1002: Fuel shut-off valve C control circuit / open

These extra valves and associated DTCs are not in use on Clark forklifts

DTC 1101: Manifold absolute pressure too high
DTC 1102: Manifold absolute pressure too low

This diagnostic detects MAP signals that are out of normal range and may indicate
electronic or mechanical faults.

Possible Causes
E. ECU defective

-Yes: Go to 2.
-Only Pin 4 is continuous to ground: Go to 3.

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-Connector Pin 1 is 5 +/- 0.5V
Pin 2 is 5 +/- 0.5V
Pin 3 is 5 +/- 0.5V
Pin 4 is 0 +/- 0.5V: Go to 5.
5. Test manifold pressure sensor output at Key On.
-Manifold pressure not within 50 mBar of atmospheric pressure: Replace MAP
sensor

DTC 1103: Barometric pressure too high

Possible Causes
A. Plugged ECU vent hole
B. Defective ECU circuitry or sensor

1. Check that the vent hole on the ECU (black button-sized plastic insert in center of die-
cast cover) is not obstructed by oily deposits, sealant or paint that prevents air from
moving in/out (note: this type of failure is highly unlikely. However, if the vent was in fact
sealed, and air in ECU was trapped, significant BAP errors inside ECU would be driven
by large altitude changes (at least 500 m or 1500 feet), significant weather changes and
normal under hood temperature changes (cold starting / hot running/ hot re-start).
2. Check barometric pressure using Juniper service tool at key-on / 0 rpm.
-If the reported barometric pressure is more than +/-100 mBar of that actual
atmospheric pressure and the MAP signal, then the code will be issued. Note that small
errors (such as 50 mbar) do not significantly affect control system accuracy due to
closed loop correction.
- If the vent is clear then replace the ECU

DTC 1104: Intake air temperature too low

This diagnostic senses excessively low intake air temperature sensor with the T-MAP
sensor mounted on the intake manifold.

Possible Causes
A. Manifold temperature sensor disconnected
D. TMAP Sensor is defective
E. ECU defective

1. Is the TMAP sensor connected?
-Yes: Go to 2.

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T-MAP Connector Pin 4 --- ECU C4: Go to 4
5. Test manifold temperature sensor output at Key On.
-With a warm or cold engine, the reported intake temperature should typically be
temperature as does the coolant temperature sensor. If there is a large discrepancy
(more than +/- 5C (9 F) variance), then replace the T-MAP sensor as it may be out of
calibration: Replace TMAP sensor

DTC 1105: Fuel temperature too low

Possible Causes
B. Vaporizer/Regulator is freezing
E. Fuel rail temperature/pressure sensor is defective
F. ECU defective

1. Is the vaporizer/regulator operat ing at engine coolant temperature?
-Yes: Go to 2
-No: Perform the engine coolant air bleed procedure
-Yes: Go to 3.
-Only TP rail sensor Pin 1 is continuous: Go to 4.
-Continuities are TP rail sensor Pin 1 --- ECU C4
TP rail sensor Pin 2 --- ECU E1
TP rail sensor Pin 3 --- ECU D1
TP rail sensor Pin 4 --- ECU C3: Go to 5
-Connector TP rail sensor Pin 1 is 0 +/- 0.5V
TP rail sensor Pin 2 is 5 +/- 0.5V
TP rail sensor Pin 3 is 5 +/- 0.5V
TP rail sensor Pin 4 is 5 +/- 0.5V: Go to 6.

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ECU if none
7. Check for similar DTC using another sensor
-Cleared DTC does not return with new sensor, but does when returning to
original: Replace sensor

DTC 2100: Throttle actuator control motor open
DTC 2102: Throttle actuator control motor circuit low
DTC 2103: Throttle actuator control motor circuit high

Possible Causes
D. Electronic throttle body sensor is defective
E. ECU defective

1. Is the Electronic throttle body connected?
-Yes: Go to 2.
-Continuities are
ECU if none
5. Connect a new throttle body and test for DTCs.
-Cleared DTC does not return with new throttle, but does when returning to
original: Replace electronic throttle body

DTC 2109: Throttle position sensor A minimum stop performance
DTC 2113: Throttle position sensor B minimum stop performance

Possible Causes

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A. Electronic throttle body output has varied due to normal wear
E. ECU defective

1. Conduct a Learn TPS min max stop positions diagnostic using Juniper service tool,
and clear DTCs.
-DTC persists: Go to 2.
-Continuities are
4. Test ECU voltage outputs at throttle connector with Key On with sensor
disconnected.
ECU if none

DTC 2122: Pedal position sensor D circuit low input
DTC 2123: Pedal position sensor D circuit high input
DTC 2127: Pedal position sensor E circuit low input
DTC 2128: Pedal position sensor E circuit high input

Possible Causes
A. Foot pedal position sensor (FPP) disconnected
D. Foot pedal position sensor is defective
E. ECU defective

1. Is the FPP connected?
-Yes: Go to 2.

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-Only Pins 3 and 6 are continuous: Go to 3.
-Continuities are
Foot Pedal position sensor connector Pin A --- ECU J3
Foot Pedal position sensor connector Pin B --- ECU H3
Foot Pedal position sensor connector Pin C --- ECU J4
Foot Pedal position sensor connector Pin D --- ECU J3
Foot Pedal position sensor connector Pin E --- ECU H4
Foot Pedal position sensor connector Pin F --- ECU J4: Go to 4
-Connector Foot Pedal position sensor connector Pin A is 5 +/- 0.5V
Foot Pedal position sensor connector Pin B is 5 +/- 0.5V
Foot Pedal position sensor connector Pin C is 0 +/- 0.5V
Foot Pedal position sensor connector Pin D is 5 +/- 0.5V
Foot Pedal position sensor connector Pin E is 5 +/- 0.5V
Foot Pedal position sensor connector Pin F is 0 +/- 0.5V: Go to 5.
ECU if none
5. Check FPP voltage outputs using Juniper service tool with 0% throttle command.
-FPP1 is greater than 4950 mV or FPP2 is less than 50 mV: Replace FPP
-FPP1 is less than 50 mV or FPP2 is greater than 4950 mV: Replace FPP

DTC 2135: Throttle pedal position sensors A / B voltage correlation

Possible Causes
E. ECU defective

1. Is the Electronic throttle body connected?
-Yes: Go to 2.
-Continuities are

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ECU if none

DTC 2138: Pedal position sensor D / E voltage correlation

Possible Causes
A. Foot pedal position sensor (FPP) disconnected
D. Foot pedal position sensor is defective
E. ECU defective

1. Is the FPP connected?
-Yes: Go to 2.
-Only Pins 3 and 6 are continuous: Go to 3.
-Continuities are
Foot Pedal position sensor connector Pin A --- ECU J3
Foot Pedal position sensor connector Pin B --- ECU H3
Foot Pedal position sensor connector Pin C --- ECU J4
Foot Pedal position sensor connector Pin D --- ECU J3
Foot Pedal position sensor connector Pin E --- ECU H4
Foot Pedal position sensor connector Pin F --- ECU J4: Go to 4
-Connector Foot Pedal position sensor connector Pin A is 5 +/- 0.5V
Foot Pedal position sensor connector Pin B is 5 +/- 0.5V
Foot Pedal position sensor connector Pin C is 0 +/- 0.5V
Foot Pedal position sensor connector Pin D is 5 +/- 0.5V
Foot Pedal position sensor connector Pin E is 5 +/- 0.5V
Foot Pedal position sensor connector Pin F is 0 +/- 0.5V: Go to 5.
ECU if none
-FPP1 is greater than 4950 mV or FPP2 is less than 50 mV: Replace FPP
-FPP1 is less than 50 mV or FPP2 is greater than 4950 mV: Replace FPP

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DTC 2163: Throttle position sensor A maximum stop performance
DTC 2164: Throttle position sensor B maximum stop performance

Possible Causes
A. Electronic throttle body output has varied due to normal wear
E. ECU defective

1. Conduct a Learn TPS min max stop positions diagnostic using Juniper service tool,
and clear DTCs.
-DTC persists: Go to 2.
-Continuities are
4. Test ECU voltage outputs at throttle connector with Key On with sensor
disconnected.

ECU if none

DTC 2195: O2 sensor signal stuck lean bank 1 sensor 1
DTC 2196: O2 sensor signal stuck rich bank 1 sensor 1

Possible Causes

A. Fuel pressure out of specification
B. Pre Catalyst oxygen sensor disconnected

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E. Pre Catalyst oxygen sensor is defective
F. Fuel rail/ injection hoses damaged/plugged
G. Base engine out of specification
H. ECU defective

1. Is the fuel level low?
-No: Go to 2
-Yes: Replace fuel tank
-Yes: Go to 3
Key on?
-Yes: Go to 4
-No: Ensure fuel shutoff valve is operating, if problem persists, replace regulator
idle?
-Yes: Go to 5
-No: Ensure manifold vacuum reference is connected to regulator, then replace
gaseous fuel filter if problem persists
5. Test for continuity between O2 sensor connector Pins and Chassis Ground with Key
Off.
7. Test ECU voltage outputs at oxygen sensor 1 connector at Key On with sensor
disconnected.
Lambda 1 connector Pin 4 is battery V +/- 0.5V: Go to 8.
ECU if none
8. Compare oxygen sensors 1 and 2 outputs using Juniper service tool at warm idle.
-Both sensors are reading rich (greater than 450 mV) or lean (less than 450 mV)
or are cycling through 450 mV: Go to 9
-One sensor is stuck lean (less than 450 mV) while the other is stuck rich (greater
than 450 mV): Replace pre catalyst oxygen sensor
9. Check for fuel injector leakages using active diagnostic procedure in Juniper service
tool.
-Leakage is less than 10 mBar: Go to 10
-Leakage is greater than 10 mBar: Inspect gaseous fuel lines for leaks, replace
fuel injector rail.
10. Compare short term fuel trim using Juniper service tool at idle with another fuel rail.
-short term fuel trims differ by less than 0.05: Go to 11
-Short term fuel trims differ by more than 0.05: Replace fuel rail

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11. Inspect whether base engine is within specification, including cylinder compression,
intake/exhaust valve clearances, intake and exhaust leaks. Also verify PCV system.
- On older engines or those with poor oil maintenance assess the combustion
blow (past piston rings) by at idle by pulling the PCV valve out of the valve cover
(allowing fresh air to enter PCV valve and flow to intake manifold) and determine if the
short term fuel trim changes by at least 15% indicating significantly increased airflow and
better volumetric efficiency. If the blow-by is high at idle, piston rings and the cylinder
walls may dictate an engine rebuild.
-Repair any issues found

DTC 2228: Barometric pressure circuit low
DTC 2229: Barometric pressure circuit high

Possible Causes
A. Defective ECU

1. Check barometric pressure using Juniper service tool.
-Reported barometric pressure differs from atmospheric pressure by more than
100 mBar: Replace ECU

DTC 2560: Engine coolant level low
May not be present on every Clark forklift

Possible Causes
A. Engine coolant level low
B. Coolant level sensor disconnected
C. Harness is shorted/damaged
D. Coolant level sensor damaged/defective
E. Defective ECU

1. Is the engine coolant level full?
-Yes: Go to 2
-No: Fill coolant, perform air bleed procedure and test for DTC
2. Is the coolant level sensor connected?
-Yes: Go to 3
-No: Reconnect and retest
3. Test the harness for continuity, shorts to ground or power, and continuity with ECU
connector.

Test harness continuity.
-Continuities are Auxiliary Coolant Sensor Pin 1 --- ECU 17A (Vref)
Auxiliary Coolant Sensor Pin 2 --- ECU L1
-No shorts present, continuity between connector and ECU: Go to 4
-Shorts present, or break in harness continuity: Repair and test again
4. Test sensor connecter voltages at Key on with sensor disconnected.
- ECU voltage outputs
Auxiliary Coolant Sensor Pin 1 is 0V +/- 0.5 V
Auxiliary Coolant Sensor Pin 2 is equal to voltage feed to sensor / dash
light (i.e. 12 V approx.)

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-Both voltages are within specification: Go to 5
-Voltage at pin 1 is out of specification: Replace ECU
5. Disconnect and remove coolant level switch and test functionality in external
water/coolant mixture with a multimeter.
-Determine if the switch does not function properly: If necessary, replace it.

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Section 7
SERVICE TOOL OVERVIEW
Communication between the Engine Control Unit (ECU) and a computer can be
established by using the Juniper Tool.
The tool allows for a wide range of diagnostic functions and for easier
identification of engine problems
Simple to use and easy to read screens
Tool Functions
Check real-time parameters
Log real-time data at high speed (5Hz or faster)
Read Diagnostic Trouble Codes (DTC)
Engine snapshot information available
Clear DTC command available
Perform active diagnostic routines
Recalibrate throttle position sensors
Check for fuel leakages
Download calibrations and new software (Advanced version)
Check engine information (hours, injections, average data, serial number, etc.)

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Tool Features
Three languages currently available
English
Spanish
French
Two access levels:
Basic level, for common servicing
Advanced level, for dealers for calibrati on uploading: accessed with a password
Compatibility
Windows Vista
Windows XP
Windows 2000
Units are in Metric
Minimum Software Requirements
PC with Windows Vista, XP or 2000
Minimum of 800x600 screen resolution
CD-ROM or DVD-ROM drive required
Juniper tool
Standard USB A-B cable
RS-232 to CAN cable
Components Required

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Installing the Software and Driver
1. Insert CD into computer
2. Click on Start, then My Computer
3. Double-click on DVD/CD-RW Driveor CD Drive (usually the D: Drive)
4. Double-click on Juniper 1.0.0.1 INSTALL directory
5. Double-click on setup.exe
6. Follow the instructions until software is successfully installed.
The Juniper icon displayed here should appear on the desktop.
You must install the 1) Juniper Software, and 2) USB Connect Driver in
order to connect the computer to the ECU
Juniper Software Installation Instructions
USB Connect Driver Installation Instructions
1. Make sure the CD is still inserted in the computer
2. Plug one end of the USB cable into the Juniper Tool and the other end
in a free USB port on your computer
3. The window below should appear. Select Install from a list or specific
location (Advanced), then click on Next >

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4. Select Dont search. I will choose the driver to install, then click on Next >
5. In the list, scroll down, select Universal Serial Bus controllers and
then click on Next >

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6. Click on the Have Disk button
USB Connect Driver Installation
Instructions
7. Click on Browse
8. Select the CD drive (usually D:) in Look In, double-click on the
USBConnect Driver 1.02 directory, and select the first file. If you are
using Windows 98, use the second file. If you are using Windows XP
64-bit edition, use the third file.

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9. Select the second USBConnect MTA interface option, then click on Next >
10. The PC will start installing the driver. When the window below
appears, click on Finish and the driver installation will be complete
Note that if you want to use other USB ports on your computer in the
future, you may need to repeat the process for each port

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Program Walkthrough
The following slides provide a complete
overview of all the screens and functions of the
program
Starting the Program and Logging In
You can start the program two ways:
1. Using the Start Menu: Start All Programs Juniper Juniper
2. Using the desktop shortcut icon labelled Juniper
The logo screen (shown below) will prompt you for a language, login
level, and password (if needed)
There are three access levels:
Basic (no password): General access to read data, clear DTCs, perform diagnostic routines
Advanced (password required): All of the above, plus the ability to edit ECU parameters,
and load new software/calibrations.
EOL (password required): End-of-line access for Juniper use only.

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Connecting to the ECU
To connect to the ECU, connect the Juniper Tool to the computer using
the USB cable, then use the RS-232 to CAN cable to connect the other
end to the harness
You must connect the 3-pin connector to the CAN1 connector on the
harness, NOT CAN2. Currently, the CAN2 connector is not enabled.
The program will be connected as soon as the ignition is turned on, and
up to one minute after the ignition is turned off
Main Screen (Not Connected)

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Connecting to Engine
Tool and ECU connection status
Tool not connected and ECU not
linked to computer
Tool connected with computer
but ECU not linked with tool
Tool connected and ECU linked
to computer
Main Screen (Connected)

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Logging ECU Data
When logging commences, REC button changes from a blue
button with a triangle to a red button with a square
To stop logging, click on the red button. A prompt will ask for
confirmation to end the acquisition.
Logging Controls
Start
Recording
Pause Screen
Updating
Stop
Recording
Logging ECU Data Contd
The log file is in Comma Separated Value format, or CSV
This format is easily opened by Microsoft Excel, Open Office Calc or any
other spreadsheet program

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Nominal Values
This page familiarizes the user with typical values that should be seen
when the engine is on.
Parameters
The Parameters tab allows the user to see various real-time engine
parameters
You can pause the automatic refreshing of the screen by using the pause
button.
The logging function is exactly like the Gauges tab
A print function is also available to print a snapshot of the values of the
current page directly to an attached printer

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Parameters 1
Basic real-time parameters from the ECU and engine sensors
Parameters 2
Basic real-time parameters from the ECU and engine sensors
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Parameters Learned Values
These values are calculated or estimated by the ECU based on look-up
data or previous operation.
Diagnostic Values
These are values that are relevant to the On-Board Diagnostic (OBD)
system of the forklift

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Calibrated Parameters
These are parameters that are determined by manual calibration or by
ECU calibration routines
ECU Identification & Info
These are parameters that provide identification information of the ECU
and vehicle
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Diagnostic Trouble Codes
Allows for viewing of the current DTCs that are present and stored on the ECU
Double Click to
show snapshot
DTC Snapshot
DTC Snapshots

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DTC Function Buttons
There are buttons at the top of the DTC page that allow you to save the
current DTCs to a text file, and to print the DTCs directly to an attached printer
DTC Function Buttons (Contd)
There are buttons at the bottom of the DTC page that allow you to clear,
refresh, pause automatic refresh, and pull up the DTC manual
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DTC Function Buttons Contd
CLEAR
Can only be activated when during key-on and when the engine is off
Clears all PRESENT and STORED DTCs permanently from memory of the ECU
Allows user to more easily determine whether a fault has been fixed
REFRESH DTCs
Clicking on this when the ECU is connected will ensure ALL present and stored DTCs
are shown on the screen
Keep in mind that this page automatically refreshes every 5 seconds anyway
DTC MANUAL
This button brings up the document that describes all DTCs in detail
PAUSE REFRESH
If the DTC buffer is full, it will automatically and repeatedly scroll to the top to show
the most current DTC
Using this button will allow you to pause the automatic refresh so you can scroll freely
Diagnostic Values
Diagnostic values can only be accessed with key-on and when the engine
is not running
Voltage Inputs show detailed voltage inputs that are relevant to the OBD
system

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Active Diagnostics
These allow for manual setting of various actuators for easier
troubleshooting
Diagnostic Routines
These routines allow for throttle self-calibration, and fuel leakage
checking

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Diagnostic Routines Contd
To activate diagnostic routine, double-click on circle, and program will
indicate when the test is in progress, and when the test is complete
1. Double-click
2. Test in progress
3. Test complete
Diagnostic Routines Contd
The bottom of the page will also show whether or not a test is in progress

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Edit Parameters (Advanced)
This page allows for editing of ECU and vehicle identification parameters
Download Calibrations & Software (Advanced)
This page allows for updating of software and calibration.
Software files have the filename extension .mot and calibration files
have the filename extension .cal
Calibration update MUST be performed immediately after software
update. Calibration version must match software version .
Key-off for at least 20 seconds after calibration update to allow for proper
software updating (or key-off until program loses connection to ECU)

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GROUP 03
SM 794 03-0
GROUP 03
AIR INDUCTION AND EXHAUST SYSTEM
Air Induction and Exhaust Systems
Specification and Description .................. Section 1
Troubleshooting ........................................ Section 2
Air Induction System Service .................. Section 3
Exhaust Systems ....................................... Section 4

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Group 03, Air Induction and Exhaust System
SM 794 03-1-1
Specifications
Air Cleaner Type: Canister style with replaceable paper
element and air-restriction indicator.
Fastener Torques
Canister Hose Clamp Torques: 1.5-2.5 Nm(1.09-1.8 ft-lb)
LPG/Gas Air Horn Intake Hose Clamp Torques: 1.9-2.9
Nm (1.3-2.1 ft-lb)
Diesel Air Horn Intake Hose Clamp Torques: 1.5-2.5 Nm
(1.1-1.8 ft-lb)
Canister Bracket Mounting Nut Torques: 20-25 Nm
(14.5-18.5 ft-lb)
Service Intervals
Air Cleaner (Filter) Replacement:
LPG/Gas trucks, replace every 2000 hours
Diesel trucks, replace every 1000 hours.
IMPORTANT
Filter replacement intervals also depend on
operating conditions. The filter canister and
element should be check visually at regular
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 ser-
vice is required.
An optional safety element is also available
which fits inside the standard element. If the
optional element becomes dirty, the standard
element is also bad and both inner (optional
element) and outer (standard element)
should be changed.
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.
The air cleaner used on the truck is a canister style filter
with a large centrifugal air pre-filter and a larger filter ele-
ment to increase service intervals. A dirt ejector port of
the bottom of the canister allows particles to be expelled
from, rather than trapped in, the filter. All trucks are
equipped with an air restriction indicator that warns the
driver of dirty and restricted air intake. The air cleaner
should only be serviced when the air restriction indicator
shows service is required or every 2000 hours. However,
the system components should be visually checked regu-
larly for leaks, holes, or other damage that could affect the
readings of the air restriction indicator. The air restriction
indicator light is in the drivers instrument pod.
The air filter assembly includes intake and outflow hoses,
the filter cannister, the filter element, the air restriction
indicator, the dirt ejector, and a mounting clamp. The air
intake opening is located in a leg of the operators cell,
high enough above the ground to prevent excessive dust
and dirt from entering the system. The outflow hose is
connected to the gas or LPG carburetor or the diesel
intake manifold. The mounting bracket for the canister is
under the seat deck to the drivers left and is easy to reach
for service.
Section 1

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SM 794 03-1-2
Intake Manifold
Removal steps
1. Water outlet 4. Engine hanger
2. Gasket 5. Intake manifold
3. Thermostat 6. Gasket

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SM 794 03-2-1
Dirty or restricted air induction components can cause
several problems with your trucks operation. Regular
maintenance and service of the filter element and related
components can prevent problems with your truck. The
air restriction indicator also automatically gauges the air
induction system performance and can warn you when
problems arise. The air restriction indicator switch is an
mechanical control mounted on the air filter canister. The
switch monitors the vacuum present in the system and
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.
If any of these problems occur with the truck, the air filter
may be clogged or the air intake system is restricted. Ser-
vice the entire system to make sure that air flow is clean
and unrestricted. Change the filter element and check all
hoses, tubing, and the filter canister for tight fittings. Look
at all connections for fan-shaped dust deposits that indi-
cate possible air leaks. Check all hoses for proper seating
and look for cracks or damage. Make sure all hose clamps
are properly torqued.
Section 2
Air Induction System Troubleshooting

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SM 794 03-3-1
Use the illustrations on the following pages to service the
air induction system, including changing the air filter ele-
ment. Illustrations for the gas-, diesel-, and LPG-engine
trucks are included.
NOTE
The air restriction indicator gauges vacuum
present in the system. For gas/LPG engines,
the filter should be replaced every 2000
hours. For diesel engines, the filter should be
replaced every 900-1000 hours. Regularly
check the system components, however, to
check for leaks, holes, or other damage that
could affect the air restriction indicator.
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
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Air Filter Replacement
1. Tilt the steering column forward and raise the seat
deck. The air filter canister is located to the left of the
drivers 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. Remove the canister cover clamps and remove the
filter element.
4. Clean the inside of the air filter canister.
5. Install the new filter element. Be sure that the filter
element is fully seated in the canister.
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.
6. Reseat the canister cover, making sure that it fits
tightly around the canister.
7. Close and latch the canister cover clamps.
8. Close and latch the seat deck.
Air Cleaner Removal
1. Remove the two bolts that mount the canister to the
frame.
2. Loosen the clamp and remove the hose from the
engine air horn. On LPG engines, hose is connected
directly to the carburetor.
3. Remove the hose from the leg of the overhead guard
cell.
4. Remove the air cleaner canister and hosing from the
truck.
Air Cleaner Replacement
Installation is the reverse order of removal.
Torque the hose clamp bolts to 1.9-2.9 Nm (1.3-
2.1 ft-lb).
Torque canister bracket mounting bolts to 20-25
Nm (14.8-18.5 ft-lb).
Section 3
Air Induction System Service

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SM 794 03-3-2
Air Filter - Diesel Engine

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SM 794 03-3-3
Air Filter - LPG Engine
Rain Cap
Clamp
Outflow Hose
Air Cleaner
Intake Hose
Torque : 20-25N.m
(177-221 lbf.in)

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SM 794 03-4-1
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.
wheels.
Section 4
Exhaust Systems

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SM 794 03-4-2
Exhaust System - Horizontal System

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SM 794 03-4-3
Exhaust System - Vertical System
Torque 20~25 N
.
m
(14.8~18.5 ib
.
ft)
Torque 20~25 N
.
m
(14.8~18.5 ib
.
ft)
Torque 40~45 N
.
m
(30~33 ib
.
ft)

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SM 794 03-4-4
Exhaust Manifold and Water Pump
Removal steps
1. Oil level gauge 8. Exhaust manifold
2. Oil level gauge guide 9. Gasket
3. O-ring 10. Water inlet pipe
4. Heat protector A 11. O-ring
5. Heat protector B 12. Water hose

6. Oxygen sensor(34SLA, 34SLP only) 13. Water pump
7. Engine hanger 14. Gasket
A
A

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SM 794 03-4-5
O-ring and water pipe installation
Replace the water inlet pipe O-ring with a new one.
Apply water to the outer circumference of the O-ring for
easier insertion into the water pump and thermostat hous-
ing.
Caution:
1. Never apply engine oil any other oil or grease to the
O-ring.
2. Fasten the water pipe after the thermostat housing
has been installed.
A

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GROUP 06
SM 794 06-0
Structure and Maintenance......................Section 1
Service Brake Adjustment ........................Section 2
Assembly......................................................Section 3
GROUP 06
TRANSAXLE

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Group 06, TRANSAXLE
SM 794 06-1-1
Construction
TA18 Transaxle assembly includes:
Torque converter
Singlespeed forward and reverse powershift
transmission with integral differential and drive
axle
Fullfloating straight drive axle
Automotivetype drum and shoe brakes
Geardriven pump drive
Electric shift control, hydraulic inching control
Power flow is from torque converter turbine, to tur-
bine (clutch) shaft and gears, then through either for-
ward gear or reverse idler shaft, to the output gear
mounted on final drive pinion shaft.
Transmission and differential are housed in a one
piece transmission case.
Torque converter housing joined to transmission
case through an adaptor (or spacer) plate holds the
converter stator support and reverse idler outer bear-
ing.
Pump drive is from converter impeller hub gear,
through an idler gear to the pump gear mounted on
charging pump shaft.
Final drive pinion gear shaft, mounted in tapered
roller bearings at both ends in transmission case, is
adjusted for mounting distance, and ring and pinion
gear contact by, shim a pack installed behind the pin-
ion gear inner tapered roller bearing cup in the trans-
misson case. Pinion shaft bearing preload is
adjusted with shims behind outer bearing cone on
the pinion shaft.
Section 1
Structure and Maintenance

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Group 06, TRANSAXLE
SM 794 06-1-2
Final drive ring gear is bolted to differential carrier.
Differential support is by opposed tapered roller
bearings mounted on inner end of wheel end hous-
ings, which are bolted to openings in transmission
case at the sides of the differential. Differential bear-
ing preload and ring gear clearance (backlash) is
maintained by shims placed behind differential bear-
ing cones on wheel end housings. Adjustment of dif-
ferential bearing preload or ring gear backlash
requires trial assembly, checking, and disassembly
of wheel end housings until correct adjustment is
obtained.
Drive axle wheel hubs/brake drums are supported by
double tapered roller bearings on outer end of wheel
end housings. Drive axle shaft flange bolted to wheel
hubs are fullfloating in differential. Service brake
backing plates are bolted to mounting flanges on
wheel end housings.
Wheel bearings are lubricated from the transaxle
sump.
Control valve is mounted on pad at top of transmis-
sion case. Oil from charging pump flows via filter and
pressure regulator to control valve through an exter-
nal oil supply line. Oil from control valve is delivered
to clutches through passages in housing and oil dis-
tributor sleeve and seal rings at forwardclutch end
of turbine/clutch shaft. Excess pump oil volume and
converterout oil, flows to oil cooler and returns to
transmission housing at base of control valve, then
through center of turbine/clutch shaft back to con-
verter.
Hydraulic Circuit

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Group 06, TRANSAXLE
SM 794 06-1-3
Service Maintenance
Service
The transaxle has two service openings:
1. Dipstick / oil fill tube in central side axle housing.
2. Drain plug, in bottom of transmission case.
Fluid Level Check
Check the transaxle fluid level with:
Fork lift on a level surface
Engine idling with transmission in NEUTRAL
Oil at operating temperature 82~93C
(180~200F)
Remove the transaxle oil level plug the front of
central housing of driving wheel.
The oil level is correct when the oil reaches the
full mark on dipstick.
Add recommended fluid only, as required.
Fluid and Filter Change
It is recommended to:
Drain and replace the transaxle fluid every 1000
operating hours.
The oil should be drained when warmed to oper-
ating temperature, 82~93C (180~200F)
Replace the transaxle oil filter every 1000 oper-
ating hours. See NOTICE below.
IMPORTANT
When the transaxle is new or rebuilt, it is rec-
ommended to cha nge the oil filter af ter the
first 50 hours and again after 1000 operating
hours.
Remove drain plug from bottom of transmission
case. Drain old oil into suitable drain pan.
Remove old oil filter. The oil filter is mounted
near the top of converter housing above trans-
mission.
Take special care when removing the filter to
avoid oil remaining in filter from draining onto
floor. Loosen the filter using a filter wrench.
Remove filter while holding a pad of cloth or
other absorbent material under the open end to
absorb any excess oil that may drain out of filter.
Install a new oil filter. Follow the installation
instructions printed on filter.
Always use genuine CLARK parts
!
!
!

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-1-4
Refilling the Transaxle
After drive axle and transmission housing has
drained completely,
Install drain plug.
Loosen the oil level plug and fill the oil upto the
plug hole.
Start the engine and run at idle speed (700~800
rpm) in NEUTRAL for 2~3 minutes to prime the
converter and cooler lines.
Recheck oil level with engine running at idle
speed. [82~93C (180~200F)]
Check for leaks at drain plug and oil filter.
Specification
Pressure Specification
Regulator valve pressure : 1108~1451kPa
(160~210 psi) @ 1800 rpm
Check Point : Oil supply line at converter
Converter In/Lube Pressure : 176~314kPa
(26~45 psi ) @ 1800 rpm
Check Point : Return from cooler
Converter Safety Valve Pressure (Trans in NEU-
TRAL) : 729~827kPa (105~120 psi) @ 1800 rpm
(Refefence only) with line to cooler blocked.
Check Point : None
Clutch Pressure (Forward, Reverse applied) :
1034kPa (150 psi) @ 700~800 rpm idle
Normally 103kpa (15 psi) less than regulator
pressure 1000kpa (145 psi min)
Check Point : At control valve (1/8 NPTF)
Clutch Pressure (in NEUTRAL) : Regulator pres-
sure

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-1-5
NOTICE
!
All rpms noted are engine speed.
All clutch pressures are at engine idle speed
with clutch engaged, unless otherwise noted.
Oil at operating temperature 82~93C(180~200F)
Refer to follow ing illustrations for check
point locations.
Pressure Check Points

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-1-6
Service Brake Adjustment
Preparation
1. The service brakes on the transaxle may be
adjusted from the inner side through the backing
plate (all models), or from the outer side through
access openings in the wheel hub/brake drum
(later models).
2. Brake clearance is measured between brake
shoe and drum, with brakes fully released.
Brake clearance : 0.255~0.304 mm (.010~.012
in)
CAUTION
!
Be sure transmission directional control is
in NEUT RAL a nd f ork lift prevented from
moving when parking brake is released.
3. Release parking brake.
IMPORTANT
!
Do not overtighten brakes.
It is ve ry dif ficult to re lease th e rat chet
wheel pawl and back off adjustment of the
brake.
Adjustment at Backing Plate
1. Remove the 4 dust plugs in brake backing plate.
2. Use a feeler (thickness) gauge to check the
clearance between each shoe and drum. Use a
brake adjuster tool to rotate the adjuster ratchet
wheel in the brake.
3. Use a screwdriver to push on and release the
ratchet pawl when it is necessary to back off
adjustment (increase clearance) of the brake.
4. Carefully adjust clearance between brake shoes
and drum to 0.255~0.304 mm (.010~.012 in)
measured at dust plug openings at outer sides
of backing plate.
5. Replace the dust plugs in brake backing plate
when adjustment is completed.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-1-7
Adjustment at Wheel Hub
Openings in the wheel hub/brake drum have been
provided for easier access to check and adjust the
service brakes from the outer side. Requires
removal of drive wheel and tire assembly.
Some models may have only a slot for measuring
brake clearance ; adjustment is made through the
plug openings on backing plate. Later models have a
slot and circular opening for access also to the
adjuster. The opening is enclosed with a dust cover
held in place by a single screw.
1. Remove wheel and tire assembly from wheel
hub.
WARNING
!
Pneumatic Tire Wheels
Before loosening wheel mounting bolts or
nuts, release the air pressure from the tire.
Failure to release the air pressure from the
tire can result in serious injury or death.
2. Remove dust cover from access opening in
wheel hub/brake drum.
3. Use feeler (thickness) gauge to check the clear-
ance between each shoe and drum. Use a
brake adjuster tool to rotate the adjuster ratchet
wheel in the brake.
4. Use a tool with a hook to pull on and release the
ratchet pawl when it is necessary to back off
adjustment (increase clearance) of the brake.
IMPORTANT
!
Do not overtighten brakes.
It is v ery d ifficult to rel ease t he ra tchet
wheel pawl and back off adjustment of the
bake.
5. Carefully adjust clearance between brake shoes
and drum to 0.255~0.304 mm (.010~.012 in)
measured at slot opening. Move slot by rotating
brake drum to check clearance at the illustrated
position for each brake shoe. (20016)
6. After adjusting brakes, install dust cover over
access opening in the wheel hub.
7. Install wheel and tire assembly on the drive axle
wheel hub.
8. Install wheel mounting lug nuts and tighten to
spec : 637~718 Nm (471~531 lbfft)

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-2-1
Precaution
Before attempting any repairs or overhaul of
this as sembly, please read through the entire
disassembly and assembly procedures first.
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
The exterior surface of the unit MUST be thor-
oughly cleaned of all dirt and foreign substances
to prevent contamination of the parts during dis-
assembly and overhaul. Perform all disassembly
and assembly work in a clean area. Protect all
components from dust and dirt while repairs are
being made.
Keep all p arts in o rder as disassembly
progresses. Take care to properly identify each
part and its order of removal. If necessary, keep
notes and put marking on parts using a nonde-
structive marker such as a felttipped pen.
Remove Auxiliary Subassemblies
1. Remove torque converter assembly by carefully
sliding it off the turbine (clutch) shaft and stator
support.
2. Disassemble converter drive plate and adaptor,
as needed. Remove the :
3. Oil filter
4. Charging pump
5. Oil supply line assembly
6. Transmission control valve assembly
!
Section 2
Service Brake Adjustment

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-2-2
Wheel End
1. Loosen and remove the axle shaft fasteners.
2. Remove axle shaft.
3. Unbend (straighten) the lockplate tabs from the
bolt heads of the wheel bearing retainer plate
fasteners.
4. Remove the bearing retainer plate fasteners.
5. Remove the lockplate, bearing retainer plate
and wheel bearing shims.
6. Pull wheel hub out to loosen bearing (you may
have to tap on hub or pry at brake backing
plate), remove outer wheel bearing, then
remove the wheel hub/brake drum assembly
with inner wheel bearing and oil seal.

8
7
4
6 5 3
2
1

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-2-3
IMPORTANT
!
This oil seal is a type that seals internally, and is
lined with sealing compound on the inner diame-
ter that sticks and seals to the spindle.
Removing the wheel hub from the spindle breaks
that seal. Replace with ne w seal each ti me that
the wheel hub is removed from wheel end hous-
ing.
7. Before removal of wheel end housing, mark the
housing and the transmission case for same
location matching at reassembly. Loosen and
remove the housing bolts and washers.
8. Remove wheel end housing from transmission
case.
9. If the differential bearing on the inner end of the
wheel end housing is to be removed and
replaced, use a bearing puller, if necessary.
Wire bearing shims to wheel end housing for
storage until reassembly.
10. Repeat procedures of Steps 1 through 9 for
opposite wheel end disassembly.
11. Remove the differential assembly from trans-
mission case.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-2-4
Brake Assembly Removal
Brake removal is optional for brake overhaul as nec-
essary.
1. Remove the upper brake shoe return springs.
2. Remove lower return spring.
3. Remove brake shoe holddown (guide) springs.
4. Disconnect parking brake cable.
Remove the brake shoes.
5. Remove brake backing plate fasteners and
washers.
6. Remove backing plate and parking brake cable
assembly from wheel end housing.
7. Remove drive axle support and spacer from
wheel end housing.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-2-5
Separation of Converter Housing and Adaptor Plate
1. Remove the fasteners and washers which
mount the converter housing to transmission
case through the adaptor plate.
2. From other side, remove the bolts and washers
which mount adaptor (spacer) plate to converter
housing.
3. Remove the clutch pressureregulating valve
assembly (also oil filter mounting base).
IMPORTANT
!
Pry only at the dowel pins to remove adap-
tor plat e. Dowel pins mus t be removed
before reassembly. See later instructions.
4. Separate converter housing from adaptor plate.
5. Remove impeller hub gear from stator support.
6. Remove pump drive idler gear and bearing,
outer and inner thrust washers, and idler shaft.
7. Remove adaptor plate from transmission case.
Stator Support Removal From
Adaptor Plate
1. The stator support is held in place by two retain-
ing rings, one on each side of the adaptor plate.
2. To remove stator support :
Remove front (converter end) retaining ring from
ring groove and move ring and impeller gear
thrust washer toward stator support seal surface.
Push stator support to the rear (towards trans-
mission side) far enough to expose rear retainer
ring.
Remove rear retaining ring.
From the front, pull stator support from adaptor
plate.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-2-6
Clutch Assembly, Idler Gear & Pin-
ion Shaft Removal
1. Move the reverse idler gear and clutch assem-
bly apart far enough to allow the idler shaft to be
pulled out of the inner bearing.
2. Remove the clutch assembly and reverse idler
shaft together.
3. Remove the turbine (clutch) shaft rear bearing.
4. Remove the clutch shaft oil distributor retaining
set screw (internal hex) from valve mounting
base.
5. Remove the oil distributor. Note the recess in
distributor for retaining set screw.
6. Loosen and remove the pinion shaft nut.
Hold or block the pinion shaft with a brass bar or
similar soft material to prevent turning.
7. Remove the pinion shaft outer bearing and
shims. Keep the shims with the bearing and pin-
ion shaft.
8. Remove output gear retaining ring from pinion
shaft (inside transmission case).
9. Remove output gear (move pinion shaft away).
10. Remove pinion shaft and inner bearing through
differential housing.
11. If pinion bearings are to be replaced, drive the
cups from the housing inside transmisson case.
12. Remove inner pinion bearing cup and shims
from differential side.
Wire shims to transmission housing for stor-
age until reassembly.
13. As required, remove oil suction (pickup) tube
assembly from transmission case.
!

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-2-7
Clutch Disassembly
(Forward & Reverse Clutch Procedure Are The Same) Reverse Clutch Disassembly Illustrated
1. Remove outer clutch hub gear thrust bearing
and thrust washers, clutch hub gear, and inner
clutch hub thrust bearing and thrust washers.
2. Disassemble the two clutch gear bearings and
spacer from internal bore of clutch gear hub.
3. Remove clutch disc end plate retainer ring and
clutch disc end plate.
4. Remove inner and outer clutch discs.
5. Remove clutch return spring retainer ring.
6. Remove clutch return (release) springs
(Belleville washers). Note assembly arrange-
ment.
7. Remove clutch piston wear plate.
8. Remove clutch piston by turning clutch upside
down and tapping the shaft on a block of wood.
9. Remove and discard clutch piston sealing rings.
10. Repeat procedures, steps 1 through 9, for for-
ward clutch disassembly.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-2-8
Differential Disassembly
1. Use a small drift pin or rod to remove the differ-
ential pinion pin, lock pin.
2. Remove the pinion pin.
3. Rotate the pinion gears and washers to remove
them from the differential housing.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-1
Transaxle Reassembly
1. Use Permatex and Loctite only where specified.
2. All leadin chamfers for oil seals, piston ring
grooves and Orings must be smooth and free
from burrs. Inspect at assembly.
3. Lubricate all piston ring grooves, clutch plates
and Orings with oil before assembly.
4. Apply a thin coating of grease between seal lips
of liptype oil seals prior to assembly.
5. Apply a very light coating of Permatex No.2 to
O.D. of all seals and hole plugs before assem-
bly.
6. Apply a light coating of Loctite # 592 to all
uncoated pipe plugs.
7. After assembly of parts using Permatex or Loc-
tite, there must not be any free or excess mate-
rial that could enter the oil system.
8. Brush light coating of Texaco 8570 or equivalent
oil, on tapered bearings and bushing bores.
Section 3
Assembly

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-2
Oil suction Tube
As required, install oil suction (pickup) tube assem-
bly in transmission case. Insert tube end through
housing opening, install seal on tube, then pull tube
with seal back into place.
See enlarged view (N) Install and tighten mounting
bolt.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-3
Differential
Before reassembly, clean, inspect and lubricate all
parts.
1. Position the side gears and washers in the dif-
ferential assembly.
2. Locate both pinion gears and washers on the
side gears.
WARNING
!
The pinion g ears mus t be loc ated a cross
from each other and then rotated into posi-
tion to align t he holes in t he pinions wit h
the hole in the housing.
3. Insert pinion pin (1) in the housing aligning the
hole in the pin with the hole in the housing.
4. Install the pinion pin, lock pin (2).
5. If removed or replaced, install bearing cups in
ends of differential carrier case.
6. If ring gear was removed or replaced, install the
ring gear on differential. Apply Loctite #277 to
the ring gear capscrews and tighten to spec. :
176~191 Nm (130~141lbfft)
Differential Bearing Preload Check
(Pinion Gear not Installed)
The purpose of this trial assembly is to determine the
total combined shim pack thickness to be installed
under the differential carrier bearings when replace-
ment (new) parts have been installed. Later proce-
dures for checking gear backlash and tooth contact
are used to determine the individual shim pack thick-
ness to be installed under each bearing cup.
No New Parts Installed
If all original parts are reused, use original shim
pack thickness and proceed to : Step 4
Pinion Gear Installation
Loctite #277

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-4
New Parts Installed
If differential carrier, carrier bearings, or wheel end
housings have been replac-ed (new), use the follow-
ing procedure :
1. Install the differential bearing shims and tapered
bearing cone on the wheel end housing. Start
with original shim pack thickness.
WARNING
!
Force a small shop cloth or rag into the
differential side gears and pinions t o
prevent them from turning.
2. Position the differential in the transmission case.
3. Mount wheel end housings to the transmission
case in position as marked at disassembly. Be
sure differential and bearing cups are aligned
with bearings on wheel end housing. Install
attaching bolts and washers and tighten fully.
4. Temporarily install axle shaft into side gear of
the differential (with side gear blocked to pre-
vent turning)
5. Measure the differential bearing rollingtorque
preload with a torque wrench.
Correct preload
: 1.66~2.15 Nm (15~19 lbfin)
WARNING
!
Remove wheel end hou sings, remov e
bearing and add or remov e dif ferential
bearing s hims beh ind bea ring c ome t o
obtain the proper preload torque.
Repeat above procedure.
6. After correct bearing preload is set, remove the
axle shaft and wheel end housings.
7. Remove differential assembly.
Remove shop cloth that was used to block
gears from turning.
Pinion Gear Shimming
Pinion Gear Shimming
No Replacement of Gears or Housings
If the ring and pinion gear or the transmission case
was not replaced, use original shim pack thickness
and proceed to : Step 4 Pinion Gear Installation

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-5
Transmission Housing Replaced
If the transmission case was replaced, the following
procedure must be used to set the correct ring gear
and pinion contact :
On the new transmission case, a dimension for the
case bore depth will be stamped on the location
shown in the illustration.
Shim Pack Thickness Calculations :
The following conditions are used to calculate the
shim pack thickness to be installed.
A=nominal pinion mounting distance 149.86mm (5.9
in).
B=typical pinion mounting distance (which is etched
on the outer diameter of the ring gear).
C=case bore depth (stamped on the case).
D=nominal shim pack of 0.86mm (0.034 in)
E=final shim pack to be installed under the inner pin-
ion bearing cup to position the pinion shaft.
WARNING
!
If original shim pack is lost or must be replaced,
use D=Nominal shim pack t hickness of 0.86mm
(0.034 in). Check new shim pack dimension by
measuring thickness.
Substitute new thickness for original (old) thick-
ness where shown.
The following examples show calculations for deter-
mining the shim pack thickness to be installed under
the pinion inner bearing
Unit : inch
Example 1
D .034 B 3.106 ( .041)
C +. 007 A 3.100 ( .006)
E = ( .041 .006) = ( .035)
Example 2
D .034 B 3.105 ( .032)
C . 003 A 3.100 ( .005)
E = ( .032 .005) = ( .027)
Example 3
D .034 B 3.100 ( .037)
C +.002 A 3.095 (+.005)
E = ( .037 + .005) = ( .042)
Example 4
D .034 B 3.100 ( .032)
C .002 A 3.095 (+.005)
E = ( .032 + .005) = ( .037)

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-6
a. If the case bore depth (stamped on case) has a
+ (plus) sign, add (C) to the nominal shim
pack (D).
b. If the case bore depth (stamped on case) has a
(minus) sign, subtract (C) from the nominal
shim pack (D).
c. If the nomial mounting distance 149.86 mm(5.9
in) is smaller than the mounting distance etched
on the ring gear, subtract (A) 149.86 mm
(5.9in).
from (B) the etched mounting distance.
Subtract this answer from the answer of D
and C. See Examples 1 and 2.
d. If the mounting distance etched on the ring gear
is smaller than the nominal mounting dimension
149.86 mm(5.9 in), this difference is added to
the answer of D and C. See Examples 3 and
4.
Ring and Pinion Gear Replaced
If only the ring and pinion were changed, the follow-
ing procedure is used :
Shim Pack Thickness Calculations
Use a micrometer to measure the original shim
pack thickness.
A. If the new pinion mounting distance (etched on
ring gear) is larger than the pinion mounting
distance (etched on original ring gear), you
must subtract the difference (see following
example) :
5.904 etched on new ring gear
5.901 etched on original ring gear
0.003 in difference
0.031 original shim pack
0.003 difference
0.028 in FINAL SHIM PACK (E)
B. If the new pinion mounting distance is smaller
than the pinion mounting distance on the origi-
nal ring gear, you must add the difference (see
following example)
5.905 etched on new ring gear
5.901 etched on original ring gear
0.004 in difference
0.031 original shim pack
+0.004 difference
0.035 in FINAL SHIM PACK (E)

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-7
Pinion Gear Installation
1. Install the pinion inner bearing cup shim pack
and bearing cup in the transmission case.
2. If outer bearing is removed or replaced, install
outer pinion bearing cup in transmission case.
3. Assemble the inner pinion bearing on the pinion
shaft.
4. Position the output gear in the case with the
long hub of the gear outward as shown.
5. Position the pinion shaft and inner bearing into
the case and through the output gear.
6. Install the output gear retainer ring on the pinion
shaft. Be sure the retainer ring is fully seated
into the ring groove.
7. Assemble the outer bearing shims and outer
pinion bearing on the pinion shaft. If a new pin-
ion shaft is used, a nominal shim pack of 1.575
mm (0.062 in). can be used initially.
8. Install the pinion shaft nut and tighten to spec :
271~339 Nm (200~250 lbfft). Hold or block the
pinion shaft with a brass bar or similar soft mate-
rial to prevent the shaft from turning.
9. With pinion shaft free to turn, use a torque
wrench to measure the pinion shaft bearing roll-
ingtorque wrench to measure the pinion shaft
bearing rollingtorque preload.
Correct preload: 0.8~1.6 Nm (7~15 lbfft).
WARNING
!
Remove pinion sha ft nut and b earing
and add or remove shims behind pinion
shaft outer bearing come t o set correct
bearing preload torque.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-8
Trial Wheel End Assembly for Ring & Pinion Gear Contact and Backlash
Check (Pinion Gear & Differential Installed))
1. Position the differential assembly in the trans-
mission case.
2. Assemble the wheel end housings on the trans-
mission case as marked at disassembly. Align
with differential bearings.
3. Install the wheel end housing bolts and wash-
ers. Tighten bolts to spec :
109~120 Nm (80~88 lbfft)
Check Ring and Pinion Gear Backlash.
Open the inspection cover on the top of the differen-
tial case. Set up and position a dial indicator on a
ring gear tooth to check the ring gear to pinion back-
lash. Hold pinion, move ring gear within backlash
freeplay range several times.
Backlash should be measured at 3 places minimum
around the ring gear (rotate ring gear).
The backlash must be as indicated on the outer
diameter of the ring gear as BL.
To set the correct backlash, shims behind the
tapered bearings on the wheel end housings are
removed from one side and added to the other.
Remove the wheel end housings, remove bearings
and move shims.
Repeat above assembly and checking procedure.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-9
Check Ring and Pinion Gear Tooth Bear-
ing Contact Pattern.
To check the ring gear and pinion for proper tooth
contact pattern (correct position), apply a coating of
gear checking compound, e.g., red lead, to the ring
gear teeth. Rotate the ring and pinion gears through
a minimum of one revolution. Apply a load (hold by
hand) to the gears as they are turned. When the ring
gear is turned, the compound is squeezed away by
the contact action of the teeth, leaving bare areas
that are the exact shape, size and area of the tooth
contact pattern.
Check the tooth contact area on the drive (convex)
side of the ring gear teeth. See figure above for typi-
cal correct tooth contact pattern. If the tooth contact
is not as shown, recheck the pinion mounting proce-
dure and also the ring and pinion backlash reading.
Disassemble the parts, add or remove, or move
shims as needed to adjust pinion or ring gear posi-
tion and backlash and recheck.
IMPORTANT
!
Each time the ring gear or pinion is moved, the back-
lash and the bearing preloads must be checked and
reset as needed.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-10
Wheel End Final Assembly
Before final assembly, clean and lubricate all parts
thoroughly.
After the correct ring gear and pinion backlash and
tooth contact is set :
1. Remove both wheel end housings and apply a
film of Loctite #515 to the flange on housing.
Spread the material evenly on the flange around
the bolt holes.
2. Position the wheel ends on transmission case.
Be sure differential bearings are aligned and fit-
ted correctly.
3. Apply a thread locking compound, e.g., Loctite
#277 as follows :
On bolts, capscrews and studs (anchor end),
apply compound on the female threaded compo-
nent part.
On nuts, apply compound to the male thread of
mating fastener.
Apply compound to coat the full length and cir-
cumference of thread engagement.
Remove excess compound from mating parts
after fastener installation.
4. Install the wheel end housings to transmission
case.
Install washers and mounting bolts. Tighten
bolts to spec :
109~120 Nm (80~88 lbfft)
5. If brakes were removed, install drive axle
mounting support and spacer on each axle end.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-11
Install Brake Assemblies (As Required)
1. Insert parking brake cable (through the opening
noted at disassemly) in the brake backing plate.
2. Install backing plate over (5) studs with washers
and nuts. Install one (1) capscrew and washer
per brake, located closest to parking brake
cable connection.
3. Tighten the fasteners in the sequence shown to
spec :
156~174 Nm (115~129 lbfft)
4. Connect parking brake cable to the notch in the
brake cam.
5. Assemble the brake shoes and holddown
springs on backing plate.
6. Install lower return spring.
7. Install upper return springs.
WARNING
!
For br ake a djustment, refer t o brake
adjustment procedure.
Wheel Hub Assembly
1. Install the outer and inner bearing cups.
2. Position inner tapered bearing in bearing cup.
3. Apply a very light coating of Loctite #515 to
outer diameter of a new wheel hub oil seal and
install seal in wheel hub.
WARNING
!
A special driver, Chicago Rawhide part No.
4485, is us ed to install t he wheel hub oil
seal.

CopyrightedMaterial

Group 06, TRANSAXLE
SM 794 06-3-12
IMPORTANT
!
It is mandatory to replace the wheel hub oil
seal whene ver t he h ub is removed from
spindle. This o il se al is a ty pe t hat s eals
internally, and is lined w ith seal ing com-
pound on th e in ner diame ter that st icks
and se als to th e s pindle. Re moving th e
wheel hu b fr om th e sp indle bre aks tha t
seal.
The seal cannot be reused.
4. Position wheel hub assembly on the wheel end
spindle. Be careful when sliding oil seal onto
wheel end housing. Support the wheel hub to
avoid seal dragging over spindle.
5. Install wheel hub outer tapered bearing.
6. Install wheel bearing shims, retainer plate,
retainer lockplate and capscrews.
7. Tighten bearing retainer capscrews to spec :
16~22 Nm (12~16 lbfft)
8. Use a dial indicator to check bearing endplay.
Correct endplay = 0.013~0.076 mm
(0.0005~0.003 in)
Add or subtract shims under bearing retainer
plate to obtain the correct end play.
9. When end play is correct, bend the tabs of the
lock plate against the capscrew heads to lock
them.
10. Apply a film of Loctite #515 to the axle shaft
flange. Spread evenly around the bolt holes.
11. Apply Loctite #515 to threaded holes in the
wheel hub.
12. Install axle shaft in wheel end. Rotate shaft to
align axle shaft splines with side gears in differ-
ential.
13. Install axle shaft mounting screws. Tighten to
spec : 109~120 Nm (80~88 lbfft)

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Group 06, TRANSAXLE
SM 794 06-3-13
Clutch Assembly
Forward clutch reassembly is the same as reverse
clutch (shown).
WARNING
!
Before reassembly, clea n, in spect and
lubricate all p arts with a light layer of
engine oil.
1. Install new clutch piston inner and outer oil seal
rings in piston grooves.
See figure above.
WARNING
!
The ring s mus t be sized b efore p iston
installation onto shaft an d int o the
clutch drum :
Sizing is best accomplished by rotating the pis-
ton while holding a round object against the new
seal rings.
Rotate the piston until the seal rings are sized
flush with the inner and outer diameters of the
piston.
2. Install clutch piston over turbine (clutch) shaft
and into clutch drum.
3. Install clutch piston wear plate (flange towards
piston).
4. Install piston return springs (Belleville washers).
Install first washer with large diameter of bevel
toward wear plate.
Alternate five (5) washers.
5. Position return spring retainer ring on clutch
shaft. Start ring on shaft with snap ring pliers.
6. !Install retainer ring using a sleeve with the
proper inner diameter to fit over shaft and
against retainer ring. A sharp blow with a soft
hammer will compress springs and seat retainer
ring. Be sure ring is seated fully in position in
ring groove.
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Group 06, TRANSAXLE
SM 794 06-3-14
7. Install the first outer (steel) clutch disc against
clutch piston. Next, install first inner (friction)
clutch disc. Alternate outer and inner discs to
install a total of 6 outer steel plates and 6 inner
friction plates.
8. Install clutch disc end plate.
9. Install end plate retainer ring.
10. Check clutch disc clearance.
WARNING
!
Both clut ch p acks (Forward and
Reverse) mu st be c hecked for c lutch
disc clearance :
Stand the clutch assembly on end. The clutch
discs on the bottom will fall to the end plate.
Measure the distance between the clutch piston
and the first steel disc by inserting a feeler gauge
through the slots in the clutch drum.
Required clearance is 1.22~2.66 mm (.048~.105
in)
If clearance is greater than 2.66 mm (.105 in),
add one steel disc under the end plate.
11. Install inner clutch gear thrust bearing set (thrust
bearing between 2 thrust washers).
12. Assemble clutch gear bearing (spacer between
bearings) into clutch gear hub.
13. Install clutch gear into clutch assembly by align-
ing the clutch hub teeth with the clutch inner
discs. Be sure the clutch hub is fully in position
in the clutch assembly. Do not force this opera-
tion.
14. Install outer clutch gear thrust bearing set, with
thurst bearing between thrust washers, against
clutch gear.
15. Repeat assembly procedures, steps 1 through
14, for forward clutch.
16. After forward clutch is assembled, install new oil
distributor seal rings on clutch shaft. Apply
grease to rings to facilitate assembly into oil dis-
tributor.

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Group 06, TRANSAXLE
SM 794 06-3-15
Stator Support
1. Install the turbine shaft bushing and clutch outer
pilot bearing into stator support. Press the bush-
ing to the specified depth.
2. Install stator support assembly in adaptor plate
(Reverse of disassembly procedure) :
Assemble front retainer ring on stator support but
do not install in front ring groove ; temporarily
position it beyond the groove to the forward end
of the rear spline.
Position the impeller hub gear thurst washer on
stator support and against retainer ring.
From the front, assemble stator support into
spacer plate. Push stator support through plate
until rear retainer ring groove is exposed. Install
rear retainer ring.
Push stator support toward the front until rear
ring shoulders against spacer plate.
Push thrust washer back against plate and install
front retainer ring in groove.
Transmission Assembly

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Group 06, TRANSAXLE
SM 794 06-3-16
1. Install the clutch shaft oil distributor in transmis-
sion case with the recess in the distributor lined
up with retaining set screw hole in valve housing
pad.
2. Install the oil distributor retaining set screw.
3. Install turbine (clutch) shaft inner (rear) bearing.
4. Install reverse idler shaft inner (rear) bearing.
5. Install clutch and idler gear shafts. The forward
and reverse clutch assembly and the reverse
idler gear must be assembled in the transmis-
sion case together. Carefully move and align the
clutch shaft oil seal rings through the rear bear-
ing and into the oil distributor. Be sure the
reverse idler is fully installed in the inner bear-
ing.
6. Install adaptor plate on transmission case.
Remove dowel pins from adaptor plate.
Install (position) a new transmission to adaptor
plate gasket on the transmission case.
Carefully align the adaptor plate over the turbine
(clutch) shaft and on the transmission case.
Tap adaptor plate into position tight against the
transmission case. Install the dowel pins to hold
plate in position.
WARNING
!
Dowel pins should project 1/4 out of adap-
tor plat e f or ins tallation in to converter
housing.
7. Turn the pinion shaft (using the nut) and the tur-
bine shaft to check if the unit is binding.
If both shafts turn freely with spacer plate tight
against transmission case, proper assembly is
completed.
If binding is detected, the unit must be disas-
sembled and reassembled.
8. Install impeller hub gear on stator support.
9. Install pump idler shaft in spacer plate.
Install idler gear inner thrust washer.
10. Install pump drive idler gear and bearing on idler
shaft. Install idler gear outer thrust washer.

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Group 06, TRANSAXLE
SM 794 06-3-17
11. Install the converter bearing and impeller hub oil
seal in converter housing, as illustrated. Apply a
thin coat of grease between seal lips prior to fur-
ther assembly.
12. Install (position) a new spacer plate to converter
housing gasket on the spacer plate.
13. Install converter housing on adaptor plate (fit
over dowels) and to transmission case. Be care-
ful not to damage converter housing oil seal
when moving over the stator support.
14. Install adaptor plate to converter housing and
converter housing to transmission housing
attaching screws and lockwashers.
Tighten to torque spec :
30~33 Nm (22~25 lbfft)
15. Install oil pressure regulator valve sleeve
assembly through the spacer plate and into con-
verter housing. Tighten regulator sleeve to spec
: 60~67 Nm (44~50 lbfft)
16. Install oil filter on regulator sleeve as per instruc-
tions on filter.
17. Install charging pump with attaching bolts and
washers and tighten to spec :
16~22 Nm (12~16 lbfft)
18. Install control valve assembly to transmission
case with attaching bolts and washers and
tighten to spec :
16~22 Nm (12~16 lbfft)
19. Install oil supply tube assembly.

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Group 06, TRANSAXLE
SM 794 06-3-18
20. Install torque converter assembly by sliding onto
stator support.
Carefully align splines with stator and impeller
hub gear. Again use care not to damage con-
verter housing oil seal.
WARNING
!
Two dimples 180 apart in backing ring
must be ou t (toward the e ngine fly-
wheel).
Install cap screws a nd wa shers.
35~39 Nm (26~29 lbfft)
Transmission to Engine Inst allation Pro-
cedure
Remove all burrs from flywheel mounting face and
nose pilot bore. Clean drive plate surface with sol-
vent.
Check engine flywheel & housing for conformance to
standard SAE No. 3 per SAE J 927 and J 1033 toler-
ance specifications for pilot bore size, pilot bore
runout and mounting face flatness.
Measure and record engine crankshaft end play.
Install two 63.500 mm (2.5in) long transmission to
flywheel housing guide studs in the engine flywheel
housing as shown.
Rotate the engine flywheel to align a drive plate
mounting screw hole with the flywheel housing
access hole.
Rotate the transmission torque converter to align the
locating stud in the drive plate with the flywheel drive
plate mounting screw hole positioned in step No. 3.
Locate transmission on flywheel housing.
Aligning drive plate to flywheel and transmission to
flywheel housing guide studs, install transmission to
flywheel housing screws. Tighten screws to specified
torque. Remove transmission to engine guide studs.
Install remaining screws and tighten to specified
torque.

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GROUP 12
SM 794 12-0
GROUP 12
IGNITION SYSTEM
(STANDARD ELECTRONIC IGNITION)
Ignition System Specifications and Description ....... Section 1
Ignition System Troubleshooting ............................... Section 2
Ignition System Inspection, Adjustments,
and Timing .................................................................... Section 3
Distributor Overhaul .................................................. Section 4

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Group 12, Ignition System
SM 794 12-1-1
Specifications
Ignition Type: Non-contact, electronic
Firing Order: 1-3-4-2
Rotation (viewed from cap): Clockwise
Ignition Timing: Gasoline 4 BTDC @ 740 rpm;
LPG 9 BTDC @ 740 rpm(Non tier2) ; LPG 10
BTDC @ 700 rpm(Tier2)
Centrifugal Advance: Beginning: 0 at 1000 rpm
(engine). End: 6.5 at 2600 rpm (engine)
Vacuum Advance: Beginning: 0 at 80 mmHg
(3.14 inHg.) End: 11.5 at 280 mmHg (11.0 inHg.)
Type I Distributor and Ignition Coil
Pick-Up Air Gap: 0.8mm(0.031in)
Primary Coil Resistance:1.08-1.3 between
terminals (+) and (-)
Secondary Coil Resistance:22.1-29.9k
between terminals (-) and center
Ignition Coil Resistor Resistance:1.22-1.49
Type II Distributor and Ignition Coil
Pick-Up Air Gap:0.35mm(0.014in) minimum
Pick-Up Coil resistance:430-450
Primary Coil Resistance:10.8-14.1 between
Secondary Coil Resistance:22.1-29.9
Spark Plug Type:
Gas Engine: NGK BP4ES, Champion NY16
LPG Engine: NGK BP5ES, Champion NY12
Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in)
Spark Plug Tightening Torque: 25 Nm (18.4 ft-lb)
Plug Wire Resistance: 8,000 ohms per foot
Section 1
Ignition System Description and Specifications
(Standard Electronic Ignition)

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SM 794 12-1-2
Ignition System Overview
The purpose of the ignition system is to deliver a spark of
the proper intensity and duration to each cylinder at the
proper moment in the pistons stroke.
The ignition system consists of the distributor, ignition
coil, spark plugs, and primary (low tension) and second-
ary (high tension) wiring circuits.
The primary circuit is the low voltage circuit and is com-
posed of the ignition coil primary winding, distributor
electronics, and associated wiring, including battery, igni-
tion switch, starter relay and neutral start relay.
The secondary circuit is the high voltage section and is
composed of the ignition coil secondary winding, the dis-
tributor cap, the rotor, the spark plug cables (wires), and
the spark plugs.
The battery supplies the voltage for producing current
through the ignition circuit.
The ignition switch is an OFF/ON switch. Current flows
only when this switch is closed and returns by the ground
through the engine or frame. The resistance of the primary
winding of the ignition coil restricts the primary current
flow.
The ignition coil consists of two windings, a primary
winding and a secondary winding. The function of the
ignition coil is to transform the low voltage supplied by
the battery in the primary winding into the high voltage
output of the secondary winding required to jump the
spark gap at a spark plug.
The distributor conducts and interrupts the primary wind-
ing current in the ignition coil at the correct time and dis-
tributes the resulting high tension secondary current to the
correct spark plug.
Ignition System Components

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SM 794 12-1-3
When the distributor interrupts the primary current, the
collapsing field in the primary winding of the coil induces
a very high voltage in the secondary winding. This volt-
age is carried by the high tension wire (cable) to the center
terminal of the distributor cap. The rotor connects this
center terminal to the distributor cap terminals, which in
turn are connected to the proper spark plug by high ten-
sion cables (wires).
The spark plugs provide a spark gap in the combustion
chamber. The compressed air and fuel mixture is ignited
when the high voltage jumps across this gap.
The distributor incorporates a mechanical (centrifugal)
advance mechanism that varies the timing by advancing
the breaker plate as the engine speed increases.
This mechanism consists of weighted levers that revolve
with the distributor rotor and act against a set of springs.
As the speed of rotation increases, the weights are moved
out and the timing is advanced. With this arrangement, it
is possible to have a retarded spark for idling and obtain a
gradual advance in spark timing as the engine speed is
increased.
The distributor also includes vacuum advance for opti-
mum part-throttle economy. With this system, spark tim-
ing is not only adjusted for the rotating speed but also for
the load applied to the engine. As load is decreased, tim-
ing is advanced, and as load is increased, timing is
retarded until only the mechanical advance is used.
Schematic Drawing of Electronic Ignition Circuitry(STD)
CHARGE LAMP
WATER TEMP
GAUGE
PILOT LAMP
ALTERNATOR
BATTERY
STARTER
S
B
DIODE
CARBURETOR
(GASOLINE ONLY)
SOLENOID VALVE FUEL OUT
RESISTOR
IGNITION COIL
DISTRIBUTOR
(BREAKERLESS TYPE)
SPARK PLUG
ST
B
IG
STARTING SWITCH
OIL
PRESS.
SWITCH
WATER TEMP
SENDER

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SM 794 12-1-4
Distributor Components and Function
Components
The distributor consists of the ignitor mounted on the
breaker plate, signal rotor, distributor rotor, and ignition
advance mechanisms.
Ignition advance mechanisms include a mechanical cen-
trifugal-weight type governor, and a diaphragm-type vac-
uum set.
Typical distributor Components. Type I distributor shown.
Function
The signal rotor is mounted on the distributor shaft, which
rotates in sync with the engine crankshaft. As the distribu-
tor shaft rotates, each tooth of the signal rotor passes in
close proximity to the ignitor. The ignitor senses the posi-
tion of the passing tooth much as a metal detector
detects the presence of metal: The ignitor contains an
oscillator-type pick-up that stops oscillating when a metal
tooth approaches it.
This stopping of the oscillation causes the ignitor to
switch off a power transistor built into the ignitor. This
Off condition blocks the flow of the primary current,
which collapses the magnetic field that built up during the
On time. The collapsing field cuts across the coil second-
ary winding, inducing the high voltage that fires the spark
plug.
The clearance (air gap) between the teeth and the pickup
basically determines the duration of current flow, and thus
the duration of the spark. The wider the clearance or air
gap between the teeth and the pickup, the stronger the cut-
off and the longer the duration of the spark. This duration
is equivalent to the dwell angle in a contact-type distribu-
tor and can be adjusted as shown in Section 3.
Air GapClearance between Signal Rotor Tooth and
Ignitor Pickup
Timing is controlled by precisely setting the position of
the ignitor along the circular path made by the signal
rotors teeth. You make this adjustment by rotating the
distributor housing while observing the engine timing
marks under a timing light.
A. Breather
B. Distributor cap
C. Contact carbon
D. Rotor
E. Signal rotor
F. Grounding wire
G. Ignitor
H. Breaker plate
I . Vacuum control
J . Packing
K. Distributor housing
L . Drive gear
M. O-ring
N. Lead wire
O. Rotor shaft
P. Spring retainer
Q. Governor spring
R. Governor weight
S. Distributor shaft
T. Lock pin
U. Washer

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SM 794 12-2-1
Section 2
Ignition System Troubleshooting
(Standard Electronic Ignition)

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SM 794 12-2-2
Troubleshooting Tests
The following tests should be used along with the trouble-
shooting chart on the next page to isolate ignition system
problems.
Refer to Group 13 for complete electrical system schemat-
ics, if needed.
Spark Test
WARNING
!
GASOLINE OR LPG FUEL. Park truck in a
well-ventilated area. Check for leaks and fuel
spills before performing these tests. Sparks
can ignite gasoline or LPG fuel vapors. Do
not perform maintenance near open flame or
other sources of ignition, or while smoking.
LP gas is highly flammable.
CAUTION
!
While the engine is cranking or running,
keep away from belts and fan and do not
touch bare end of spark plug wire.
1. Remove the spark plug wire from a spark plug. Hold
the boot end 6-10 mm (.25 to .38 in) from the engine
block (ground). Crank the engine and check for spark
across the gap. Repeat for each plug. If you cannot
hear or see the spark, go to step 2. If the spark
appears, but you still suspect the plug is not firing
sufficiently, perform the Plug Test below.
IMPORTANT
When removing spark plug wires from the
spark plug terminal, hold the cable cap or
boot firmly. Do not pull on the wire.
2. If no spark appears in step 1, remove the secondary
(high-tension) cable from the center terminal of the
distributor. Hold the wire terminal tip .25 to .38 inch
[6-10 mm] from the engine block (ground). Crank
the engine and check for spark across the gap.
If spark appears, the problem is with the distributor.
Perform the Insulation Test below and consult the
troubleshooting chart on the next page.
If no spark appears, suspect the coil, coil power sup-
ply, or coil resistor. Consult the troubleshooting chart
on the next page and the inspection procedures in the
next Section.
Plug Test
If there is spark from the boot end of the plug wire, but
you still suspect the plug may not be firing sufficiently,
remove the spark plug to be tested from the engine.
Reconnect the plug to the plug wire. Crank the engine,
and sparks should form between electrodes. If the spark
plug is defective (worn, leaky or poorly insulated), no
spark will form. Replace the spark plug.

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SM 794 12-2-3
Insulation Test of Distributor Cap and Rotor
1. Remove the distributor cap with the secondary (high-
tension) wire installed. Crank the engine. If sparks
form along the cap surface, this is an indication of a
breakdown in the insulating quality of the cap. Clean
or replace the cap.
2. Remove the distributor cap. Remove and put the
high-tension (secondary) wire terminal close to the
rotor. Crank engine. If sparks form this is indication
of a breakdown in the insulating quality of the rotor.
Clean or replace the rotor.
Troubleshooting Chart
Verification of suspected problems usually requires per-
forming the spark test, insulation test, and spark plug test,
The following lists typical ignition troubles and possible
causes and remedies.
Engine Does not Crank
Starter, battery, or other electrical system fault. See Group
14 troubleshooting.
Engine Cranks, But Does Not Start
Spark Test Shows No Spark
Distributor
Carbon tracking in cap or rotor. Replace.
Broken or loose primary lead wire. Repair or
replace.
Broken or damaged rotor. Replace.
Distributor out of time. Retime distributor.
Faulty electronic ignition unit. Replace.
Ignitor gap too wide. Adjust.
Broken wire or shorted circuit. Replace coil.
Carbon tracking on tower. Clean or replace.
Dirty or wet connections in coil & distributor
cap towers. Clean or replace.
Coil to Distributor High Tension Cable
Loose or disconnected. Repair/install.
Faulty wire or insulation. Replace.
Corrosion.
Wiring
Bad secondary wire to distributor. Replace.
Poor negative ground to block. Clean, repair,
tighten.
Fuse.
Firing order incorrect. Rearrange wires.
Timing belt
Broken.
J umped timing cog.
Fuel System Fault
Refer to fuel system troubleshooting in Group 02.
Instrument Pod Fault
Refer to instrument pod troubleshooting in Group 13

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SM 794 12-2-4
Engine Runs, But Does Not Run Smoothly
Engine Fault
See Group 1 Troubleshooting
Engine Misses and/or Backfires
Distributor
Worn or loose distributor drive shaft. Replace
assembly.
Carbon tracking on cap or rotor. Clean or
replace.
Broken primary lead wire. Repair or replace.
Faulty electronic unit. Replace.
Distributor installed 180 out of position.
Ignition Coil Fault
Coil to Distributor High Tension Wire
Break in wire or wire loose. Replace, tighten.
Faulty insulation. Replace.
Spark Plugs
Plugs fouled or worn out.
Flashover on porcelain insulator. Clean or
replace.
Spark Plug Wires
Faulty.
Firing order incorrect.
Engine Knocks
Distributor
Incorrect ignition timing (too far advanced).
Disengaged or broken centrifugal advance
spring. Repair or replace.
Worn centrifugal advance mechanism. Replace.
Spark Plugs
Incorrect heat range. Replace.
Fuel. Use correct spec.
Engine Does Not Deliver Enough Power
Distributor
Incorrect ignition timing (retarded). Adjust.
Faulty centrifugal advance mechanism.
Replace.
Ignitor air gap out of adjustment.
Spark plugs fouled or worn.
Spark Plug wires contaminated or defective.

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SM 794 12-3-1
Section 3
Ignition System Inspection,
Adjustment, and Timing

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SM 794 12-3-2
Distributor Inspection and Air Gap
Adjustment
Distributor Cap
1. Remove the distributor cap and check its condition
for:
Cracks
Carbon tracking or flashover burn marks
Corrosion, rusting or damage of terminals
Burned center terminal or side inserts
Center terminal pushed up inside cap and not
free in socket
Moisture
Dirt inside and outside
It is very important for the cap to be clean. Moisture
and dirt make a good path for flashover. Once a car-
bon track has started, the cap must be replaced.
2. Remove the spark plug wires from the distributor
cap. Inspect the cable socket terminals in the cap for
corrosion and burn damage. Clean the towers and ter-
minals, as needed.
3. Clean the distributor cap and terminals, or replace, as
needed.
Rotor
Remove the rotor and inspect it for:
Carbon tracking or flashover burn marks
Burned, pitted, bent or worn terminal tip
Moisture, contamination, and dirt buildup
Clean or replace the rotor, as needed.
Centrifugal Advance
Install the rotor. Turn the rotor in the direction of rotation
and release it to confirm that the rotor returns to the origi-
nal position smoothly.
Typical Distributor Components. Type I shown.

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SM 794 12-3-3
Vacuum Advance Control
Check the diaphragm in the vacuum advance unit and the
line to the manifold for leakage. If the diaphragm is rup-
tured, the vacuum advance housing and linkage must be
replaced.
Pick-up Air Gap
1. Check the ignitor air gap. The air gap must be correct
to properly check timing.
Pick-Up Air Gap Setting. Type I.
Pick-Up Air Gap Setting. Type I.
Standard Pick-Up Air Gap Setting :
Type I distributor : 0.8mm (0.031 in)
Type II distributor ; 0.35mm (0.014in) minimum
NOTE
Always check and adjust ignition timing
after installing new ignitor module or adjust-
ing air gap.
2. With a clean feeler gauge, measure the maximum air
gap (at the position where a projection of the signal
rotor is aligned squarely with the ignitor pickup).
Rotate the engine as necessary using the crank pulley
and fan belt. If the measurement is not within specifi-
cation, adjust the air gap setting.
3. To adjust the air gap, loosen the ignitor mounting
screws. The ignitor module position can be moved
(varied) slightly using the positioning boss as a ful-
crum. Adjust the air gap between the ignitor pickup
and a projection on the signal rotor to specification.
After adjustment, tighten the two mounting screws.
Spark Plug Wire Inspection
1. Check spark plug cables and boots for cuts, cracking,
brittleness, burns or excessive corrosion of the termi-
nals on both ends, and including general deteriora-
tion. If the cables are three years old or more, replace
them.
When removing a spark plug wire, be sure to hold
the cap or boot on the end of the cable. Do not pull
on the wire.
2. Check plug wire resistance. Resistance should be
about 8,000 ohms per foot
3. To install new cables, remove one old wire at a time
and match it to a new one. Use all looms and separa-
tors and route the wires exactly as the old ones.
The use of a dielectric silicone grease at high-voltage con-
necting points such as coil and distributor cap towers and
spark plugs is recommended to ensure good electrical
connection and prevent corrosion.
Spark Plug Inspection and
Replacement
Removing Spark Plugs
1. Remove the spark plug wires and move them out of
the way.
2. Use an air nozzle to blow dirt and contamination out
of the spark plug wells.
IMPORTANT
Do not allow dirt and contaminants to enter
spark plug openings when the plugs are
removed.
3. Loosen, but do not remove, all of the spark plugs.
Again blow dirt and contamination out of the wells.
4. Remove and inspect the spark plugs.

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SM 794 12-3-4
Inspecting Spark Plugs
1. Inspect spark plugs for the following conditions. If
any abnormality is found, replace the plugs:
Damage to insulator
Wear of electrodes
Carbon and lead deposits
Damage and deterioration to gasket
Arcing or flashover tracking and burning of por-
celain insulator.
If spark plugs are:
Fouled with carbon deposits, check for too rich
air-fuel mixture, dirty (clogged) air filter, or mis-
fire due to excessive spark gap.
Burned but white, check for too lean air-fuel
mixture, excessive spark advance, or insufficient
plug tightening torque.
Installing Spark Plugs
1. Check the spark gap and adjust to the correct specifi-
cation. Use proper gauge and gapping tool.
IMPORTANT
New spark plugs do not always have correct
spark gap. Always check and adjust the
spark gap of new plugs. Use proper gauge
and gapping tool. Tighten spark plugs to the
specified torque.
2. Clean the spark plug seat in the cylinder head.
IMPORTANT
Lubricate threads on spark plugs with ANTI-
SEIZE grease, Clark part #1802307.
3. Use new seat gasket and screw plug in by hand.
4. Tighten to correct torque specification.
5. Correctly install the spark plug cables (wires).
Ignition Coil Inspection
Ignition coils do not normally require any service except
keeping all terminals and connections clean and tight. The
coil should be kept reasonably clean; however, it must not
be subjected to steam cleaning or similar cleaning meth-
ods that may cause moisture to enter the coil.
1. Check the ignition coil tower for tracking and obvi-
ous damage. Be sure the tower is clean and dry.
Check coil boot nipple for correct sealing and insu-
lating qualities. If flashover occurs here, the engine
probably wont start.
2. Check primary circuit wires for tight connections and
correct polarity. When the ignition coil is wired up
incorrectly with the distributor, it can cause high
speed missing with loss of power and performance
under heavy loads.
3. Check the coil to distributor cap high-tension (sec-
ondary) cable. Check the fit of the boot on the coil
and distributor cap towers. A high voltage leak at this
point will cause the engine not to start.
IGNITION COIL
DISTRIBUTOR
SPARK PLUG
SECONDARY
CABLE
PRIMARY
CABLE

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SM 794 12-3-5
Ignition Coil Tests
1. Test a defective coil by:
Measuring the resistance of the primary windings,
secondary windings, and resistor with a circuit
tester. If the specified values of resistance are
found as shown below, the coil circuits are not dis-
connected (broken) and not short circuited. If
incorrect values are found, replace coil and/or
resistor, as necessary.
Type I Distributor
Primary Coil Resistance: 1.08-1.32 between
Secondary Coil Resistance: 22.1-29.9k
Coil Resistor Resistance: 1.22-1.49
Type II Distributor
Primary Coil Resistance: 10.8-14.1 between
Secondary Coil Resistance: 22.1-29.9
Measuring the insulating resistance between the
primary terminal and case with a 500 V megger (if
available) or a volt-ohmmeter. It is considered nor-
mal if the reading is 10 megohms or above.
Replace coil, as necessary.
2. When the coil is suspected of being faulty, remove it
and check its operation on a coil tester and replace it
if inoperative. Most coil testers compare the opera-
tion of the coil being tested with one known to be in
good condition. This test should be made first with
the coils at room temperature and then after warming
the coils five minutes by connecting the primary to a
battery of the same voltage rating as the coils.
Recheck the comparison test to see if the expansion
due to heating has caused some defect.
Type II Ignition Coil
Pick-Up Coil Tests
(For Type II distributor only.) Measure resistance; vlaue
should be 430-450. Make sure that ohm meter needle
moves when screw driver passes near core of coil.
Ignition Timing Checks and Adjustment
WARNING
!
ENGINE FAN. Be careful of rotating fan
blades when using a timing light.
NOTE
Correct ignition timing is vital to the proper
and efficient operation of the engine. Incor-
rect timing can result in engine overheating,
with resultant reduced piston and valve life,
and lowered fuel economy.
It is important that the ignitor air gap is set
correctly before checking and adjusting the
timing. Checking timing is counterproduc-
tive if the gap is not set to specification.
Checking Ignition Timing
1. Check and adjust ignitor air gap as explained earlier
in this Section.
2. Install a tachometer, or a combination test instru-
ment, such as the Clark Dynamic Engine Analyzer,
Part No. 1802047.
NOTE
Tachometer must be connected directly to
battery terminals. Other grounds are not
suitable.
3. Install a timing light.
NOTE
An ignition timing light, Clark Part No.
1801971, or equivalent, with inductive spark
pickup is recommended. Install per manufac-
turers recommendations.

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SM 794 12-3-6
4. Clean the timing pointer or indicator and timing
mark or notch on the crank pulley to make the mark
more legible under the timing light.
5. Start the engine and warm it up until it runs
smoothly.
6. Disconnect vacuum hose from vacuum advance on
distributor. Plug or clamp the open end of vacuum
hose to carburetor or manifold.
7. Lower the engine speed by adjusting the carburetor
idle screw to obtain 680 rpm idle speed. See Group
02, Fuel System for idle adjustment.
It is standard practice to check engine initial timing
with engine idling at 680 rpm so that the automatic
advance of the distributor is completely retarded and
not affecting timing. This is very important to obtain
correct timing.
CAUTION
!
ENGINE FAN. Be sure to hold the timing
light to avoid rotating fan blades. Be careful
to stay away from the fan when leaning over
to see the timing marks.
8. The engine timing indicator (1) is located near the
crankshaft pulley (2) and may be seen from the right-
hand side of the truck.
9. With engine running at the noted idle speed, aim the
timing light at the crankshaft pulley and timing indi-
cator. Note timing marks as light flashes.
The initial ignition timing is correct when the timing
mark on the crankshaft pulley is aligned with the cor-
rect position on the timing indicator, at idle speed.
Initial Timing Specification:
Gasoline: 4 BTDC @ 680 rpm
LPG: 9 BTDC @ 680 rpm
If ignition timing is not correct, adjust as necessary.
See Adjusting Ignition Timing, below.
10. Reset idle to 680 rpm.
Adjusting Ignition Timing
Adjust timing with the engine warm and the vacuum
advance hose disconnected and pulgged.
1. Loosen but do not remove the clamp bolt at the base
of the distributor.
2. With the engine running at correct idle speed (680
rpm), adjust the timing by slowly rotating the distrib-
utor in one direction or the other. Turn the distributor
Clockwise to retard timing
Counterclockwise to advance timing

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SM 794 12-3-7
3. Turn distributor body until the timing mark and indi-
cator are aligned correctly.
4. Tighten nut or clamp bolt at the base of the distribu-
tor.
5. Recheck the timing to be sure that it did not change
when distributor mounting bolt was tightened.
Checking Spark Advance
After checking (and adjusting, if necessary) ignition tim-
ing, check the centrifugal advance, then the vacuum
advance.
Centrifugal Advance
1. Make sure the engine is warm, the vacuum advance
line is removed and plugged, and idle is still set at
680rpm.
2. Slowly accelerate the engine speed from idle to max-
imum no-load governed rpm. Check the advance
while engine speed is being increased.
Centrifugal Advance Specification:
Beginning: 0 at 1000 rpm (engine).
End: 6.5 at 2600 rpm (engine).
NOTE
Distributor rpm = 1/2 engine rpm
3. Analyze the results:
Excessive advance: Centrifugal advance spring
is weak. If the spring is broken, abrupt rising of
advance will occur.
Insufficient advance. Centrifugal advance
weight or cam is faulty.
4. Repair or replace the centrifugal advance mechanism
(mainshaft and weight assembly), as required. (See
distributor overhaul Section in this Group.)
5. Reset idle to 680rpm.
Vacuum Advance
1. Connect the vacuum hose and check the total
advance while engine speed is increased gradually to
no-load governed rpm.
2. Vacuum advance is obtained by subtracting centrifu-
gal advance from the measurement.
Total advance centrifugal advance =
vacuum advance
Vacuum Advance Specification:
Beginning: 0 at 80 mmHg (3.14 inHg).
End: 11.5 at 280 mmHg (11.0 inHg).
3. Analyze the results:
Excessive advance. Vacuum advance control
spring is weak. If spring is broken, abrupt rising
of advance will occur.
Insufficient advance. Breaker plate is faulty or
diaphragm is broken in the vacuum advance con-
trol.
4. Repair or replace component parts as required. (See
distributor overhaul Section in this Group.)

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SM 794 12-4-1
Replacing the Ignitor and Pick-Up Coil
The ignitor (with self-contained pick-up) on the Type I
distributor can be replaced without removing the distribu-
tor. On the Type II distributor, the pick-up coil assembly
and ignitor are separate and can be replaced. To replace
these components:
1. Remove signal rotor from the distributor drive shaft
with an ordinary bearing puller.
2. Disconnect the wire leads from the terminals of the
ignitor module (Type I) or pick-up coil assembly
(Type II) and remove two mounting/adjusting
screws. To remove the Type II ignitor, remove the
mounting screws and the other leads as well.
IMPORTANT
Do not wipe off the grease on the back of the
ignitor unit because it is needed for heat radi-
ation of the unit.
3. When reinstalling, set the pick-up air gap as show in
Section 3 of this Group.
Ignitor Pick-Up. Type I.
Pick-Up Coil and Ignitor. Type II
Section 4
Distributor Overhaul

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SM 794 12-4-2
Removing the Distributor
1. Rotate the engine crankshaft to put the #1 cylinder
piston at top dead center.
2. Disconnect the spark plug cables and the primary and
secondary cables from the distributor.
3. Remove the vacuum hose from the vacuum advance
control on the distributor.
4. Loosen and remove the distributor locking nut from
the base of the distributor. Remove the distributor
from the engine.
Distributor installation
1. Turn the crankshaft so that the No. 1 cylinder is at
top dead center.
2. Align the distributor housing and gear mating marks.
3. Shift 1 tooth of gear to meet the pin with the mating
mark of distributor housing as shown in the illustra-
tion.
4. Install the distributor to the engine while aligning
mating of distributor housings(groove) of the distrib-
utors installation flange with the center of the dis-
tributor installation stud.
5. Removes distributor cap and confirms that the rotor
becomes as shown in the illustration.
6. When the rotor is not in this position, redo from the
operation in step(2)
A

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SM 794 12-4-3
Distributor
Disassembly steps
1. Distributor cap 8. Breaker assembly
2. Rotor 9. Snap ring
3. Cover 10. Vacuum control
4. Signal rotor 11. Connector assembly
5. Pickup coil assembly 12. O-ring

6. Ignitor 13. Distributor housing
7. Heat sink
A

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SM 794 12-4-4
Inspection
Pickup Coil
1. Using a tester, check the resistance of the pickup coil.
Standard value:420 to 540
2. Check to make sure the pointer of the tester oscillates
when the tip of a screwdriver is moved past by the
core of the pickup coil assembly.
Reassembly Service Point
Pickup coil assembly installation
Check the air gap between the signal rotor and pickup
assembly.
Standard value:0.35 to 0.45mm
(0.0138 to 0.0177 in.)
A

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SM 794 12-4-5
Type II Distributor
Disassembly Steps (Type II)
IMPORTANT
After reassembly, set the pick-up air gap as
shown in Section 3 of this Group.
1. Breather
2. Distributor cap
3. Rotor
4. Cover
5. Signal rotor
6. Pick-up coil assembly
7. Ignitor
8. Heat sink
9. Breaker assembly
10. Vacuum control
11. Connector
12. O-ring
13. Distributor housing

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SM 794 12-4-6
Starter Motor(LPG)
Inspection
Pinion Gap Adjustment
1. Disconnect the field coil wire from terminal M of the
magnetic switch.
2. Connect a 12V battery between terminal S and starter
motor body (positive terminal to terminal S).
Caution:
This test must be performed quickly (in less than 10
seconds) to prevent the coil from burning out.
3. Set switch to ON, and pinion will move out.
4. Check pinion to stopper clearance (pionion gap) with
a thinkness gauge.
Pinion gap: 0.5 to 2.0mm(0.0197 to 0.0787 in.)
5. If the pinion gap is out of specification, adjust by
adding or removing gaskets between magnetic
switch and front bracket.

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SM 794 12-4-7
Pull-in Test of Magnetic Switch
1. Disconnect field coil wire from terminal M of mag-
netic switch.
2. Connect a 12V battery between terminal S and Ter-
minal M.
Caution:
seconds) to prevent the coil from burning.
3. If pinion moves out, then pull-in coil is good. If it
doesnt replace magnetic switch.
Hold-in Test of Magnetic Switch
netic switch.
2. Connect a 12V battery between terminal S and body.
Caution:
3. Manually pull out the pinion as far as the pinion stop-
per position.
4. If pinion remains out, everything is in order. If pinion
moves in, hold-in circuit is open. Replace magnetic
switch.
Return Test of Magnetic Switch
netic switch.
2. Connect a 12V battery between terminal S and body.
Caution:
3. Pull pinion out and release. If pinion quickly returns
to its original position, everything is in order. If it
doesnt, replace magnetic switch.
Caution:
Be careful not to get your fingers caught when pull-
ing out the pinion.

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SM 794 12-4-8
Free Running Test
1. Place starter motor in a vise equipped with soft jaws
and connect a fully-charged 12-volt battery to starter
motor as follows:
2. Connect a ammeter (100-ampere scale) and carbon
pile rheostat in series with battery positive post and
starter motor terminal.
3. Cunnect a voltmeter(15-volt scale) across starter
motor.
4. Rotate carbon pile to full-resistance position.
5. Connect battery cable from battery negative post to
starter motor body
6. Adjust the rheostat until the battery voltage shown by
the voltmeter is 11V.
7. Confirm that the maximum amperage is within the
specifications and that the starter motor turns
smoothly and freely.
Current: max. 60 amps.
Symptom Possible cause
Current is too large, and starter motor rotates at too low
speeds.(Motor output torque is insufficient.)
Contaminated or oil stained metal
Friction between armature core and pole piece
Armature coil and /or field coil not properly
grounded
Armature coil short-circuited
Current is too large, and motor does not rotate at all.
Electromagnetic switch not properly grounded
Armature coiul and/or field coil not properly
grounded
Seizure of metal
No current is available, and motor does not rotate.
Armature coil and/or field coil open-circuited
Brush and/or pigtail open-circuited
Poor contact or brush and commutator due to
contaminated commutator, high mica. etc.
Current is too small, and motor rotates at low
speed.(Motor output torque is insufficient.)
Loose field coil connections (If the shunt coil alone is
open-circuited or loosely connected, the motor will rotate
at a high speed.)
Current is too large, and motor rotates at too high
speeds.(Motor output torque is insufficient.)
Field coil short-circuited

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SM 794 12-4-9
Disassembly steps
1. Screw 12. Packing B
2. Magnetic switch 13. Plate
3. Screw 14. Planetary gear
4. Screw 15. Lever
5. Rear bracket 16. Snap ring

6. Brush holder 17. Stop ring
7. Rear bearing 18. Overrunning clutch
8. Armature 19. Internal gear

9. Yoke assembly 20. Planetary gear holder
10. Ball 21. Front bracket
11. Packing A
A
C A
C A
B
B

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SM 794 12-4-10
Magnetic switch removal
Disconnect the field coil wire from terminal M of the
magnetic switch.
Armature/ball removal
Caution:
When removing the armature, take care not to lose the
ball(which is used as a bearing) in the armature end.
Snap ring/stop ring removal
1. Press stop ring off snap ring with a suitable socket.
2. Remove snap ring with snap ring pliers and then
remove stop ring and overrunning clutch.
Cleaning of Starter Motor Parts
Do not immerse the parts in cleaning solvent. Immersion
of the yoke, field coil assembly and/or armature will dam-
age to insulation.
Do not immerse the drive unit cleaning solvent.
Overrunning clutch is pre-lubricated at the factory and
solvent will wash lubricant form clutch.
The drive may be cleaned with a brush moistened with
cleaning solvent and wiped dry with a cloth.
A
B
C

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SM 794 12-4-11
Inspection
1. Commutator
1. Place the armature on a pair of V-blocks and check
the runout using a dial gauge.
Standard value: 0.5mm(0.020 in.)
Limit: 0.1mm(0.004 in.)
2. Check the outer diameter of the commutator.
Limited: 28.8mm(1.13 in.)
3. Check depth of the undercuts between the segments.
Limit: 0.2mm(0.008 in.)
2. Overrunning Clutch Check
1. While holding clutch housing, rotate the pinion.
Drive pinion should rotate smoothly in one direction,
but should not rotate in opposite direction. If clutch
does not function properly, replace overrunning
clutch assembly.
2. Inspect pinion for wear or burrs. If pinion is worn or
burred, replace overrunning clutch assembly. If pin-
ion is damaged, also inspect ring gear for wear or
burrs.
3. Front And Rear Bracket Bushing Check
Inspect bushing for wear or burrs. If bushing is worn or
burred, replace front bracket assembly or rear bracket
assembly
4. Brush
1. Brushes that are worn beyond wear limit line, or oil
soaked, should be replaced.
2. When replacing ground brush, side the brush from
brush holder by prying retainer spring back.

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SM 794 12-4-12
5. Armature Coil Short Circuit Test
1. Place armature on a growler.
2. Hold a thin steel blade parallel and just above while
rotating armature slowly in growler. A shorted arma-
ture will cause blade to vibrate and be attracted to the
core. Replace shorted armature.
6. Armature Coil Ground Test
Check the insulation between ground commutator seg-
ment and the armature coil core. If there should be no con-
tinuity.
7. Armature Coil Open Circuit Check
Check the continuity between segments. If there should be
continuity.
Reassembly Service Point
Stop ring/snap ring Installation
Using a suitable pulling tool, pull overrunning clutch stop
ring over snap ring.
A

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SM 794 12-4-13
Alternator(LPG)
Disassembly steps
1. Pulley nut 8. Stator
2. Alternator pulley 9. Plate
3. Rotor assembly 10. Regulator assembly
4. Rear bearing 11. Brush
5. Bearing retainer 12. Slinger

6. Front bearing 13. Rectifier
7. Front bracket 14. Rear bracket
A
B
A
B

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SM 794 12-4-14
Separation of the stator and front bracket
With a screwdriver blade inserted between the front
bracket and stator core, pry to separate the stator from the
front bracket.
Caution:
Do not insert the screwdriver too deep as the stator core
could be damaged.
Removal of alternator pulley
With the pulley side facing up, hold the rotor in a vice and
remove the pulley.
Caution:
Use care not to damage the rotor.
Stator/regulator assembly removal
1. Use a soldering iron (180 to 250 W) to unsolder the
stator. This work should complete within approxi-
mately four seconds to prevent heat from transferring
to the diode.
2. When removing the rectifier from the regulator
assembly, remove the soldered sections of the recti-
fier.
Caution
1. Use care to make sure that the heat of the
soldering iron is not transmitted to the
diodes for a long period.
2. Use care that no undue force is exerted to
leads of diodes.
Inspection
1. Rotor
1. Check the rotor coil continuity. Make sure that there
is continuity between the slip rings.
Measure the rotor resistance. If it is excessively
small, it indicates a shorted rotor. If there is no conti-
nuity or if it is shorted, replace the rotor assembly.
Standard value: 3 to 5
A
B

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SM 794 12-4-15
2. Check for rotor coil grounding. Make sure that there
is no continuity between the slip ring and the core.
Replace the rotor assembly if there is continuity.
2. Stator
1. Check the stator continuity. Make sure that there is
continuity between the coil leads. Replace the stator
assembly if there is no continuity.
2. Check for coil grounding. Make sure that there is no
continuity between the coil and the core. Replace the
stator assembly if there is continuity.
3. Rectifier
1. Inspection of (+) heat sink assembly
Using a circuit tester, check continuity between the
(+) heat sink and the stator coil lead connection ter-
minals. If there is continuity in both directions, the
diode is shorted and the rectifier assembly must be
replaced.
2. Inspection of (-) heat sink assembly
Check continuity between the (-) heat sink and the
stator coil lead connection terminals. If there is conti-
nuity in both directions, the diode is shorted and the
rectifier assembly must be replaced.

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SM 794 12-4-16
3. Inspection o diode trio
With a circuit tester connected to both ends of each
diode, check continuity of the three diodes. If there is
continuity or no continuity in both directions, the
diode is damaged and the rectifier assembly must be
replaced.
4. Brush
1. Measure the length of the brush protrusion shown in
the illustration, and replace the brush if the measured
value is below the limit value.
Limit: 2.0mm(0.08 in.) or below
2. The brush can be removed if the solder of the brush
lead wire is removed.
3. When installing a new brush, push the brush in the
brush holder as shown in the illustration, and solder
the lead wire.
Reassembly Service Points
Installation of rotor
Before installing the rotor on the rear bracket, thread a
steel wire through the small hole provided in the rear
bracket to hold back the brush. After rotor installation,
remove the steel wire .
A

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GROUP 13
SM 794 13-0
GROUP 13
ELECTRICAL SYSTEM
Cautions for working on the electrical system ..... Section 1
Specifications and features of
electrical system .......................................................Section 2
Electrical Circuit diagram & Electrical parts
Arrangement ............................................................Section 3
Instrument Pod ........................................................Section 4
Specification and operation of electrical
components ...............................................................Section 5

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Group 13, Electrical System
SM 794 13-1-1
As checking the electrical components
As working or checking on the electrical components
make sure to study the features and specifications of rele-
vant components in advance so that the possibility of acci-
dent will be avoided.
Cautions for welding
Any electrical components on the machine may be dam-
aged by the high-voltage current occurred as welding. If
the welding shall be worked on the machine, therefore,
disassemble the (-) cables from the battery in advance.
Start-up with jumper cable
When the machine cannot be started up as the battery has
been discharged, make use the jumper cable to start-up.
Proceed as followings:
As 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 body of the discharged machine.
CAUTION
!
Confirm the clips of jumper cable are
secured on the terminals.
Try to start up only when there is no problem
on the connection of jumper cables.
Never make the jumper (+) cable and the
jumper (-) cable contact each other.
As removing the jumper cables
For removing the jumper cables, take working as
reverse order of connecting.
Remove the jumper (-) cable from the engine body
of the discharged machine.
Remove the other end of jumper (-) cable from the
battery (-) terminal of the running engine.
Remove the jumper (+) cable from the battery (+)
terminal of the running engine.
Remove the other end of jumper (+) cable from the
battery (+) terminal of the discharged machine.
Section 1
Cautions for working on the electrical system

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SM 794 13-2-1
Features of electrical system
The electrical system of CQ20-30 model is consisted of
start-up circuits, instrumental panel and auxiliary circuits.
Input and output of most circuits will be controlled by
micro processor within the instrumental panel.
Start-up circuit
The start-up circuit is consisted of electric power circuits
such as engine start-up, battery charging, etc.
Instrumental panel
The monitor circuit makes the operator to check the oper-
ational condition of machine always as concentrating the
required indicators. It indicates fuel level, engine temp.,
battery level, work hour and failure of sensors. It is possi-
ble that starting at neutral position, prevention of restart,
restricted travel when parking and automatic engine stop
as critical failure.
Auxiliary circuit
The auxiliary circuit is consisted of lamps, horn and warn-
ing devices. It will be ON and OFF by the operator
according to the operational condition.
Specification
Voltage and Earthing
System voltage: 12Volt
System earthing: Engine body (Gasoline/LPG) or Trans-
mission (Diesel)
Battery
LPG/Gasoline
Type: 12Volt 60Ah
Cold start current: 550Amp (-18)
Capacity: 100minutes (27)
Diesel
Type: 12Volt 100Ah
Cold start current: 800Amp (-18)
Capacity: 180minutes (27)
Start motor
LPG/Gasoline
Specification: 12Volt 1.2kW
Diesel
Specification: 12Volt 2.3kW
Section 2
Specifications and features of electrical system

CopyrightedMaterial

SM 794 13-3-1
Section 3
Electrical Circuit Diagram & Electrical Parts Arrangement

CopyrightedMaterial

SM 794 13-3-2
Electrical Circuit Diagram
Diesel (Tier 2) - IN 28342

CopyrightedMaterial

SM 794 13-3-3
Electrical Parts Arrangement
Electrical Devices
CQ 20-30D- (SI - 48165) - 1/3
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SM 794 13-3-4
CQ 20-30 D (SI - 48165) - 2/3
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SM 794 13-3-5
CQ 20-30 D (SI - 48165) - 3/3
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SM 794 13-3-6
Instrument Pod
CQ 20-30 D (SI - 48175) - 1/3

CopyrightedMaterial

SM 794 13-3-7
CQ 20-30 D (SI - 48175) - 2/3

CopyrightedMaterial

SM 794 13-3-8
CQ 20-30 D (SI - 48175) - 3/3)

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SM 794 13-3-9
Battery Assembly
CQ 20-30 D (6029-10350) - 1/2
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CopyrightedMaterial

SM 794 13-3-10
CQ 20-30 D (6029-10350) - 2/2
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CopyrightedMaterial

SM 794 13-3-11
Electrical Circuit Diagram
CQ 20-30 L (Tier 0) - IN 28343

CopyrightedMaterial

SM 794 13-3-12
CQ 20-30 L (Tier 3) - IN 28295

CopyrightedMaterial

SM 794 13-3-13
Electrical Parts Arrangement
Electrical Devices
CQ 20-30 L (SI - 48166) - 1/5
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CopyrightedMaterial

SM 794 13-3-14
CQ 20-30 L (SI - 48166) - 2/5
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SM 794 13-3-15
CQ 20-30 L (SI - 48166) - 3/5
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F
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SM 794 13-3-16
Battery Assembly
CQ 20-30 L (SI - 48166) - 4/5

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SM 794 13-3-17
CQ 20-30 L (SI - 48166) - 5/5

CopyrightedMaterial

SM 794 13-3-18
Instrument Pod
CQ 20-30 L (SI - 48176) - 1/3

CopyrightedMaterial

SM 794 13-3-19
CQ 20-30 L (SI - 48176) - 2/3

CopyrightedMaterial

SM 794 13-3-20
CQ 20-30 L (SI - 48176) - 3/3
EXPORT U.S
(Removed Beacon Switch)
Export : Head Light Relay
Domestic : Fuel Buzzer Relay

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SM 794 13-3-21
Battery Assembly
CQ 20-30 L (6029-10160) - 1/2
NOTE
1. Tightening torque ; 4.1~5.1 .m
4. Battery cable to be clamped by item #8(clip) assembled using Transmission and Engine
connection blot (Tightening torque ; 5.8~7.2 .m)
6. Assembly procedure ; Battery cable-Neg clamp washers nut
1
3
4
2
5
1
2
3
4
5
6
7
8

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SM 794 13-3-22
CQ 20-30 L (6029-10160) - 2/2
7
6
8
8
6
7

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SM 794 13-4-1
Instrument Panel
1. Turn signal pilot lamps 2. Transmission oil pressure warning lamp 3. Engine oil pressure warning lamp
4. Air preheating pilot lamp 5. Parking brake pilot lamp 6. Transmission oil temperature warning lamp
7. Battery discharging warning lamp 8. Engine check 9. Panel check switch
10. Warning lamp (LPG) 11. Fuel level gauge (Diesel) 12. Hour meter
13. Coolant temperature gauge
Warning lights
Get your forklift-truck attended to immediately if the warning lights show an
irregularity or when the warning lights do not work.
Keep your eyes on the warning lights while you work with your forklift-truck.
LPG
CQD029
CQ20~30D
CQ20~30L
2
CQL029
T M
1 8 3 5 4 6 7 1 9
11 12 13
1 8 3 5 4 6 7 1 9
10 12 13
Section 4
Instrument Pod

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SM 794 13-4-2
Turn signal pilot lamps
Blink when the turn signal indicating lever is turned to either direc-
tion.
Transmission oil pressure warning lamp
During operation, if lamp comes on, indicates when the oil pressure
is too low. If the lamp is turned on, stop the vehicle immediately and
check the transmission oil pressure.
Engine oil pressure warning lamp
During operation, if lamp comes on, indicates when the oil pressure
is too low. If the lamp is turned on, stop the vehicle immediately and
check the engine oil.
Air preheating pilot lamp
During operation, if lamp comes on, indicates while the intake air is
being preheated. This monitor will go off when the preheating is fin-
ished.
Parking brake pilot lamp
During operation, if lamp comes on, indicates when the parking
brake is applied.
Transmission oil temperature warning lamp
During operation, if lamp comes on, indicates when the transmission
oil temperature is too high. If the lamp is turned on, stop the vehicle
immediately and check the transmission oil.
T M

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SM 794 13-4-3
Battery discharging warning lamp
This symbol displays when the alternator is not charging the battery.
Panel check switch
Turns on all the pilot and warning lamps on the instrumental panel to
check the disconnection of bulb.(Applicable only while the switch is
pressed.)
LPG - Warning lamp
This symbol displays when the LPG fuel bottle reaches a minimum
allowable limit.
Fuel level gauge
Indicates the amount of the fuel remaining in the fuel tank. "E"
stands for "Empty" and "F" stands for full. If the pointer indicates "E",
add the fuel immediately.
Hour meter
Starting the engine also starts the operating hour meter. You can
easily keep to the prescribed maintenance intervals on the basis of
the indicated operating hours.
Engine Check
When the engine has problem, this LED will be on.
0 0 0 0 0 0

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SM 794 13-4-4
Coolant temperature gauge
Indicates the temperature of engine coolant. "C" stands for "Cool"
and "H" for "Hot". If the pointer is in red range, run the engine at low
idle speed until the pointer moves to green range.

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SM 794 13-5-1
Section 5
Specification and Operation of Electrical Components

CopyrightedMaterial

SM 794 13-5-2
Battery
Function
As a part for supplying main electrical power of equipment, battery supplies 12V to all of electrical devices and enables
them to operate, also saves the electricity generated from alternator.
Diesel
LPG
CAUTION
!
- Battery terminal is always to be assembled tightly. Any loosen parts cause failure of starting or spark to
electrical parts, causing severe damages or a fire to various electrical parts.
- You can not start engine well due to bad battery performance in cold operation, place forklift inside of
plant or in warm place after operating.
- Be careful not positive (+) terminal of battery to be touched with body in repairing or checking forklift.
Some sparks can cause severe damage or a fire to electrical parts.
- When disconnecting battery terminal, first disconnect negative (-) terminal prior to disconnecting posi-
tive (+) terminal. When assembling it, in reverse, first assemble (+) terminal prior to (-) terminal.
- Battery electrolyte consists of thin acid solution. Protect your body from it. If battery electrolyte reduced
below fixed amounts, refill it with distilled water.
Specification
Model name CQ 20-30 D
Voltage 12(V)
Capacity (20 HR) 100(AH)
Reserve Capacity 180(MIN)
Cold Cranking Performance 800(A)
Specification
Model name CQ 20-30 L
Voltage 12(V)
Capacity (20 HR) 60(AH)
Reserve Capacity 100(MIN)
Cold Cranking Performance 550(A)
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SM 794 13-5-3
Engine Accessories
Alternator
Function
As a device generating electrical power by revolution force of engine, in normal condition, it supplies generated voltages
of about 13-15V to equipment and charges a battery.
Rating : 12V, 40A
Circuit
Diesel
LPG
Rating : 12V, 50A
Circuit

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SM 794 13-5-4
Starting Motor
Function
When electrical power is supplied to start coil of starting motor, the starting motor is rotated and it enables engine to
rotate as results.
Diesel
Circuit
Rating : 12V, 2.3KW
LPG
Circuit
Rating : 12V, 1.2KW

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SM 794 13-5-5
Water Temp Sender
Function
This water temp sender is a device detecting coolant temp inside engine. This displays engine temp to operator through
instrument panel gage by using changes of resistance values depended upon temp changes.
Diesel / LPG / GAS
Testing
Measure resistance with multi-tester as fig above and compare the resistance values depended upon coolant temp with
specification table.
lc:i:.
Specification
Temp (C) Resist (.)
50
153.9
+25.0
-20.0
80
51.9
+4.9
- 4.4
100
27.4
+1.9
- 1.2
120
16.1
1.2

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SM 794 13-5-6
Switch-Eng Oil Pressure
Function
It is a switch to sense whether to be normal for engine oil pressure.
If pressure is more than setup value, output is open and as less than, it is shorted.
Diesel
LPG/Gasoline
Testing
Measure resistance with multi-tester as fig above and inspect open or short. Commonly it displays short due to low pres-
sure when engine stop, and open when engine rotations respectively.
Resist.
Specification
As turn ENG 1(M) or more
As stop ENG 0
Resist.
Specification
As turn ENG 1(M) or more
As stop ENG 0

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SM 794 13-5-7
LPG Pressure Switch
Function
A switch to be ON/OFF depended upon LPG pressure in LPG tank. This switch is on when LPG pressure drops down by
fuel consumption.
Testing
Measure resistance with multi-tester as fig above and inspect open or short. It will be short when pressure is lower than
specification, and be open when pressure is higher than specification. (Open in case of full of LPG, short in case of
empty).
Resist
Specification
Item Spec
Switch operating pressure 404 psi (open)
Pressure Resist ()
more than 40 psi Open (more than 1M)
less than 40 psi 0

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SM 794 13-5-8
Seat Switch
Function
This functions to sense whether a driver takes a seat or not.
Resist.
Testing
Conditions Output
As taking a seat 0
As standing up from a seat Open

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SM 794 13-5-9
General Electrical Parts
Relay
Function
This relay supplies electrical power to engine stop motor(diesel) and start coil(gasoline/LPG) when turning start switch
on. Forklift can be started only when engine stop relay is operated.
Testing
1. Position multi-tester to resistance mode and measure resistance between both terminals as above. Normal : 855
Resist.
Circuit
Specification
Item Spec.
Rated voltage DC 12V
Rated load NO : 20A
NC : 15A

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SM 794 13-5-10
Flash Unit
Function
This supplies ON/OFF outputs in order that lamp-indicator is blinked in regular interval.
Loud
Wiring Diagram
Specification
Operation Descriptions
When applying 12V to B terminal, 8520 C/MIN are output-
ted to output terminal (L) in the form of ON/OFF.
Item Spec.
Rated voltage DC 12.8V
Start voltage DC 11~15V
Use temp. -20C~60C
Frequency 85 20 C/MIN
Rated load MIN : 10(W)
MAX : 50(W)

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SM 794 13-5-11
Horn
Function
As alarm unit, this sounds with set-up sound pressure when turning horn switch on.
Testing
When applying 12V to both terminals of horn as above, sound pressure in specifications (110 5dB) shall be measured.
Battery
Specification
Item Spec.
Rated Current 3.5A, Max
Sound Pressure 110 5dB
Frequency 415 20Hz

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SM 794 13-5-12
Backup Alarm
Function
This functions to alarm for reverse traveling by sounding.
Battery
Specification
Item Spec.
Sound Pressure 100 5dB
Frequency 1000 50Hz

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SM 794 13-5-13
Lights
Lamp-Work
Function
In case of working at night, this ensures forward or backward sights.
Testing
Check work lamp for good conditions by applying 12V as figure above.
Lucr
Specification
Item Spec.
Bulb spec. 55W, H3, LL

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SM 794 13-5-14
Lamp-Indicator
Function
This displays forklift's driving directions to left and right.
Testing
Check indicator lamp for good conditions by applying 12V as figure above.
Lucr
Specification
Item Spec.
Bulb spec. 10W

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SM 794 13-5-15
Combination Lamp
Function
This functions to turn on turn signal, backward, brake and tail lamps.
Testing
Check bulb condition inside of combination lamp and replace if required.
Specification
Item Spec.
Bulb spec.
Brake/Tail : 21W/5W
Turn Signal : 21W
Backward : 10W

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SM 794 13-5-16
Lamp-Beacon
Function
This, by use of strobe lamp, functions to alarm to surroundings during working.
Testing
Check beacon lamp for good conditions by applying 12V as fig above. (Be sure to identify battery +/- terminals when
applying voltage. Connecting terminals in the opposite cause severe damages to parts.)
Lucr
Specification
Item Spec.
Bulb spec. 2.5W, Max
Frequency 80~100 / Min

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SM 794 13-5-17
Fuse / Relay Box
Function
This functions to prohibit electrical parts from damaging due to over-current.
CAUTION
!
Use only fuse of standard capacity in accordance with specification.
Using of fuse exceeding capacity cause severe damages to electrical parts.
Solenoid (Diesel)
FUSE SPEC
NO CAPACITY LOAD NAME
F 1 10 Amp. Cluster
F 2 20 Amp. Lamp (1)
F 3 10 Amp. Lamp (2)
F 4 10 Amp.
E.S.O.S (Diesel)
F 5 15 Amp.
Fuel lnjection Valve (LPG)
F 6
30 Amp.
Wiper & Washer
F 7 10 Amp.
20 Amp. SECM (DIST)
F 8 10 Amp.
Heater
F 9 10 Amp.
Manual Switch (LPG)
F 10 5 Amp.
Horn
F 11 15 Amp.
Horn Meter
Cassette (LPG)
F 12
5 Amp. Manual T/M control & E/S - Motor (Diesel)
F 13
20 Amp. Lamp (3) (LPG)
F 14
10 Amp. Back Alarm
5 Amp.
15 Amp.
T/M Control (Diesel)
T/M Control (LPG)

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SM 794 13-5-18
Fuel Sender
Function
This detects amounts of fuel in fuel tank and enables that to be displayed on fuel gage of instrument panel. When float
moves upward and downward depended upon amounts of fuel, The resistance value is outputted depended upon heights.
Testing
After removing fuel sender measure resistance value according to heights requirement of specifications.
3
6
2
2
2
6
.
7
9
0
P
2
3
6
.
9
33
!
9
2
.
8
4
0
2
!
3
5
.
7
5
30
5
0
!
3
2
Resistor Specification
Plot Position E 50% F
Resistor Value( ) 110 32 3
Tolerance ( ) 7 - 2

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SM 794 13-5-19
Start Switch
Function
This functions starting of forklift and supplies electrical power to some electrical parts.
Specification
Item Spec.
ON current 8A, Heavy Duty Ignition Coil
START current 20A, Continuous
75A, Instantaneous

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GROUP 22
SM 794 22-0
GROUP 22
WHEELS AND TIRES
Wheels and Tires Specifications and
Description ............................................ Section 1
Pneumatic Wheels and Tires ....................Section 2

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Group 22, Wheels and Tires
SM 794 22-1-1
Specifications
Steer Tire Types : Pneumatic rubber/Cushion rubber, non-
marking, and urethane.
Drive Tire Types : Pneumatic rubber/Cushion rubber, non-
marking, and urethane.
Pneumatic Drive and Steer Tire Inflation Pressure :
Drive CQ20-30 : 965 kPa (140psi)
Steer CQ20-30 : 793 kPa (115psi)
Fastener Torques
Steer Tire Mounting Nut Torque : Check mounting proce-
dure in Sections 2 for pneumatic tires and wheels.
Drive Wheel Mounting Nut Torques :
<Pneumatic>:
CQ20-30 : 1 Piece (black) 640-720 Nm (470-530 ftlb)
If your truck is equipped with 2 Piece yellow zinc dichro-
mate lug nuts, the criss crossing torque sequence should
be 300-370 Nm(225-275 ftlb)
Service Intervals
Wheel Mounting Bolts Check and Tightening : Every 50-
250 hours of operation and each PM.
Tire Condition : Daily inspection.
Tire Pressure Check : Daily inspection.
Description
The wheels and tires used on the truck come in pneumatic
or cushion types in a variety of sizes depending on truck
model and application. Pneumatic tires are mounted on
multi-piece rims with locking rings.
WARNING
!
For your safety and the safety of others,
before you do tire or rim maintenance or ser-
vice, read the OSHA rules regarding owner
responsibility. Do not work on tires or rims
unless you have been trained in the correct
procedures. Read and understand all mainte-
nance and repair procedures on tires and
rims. Serious injury or death can result if
safety messages are ignored.
The Occupational Safety and Health Act (OSHA) speci-
fies required procedures for servicing multi-piece rim
wheels in 29 CFR Section 1910.177. It is the owners
responsibility to comply with OSHA.
In accordance with OSHA, the owner must provide a
training program to train and instruct all employees who
service multi-piece rim wheels in the hazards involved
and the safety procedures to be followed. Do not let any-
one mount, demount, or service multi-piece rim wheels
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.
Section 1
Wheels and Tires

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SM 794 22-2-1
Section 2
Pneumatic Wheels and Tires

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SM 794 22-2-2
CAUTION
!
SAFE PARKING. Before working on truck :
gaps or breaks.
3. Put all controls in neutral. Turn key switch
OFF and remove key.
wheels.
Pneumatic Tire Maintenance
Precaution
The following instructions supplement the OSHA require-
ments. In the event of any conflict or inconsistency
between these instructions and the OSHA requirements,
the OSHA requirements shall be controlling.
WARNING
!
Before you do tire or rim maintenance, read
the OSHA rules regarding owner responsib-
lilty. Read and understand all maintenance
and repair procedures on tires and rims. Do
not work on tires or rims unless you have
been trained in the correct procedures. Seri-
ous injury or death can result if the safety
messages are ignored.
1. Do not let anyone mount or demount tires without
proper training.
2. Never sit on or stand in front of a tire and rim assem-
bly that is being filled with air. Use a clip-on chuck
and make sure the hose is long enough to permit the
person filling the tire with air to stand to the side of
the tire, not in front or in back of the tire assembly.
3. Never operate a vehicle on only one tire of a dual
assembly. The carrying capacity of the single tire and
rim is dangerously exceeded, and operating a vehicle
in this manner can result in damage to the rim and
truck tip-over and driver injury.
4. Do not fill a tire with air that has been run flat with-
out first inspecting the tire, rim, and wheel assembly.
Double check the lock ring for damage. Make sure
that it is secure in the gutter before filling the tire
with air.
5. Always remove all air from a single tire and from
both tires of a dual assembly prior to removing any
rim components, or any wheel components, such as
nuts and rim clamps. Always remove the valve core
to remove air from tire. Be sure all air is removed.
6. Check rim components periodically for fatigue
cracks. Replace all cracked, badly worn, damaged,
and severely rusted components.
7. Do not, under any circumstances, attempt to rework,
weld, heat, or braze any rim components that are
cracked, broken, or damaged. Replace with new parts
or parts that are not damaged, which are of the same
size, type, and make.
8. Never attempt to weld on an inflated tire/rim assem-
bly.
9. Clean rims and repaint to stop detrimental effects of
corrosion. Be very careful to clean all dirt and rust
from the lock ring gutter. This is important to secure
the lock ring in its proper position.
A Filter on the air filling equipment to remove the
moisture from the air line prevents a lot of corrosion.
The filter should be checked periodically to make
sure it is working properly.
10. Make sure correct parts are being assembled. Ask
your distributor or the manufacturer if you have any
doubts.
11. Do not be careless or take chances. If you are not
sure about the proper mating of rim and wheel parts,
consult a wheel and rim expert. This may be the tire
man who is servicing your fleet, the rim and wheel
distributor in your area, or the CLARK dealer.
12. Mixing parts of one manufacturers rims with those
of another is potentially dangerous. Always ask man-
ufacturer for approval.
13. Do not use undersized rims. Use the right rims for
the job.
14. Do not overload rims. Ask your rim manufacturer if
special operating conditions are required.
15. Do not seat rings by hitting with a hammer while the
tire is filled with air pressure. Do not hit a filled or
partially-filled tire/rim assembly with a hammer.
16. Double check to make sure all the components are
properly seated prior to filling tire with air.
17. Have the tire in a safety cage when filling with air.

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SM 794 22-2-3
18. When removing wheels, regardless or how hard or
firm the ground appears, put hardwood blocks under
the jack.
19. Block the tire and wheel on the other side of the vehi-
cle, before you place the jack in position. Place
blocks under the truck frame as near as possible to
the jack to prevent the truck from falling if the jack
should fail.
20. Remove the bead seat band slowly to prevent it from
dropping off and crushing your toes. Support the
band on your thigh and roll it slowly to the ground.
This will protect your back and feet.
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
1. Park the truck as described in Safe Parking and
check for correct tire inflation air pressure.
Drive CQ20-30 : 965 kPa (140 psi),
Steer CQ20-30 : 793 kPa (115 psi)
CAUTION
!
Check tire pressure from a position facing
the tread of the tire, not the side. Use a long-
handled gauge to keep your body away from
the side.
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.
Incorrect (low) tire pressure can reduce the sta-
bility of a lift truck and cause it to tip over.
IMPORTANT
Check wheels and tires for damage every
time you check tire pressure. Make repairs
when needed. Dirt can get into cuts and cause
damage to the tire cord and tread. Remove
debris from all cuts.
2. Check the condition of the drive and steer wheels and
tires. Remove objects that are imbedded in the tread.
Inspect the tires for excessive wear, cuts and breaks.
3. Check all wheel lug nuts or bolts to be sure none are
loose or missing. Have missing bolts replaced and
loose bolts tightened to the correct torque before
operating the truck.
Torque pneumatic steer tires to 225-250 Nm
(165-185 ftlb).
Torque 1 piece black lug nuts for pneumatic drive
tires to 640-720 Nm (470-530 ftlb).
Torqe 2 piece yellow zinc dichromate lug nuts for
pnematic drive tires to 300-370 Nm(225-275
ftlb).
Torque 1 piece black lug nuts for pneumatic dual-
drive tires to 640-720 Nm (470-530 ftlb).
Torque 2 piece yellow zinc dichromate lug nuts for
dual drive tires pneumatic to 300-370 Nm(225-
275 ftlb)
Inspection and Minor Repair
Inspect pneumatic tires and wheels carefully for.
1. Low inflation pressure.
2. Damaged tires. Check tires for cuts and breaks.

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SM 794 22-2-4
3. Damaged wheels or loosening of the lock ring on
multi-piece rims.
4. Check for loose nuts or bolts not in position.
5. Check the nuts or bolts for damage.
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
can be removed from operation.
9. Remove all parts that are damaged and install new
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.
Wheel Dismounting and Remounting
Refer to Lifting, Jacking, and Blocking in Group SA for
information on jacking up or raising the truck for wheel
removal. Always start with the truck parked safely.
Drive and Steer Wheel Dismounting
1. Remove the valve core from the valve stem to be
sure all air is removed from the tire.
2. Loosen the lug nuts on the wheel.
3. Use a portable jack of adequate capacity placed
under the frame of truck to raise drive or steer wheels
off floor.
4. Once tire is off the ground enough to rotate freely,
remove the lug nuts and lift the wheel from the hub.
Use caution when lifting tire and wheel.
Drive and Steer Wheel Remounting
IMPORTANT
See Tire Installation in this Section to
make sure the wheel and tire mounting ori-
entation 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
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.
3. Set the wheel on the hub and start the lug nuts on the
hub studs. Tighten the nuts only enough to seat the
Steer
Axle hub
Wheel nut
Tire and
Wheel assembly
Drive axle hube

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SM 794 22-2-5
nuts into the beveled openings on the wheel and to
secure the wheel on the axle hub.
4. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 Nm (40-60
ftlb). Make sure all nuts seat into beveled spacer
holes correctly.
5. Begin the crisscrossing sequence again and tighten
the lug nuts to final torque.
Torque drive wheel 1 piece lug nuts to 640-720
Nm (470-530 ftlb).
Torque drive wheel 2 pieces lug nuts to 300-370
Nm(225-275 ftlb)
Torque steer wheel lug nuts to 225-250 Nm
(165-185 ftlb).
6. Carefully lower the truck and remove the jack.
7. Check tire pressure for correct inflation pressure.
Drive wheel pressure is 965 kPa (140 psi).
Steer wheel pressure is 793kPa(115 psi).
WARNING
!
If tires 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.
Dual-Drive Wheel Dismounting
1. Remove the valve core from the valve stem of the
outer wheel to be sure all air is removed from the
tire.
2. Loosen the five lug nuts on the wheel.
3. Use a portable jack of correct capacity placed under
the frame of truck to raise drive wheels off floor.
4. Remove the five outer-wheel lug nuts and remove
the outer wheel and tire from the dual-wheel spacer
studs.
5. Remove the valve core from the valve stem of the
inner wheel to be sure all air is removed from the
tire.
6. Remove the five lug nuts securing the inner wheel to
the dual-wheel spacer.
7. Remove the dual-wheel spacer and retain the wheel-
mounting washers on the dual-wheel shoulder studs
installed on the dirve-axle hub.
8. Remove the tire and wheel from the drive-axle hub.
Use caution when lifting wheel and tire assembly.
Dual-Drive Wheel Remounting
IMPORTANT
See Tire Installation in this Section to
make sure the wheel and tire mounting ori-
entation 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
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
CQ

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SM 794 22-2-6
studs are secure in the drive-axle hub and the dual-
wheel spacer.
3. Install inner wheel and tire assembly on drive-axle
hub shoulder studs.
4. Install five wheel-mounting washers on the shoulder
studs.
5. Mount the dual-wheel spacer on the shoulder studs.
6. Set the lug nuts on the shoulder studs and tighten the
nuts only enough to seat the nuts into the beveled
openings on the spacer and to secure the wheel on the
spacer and drive-axle hub.
ftlb). Make sure all nuts are seating into beveled
spacer holes correctly.
8. Begin the crisscrossing sequence again and torque
the black lug nuts to 640-720 Nm (470-530 ftlb).
9. If your track is equipped with 2 pieces yellow zinc
dichromate lug nuts, the crisscrossing torque
sequence should be 300-370 Nm (225-275 ftlb)
10. Mount the outer wheel on the studs of the dual-wheel
spacer and tighten the nuts only enough to seat the
nuts into the beveled openings on the spacer and to
secure the wheel on the spacer and drive-axle hub.
ftlb). Make sure all nuts are seating into beveled
spacer holes correctly. See illustration above.
12. Begin the crisscrossing sequence again and torque
the lug nuts as described in step 8 and 9.
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.
13. Check tire presssure for correct inflation pressure :
Drive wheel pressure is 965kPa (140 psi).
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.
the rim and side ring. The lock ring can sepa-
rate from the rim with enough force to cause
injury or death.
Wheel Disassembly and Tire Removal
1. Remove valve core from the valve stem to be sure all
air is removed.
WARNING
!
Before starting disassembly, remove the air
from the tire. Failure to remove the air from
the tire can result in serious injury.
2. Remove lock ring.
3. Remove wheel wedge.

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SM 794 22-2-7
4. Remove tire from wheel.
5. Remove the rubber inner tube protector (flap).
6. Repair tire and/or tube, as needed.
7. Check for cracks in the wheel.
Cracks in the wheel are caused by :
Deep rim tool marks.
Overload on wheels.
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
between the stud holes.
Too little torque on the wheel fasteners. If the
wheel mounting parts are too loose, damage to
parts and tire wear will result.
10. Check wedge ring for wear or damage. Corrosion
buildup will cause wear and damage to the wheel
wedge ring.
11. Clean the wheels. Remove rust and dirt.
12. Clean the tire bead seat area. Remove all rust and
rubber with a wire brush or wheel.
13. Clean wedge and lock rings. Make sure the seating
surface and bead seat areas are clean.
14. Apply paint to the tire rim with a brush. Or, use an
aerosol can of metal primer.
The parts must be clean and dry before you apply the
paint. Make sure to apply paint to the outside or tire
side of the rim. This is important because air is on the
metal surface of the tire side of the rim
15. Apply lubricant on the tire side of the rim base. Do
not use a lubricant that has water or solvent which
will cause damage to the rubber.
NOTE
Clark dealers can supply the correct lubri-
cant, which contains a rust inhibitor.

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SM 794 22-2-8
Tire Replacement and Wheel
Reassembly
1. Put the tube into the tire.
IMPORTANT
Install washer 22.123 on tube over valve stem
before flap is installed, when specified. See
sketch. Refer to Service Parts List.
2. Put the rubber tube protector(flap) over the tube.
3. Install the tire onto the wheel rim, against the bead
seat area.
4. Put the wheel wedge over the rim.
5. Install the wheel wedge.
6. Put the side ring over the rim and install the lock ring
as shown.
7. Connect air chuck and turn the tire over with the
valve stem down. Put 21 kPa (3 psi) of air into the
tire.
8. Turn wheel to the other side. Check to make sure
lock ring is in correct location.

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SM 794 22-2-9
9. Disconnect the air chuck. Use a mallet and hit the
ring to make sure the ring is fully installed.
10. Put the tire in an OSHA-approved safety cage.
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 Single Drive Tires
Tire arrow to point in the dirction of forward rota-
tion. Rotate wheel to bring arrow on tire above the
wheel center. Arrow must point toward front of
truck.
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
above the wheel center. Arrow must point to ward
front of truck.
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.

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SM 794 22-2-10
Filling Tires with Air
Follow these procedures when putting air into tires. All
wheel and tire assemblies must be filled in a safety cage.
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 Drive tire CQ20-30: 965 kPa (140 psi)
Steer tire: CQ20-30: 793 kPa (115 psi)
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
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, regula-
tor, gauges, hoses) are UL approved and in
good condition. Use the correct regulator and
hose for the pressures that are necessary.
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.
2. Turn the regulator valve counterclockwise (CCW)
until you can feel no resistance from the regulator.
This will adjust the regulator presssure to a low pres-
sure near zero.
3. Slowly turn the cylinder valve counterclockwise
(CCW) to open position.
4. The tank gauge will now show tank pressure.
5. Turn the regulator valve clockwise (CW) until the
regulator gauge reads the correct tire pressure. Fill
the tire with nitrogen.

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SM 794 22-2-11
6. Turn the tank valve clockwise (CW) and close the
valve.
7. Disconnect the air chuck from the valve stem.
8. Turn the regulator valve counterclockwise (CCW) to
the off position.
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.
CAUTION
!
Use a long-handled gauge so that your hand
does not go inside the cage, or in front of any
component of a multi-piece wheel.
Checking and Adjusting Tire Pressure
WARNING
!
the rim and wheel wedge. The lock ring can
separate from the rim with enough force to
cause injury or death.
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.
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.
3. Put a clip-on type air chuck on the nitrogen cylinder
hose and attach it to the valve stem. Follow the pro-
cedures described previously for adjustment of the
nitrogen cylinder valves.
WARNING
!
Use nitrogne only. Do not use oxygen or any
other gas to fill tires.

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SM 794 22-2-12
Split-Rim Wheel Assemblies
Split-wheel assemblies (two-piece rims held together with
bolts) may be encountered either on older truck models or
as an option installed in the field. This brief discussion is
supplied to illustrate a typical split wheel design and to
point out precautions in removing the mounting bolts for
reference.
Split-wheel assemblies are a special case requiring extra
care when removing the wheel from the truck, to be sure
that the mounting bolts and not the wheel clamping bolts
are loosened and removed, and that all of the air pressure
is removed before demounting the wheel or disassembling
to remove the tire.
Typical Split Wheel Assembly
DANGER
!
Remove the air from th tire before loosenging
wheel mounting bolts or nuts, or doing any
work on split-rim wheels or tires. Split-rim
wheels can separate with enough force to
cause severe injury or death.
Before removing tires from split wheel assem-
blies, remove all air pressure from the tires.
Before putting air pressure into tires with
split wheel assemblies, make sure the split
wheel attaching bolts are installed and tight-
ened to correct torque value.
Always use a safety cage when inflating tires.
1. It is general practice for the wheel clamping bolts
that hold the wheel halves together to be installed
with the nuts and washers on the inboard (hidden)
side.
2. It is also general practice (however designs may
vary) for the wheel clamping bolts that hold the
wheel together to be placed in the outer bolt circle
nearest the tire bead seat and the wheel mounting
bolts to be placed in the inner bolt circle closest to
the hub. Always inspect split wheels to safety iden-
tify the correct wheel mounting bolts before remov-
ing.

CopyrightedMaterial

GROUP 23
SM 794 23-0
GROUP 23
BRAKE / INCHING 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

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Group 23, Brake/Inching System
SM 794 23-1-1
Specifications
Service Brake :
Type : Drum and shoe. Master cylinder provide by reser-
voir tank. Self-adjusting.
Fluid : Fluid provided by reservoir tank.
Pedal Freeplay : 4-6mm (0.16-0.24in)
Parking Brake :
Type : Mechanical lever and cable type connected to the
service brakes.
Holding Test: Rated load on 15% grade.
Inching :
Type : Inching master cylinder operates the inching con-
trol valve on transmission.
Pedal Freeplay: 2-3mm(0.08-0.12in)
Overlap Adjustment : 1.5-4.5 mm.(0.06-0.18in)
Section 1
Braking/Inching System

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Group 23, Brake/Inching
SM 794 23-1-2
General Description
The service brake and inching system (diagrammed
below) consists of :
Service brake assembly The drums, shoes, and wheel
cylinders.
Brake, Inching Master Cylinder This is a single mas-
ter cylinder with reservoir Brake oil is fed to the master
cylinder from reservoir.
Service brake and inching pedals and linkages A
mechanical system through which the brake pedal or inch-
ing pedal operates the brake master cylinder. The inching
pedal is mechanically linked to the brake pedal so that the
inching pedal, near the end of its stroke, also operates the
service brakes.
Inching control valve A hydraulic valve in the tran-
saxle control valve assembly that hydraulicly varies clutch
pack pressure so the operator can inch the truck.
Parking brake pedal Operates the service brake shoes
via cables. See Parking Brake Adjustment, in this
Group, for details.
Service Brake and Inching System Arrangement
Inching
Master
Cylinder

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SM 794 23-1-3
Inching Operation
The inching pedal allows the operator to vary transmis-
sion slippage through the clutch pack so that travel speed
and lifting speed can be independent.
The inching pedal also applies the service brakes. When
the inching pedal is depressed to a certain point, a
mechanical linkage between the inching pedal and the
brake pedal begins to apply the service brake. When the
inching pedal is fully depressed, the clutch pack fully dis-
engages and the service brake fully applies.
Inching is more fully described in Section 1 of Group 6,
Transaxle.
Braking Operation
When the operator depresses the brake pedal, or depresses
the inching pedal far enough to operate the brake pedal,
the brake link operates a piston in the brake master cylin-
der.
The brake master cylinder receives flow from the reser-
voir. In general, the brake master cylinder allows pressure
to build in the wheel cylinder in proportion to the extent
the brake pedal is depressed.
When the operator applies the brakes, the brake master
cylinder piston shifts to provide pressure to the wheel cyl-
inder for braking. The amount of pressure is modulated by
the position of the piston.
Service Requirements
Operational checks and inspection of linkages brake shoe,
and brake lines are specified in the Periodic Service Chart
in Group PS.
Service brake linkage adjustment and lube are not nor-
mally required.
A leaking brake cylinder should be overhauled or
replaced.
Parking brake should be adjusted if indicated by opera-
tional check.

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SM 794 23-2-1
Section 2
Service Brake
Troubleshooting

CopyrightedMaterial

SM 794 23-2-2
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, F, H
Insufficient stopping power; excessive effort required.......................................... F ,B, E, G
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 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. Shoe linings worn or brakes misadjusted..............................................Inspect/repair/adjust.
G. Shoe linings glazed, oily, or contaminated with other substance..........Replace or clean.
H. Parking brake misadjusted.....................................................................Adjust.

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SM 794 23-3-1
Section 3
Brake/Inching Pedals and
Linkages Adjustments

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SM 794 23-3-2
Introduction
Figures show :
The service brake linkage, which links the brake
pedal to the brake master cylinder.
The inching pedal linkage, which links the inching
pedal to the inching master cylinder.
The inching pedal overlap, which allows the inch-
ing pedal to operate the brake pedal.
The illustrations and accompanying text serve as guide to
disassembly/assembly and adjustment.
Pedal Height Adjustment
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 120~125mm from floow plate.
2. Loose the pedal stop bolt of inching and adjust pedal
height to be 120~125 mm.
3. Torque the stop bolt and nut 20-25 Nm(14-18 ftlb).
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 master cylinder
(Figure 1).
2. Depress the brake pedal 4~6mm (0.16~0.24 in)
Adjust the rod until you feel the push rod make clear-
ance with the cylinder piston.
Overlap Adjustment
See Figure 1. When the inching pedal is depressed, the
strike bolt threaded into the inching pedal pushes against
the strike lever on the brake pedal, applying the brake.
The clearance between the top of the strike bolt and the
strike lever should be 0.5 to 1.5 mm (0.02~0.06 in),
depending on operator preference.
1. Measure clearance.
If necessary, adjust as follows:
2. Loosen jam nut.
3. Turn strike bolt to obtain desired clearance.
4. Tighten jam nut.

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SM 794 23-3-3
Figure 1. Brake / Inching Pedals and Linkage
Clevis-Pin
Cotter Ring
Cotter Pin
Shaft-Brake pedal
Spring-Return
Brake Pedal assy
Master-Cylinder
Bracket assy
Clevis
Pin-Clevis
Link assy- Push rod
Master Cylinder
assy-Inch
PAD-Pedal
Inching Pedal assy
Spring-Return
Capscrew-Hex
Nut-Hex
Torque : 40-45 N.m
(354-398 lb.ft)
Rod-Inching
Torque : 40-45 N.m
(354-398 lb.ft)
Torque : 20-25 N.m
(177-221 lb.ft)

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SM 794 23-4-1
Bleed brakes when :
The brake pedal kicks back during braking or the
pedal feels spongy.
The brake master cylinder 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 brake fluid
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 brake fluid, Clark part #8002222.
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.
5. Operate the brake pedal at various rates. If you feel
the pedal kick back, bleed the system again.
Section 4
Brake System
Bleeding

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SM 794 23-5-1
Section 5
Brake Master Cylinder Service

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SM 794 23-5-2
Brake Master cylinder Removal and
Replacement
1. Remove the spring clip and pin from the yoke on the
brake Master cylinder rod.
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.
Brake Master Cylinder Overhaul
Use the Clark overhaul kit to overhaul the brake
valve.
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 brake fluid, Clark part
#8002222, before reassembly. Lubricate and wrap
parts if reassembly will not be done immediately.
IMPORTANT
CLEANLINESS. Perform overhaul proce-
dure in a clean environment. Make sure all
parts are cleaned before, and kept clean dur-
ing, reassembly.
Clevis-Pin
Ring-Cotter
Master-Cylinder
Clevis
Pin-Clevis
Master Cylinder-Inching
Torque : 40-45 N.m
(354-398 lb-ft)
Rod-Inching

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SM 794 23-6-1
Operation
Operate the brake by pulling the hand brake lever
mounted on the cowl. The pulled hand lever tensions
cables connected to a brake shoe at each brake assembly,
thereby applying the brakes.
Push the hand brake lever, then the parking brake will be
released. Check if the parking brake works properly when
you apply and release repeatedly.
Recommended applying force range : 15 ~30 kgf (33 ~66
lbf)
Section 6
Parking Brake Service

CopyrightedMaterial

GROUP 25
SM 794 25-0
GROUP 25
STEERING COLUMN AND GEAR
Outline .........................................................................................Section 1
Troubleshooting table................................................................ Section 2
Priority valve disassenbly and assembly ................................. Section 3

CopyrightedMaterial

Group 25, Steering Column and Gear
SM 794 25-1-1
The oil from hydraulic tank (6) is sent to priority
valve (2) by steering pump (5).
When the steering wheel is turned ; the move-
ment is transmitted via the steering columm shaft
to steering unit (1), which activates priority valve
(2).
The distribution of the oil flow through the priority
valve is controlled by the LS signal from the
steering unit.
The oil flow necessary for steering flows through
priority valve CF port to the steering unit then to
the steering cylinder.
The oil not required for the steering, flows to the
main control valve through EF port of the prior-
ity valve.
When the steering wheel is not operated all the
oil from steering pump (5) flows to the main con-
trol valve, except for 0.5 l /min. which flows to the
steering unit to provide an immediate response
when the steering wheel is operated.
NEUTRAL POSITION
When the steering wheel is not operated, the
neutral position spring of steering unit (1) return
the sleeve to a neutral position in relation to the
spool. The spool is centered on the pin secured
in the sleeve.
Under this condition oil from steering pump (5)
flows to P port of priority valve (2).
Since the ports to the steering cylinders are
closed in steering unit (1) pilot pressure PP sig-
nals priority valve (2) and all the oil (except for
0.5 l /min.) from the steering pump flows through
the EF port to the main control valve.
Section 1
Outline

CopyrightedMaterial

SM 794 25-2-1
Steering systems with load sensing
Fault Possible cause Remedy
Steering wheel is heavy to
turn
Insufficient oil pressure.
Pump drive defective.
Pump is worn out.
Pressure relief valve is stuck in
open position or setting pressure
is too low.
Priority valve spool stuck.
Too much friction in the mechani-
cal parts of the steering system.
Check the oil pressure.
Replace pump drive.
Replace pump.
Repair or clean pressure relief
valve. Adjust the valve to the cor-
rect pressure.
Clean or replace priority valve.
Grease/repair axle knuckle pins,
steering cylinder pins, steering
column bearings.
Check the hydraulic cylinder for
malfunction.
Constant steering is neces-
sary for straight travel.
(Snakelike driving)
Leaf springs without spring force
or broken.
Spring in relief valve broken.
Gerotor assy worn.
Cylinder scored or piston seals
worn.
Replace steering unit.
Neutral position of steering
wheel can not be obtained,
i.e. there is a tendency
towards motoring.
Steering column and steering unit
out of alignment.
Too little or no end play between
steering column and steering unit
input shaft.
Pinching between inner and outer
spools.
Align the steering column with
steering unit.
Adjust the end play and if neces-
sary, shorten the splined shaft.
Dismantle the steering unit and
repair as required.
Motoring effect. The steering
wheel can turn on its own.
Leaf springs are stuck or broken
and therefore have reduced
spring force.
Inner and outer spools sticking
possibly due to dirt.
Replace steening unit.
Backlash Cardan shaft fork worn or broken.
Leaf springs without spring force
or broken.
Worn splines on the steering col-
umn.
Replace steening unit.
Section 2
Troubleshooting Table

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SM 794 25-2-2
Fault Possible cause Remedy
Shimmyabnormal vibration
of steering wheel.
Air in the steering cylinder.
Worn axle knuckles or steering
cylinder pins.
Leaking relief valve and anticavi-
tation valves or broken valve
springs.
Steering wheel can be turned
continuously without articulat-
ing the steering axle wheels.
Oil is needed in the tank.
Steering cylinder worn.
Gerotor set worn.
Spacer across cardan shaft miss-
ing.
Steering wheel can be turned
slowly in one or both direction
without articulating the axle
wheels.
One or both anticavitation valves
leaking.
Relief valve leaking.
Steering is too slow and
heavy when trying to turn
quickly.
Insufficient oil supply to steering
unit, pump defective.
Relief valve setting too low.
Relief valve sticking owing to dirt.
Check valve in emergency steer-
ing unit stuck open allowing pres-
sure to return to tank.
(if equipped)
Replace pump.
Adjust valve to correct setting.
Clean the valve.
Clean or replace the check valve.
Heavy kickback in steering
wheel in both directions.
Incorrect setting of cardan shaft
and gerotor set.
Turning the steering wheel
articulates the axle wheels in
the opposite direction.
Hydraulic hoses for the steering
cylinders have been inter-
changed.
Reverse the hoses.
Reassemble correctly
Hard point when starting to
turn the steering wheel.
Pump output low.
Relief valve set pressure to low.
Priority valve spool orifice
blocked.
Oil is too thick (cold).
Check pump flow.
Inspect relief valves and adjust.
Replace the valves if defective
Clean spool orifice.
Let motor run until oil is warm.
Leakage at either input shaft,
end cover, gerotor set, hous-
ing or ports.
Shaft defective
Screws loose.
Washers or Orings defective.
Replace shaft seal, see service
manual.
Tighten screws (30.3 kgfm).
Replace washers or Orings.

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SM 794 25-3-1
General instructions
Read the service manual carefully before use.
Check that the priority valve has not been damaged during transportation.
Clean the working area before operation.
Tools :
27mm. Wrench, vice
The above tools are not available form the Valve supplier.
1. Clamp the unit in vice.
2. Loosen the plug (27mm. wrench) and screw out.
3. Be careful of the spring. Take out the spring vertically.
4. Unscrew the plug in the opposite side using the 27mm.
wrench.
Section 3
Priority valve disassembly and assembly

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SM 794 25-3-2
5. Press out the spool by hand.
NOTE
It is strongly recommended that relief valve cartridge not
be adjusted by customer. If necessary, it must be done by
Eatonrepresentative. Approximately 800psi per revolu-
tion of the adjusting screw.
Clean all metal parts in clean solvent. Blow dry with air. Do
not wipe dry with cloth or paper towel because lint or other
matter can get into the hydraulic system and cause damage.
Before assembly, lubricate all parts with normal hydraulic oil.
1. Position the valve horizontally and insert the spool into its bore. Pay
attention to spool direction and ensure spool moves smoothly.
2. Insert the spring into the bore.
3. Screw in the two pluge and tighten with a torque of 40~60N.m.

CopyrightedMaterial

SM 794 25-3-3
No. Description Qty No. Description Qty
1 Screw set 1 11-* O-ring 2
2 Guide spring 1 12 Spring Compression 1
3 Spring compression 1 13 Housing 1
4 Poppet 1 14 Throttle 2
5 Valve set 1 15 Spool 1
6 Plug 1 16 Plug 1
7 Filter 1 17-* Relier valve cartridge 1
8 Sleeve 1
9-* O-ring 1
10 Plug 1
1 2 3 4 5 6 7 8 9
Relief valve cartridge 17
10 11 12 13 14 15 14 11 16

CopyrightedMaterial

GROUP 26
SM 794 26-0
GROUP 26
STEER AXLE
Steering Axle Specifications
and Description .................................... Section 1
Steer Axle Removal and Replacement .... Section 2
Steer Axle Overhaul ................................. Section 3
Steer Cylinder Removal and
Replacement ......................................... Section 4
Steer Cylinder Overhaul .......................... Section 5

CopyrightedMaterial

Group 26, Steer Axle
SM 794 26-1-1
Specifications
Steering System Relief Pressure Setting : 8620-9300 kPa
(1250-1350 psi)
Steer Cylinder Type : Double-acting, piston-type
Turning Arc : 75 maximum inside turning angle, 54
maximum outside turning angle.
Bearing Grease : Grade No. 2 EP multi-purpose grease,
Clark Part MS-107C.
Fastener Torques
Steer Axle Mounting Bolts : 75-83 Nm (56-61 ftlb).
Cylinder to Axle Mounting Bolts : 180-203 Nm (133-149
ftlb).
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
Description
The steer axle has the steer cylinder, steer knuckles, and
steering links mounted on it. All these components can be
removed, serviced, and replaced.
The steering gear (steering control unit) at the base of the
steering column directs hydraulic fluid to one end or the
other of the steer cylinder to pivot the steer wheels.
The steer axle is bolted to the truck frame. The steer cylin-
der is connected to the steering knuckles by steer links.
Mounting trunnions allow the axle to tilt independently of
the truck and silent mounts cushion the axle on the trun-
nions.
All bearings used in the steer axle linkage have lubrication
fittings and are serviceable. Axle removal, replacement,
and service for all components, including overhaul of the
steer cylinder, is explained in the Sections for this Group.
Section 1
Steer Axle Specifications and Description

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SM 794 26-1-2
Steer Axle and Mounting
Steer Axle
Steer cylinder
Axle Mounting
Block
Steer link

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SM 794 26-2-1
Section 2
Steer Axle Removal and Replacement

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SM 794 26-2-2
CAUTION
!
gaps or breaks.
wheels.
Steer Axle Removal
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.
1. Remove the counterweight before removing the steer
axle. Refer to Group 38, Section 2, Counterweight
Removal and Replacement.
WARNING
!
Do not remove the counterweight unless you
have training and are familiar with the cor-
rect procedures. Counterweights can fall if
not handled correctly and cause severe injury
or death.
2. Loosen lug nuts of steer wheels.
WARNING
!
Do not raise truck by hoisting on overhead
guard or by jacking or lifting on counter-
weight.
3. Block the drive wheels of the truck and raise and
block the rear end. Remove steer wheels. See Lift-
ing, J acking, 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
installation of the axle without disturbing the
blocking.
4. Loosen and remove hydraulic steering lines from
steering cylinder. Plug fittings and cap open ends of
lines. Keep all hydraulic fittings and openings clean.
CAUTION
!
Axle must be supported before any attaching
fasteners are removed.
5. If another lift truck is used to temporarily support
axle while removing, put forks in center of carriage
about 305 mm (12 in) apart. Move forks under axle
and raise it just to remove its weight from mounting
bolts. Or use a portable floor jack to carefully sup-
port the axle at its center section.
6. Remove the mounting bolts from silent block front
and rear.
7. Carefully withdraw the axle from beneath the truck
and move to safe storage.
Disconnect cylinder
lines here

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SM 794 26-2-3
NOTE
On pneumatic-tire trucks, removal of the
silent blocks after a long period of usage may
be difficult. Routine removal of the silent
blocks from the steer axle trunnions (pivot
pins) is not recommended unless they have
obvious wear, damage, or failure. If removal
by conventional pulling methods is not suc-
cessful, they then must be removed by
destruction of the silent block assembly using
a cutting torch and/or hammer and chisel to
separate them from the axle trunnions. Be
sure that the axle trunnions are not damaged.
Steer Axle Replacement
Replacement is the reverse of removal. Refer to Figures
for replacement.
CAUTION
!
Make sure truck is correctly raised and
safely blocked using hardwood blocks under
the frame. Be sure the blocking will permit
installation of the axle without disturbing the
blocking.
1. 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.
Steer Axle Mounting
Steer Axle
Steer cylinder
Axle Mounting
Block
Steer link

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SM 794 26-2-4
WARNING
!
Heavy components can fall and cause severe
injury. Keep your body clear at all times.
2. Install axle assembly into frame by slowly raising it
up while guiding axle mounting hole into silent block
hole.
3. Install nuts on axle mounting bracket fasteners and
tighten to 75-83 Nm (56-61 lb.ft).
4. Remove temporary axle support from under truck.
5. Connect the hydraulic lines to steering cylinder.
Tighten fittings to 12-14 Nm (106-123 inlb; 8.8-
10.3 ftlb).
IMPORTANT
Make sure all fittings and openings on the
hydraulic lines are clean.
6. As applicable, install pneumatic wheel and tire
assemblies. See Group 22, Wheels and Tires for
mounting procedures.
7. Carefully raise the truck off the blocking as
described in Lifting, J acking, and Blocking.
Remove the blocking and lower the truck to the floor.
8. Install counterweight; refer to Group 38, Section 2,
Counterweight Removal and Replacement.
9. 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
the truck slowly. Fully steer the vehicle in each direc-
tion and check response.
10. Check steering cylinder hose line connections and
cylinder rod seals for any evidence of oil leakage
before returning the truck to service.
Disconnect cylinder
lines here

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SM 794 26-3-1
IMPORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
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.
Section 3
Steer Axle Overhaul

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SM 794 26-3-2
Preparation For Steer Axle
Disassembly and Overhaul
NOTE
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.
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
markings on parts using a non-destructive marker
such as a grease pencil or felt-tipped pen.
If necessary, see Section 2, Steer Axle Removal
and Replacement, for the procedures to remove
the steer axle from the truck.
See Section 4, Steer Cylinder Removal and
Replacement, for the procedures to remove the
steering cylinder and steering links from the steer
axle.
See Section 5, Steering Cylinder Overhaul, to
disassemble the steer cylinder.
Steer Axle Disassembly
To disassemble the steering knuckle 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.
2. Remove the bearing carrier from steer axle bottom.
3. Remove the bearing cone from knuckle bottom.
Remove the steering knuckle down.
IMPORTANT
Do not let the knuckle or pin fall when the
pin is removed.
4. Remove the knuckle upper and lower grease seals,
and bearing from the assembly.
Bearing cups may be removed by hand, by using a bearing
puller, or by tapping out using a brass drift pin.
Steer link pin
Cylinder rod
Steer link
Cotter pin
Bearing carrier
Grease seal
Bearing

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SM 794 26-3-3
Parts Inspection
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid.
2. Inspect all parts for scratches, chips and wear. Check
the steering arms of the knuckles to be sure they are
not bent or twisted. Check all threaded parts for dam-
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 :
a. Use Grade No. 2 EP multi-purpose grease, Clark
MS-107 or equivalent.
b. Pack all tapered roller bearings with grease
before assembly.
c. Pack knuckle pin (bearing) seals with grease
before assembly.
d. Fill steer link sockets with grease through grease
fittings after axle is assembled.
1. Install the upper and lower knuckle bearing cups into
the axle housing bore and bearing carrier.
IMPORTANT
Make sure that bearing cup is fully seated
against the shoulder in bore. There must be
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 to bores of knuckle.
3. Install the knuckle into upper axle housing bore.
4. Reassembly the bearing carrier from steer axle bot-
tom.
5. Shimming adjustment for steer axle bearing pre-load.
a. When installing the bearing carrier, rotate the
steer knuckle through its full range of movement
3-4 times before tightening the retainer bolts.
This will allow the knuckle trunnion to properly
seat in the bearing
b. Measure dimension "X" with a feeler gage and
assemble a set of shims with a thickness of
0.127-0.229mm less than the measured dimen-
sion.
c. Disassemble the bearing carrier and bearing.
Install the shim pack. Reassemble the bearing and
bearing carrier, then install and torque the bolt.
Grease seal
Bearing
Bearing carrier
Bearing
Shim pack
Bolt
Bearing carrier

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SM 794 26-3-4
6. Replace steering link pin and cotter pin to join the
cylinder rod to the steering link and knuckle.
7. Reinstall grease fitting in knuckle housing and lubri-
cate with recommended grease.
Cotter pin
Steer link
Steer link pin
Cylinder rod
Knuckle housing
Grease fitting

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SM 794 26-4-1
CAUTION
!
gaps or breaks.
wheels.
Steer Cylinder Removal
The steer cylinder can be removed from the steer axle for
overhaul or replacement without removing the steer axle
from the truck. The cylinder should be overhauled or
replaced if steering problems or troubleshooting informa-
tion indicate the cylinder is malfunctioning. See Group
25, Section 2, Steering System Troubleshooting, for
steering problem diagnoses. See Section 6 in this Group
for steer cylinder overhaul procedures.
1. Place a drain pan under the steer cylinder and remove
the hydraulic lines from the cylinder fittings. Cap fit-
tings and lines to prevent fluid from leaking and to
protect the components and hydraulic system from
dust and dirt. Label hoses and fittings for correct
reassembly.
2. Remove the cotter pin from the bottom of the steer-
ing link pin. Steering link pin attaches steer cylinder
rod end to steering link.
NOTE
Mark left-side and right-side parts for cor-
rect reassembly.
3. Tap steer link pin upward until it clears the steering
link bearing and remove the pin.
4. Remove steer link bearing from steering link-to-cyl-
inder rod end bore.
5. Rotate the steering link away from the cylinder rod
end.
6. Repeat steps 1 through 5 for the opposite side of the
steer cylinder.
7. Remove the four steer cylinder mounting bolts and
washers from the steer axle.
Cylinder is now ready to be removed from the steer axle
body. Cylinder must be lifted off dowel pins positioning
cylinder to axle body.
CAUTION
!
Cylinder is somewhat heavy and bulky.
When removing cylinder from mounting be
prepared to lift and move the full weight of
the cylinder.
Remove fitting
Cotter pin
Steer link
Steer link pin
Cylinder rod
Mounting bolts
Section 4
Steer Cylinder Removal and Replacement

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SM 794 26-4-2
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
parts for damage.
3. Replace all parts showing excessive wear or signs of
damage.
faces of parts with a light layer of engine oil. Keep
all parts clean and covered.
5. Remove and clean all grease fittings before reassem-
bling cylinder components.
Refer to Section 6, Steer Cylinder Overhaul, if pressure
check or troubleshooting tips indicate a problem with
steer cylinder performance.
Steer Cylinder Replacement
1. Remount the steer cylinder onto the steer axle dowel
pins; set bolts and washers in place and torque
mounting bolts to 100-110 Nm (74-81 ftlb).
CAUTION
!
Cylinder is somewhat heavy and bulky.
When remounting cylinder to steer axle
body, be prepared to lift and maneuver the
full weight of the cylinder as you set it into
position.
2. Position the steering link with the cylinder rod end.
Reuse steer link bearing if still serviceable. Install
new bearings if scoring or wear marks are evident or
if the bearings do not operate smoothly.
3. Rotate steering link into cylinder rod end and align
bearing hole with rod end.
IMPORTANT
Make sure bearing is properly aligned with
pin in the hole.
4. Install the cotter pin to the steering link pin.
5. Repeat steps 1 to 4 for rod end-to-steering link con-
nection for opposite side.
6. Clean and replace hydraulic hoses on correct, clean,
cylinder fittings. See Group 40, Hydraulic Fitting
Tightening Procedure for replacement procedures.
7. Check to be sure all lube fittings are installed. Fill all
lubrication points with correct lubricant. See recom-
mended greasing procedure above.
8. Test function of steer cylinder before returning the
truck to service.
Mounting bolts
Cotter pin
Steer link
Steer link pin
Cylinder rod
Install fitting

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SM 794 26-5-1
IMPORTANT
Steering Cylinder
Section 5
Steer Cylinder Overhaul

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SM 794 26-5-2
Preparation for Steer Cylinder Disas-
sembly and Overhaul
Refer to Section 4 for removal of steer cylinder from the
steer axle body.
IMPORTANT
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.
2. Before disassembly, the exterior of the steer cylinder
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.
4. Before starting disassembly, the steer cylinder should
be carefully examined to determine if there is any
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
scratching. Use extreme caution when tightening vise
and do not overtighten ; cylinder can be bent, dis-
torted, and potentially destroyed.
2. Remove one gland by pulling it from cylinder barrel
and pulling it off the piston rod.
3. Remove the piston and rod assembly from the cylin-
der.
4. Remove gland from opposite end of steer cylinder.
5. Remove the piston seal from the piston. Discard
seals. Replace with new seal set at assembly.
6. Remove (inner) gland packing (O-ring) seal.
Replace with new seals at assembly.
7. Remove the rod (U-cup) seal and rod wiper from
gland and discard. Note direction of seal and wiper
seating for correct reassembly. Replace with new
seals and wipers at assembly.
Parts Inspection
1. Carefully clean all parts in an approved solvent and
place on a clean surface.
2. Check the piston for chips, cracks, and looseness on
the rod. If loose, replace rod and piston assembly.
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
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.
Rod wiper
Rod(U-cup) seal

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SM 794 26-5-3
5. Carefully inspect the cylinder internal bore for wear,
scratches, corrosion or other damage. Check the out-
side for damage. Inspect all welds for cracks.
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
clean cloth.
Steer Cylinder Reassembly
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
starting assembly will aid in assembly.
1. Install new O-ring seal on the piston.
2. Install new piston seal.
3. Install new gland packing (O-ring) seal on inner end
of gland.
4. Install new rod wiper and rod (U-cup) seal in outer
end of gland.
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.
6. Install the gland onto the cylinder bore rim, making
sure gland is fully seated on cylinder.
7. Install piston and rod assembly into the cylinder.
NOTE
A special part is included in the parts kit to
allow you to slip the gland over the rod end
without damaging the gland seals.
8. Repeat above procedure for installation of opposite
gland.
Operational Pressure Test
Once cylinder is remounted on axle (See Section 4), con-
nect pressure source in turn at each port. Extend piston
rod at each side and test with internal pressure of 13790
kPa (2000 psi). At this pressure no leakage must occur.
Typical operating pressure is 10342 kPa (1500 psi).
Inner Gland
Packing (O-ring) Seal
Rod wiper
Rod(U-cup) seal

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GROUP 29
SM 794 29-0
GROUP 29
HYDRAULIC SUMP, FILTERS, AND PUMP
Hydraulic Sump, Filters, and Pump
Specifications and Description ................ Section 1
Hydraulic Pump and Troubleshooting ... Section 2
Hydraulic Filters and Fluid
Maintenance .............................................. Section 3
Hydraulic Pump Removal
and Replacement ...................................... Section 4
NOTE
Other hydraulic-related components and circuits are described and
illustrated in Group 25, Steering Column and Gear, Group 26
Steer Axle, Group 30, Hydraulic Control Valve/Lift Circuit,
Group 32, Tilt Cylinders, and Group 34, Uprights. Refer to
these other groups for hydraulic components not coverend in this
group.

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Group 29, Hydraulic Sump, Filters, and Pump
SM 794 29-1-1
Specifications
Hydraulic Pump Type : Transmission-driven, gear-type .
Sump Type and Capacity : CQ20-25 : 41L, CQ30 : 48L
Hydraulic Fluid Type : Clark Hydraulic Fluid MS-68 (or
other specification MS-68).
Filter Type : Paper element.
Suction Screen : 100 mesh stainless steel screen mounted
in sump.
Service Intervals
Hydraulic Fluid Level Check/Condition Sample : Every
50-250 hours or each PM.
Hydraulic Fluid Change (Drain and Refill) : Every year or
Hydraulic Fluid Filter Replacement : After the first 50
hours of operation, then every 3 months or 500 hours of
operation.
Hydraulic Sump Suction Screen Cleaning : Every year or
2000 hours of operation/ with every fluid change.
Lift Speed Test : Every 50-250 hours or each PM.
Fastener Torques
Pump to Transmission Fasteners :
CQ20-30 : 75-83 Nm (56-61 ftlb).
Suction Screen to Sump Threading : 163~199 Nm
(120~147 ftlb).
Return Line Tank Cover Mounting Bolt : 16-20 Nm (141-
159 inlb, 12-13 ftlb).
Description
NOTE
See Group 30 for a description of the com-
plete hydraulic circuit.
The hydraulic sump is installed in the right-hand side
compartment of the truck frame. The sump is equipped
with a return line filter, oil level dipstick, and suction
screen.
On the standard transaxle truck, the main hydraulic pump
is mounted to the transmission and is gear-driven by the
transmission.
On the standard transaxle truck, the main hydraulic pump
is single gear-type.
The main hydraulic pump draws fluid from the sump and
the fluid go to the priority valve. The valve variably
divides flow between the steering system and the main
hydraulic system, with priority given to the steering sys-
tem.
The steering system pressure relief valve is in the steering
unit assembly. This valve limits the fluid pressure to the
steering circuit by rerouting fluid, avoiding possibly dam-
aging pressures from building in the circuit.
Oil from the load handling, steering circuits returns to the
sump tank through the full-flow return-line filter.
Section 1
Hydraulic Sump, Filters, and Pump

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SM 794 29-1-2
Serviceable items are the pump, the return line filter,and
the suction screen. Other components, such as hoses, fit-
tings, clamps.
Breather
Filter
Screen - Prefilter
Pump
Sump outlet line
Sump tank cover
Control valve
Valve to sump
return line

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SM 794 29-1-3
Hydraulic Sump, Filters, and Pump Schematic(TA18)

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SM 794 29-2-1
SPECIFICATION
1. Shaft cover
2. Bushing
3. Gear housing
4. Port cover
5. Bushing
6. Gear set
7. Thrust plate
8. Channel seal
9. Square seal
10. Lip seal
11. Dowel pin
12. Bolt
13. Washer
PUMP MODEL P315
DISPLACEMENT 27.9/25.4 cc/rev (1.70/1.55 cu.in/rev)
MAX. PRESSURE
250 kg/ (3556 psi)
MAX. SPEED 3000 rpm
Section 2
Main Hydraulic Pump and Troubleshooting

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SM 794 29-2-2
DISASSEMBLY AND ASSEMBLY
DISASSEMBLY
Clean the pump thoroughly prior to disassembly.
Secure the pump in a vise with the drive shaft facing downward.
WARNING
!
Use soft material jaw liners, i.e copper or lead.
Scribe marks on shaft cover, gear housing and port cover prior to dismantling.
Remove bolts and port cover. Use a soft faced hammer to loosen the cover.
Remove the square seal and channel seal.
Remove the thurst plate and gear set.
WARNING
!
Prior to re moval mark the driving ge ar and driven gear so as t o mesh the same teeth when
reassembling.
Remove the gear housing from the shaft cover.
Remove the lip seal from the shaft cover.
ASSEMBLY
Inspect all parts for damage and wear, replace as required.
WARNING
!
Lubricate all parts prior to installation.
Install a new lip seal in the shaft cover.
WARNING
!
Use a proper driver to install the seal, make sure the lip faces to the inside of the pump.
Install square seals to the gear housing.
Install the channel seals to the thrust plates.
Install a thrust plate with the seal against the shaft cover.
WARNING
!
Do not use force to install it, hold the thrust plate level and slide it into position in t he gear
housing.
WARNING
!
Install t he thrust pla tes wit h t he alignment marks ( grooves) on the outlet side of t he gear
housing.

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SM 794 29-2-3
WARNING
!
Also note that the seal is shaped like a 3, ensure the open side of 3 faces the inlet port.
Install the gear set.
WARNING
!
Be sure to align/mesh the marked teeth.
Install a thrust plate with the seal facing the port cover.
Install the port cover and bolts. Torque the bolts to specification.

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SM 794 29-2-4
INSPECTION AND ASSESSMENT
Each component should be thoroughly cleaned,
carefully examined and assessed for suitability of
reuse. Below is a guide for inspecting the
various components.
GEAR HOUSING
Inspect the body bore cutin where both gears
wipe into the body.
The body can only be reused if the cutin is
bright and polished in appearance and the depth
does not exceed. 0.18 mm (0.007 in).
If the length of the contact traces is a half of
the internal length of the gear hole, it is normal.
The body should be inspected to ensure that
there is no superficial damage which may
adversly affect performance or sealing. Pay
particular attention to the port threads and body
Oring seal recesses.
GEAR
The gear teeth should be carefully examined to
ensure that there are no signs of bruising, pitting
or that a wear step can be felt.
The journal bearing surfaces should be
completely free from scoring or bruising.
The surface should appear highly polished and
smooth to touch. Gear set should be changed if
the d size is below 23.887mm (0.94in).
Examine the area where the shaft seal lips
run on the drive shaft, this shows up as a
polished ring or rings. If a noticeable groove can
be felt or there is scoring the shaft should be
replaced.

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SM 794 29-2-5
THRUST PLATE
The surface of the thrust plate is coated with a
gray colored Teflon. In normal operation, a soft
trace is left at the point of gear contact as
shown in the figure.
A regular trace is not a problem, but any
irregular scratch or roughness felt by rubbing
with a finger nail, or if the thickness is less than
4.894 mm (0.1927 in) the plate should be replaced.
If a hollow dowel pin is damaged it must be
replaced.
If a new pin is loose in the bore of the gear
housing, port cover or shaft cover, that part must
be replaced.
SEALS
All seals should be replaced in reassembly.
BUSHING
New bushings must be installed when the gear
set is replaced.
Always replace the bushings as a set.

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SM 794 29-2-6
TROUBLESHOOTING
Trouble Probable cause Remedy
Pump not delivering fluid.
Driven in the wrong direction of rota-
tion.
The drive direction must be changed
immediately to prevent seizure.
Coupling or shaft sheared or disen-
gaged.
Inspect auxiliary drive and pump
input shaft. Replace the necessary
parts.
Fluid intake pipe in reservoir
restricted.
Check all strainers and filters for dirt
and sludge. Clean if necessary.
Fluid viscosity too heavy to pick up
prime.
Completely drain the system. Add
new filltered fluid of the proper vis-
cosity.
Air leaks at the intake, pump not
priming.
Check the inlet connections to deter-
mine where air is being drawn in.
Tighten any loose connections. See
that the fluid in the reservoir is above
the intake pipe opening. Check the
minimum drive speed which may be
too slow to prime the pump.
Relief valve stuck open. Relief valve
spring broken.
Inspect and clean the relief valve.
Replace relief valve assembly.
Damaged internal pump parts.
Disassemble and inspect gears,
thurst plates, seals and pump body.
Repair or replace pump.
Insufficient pressure buildup. System relief valve set too low. Use a pressure gauge to correctly
adjust the relief valve.
Loss of flow from pump. Worn pump parts. Damaged inlet or
pressure line.
Pump making noise. Pump intake partially blocked. Service the intake strainers. Check
the fluid condition and, if necessary,
drain and flush the system. Refill with
clean fluid.
Air leaks at the intake or shaft seal
causing cavitation. (oil in reservoir
would probably be foamy).
Check the inlet connections and seal
to determine where air is being
drawn in. Tighten any loose connec-
tions and replace the seal if neces-
sary. See that the fluid in the
reservoir is above the intake pipe
opening.
Pump drive speed too slow or fast. Operate the pump at the recom-
mended speed.
Auxiliary driveshaft misalignment. Check if the shaft seal bearing or other
parts have been damaged. Replace
any damaged parts. Realign the cou-
pled shafts.

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SM 794 29-2-7
STARTUP
Whenever it is possible to do so, fill the pump ports with system hydraulic fluid. This will make
it easier for the pump to prime when it is first started.
Self Priming : With a minimum drive speed of 600 RPM, a pump should prime immediately.
Failure to prime within a short length of time may result in damage due to lack of lubrication.
Inletlines must be tight and free from air leaks. However, it may be necessary to loosen a
fitting on the outlet side of the pump to purge entrained air.
No Load Starting : These pumps are designed to startup with no load on the pressure ports.
They should never be started against a load or a closed center valve.
Trouble Probable cause Remedy
External leakage. Shaft seal leakage. Damaged or worn seal.
Damaged or work bushings.
Damaged shaft seal housing bore or
sealing area of output shaft grooved.
Replace parts as required.
Leakage between pump sections. Damaged Orings or damaged sur-
faces in Oring groove.
Replace parts as required.

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SM 794 29-3-1
IMPORTANT
Before removing any component for service,
make sure the correct repair parts, seals, and
gasket sets are available. Keep all parts clean
during maintenenace and fluid and filter
changes. Do not allow any contamination into
the hydraulic fluid sump or other compo-
nents.
Hydraulic Filter
Section 3
Hydraulic Filters and Fluid Maintenance and Change

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SM 794 29-3-2
Hydraulic Sump Fluid Level Check
Check the hydraulic sump tank fluid level with :
Truck on a level surface.
Engine stopped.
Upright tilted fully back.
Fork and carriage fully down.
Fluid at room temperature.
1. Tilt steering column forward and open the engine
cover. Hydraulic fluid return filter and dipstick
assembly is on right side of frame.
Hydraulic Fluid Return Filter and Dipstick Assembly.
2. Pull the dipstick out, wipe it clean, and push it back
into the dipstick tube. Remove the dipstick again and
check the fluid level indication.
3. The hydraulic system fluid level should be between
the fluid level markings on the dipstick. These marks
represent an operating range for fluid levels.
NOTE
Approximately CQ20-25 : 41L (10.8 gal) and
CQ30 : 48L (12.7 gal) are required on a pneu-
matic-tire truck. Do not overfill.
4. Add recommended fluid only. Remove oil filler and
slowly add hydraulic fluid.
NOTE
Remove or pull dipstick part way out to vent
air from sump while filling.
5. Check the time (hours) of usage and condition of the
hydraulic fluid (age, color or clarity, contamination,
etc.). Replace fluid every 2000 hours of operation or
as necessary.
NOTE
In the event of failure of a major component
(e.g., main pump) in the hydraulic system or
with the possibility of other severe contami-
nation of the fluid, samples of hydraulic fluid
should be submitted to an independent com-
mercial laboratory for analysis of the con-
taminant level.
Hydraulic Filters Change
Replace the in-tank, return-line filter every 500 hours, at
each fluid change.
Air breather
Dipstick

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SM 794 29-3-3
Hydraulic Fluid Change
Fluid Draining
1. Place a suitably-sized drain pan under the sump and
open the drain. Drain pan should be at least 15-gallon
capacity.
2. When the sump is completely drained, loosen the
suction screen from the suction pipe.
Flush the sump with 2L (2 quarts) of new hydraulic fluid
to clean away any dirt or other contaminants.
Suction Screen Cleaning
Clean the suction screen in solvent and let dry completely.
If contaminants remain on the screen, blow screen clean
with air from inside to outside. Replace the suction screen
if damaged.
CAUTION
!
OSHA-approved eye protection rated for 200
kPa (30 psi) is required for air-cleaning oper-
ation.
Fluid Replacement
1. Replace sump drain plug.
2. Insert the clean suction screen into the inside tank.
3. Install a new return filter.
4. Refill the pneumatic-tire truck sump with CQ20-25 :
41L (10.8 gal), CQ30 : 48L (12.7 gal) clean hydraulic
fluid. Use only Hydraulic Fluid MS-68, Clark part
number 2776239.
NOTE
Remove the dipstick to vent air from sump
while refilling.
5. Clean up any oil spills.
Sump drain
Screen
Suction Hose

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SM 794 29-3-4
Check Operation of Hydraulic System
CAUTION
!
Be sure there is adequate overhead clearance
before raising the upright.
1. Start the engine and cycle the hydraulic system sev-
eral times :
Raise the lift carriage to the highest position and
lower fully down.
Tilt upright fully forward and fully back in both
raised and lowered position.
2. Check for leaks in the hydraulic system. Clean up
any fluid spills.
WARNING
!
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.
3. Turn engine off and check hydraulic sump fluid
level. Add fluid, as necessary, to bring the fluid level
to the correct FULL level as shown on dipstick. Do
not overfill.
4. Close the engine compartment. Remove blocks from
the wheels, if used.

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SM 794 29-4-1
CAUTION
!
gaps or breaks.
wheels.
Hydraulic Pump Removal
1. Tilt the steering column fully forward and raise the
engine cover.
2. Remove the floorboard.
3. Remove and label lines from pump and cap the ends.
Place the open ends of lines in an out of the way
position that will prevent oil spillage.
IMPORTANT
Keep all lines, fittings, and ports covered and
clean.
4. Remove the fasteners attaching pump to transmis-
sion.
5. Remove pump and gasket.
6. See Section 2 for service to the pump.
Hydraulic Pump Replacement
1. Be sure new or rebuilt pump is well oiled prior to
installation.
IMPORTANT
Keep all components clean while replacing.
2. Install pump on transmission using new gasket.
Install and tighten pump mounting fasteners to
torque CQ20-30 : 75-83 Nm (56-61 lbfft).
Hydraulic Pump Mounting on Transaxle.
3. Install the hydraulic lines on pump :
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 fit-
ting tightening procedures.
NOTE
Always replace hydraulic sump return fluid
filter when installing new or rebuilt pump.
See Section 3, Hydraulic Filters and Fluid
Maintenance and Change.
4. Replace the floorboard.
5. Close engine cover.
Gasket
Hydraulic Pump
Section 4
Hydraulic Pump Removal and Replacement

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SM 794 29-4-2
Pump Operation Check
1. Start the engine and note if pump is running properly
and not making any unusual noise.
2. Check pump output. Cycle (raise and then lower) the
upright several times. Tilt the upright fully forward
and back, and again listen for any unusual pump
noise.
CAUTION
!
Make sure there is sufficient headroom to
fully extend the upright.

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GROUP 30
SM 794 30-0
GROUP 30
HYDRAULIC CONTROL VALVE/
LIFT CIRCUIT
Hydraulic Control Valve/Lift Circuit
Specifications and Description ............ Section 1
Hydraulic System Schematic ................... Section 2
Hydraulic System Troubleshooting ....... Section 3
Hydraulic System Pressure Checks and
Adjustment ........................................... Section 4
Hydraulic Control Valve Removal
and Replacement .................................. Section 5
Hydraulic Control Valve Overhaul
(for HANIL) ......................................... Section 6
IMPORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, Steering Column
and Gear, Group 26 Steer Axle, Group 30, Hydraulic
Control Valve/Lift Circuit, Group 32, Tilt Cylinders, and
Group 34, Uprights. Refer to these other groups for
hydraulic components not covered in this group.

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Group 30, Hydraulic Control Valve/Lift Circuit
SM 794 30-1-1
Specifications
Hydraulic Fluid Type : Clark specification MS-68 (Clark
part #1802155 and #1800236)
Main Relief Valve Setting : 20500 to 21500 kPa (2970 to
3120 psi) at rated flow.
Auxiliary Relief Valve Setting : 13800 to 14300 kPa
(2000 to 2070 psi) at rated flow.
Rated Flow :
(CQ20-30)
Lift spool (spool #1) : 76 L/min (20 gpm).
Tilt spool (spool #2) : 38 L/min (10 gpm).
Auxiliary spool (spool #3) : 38 L/min (10 gpm).
Integral Pressure Compensated Flow Control Settings :
(CQ20-30)
Tilt spool (spool #2) : 15 L/min (4.0 gpm).
Auxiliary spool (spool #3) : 10 L/min (2.6 gpm).
Maximum Pressure Drop at Rated Flow :
Inlet to outlet : 689 kPa (100 psi).
Lift spool (spool #1) :
- Inlet to cylinder port : 689 kPa (100 psi)
- Cylinder port to outlet : 550 kPa (80 psi).
Tilt spool (spool #2) :
Auxiliary spools (spools #3 and #4) :
Tilt Flow Settings :
Flow Control Adjustments : Adjustable from 4 to 38 L/
min (1 to 10 gpm):CQ20-30,. Before adjusting, turn fully
Counter-Clockwise to stop. Each Clockwise turn
increases flow by.
Service Intervals
Hydraulic System Relief Pressure Check : Every year or
every 2000 hours of operation.
Upright Usage
(CQ20-30)
MFH 6370~7315 TSU
MFH 4165~5170 STD,
3860~6100TSU
MFH 2100~3860 STD
Flow
Lpm (gpm)
9.8 (2.6)
14.4 (3.8)
17.4 (4.6)
Section 1
Hydraulic Control Valve/Lift Circuit

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SM 794 30-1-2
Description
The following description focuses primarily on hydraulic
circutry controlled by the main hydraulic control valve,
that is, the lift/tilt/aux circuit. Various other hydraulic sys-
tems come into play, however, and are mentioned. The
entire hydraulic system is depicted in the schematics in
Section 2 (next page).
Descriptions of the braking and steering circuits are given
in Groups 23 and 25.
The main hydraulic pump (described in Group 29) is
mechanically driven by the transmission and draws fluid
from the sump through a particle-blocking suction screen.
A priority valve, senses the demand for flow to the steer-
ing circuit and divides pump flow between the lift/tilt/aux
circuit and the steering circuit accordingly, with priority
given to steering.
Fluid from the priority valve goes to the main hydraulic
control valve. The lift truck operator moves the main
hydraulic control valve spool by hand, directing fluid to
the lift and tilt cylinders and auxiliary actuators as needed
for manipulating the load-handling mechanism.
The main hydraulic control valve features an open-center,
parallel-circuit type modular design. It has the main (lift/
tilt) pressure relief valve (steering pressure relief valve is
on steering unit), a secondary pressure relief valve for
optional auxiliary components, a lift spool, a tilt spool
with an integral counterbalance valve, optional auxiliary
spools, and adjustable pressure-compensated flow con-
trols. All spools are low-leakage design.
The main hydraulic valve has from two and four spool
sections and outlet section performs a separate function;
standard two spool assemblies have a inlet/lift section
(with fluid inlet port), a tilt section, and an outlet section.
A third and fourth section may be added to control auxil-
iary components.
When attachments are used, an auxiliary section may be
added to the outer (RH) side of the standard (lift/tilt only)
main valve. The optional auxiliary sections also have an
adjustable relief valve and can be assembled with optional
flow control levels.
The valve spools are arranged in standard sequence (from
the operators position) to first provide lift control, then
tilt, and finally auxiliary control. The control levers are
spring-loaded (by the valve spool centering springs) to
return them to neutral when released. Oil flow is con-
trolled by the amount or distance the control handles are
moved. Excess oil flow is returned to the sump. A check
valve prevents reverse flow.
When all the control valve spools are in neutral, fluid
flows through the open-centers of the valve spools to the
sump return line. When a spool is partially shifted and the
associated cylinder or other actuator has not reached its
end-of-travel, some of the fluid flows to the cylinder
(actuator) and the rest flows to the sump line. In both
cases, the pressure in the system should be less than the
amount required to open the relief valves.
The main relief valve vents flow to the sump when one of
the following conditions is present :
The operator continues to hold the lift control in
the lift position after the lift mechanism reaches its
end-of-travel.
Too heavy a load is being lifted.
The operator continues to hold the tilt control in
the tilt position after the tilt mechanism has
reached its end-of-travel (This is called tilt
bypass.)
Auxiliary relief fails to operate.
The auxiliary relief valve vents flow to the sump when the
operator continues to hold the attachment control in the
operated position after the attachment reaches its end-of-
travel.
Main and auxiliary relief pressure settings can be checked
through a gauge port on the valve.
Flow from the sump return line is filtered before entering
the sump. If the filter is clogged, a by-pass valve routes
the flow around the filter.
A tilt-lock valve built into the main control valve assem-
bly locks the upright into its current tilt position when the
truck is turned off. A load lowering flow valve mounted
on the upright limits the speed at which the operator can
lower a load, decreasing the speed for heavier loads. A
velocity fuse built into one of the lift cylinder ports pre-
vents the upright from falling rapidly should a hydraulic
line rupture or be disconnected.
NOTE
Hydraulic plumbing arrangement is illus-
trated in Group 29.

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SM 794 30-2-1
Schematic for Standard Transaxle Truck<TA18>
Section 2
Hydraulic System Schematics

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SM 794 30-3-1
The following is a list of problems and solutions relating
to the main hydraulic control valve and associated compo-
nents. For other hydraulic system troubleshooting, refer to
Groups 29 and 34.
No lift, tilt, or auxiliary function
Hydraulic fluid very low; check and fill to correct
level.
Hose or fittings broken; replace component.
Defective main lift valve ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing main lift valve.
Hydraulic pump defective ; check other Trouble-
rebuilding or replacing pump.
No motion, slow or jerky action of hydraulic
system
Spool not moved to full stroke ; check travel and
linkage adjustment.
Relief valve not properly set, stuck in place, and/or
worn ; check and clean valve, replace if necessary.
Dirt or foreign particles lodged between relief
valve control poppet and seat ; check valve and
clean.
Valve body cracked inside ; check and replace
entire valve.
Foaming hydraulic fluid
Low oil level ; check and fill to correct level.
Wrong fluid ; drain and refill with correct oil.
Oil too heavy ; change to correct viscosity.
Pump inlet line restriction or line kinked ; clean
line and suction screen or repair kinked hose.
Hydraulic pump (or hydrostatic pump) cavitating
(pumping air with fluid) ; check hydraulic plumb-
ing for airtight hoses and connections.
Overheated hydraulic fluid
Thin fluid ; drain and fill with correct fluid.
Fluid contaminated ; drain sump, clean suction
screen, replace filter, and refill.
Cavitating pump ; check hydraulic plumbing for
airtight hoses and connections.
Pump driveshaft misaligned ; check mounting and
alignment.
Axial loading on drive shaft ; check shaft end
clearance and shaft alignment ; check for worn
key/spline.
Relief valve in bypass ; check relief setting.
Load cannot be lifted to maximum height
Hydraulic fluid low ; check and fill to correct level.
Hydraulic pump defective ; check other Trouble-
rebuilding or replacing pump.
Oil leaks at top of lift (secondary) cylinder(s)
Plugged vent line ; check and clear line.
Worn or damaged piston seal ; rebuild cylinder.
Scored cylinder wall ; replace cylinder.
See Group 34, Cylinder Removal, Overhaul, and
Replacement.
Oil leak at tilt or auxiliary function cylinder
Worn or damaged seal; rebuild cylinder.
Scored piston rod; repair or replace rod.
See Group 34, Cylinder Removal, Overhaul, and
Replacement.
Load will not hold
Oil bypassing between lift spool and valve body ;
overhaul valve and spool.
Spool not centered ; see spool remedies for correct-
ing problems when spools do not return to neutral.
Section 3
Hydraulic System Troubleshooting

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SM 794 30-3-2
Oil bypassing piston in cylinder ; repair or replace
cylinder.
Oil leaks at either end of main hydraulic valve
spool
Defective O-ring seals ; rebuild valve.
Spring-centered spools do not return to neu-
tral
Broken springs ; rebuild valve.
Entrapped foreign particles ; check and clean sys-
tem and valve.
Bent spool ; replace with new valve section.
Misalignment or binding of linkage ; check and
align/adjust linkage.
No relief valve action (high pressure)
Small particles of dirt in relief valve subassembly ;
check, clean, and/or replace relief valve, clean
hole.
Relief valve subassembly installed backwards ;
reinstall correctly.
Load drops when spool is moved from neu-
tral to a power position
Dirt or foreign particles lodged between check
valve ball and seat ; check and clean.
Sticking or scored check valve ; clean if sticking,
replace if scored, replace poppet.

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SM 794 30-4-1
CAUTION
!
gaps or breaks.
wheels.
Relief Pressure Check
Following is the general procedure for checking main
hydraulic valve lift and auxiliary relief pressure, (if the
truck is equipped with an auxiliary component).
Hydraulic system relief pressure setting may be checked
using a Mico Quadrigage (Clark Part No. 1800106) or
with a conventional pressure gauge with suitable pressure
range calibration. To cover all models of the truck, a
gauge with capacity range of 0 to 27580 kPa minimum (0
to 4000 psi) is recommended.
WARNING
!
HYDRAULIC FLUID SAFETY. Keep all
hydraulic ports and components clean. Wipe
the area on the pump around the diagnostic
check port completely clean to prevent any
contamination from entering the hydraulic
system.
When checking the hydraulic system, do not
use your hands to check for leakage. Use a
piece of cardboard or paper to search for
leaks. Escaping fluid under pressure can pen-
etrate the skin causing serious injury. Relieve
pressure before disconnecting hydraulic or
other lines. Tighten all connections before
applying pressure. Keep hands and body
away from pinholes and nozzles which eject
fluids under high pressure.
1. Tilt the steering column fully forward and raise the
engine cover.
2. Remove the cap from the gauge port and connect
pressure gauge to the fitting.
Checking Relief Pressure. Gauge port location varies.
NOTE
Use quick-disconnect adapter fitting, Clark
Part #913125.
3. Start the engine and let it warm up until it runs
smoothly. Continue with step 4.
4. Accelerate the engine to no-load governed speed
(full throttle), and hold at this speed. Gauge should
read between 1000 to 1500 kPa (145-217 psi).
5. Check main relief pressure : Move the tilt control
lever to full back (or forward) tilt relief position.
Hold tilt control in relief position until pressure read-
ing is obtained, and then release. Gauge should read
CQ20-30 : 20500 to 21500 kPa (2970 to 3120 psi).
IMPORTANT
Do not operate system in relief any longer
than required to read the pressure gauge.
6. Check auxiliary relief pressure : (Truck must have
auxiliary component and auxiliary section added to
main hydraulic valve.) Move the auxiliary control
lever to full back or forward relief position. Hold
auxiliary control in relief position until pressure
reading is obtained, and then release. Gauge should
read CQ20-30 : 13800 to 14300 kPa (2000 to 2076
psi).
Section 4
Hydraulic System Pressure Checks and Adjustments

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SM 794 30-4-2
Main and Auxiliary Pressure Relief
Adjustment
IMPORTANT
The main relief valve has been set on the
plant. Never try to adjust. If the relief pres-
sure exceeds the set value, contact to Service
managers or Clark experts.
The main and auxiliary relief setting only
applies to a hydraulic valve that has auxiliary
sections added.
To adjust the hydraulic system main and auxiliary pres-
sure relief valve :
1. Loosen the jam nut on the relief valve adjustment
screw.
2. Turn the adjustment screw to set relief setting to the
normal range.
3. Reset the jam nut on the relief valve adjustment
screw.
Flow Control Adjustment
CAUTION
!
The flow control valve has been set on the
plant. Never try to adjust. If adjusted, it will
cause fetal danger, Contact to Service manag-
ers or Clark experts.
1. Remove the nut from the main hydraulic valve tie
bolt stud.
2. Remove the jam nut from the main hydraulic valve is
bolt.
3. Remove the stud from the valve.
4. Turn the flow control adjuster fully CW to the stop.
Turn CCW per specifications (in Section 1) to adjust.
5. Reinstall the tie bolt stud in the valve. Torque the
stud to 38-43 Nm (28-32 ftlb). Reinstall the nut on
the tie bolt and torque to 38-43 Nm (28-32 ftlb)
6. Reinstall the jam nut in the valve.

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SM 794 30-5-1
Section 5
Hydraulic Control Valve Removal and Replacement
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.

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SM 794 30-5-2
Hydraulic Control Valve Removal
IMPORTANT
Keep all hydraulic ports, components, and
fittings completely clean during valve
removal and replacement to prevent any con-
tamination from entering the hydraulic sys-
tem.
Preparation for Valve Removal
1. Park truck in a safe position and fully lower the
upright.
2. Return all controls to neutral, apply the parking
brake, stop the engine and turn key switch OFF.
3. Move all hydraulic control levers to all working posi-
tions and return them to neutral. Be sure there is no
hydraulic pressure applied to the system by attach-
ments.
4. Open the engine compartment and remove floor-
board.
5. Remove the right cover from the dash board in the
operators compartment.
6. Air clean the hydraulic valve and fittings.
7. Place a drain pan under the truck and loosen and
remove all hydraulic lines from the valve. Plug the
valve ports. Mark or tag each line as removed to
assure correct position of line at assembly.
8. Cap ends of lines to keep them clean. Tie ends of
lines to truck to prevent loose ends dropping and
leaking oil onto floor.
Control Valve Linkage Disassembly
Remove the cotter rings and clevis pins connecting the lift
and tilt (and auxiliary, as applicable) lever from the
hydraulic valve spools.
Valve Removal
1. Remove the three hex capscrews mounting the
hydraulic valve to the hydraulic assembly bracket
(cowl). Three of the capscrews thread into the valve
itself.
2. Remove valve assembly from truck. See Section 6
for valve overhaul instructions.
NOTE
Be sure to clean up any oil spills and dry the
floor to prevent accidents.
Pemove Ths Cover

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SM 794 30-5-3
Hydraulic Control Valve Replacement
Valve Replacement
1. Position the main valve on the hydraulic assembly
bracket (cowl). Install valve mounting fasteners and
tighten.
2. Install the hydraulic lines on the proper ports. Make
sure all lines are clean, are routed correctly in the
truck, and are not kinked. Torque fittings according
to Hydraulic Fitting Tightening Procedure in
Group 40.
Control Valve Linkage Reassembly
1. Insert the clevis pins through the lever clevises and
valve spools of the lift and tilt spools (and auxiliary-
lever and spools where applicable) and secure with
the cotter rings.
NOTE
The illustration above and system specifica-
tion torques also apply for auxiliary hydrau-
lic functions, such as a side-shifter or rotator.
Pemove Ths Cover

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SM 794 30-5-4
Operational Checks
1. Start and operate the truck and hydraulic system.
Check the system for leaks.
WARNING
!
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.
If any fluid is injected into the skin, it must
be surgically removed within a few hours by
a doctor familiar with this type injury or
gangrene may result.
2. Check the operation of the valve and hydraulic sys-
tem by moving the valve control levers to the various
positions. The levers must operate smoothly with no
binding. When released from any working position,
the levers must return sharply to their neutral posi-
tions.
If valve spools do not moved or return to correct
position for full function of lift, tilt, or auxiliary cyl-
inders :
3. Refer to Section 4, Hydraulic System Pressure
Check if valve was disassembled or overhauled.
4. Replace the cowl cover under the operators com-
partment dash. See removal and replacement proce-
dures in Group 38.

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SM 794 30-6-1
The following overhaul instructions describe a two spool
assembly with the inlet/lift section, a tilt (or auxiliary)
section, and outlet section (outlet section contains no
spool).
Preparation for Disassembly
Overhaul valve 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.
Clean outside of valve with a good grade of solvent
and dry thoroughly.
Before starting disassembly, the valve should be
carefully examined to determine if there is any evi-
dence of external damage.
Section 6
Hydraulic Control Valve Overhaul
(for HANIL)

IMPORTANT
Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets
are available.

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SM 794 30-6-2
Disassembly
During disassembly, pay particular attention to identifica-
tion of parts for reassembly. Spools are selectively fitted
to valve bodies and you must return each spool to the
same body from which it was removed. You must also be
sure to reassemble the valve sections in the original order.
NOTE
Valve sections may or may not require sepa-
ration for overhaul.
If only valve spools are being overhauled, you do not have
to separate the sections. For a complete overhaul, includ-
ing replacement of the seals, retainers, O-rings, springs,
and balls used between the sections, follow steps 1 and 2.
To overhaul only the valve spools, begin with step 3.
1. Remove the nuts and studs connecting the valve sec-
tions.
2. Remove and label all parts between the sections for
correct reassembly. These include :
a. Retainers and seals which are included in the
replacement seal kit.
b. O-rings, springs, and ball which are replaced sep-
arately.
NOTE
Keep parts in order as removed and avoid
mixing the sections and parts.
3. Disassemble each valve spool, one at a time, from
bottom of valve as shown in the illustration.
4. Remove the valve spools by tapping lightly on the
top end with a soft-faced hammer to drive them out
of the valve body.
5. Arrange the parts in the sequence of removal.
Figure 1. Inlet/Lift Body, Main Pressure Relief Valve, and Auxiliary Pressure Relief Valve.
Contents of spool assembly are shown in Figure 2.

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SM 794 30-6-3
NOTE
Remove the outlet port section only if there is
need for further inspection and cleaning of
contaminants in the valve. To remove, loosen
and remove the nuts and studs and separate
the outlet port section from the valve body.
Label and keep all parts for correct reassem-
bly.
Cleaning, Inspection, and Repair
1. Discard all old seals. Wash all parts in a clean min-
eral oil solvent and place them on a clean surface for
inspection.
2. Carefully remove any burrs by light stoning or lap-
ping. Be sure there is no paint or burrs on mating sur-
faces of valve bodies.
3. Inspect valve spools and bores for burrs and scoring.
If scoring is not deep enough to cause leakage, the
surfaces can be stoned or polished with crocus cloth.
If scoring is excessive, valve body and spool must be
replaced. Check each valve spool for free movement
in its bore.
4. Inspect the main pressure relief valve for damage.
Relief valve must be free from contamination, burrs,
and scoring. Plug, spring, and O-ring should be
cleaned and inspected for damage.
NOTE
Entire relief valve assembly must be replaced
if damaged. Relief valve pressure is con-
trolled by a hydrostat in the valve relief valve
assembly and is set at the factory. No adjust-
ments are recommended; if pressure relief
setting is not in recommended range,
hydrostat must be replaced.
Figure 2. Valve Spool and Tilt (or Auxiliary) Body. Differences in lift (or tilt) and auxiliary components noted.

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SM 794 30-6-4
5. Inspect the lift and tilt relief valves for damage.
Check the relief valve for smooth free movement in
its bore. The valve poppet should move easily from
only the force of its own weight.
6. Inspect the valve body to make sure it has not been
physically damaged. Examine all threads to be sure
they are clean and not damaged or burred. Inspect all
bores and poppet seats. Poppet seat must be even all
around its circumference with no nicks, burrs, or
indentations in any of the seat face.
7. All springs should be free of corrosion and not bro-
ken or bent.
8. If parts must be left unassembled for a period of time
or overnight, cover with a lint-free clean material.
Reassembly
Use the exploded view illustration of the valve section,
spools, and relief valves for reassembly.
1. Assemble valve in reverse order of disassembly.
2. Coat all parts with clean hydraulic oil to facilitate
assembly and provide initial lubrication. Petroleum
jelly can be used to hold seal rings in place during
assembly.
3. Use new O-rings and seals for all parts.
4. Install seal rings and the seal ring retainer in the
grooves in body of each inlet and center section. Use
petroleum jelly to hold the seals in place. Carefully
place the sections together in the same order in which
they were removed.
5. Torque dust-cover screws to 10.8-13.5 Nm (8-10
ftlb).
6. Reinsert studs between valve sections and torque
nuts to 27-34 Nm (20-25 ftlb).
Relief Valve Settings
After overhaul and reisintallation of the main hydraulic
valve, the hydraulic system relief pressure and auxiliary
valve relief pressure settings (if truck and valve are
equipped with an auxiliary component and section) must
be checked. See the hydraulic system checks and adjust-
ments Section of this Group (30) for procedures.
If the truck is not equipped with any auxiliary equipment,
no adjustments are necessary. If an auxiliary scetion has
been added to the hydraulic valve and auxiliary compo-
nents have been installed on the truck, check the relief
pressure. See the hydraulic system checks and adjust-
ments Section of this Group (30) for procedures.
Figure 3. Outlet Body
Cullel Body
TeBoll
Torque lo 37.843.2 Nm
2832 lllb)

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GROUP 32
SM 794 32-0
GROUP 32
TILT CYLINDERS
Tilt Cylinder Specifications and
Tilt Checks and Adjustments .................. Section 2
Tilt Cylinder Removal and
Tilt Cylinder Overhaul ............................ Section 4
IMPORTANT
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.

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Group 32, Tilt Cylinders
SM 794 32-1-1
Specifications
See Group 30 for hydraulic system specification.
Tilt Cylinder Type : double-acting
Maximum Operating Pressure : 22,070 kPa (3,200 psi)
Tilt Ranges * :
<CQ20-30>
STD (through 2120mm MFH) : 6B ~8F
STD (2680-2980mm MFH) : 8B ~8F
STD (3300-3725mm MFH) : 10B ~8F
STD (3860-5170mm MFH) : 6B ~4F
TSU (through 5210mm MFH) : 6B ~4F
TSU (above 5520mm MFH) : 3B ~3F
* Abbreviations : STD =Standard, high-visibility upright ;
TSU = Triple-stage upright ; MFH = maximum fork
height ; B =back tilt ; F =forward tilt. See truck data plate
for upright MFH.
Fastener Torque
Rod-End Yoke Bolts : 166-193 Nm (122-142 ftlb)
Rod-End Pin Lock Plate Fasteners : 8-10 Nm (10.8-13.5
ftlb).
Base Mount Pin Lock Plate Fasteners : 8-10 Nm (10.8-
13.5 ftlb).
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-
Tilt Cylinder Rod-End Check and Tightening : Every 50-
Tilt Cylinder Rod-End Lubrication : Every 50-250 hours
or each PM.
Description
The tilt cylinders provide backward and forward tilt of the
upright. The forward and back tilt angles are governed by
the cylinder stroke and by use of spacers. The tilt cylin-
ders are pin-mounted to the truck frame and upright using
yokes, clevises, and pins. Pins are held in place by a lock
plate and fastener to prevent the pins from working their
way out.
The tilt cylinders are serviced by removing them from the
truck and disassembling them for complete overhaul,
including installation of new seals and or other cylinder
components.
The tilt lock valve is integrated into the tilt section of the
main hydraulic control valve. The tilt lock valve prevents
the upright from tilting forward when the truck is not run-
ning. The tilt lock valve is not serviceable and must be
replaced as a valve section if defective.
Section 1
Tilt Cylinder Specifications and Description

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SM 794 32-2-1
CAUTION
!
gaps or breaks.
wheels.
Tilt Cylinder Drift Check
To check tilt cylinder drift, a rated capacity load is placed
on the forks, lifted up and held to determine if the tilt cyl-
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 12201220 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
the load. Refer to truck nameplate for capacity rating.
CAUTION
!
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal-
let. Clamp the load on the load backrest or
fork bar to avoid sliping out from fork.
2. Drive the forks into the load pallet until the test load
and pallet rest against the load backrest. Apply the
parking brake and chock the wheels.
3. Raise the capacity load 2500mm (98.5 in) off the
ground and tilt the upright vertical, shut off the truck.
4. Measure and write down the distance between the
cylinder-spacer face and the rod-end yoke.
NOTE
An alternate procedure is to measure the
change in the inclined angle of the upright,
using a protractor and level, or inclinometer.
5. Wait five minutes and remeasure and write down the
distance between the same two points.
6. The decrease in the measure must not exceed the fol-
lowing measures :
Temperature
50C (122F)
Drift
0.5, 3.0 mm@1min
5, 30.3 mm@10min
Measure rod
distance here
Section 2
Tilt Cylinder Checks and Adjustments

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SM 794 32-2-2
Drift Causes and Remedies
Tilt cylinder drift indicates the following possible prob-
lems :
Tilt cylinder hydraulic circuit hoses or fittings are
leaking. Check the circuit components and repair
as necessary.
Cylinder piston seals are worn, damaged, or defec-
tive allowing fluid past the piston and causing the
rod to drift. Consider rebuilding the cylinders if the
other remedies in this list are not successful. See
Section 3 for cylinder removal and replacement
and Section 4 for cylinder repair, if necessary.
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
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
check for racking :
Make sure truck is parked on level surface with
parking brake applied and wheels chocked.
Check condition of the tilt cylinder, rod-end yoke,
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).
NOTE
Correct the twisting effect by shortening the
cylinder that is the longest length. Forward
twisting must be adjusted before backward
twisting. If forward adjustment is not
needed, continue with backward adjustment.
3. To adjust, loosen rod-end yoke capscrew on the tilt
cylinder that extends the farthest, and turn piston rod
into rod-end yoke to shorten.
Forward Adjustment : Pneumatic-tire truck rod-end yoke
orientation shown.
NOTE
Use wrench flat on rod under spacer (if
installed). Move spacer for access.
Loosen capscrew
Turn to adjust

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SM 794 32-2-3
4. Continue to turn rod into rod end until tilt cylinder
strokes are equal.
IMPORTANT
The rod must be threaded onto the rod-end
yoke a distance at least as great as the diame-
ter of the rod plus 6.5 mm (0.25 in).
5. Tighten capscrew of the rod-end yoke to 166-193
Nm (122-142 ftlb), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking
remains evident.
7. When no racking occurs, retighten capscrew of the
rod-end yoke to 166-193 Nm (122-142 ftlb).
8. Check all tilt functions before returning the truck to
service.
Backward Adjustment
Perform forward check and adjustment first. Then :
1. Slowly tilt upright fully backwards while watching
piston rods. They should both bottom out at the same
time. If they dont, adjust backward tilt using the fol-
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.
4. Use rod shims to fill in the space between the rod-
end yoke and spacer. Screw rod back into yoke the
same number of turns needed to remove.
5. Tighten capscrew of the rod-end yoke to 166-193
Nm (122-142 ftlb), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking
remains evident.
7. When no racking occurs, retighten yoke capscrew to
166-193 Nm (122-142 ftlb).
8. Check all tilt functions before returning the truck to
service.
Tilt Flow Control Adjustments
See checks and adjustments Section of Group 30,
Hydraulic Control Valve/Lift Circuit, for adjustment
procedure.
Thread rod into rodend
yoke the rod diameter
plus 6.5mm(0.25in)
diameter
of rod
Rod end Yoke
Rod shim
Tilt cylinder
Spacer

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SM 794 32-3-1
Section 3
Tilt Cylinder Removal and Replacement

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SM 794 32-3-2
CAUTION
!
gaps or breaks.
wheels.
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.
WARNING
!
The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
assembly. Keep hands and feet away from the
assembly. Use prybars to move the assembly
into position for tilt cylinder replacement.
3. Remove the floorboard.
NOTE
Put a drain pan under the truck at each tilt
cylinder position before removing the
hydraulic lines.
4. Disconnect and cap hydraulic lines from the tilt cyl-
inders (see illustration on facing page). Remove the
hose connections on both sides of the tee fittings of
the right-side cylinder. Keep all fittings and ports
clean.
Grease lllnq
Tll pn
Tll pn
Bearnq
Bearnq
Pod end

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SM 794 32-3-3
5. Support cylinder with a sling to prevent the cylinder
from dropping when pins are removed.
6. Remove tilt pin from tilt cylinder rod-end yoke. Use
a soft drift and hammer to tap rod-end pin out of
yoke.
7. Pop the cover from tilt cylinder base access port on
the step to the operators compartment.
8. Remove the tilt pin from cylinder base yoke. Use a
soft drift and hammer to tap pin out of yoke.
9. Remove cylinder assembly.
Parts Inspection
1. Clean all bearings, pins, and other components in an
approved cleaning fluid.
2. Inspect all parts for scratches, nicks, dents, and wear.
Check the cylinder rods to be sure they are smooth
with no scratches. Check all threaded parts for dam-
age.
3. Replace all parts which show damage.
faces of parts with a light layer of engine oil.
Tilt Cylinder Replacement
1. Position tilt cylinder base yoke on frame mounting
bracket.
2. Insert base pin in cylinder base yoke and through
frame mounting bracket, making sure slot in pin is in
line with the lock-plate. Grease fitting must point
toward center of truck.
IMPORTANT
Make sure the spherical bearing is aligned so
that pin fits smoothly in yoke.
3. Install base pin lock-plate in slot and fasten to yoke
with fastener and washer. Tighten fastener to a torque
of 8-10 Nm (5.9-7.4 ftlb).
4. Position rod-end yoke on upright mounting bracket
and insert rod-end pin, making sure lock-plate slot is
in correct position. Grease fitting must be toward
center of truck. Make sure the spherical bearing is
aligned so that pin fits smoothly in yoke.
Tilt Cylinder Hydraulic Fittings

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SM 794 32-3-4
NOTE
If the rod-end yoke has been removed from
the rod or loosened for adjustment, reinstall
the clamp bolts to a torque of 166-193 Nm
(122-142 ftlb). Nuts must be on inside of
upright rails.
Orientation of the rod-end yoke is different
for the cushion-tire and pneumatic-tire
trucks. As the illustration shows, the bolt
hole of the rod-end yoke is down on the pneu-
matic-tire truck but is up on the cushion-tire
truck.
5. Install rod-end lock-plate in slot and fasten to yoke
with fastener and washer. Tighten fastener to a torque
of 8-10 Nm (5.9-7.4 ftlb).
6. Install tilt cylinder hydraulic lines. Check Group 40
for hydraulic fitting tightening procedures. O-rings
of fittings should be lightly coated with clean
hydraulic fluid or compatible oil.
7. Remove hoist chain from upright.
8. See Section 2 for tilt cylinder adjustment procedures.
When adjustments are made, check all upright com-
ponents under load before returning the truck to ser-
vice.

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SM 794 32-4-1
Typical Tilt Cylinder Cross section
(CQ20-30)
Section 4
Tilt Cylinder Overhaul
IMPORTANT

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SM 794 32-4-2
Preparation For Disassembly
IMPORTANT
Overhaul tilt cylinders only in a clean, dust-
free location, using clean tools and equip-
ment. Dirt or grit will damage the highly-
machined surfaces and will result in leakage
or premature failure of components. Cleanli-
ness of the hydraulic circuit is extremely
important to the proper operation and main-
tenance of the system. Be sure the work area
is clean.
1. Before disassembly, the exterior of the tilt cylinder
should be carefully cleaned to remove all dirt and
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
the barrel in a vise while disassembling.
IMPORTANT
Do not use excessive force when clamping on
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.
2. Carefully pull the rod, piston assembly, and gland
from the cylinder barrel. Remove gland from rod.
WARNING
!
The use of compressed air to blow the piston
out of the barrel is not recommended. High-
pressure air can result in piston and rod
being ejected at high velocity (explosively),
causing severe injury to personnel and prop-
erty damage.
3. Remove and discard the piston packing and wear
rings from the piston.
4. Remove and discard the rod U-cup seal, O-ring, and
piston rod wiper from the gland.
O-ring
O-ring U-cup seal
Rod wiper
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SM 794 32-4-3
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.
4. Inspect the tilt cylinder barrel internal bore for wear,
scratches or other damage. Check the outside for
damage. Inspect all welds for cracks.
Deep gouges or pitted surfaces require replacement
of parts.
Check the gland, base end, and ports for cracks or
damage that could cause failure. Inspect the ports to
be sure they are free of contamination and that the
threads are clean and not damaged.
5. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
e.g., overnight, they should be covered with a clean
cloth.
Reassembly
Be sure inside of cylinder and all parts are clean before
starting reassembly. Seals may be lubricated with hydrau-
lic oil to assist assembly into cylinder barrel.
1. Install piston rod wiper, rod U-cup, and O-ring on the
gland. Make sure U-Cup and wiper are installed in
proper orientation as shown in the illustration.
2. Replace the piston packing and wearing.
3. Install gland on piston rod. Use gentle pressure and
careful movements to avoid damage to the U-cup
seal and rod wiper when these parts are moved over
the piston rod end.
NOTE
Reassemble cylinder carefully to prevent
damage to seal lips and O-rings.
4. Install piston into cylinder barrel. Be careful not to
damage the piston seals when installing the piston
into end of cylinder.
5. Install gland into cylinder them screw the gland into
the cylinder barrel with a hook wrench. When tight-
ing, dont damage the seal Tighten torque : 606
kgfm
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.
O-ring U-cup seal
Rod wiper
O-ring
CopyrightedMaterial

GROUP 34
SM 794 34-0
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.

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Group 34, Uprights
SM 794 34-1-1
General Specifications
Upright Weight: Approximately 363 kg (800 lb) to
approximately 1020 kg (2250 lb) without carriage.(CQ20-
30)
Carriage Weight: Approximately 103 kg (227 lb) to 135
kg (300 lb) with a 41 inch carriage.
Fork Weight: Approximately 50 kg each (110 lbs) 42"
IMPORTANT
Before hoisting, the weights of upright, car-
riage, forks and attachments being lifted
must be combined to determine what lifting
capacity is required of the hoisting equip-
ment.
Capacities and Lift Heights: Upright, carriage, and fork
capacity and upright lift heights are listed on the trucks
data plate.
Lubricants:
All Purpose Grease (MS-9)
Innerslide Lubricant (Clark P/N 886396)
Chain and Cable Lube (Clark P/N 886399)
Cylinder Types
Standard uprights use two lift cylinders. Triple stage and
Hi-Lo uprights use three cylinders, a primary (center-
mounted) cylinder, and two secondary cylinders. All pri-
mary cylinders used on triple-stage uprights (TSUs & Hi-
Lo) are piston cylinders. The lift and secondary cylinders
used on standard, Hi-Lo uprights and TSUs can be piston
cylinders.
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.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
Drift:
With the upright substantially vertical the descent of the
rated load caused by an internal leakage in the hydraulic
system shall not exceed 100mm (4in) during the first
10min with the oil in the hydraulic system at normal oper-
ating temperature. If drift over 100 mm (4 in) in ten min-
utes is evident, cylinder should be checked for internal
leakage. See Section 3 for drift test procedures.
Fastener and Fitting Torque Specifications
Trunnion Mounting Bolts: 75~80 Nm (55~59 ft-lb)
Chain Anchor Bolt J am Nut: CQ20-30 : 100-200 Nm
(74-148 ft-lb)
Carriage Side-Thrust Roller Bolts(External): CQ20-30 :
40-50 Nm (29.5-37 ft-lb)
Carriage Side-Thrust Roller Bolts(Internal): CQ20-30 :
70-80 Nm (52-59 ft-lb)
Hose Fittings: See Group 40, Hydraulic Fitting Tighten-
ing Procedure.
Rod End Bolts:, CQ20-30 : 170-190 Nm (125-140 ft-lb)
Tilt Cylinder Rod-End Pin Lock Plate: 8-10 Nm (71-89
in-lb).
Service Intervals
All upright components should be visually checked
every day during the Operators Daily Inspection.
A thorough visual inspection should be performed
by a trained service professional every 50-250
hours.
Lift chains should be inspected and lubricated
every 50-250 hours or monthly.
Lift chain tension should be checked every 50-250
hours or monthly.
Upright
Type
Upright
Number
Cylinder Type
STD Pneu S2002 Piston-Type Lift Cylinder
TSU Pneu T2002 Piston-Type Secondary Cylinder
Hi-Lo Pneu F2002 Ram-Type Secondary Cylinder
Section 1
Upright Specifications and Description

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Group 34, Uprights
SM 794 34-1-2
Upright and carriage roller checks should be per-
formed every 50-250 hours or monthly.
Roller patterns should be checked every 3 months
or after 500 hours of service.
Racking and drift tests should be performed every
50~250 hours or monthly.
The complete extended inspection should be per-
formed at least every year or 2000 hours of opera-
tion.
Description
The upright assembly includes the lift chains, lift cylin-
ders, carriage, forks, and mast or rail sets. Each of the
components can be serviced using the tests, checks,
adjustments, and removal and replacement procedures in
the following Sections.
The upright uses the hydraulic cylinders and chain sets to
lift the carriage and rail sets. On standard, two-stage
uprights, the lift cylinders lift the carriage with chains and
directly lift the inner rail set. On triple-stage uprights, the
primary (free-lift) cylinder lifts the carriage by chains.
When the primary cylinder reaches its maximum exten-
sion, fluid is diverted to the secondary lift cylinders,
which lift the inner rails using a second set of chains and
lift the intermediate rails by direct lift.
On Hi-Lo uprights, the primary(free-lift) cylinder lifts the
carriage by chanis. The secondary cylinders directly lift
the inner rail set by rod. Hi-Lo uprights not used second
set of chain for secondary cyliner.
Friction and play between the nesting rails is controlled by
roller sets mounted on the rails and carriage. When rails or
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.
Forks use a hanger design for mounting on the carriage.
Auxiliary attachments may be added to the upright for
specialized handling operations. The hydraulic circuit is
modified with a hose adapter kit and an auxiliary section
is added to the main hydraulic valve to operate the attach-
ment.
The lift and secondary cylinders on standard uprights and
triple-stage uprights (TSUs) are piston type cylinders. The
primary cylinder on TSUs and HILO are piston-type cyl-
inder. See the chart under Specifications to determine
the type of cylinder used on the upright you are servicing.
Piston-type cylinders contain a by-pass check valve in the
piston that allows air and fluid that have accumulated in
the rod end of the cylinder to return to the system. The
check valve can be removed and cleaned if indicated by
troubleshooting. A non-serviceable check-ball-type cush-
ioning function is built into ram and piston cylinders for
smooth staging during the lowering cycle. The primary
cylinder on TSUs incorporates cushioning on the lift
cycle. A velocity fuse in the hydraulic port of the lift cyl-
inders (secondary cylinders on TSUs) prevents the mast
from falling rapidly in case of sudden fluid pressure loss
due to line breaks or other malfunction of the hydraulic
circuit.
As explained in more detail in Group 30, the main pump
sends fluid to the main hydraulic control valve, which
contains spools that route fluid to the lift cylinders and tilt
cylinders. The valve assembly also contains a counter-
balance valve that prevents upright tilt when the truck is
not operating.
Fluid flow rates for lift functions are factory set and not
adjustable. Flow rates for tilt and auxiliary functions are
controlled by adjustments on the main hydraulic valve. A
non-adjustable load-lowering flow valve mounted on
the upright limits upright lowering speed.
Groups 29 and 30 contain general hydraulic information
including upright hydraulic functions. Other hydraulic
checks for the upright appear in Troubleshooting, Sec-
tion 2.

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Group 34, Uprights
SM 794 34-1-3
Typical Standard (Two-Stage) Upright Assembly
Outer Rail Assy
Upper Bearing
Chain
Sheave
Inner Rail Assy
Lift Chain
Chain
Anchor
Limit Valve
Regulator Valve
Lower Bearing
Carriage
Outer Rail Assy
Upper Bearing
Chain Sheave
Inner Rail Assy
Lift Chain
Chain Anchor
Regulator Valve
Lower Bearing
Carriage
Lift Cylinder
Typical standard (two stage) Upright(CQ20-30) Typical Hi-Lo Upright Assembly(CQ20-30)
Secondar
Cylinder
Primary Cylinder
Primary
Limit Valve
Hose
Secondary Limit Valve
Outer Rail Assy
Secondar
Cylinder
Upper Bearing
Hose Sheave
Chain Sheave
Intermediate Rail Set
Upper Bearing
Inner Rail Set
Chain Sheave
Lift Chain
Chain Anchor
Carriage
Limit Valve
Regulator Valve
Lower Bearing
Primary
Cylinder
Primary Limit Valve
Typical Triple-stage Upright Assembly(CQ20-30)

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Group 34, Uprights
SM 794 34-1-4
Typical Triple Stage Upringht-Overhead View
Carriages and Roller Sets
Carriage
Side thrust roller
Adjustment shims
Roller
External thrust roller
(not in 2.0/2.5 ton STD and Hi-Lo CL )

CopyrightedMaterial

Group 34, Uprights
SM 794 34-1-5
Two-Hose Adaptation for the
Triple-Stage Upright(CQ20-30)
Standard Upright(CQ20-30)
Hi-Lo Upright(CQ20-30)

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Group 34, Uprights
SM 794 34-2-1
The visual inspection and the operational checks pre-
sented in Section 3 should be used to determine problems
with the upright. Possible problems, causes, and remedies
are listed below.
Other troubleshooting information about the hydraulic cir-
cuit and components appears in the troubleshooting Sec-
tions of Groups 29 and 30. Use these other
troubleshooting Sections for more detailed problem isola-
tion with Upright hydraulic functions.
WARNING
!
The procedures for troubleshooting uprights,
carriages, and forks involve movement of the
components. Failure to follow these warnings
can result in serious injury.
Make sure overhead clearances are adequate
before raising the upright to full lift height.
Do not walk or stand under raised forks.
Block carriage and upright whenever mak-
ing checks with the upright elevated.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
Upright noise
Bent or broken components; inspect upright thor-
oughly and repair or replace components as
required.
Damaged upright roller; check condition of rollers
and replace defective rollers.
Roller scuffing rails; clean and lubricate rails.
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.
Dry hose sheave or rollers; check condition of all
sheaves and rollers and lubricate as necessary.
Damaged chain sheaves; check condition of chain
sheaves and repair or replace.
Excessive fork hanger or carriage fork bar wear;
inspect and replace as necessary.
Seals dry; lubricate rod.
Seals dry - all primary cylinders; remove gland and
add 100 ml (3.4 oz) of hydraulic oil to rod side of
piston, see Cylinder Removal, Shimming, Over-
haul, and Replacement.
No lift, tilt, or auxiliary function
Hydraulic fluid level low; check level and fill.
Broken hoses or fittings; check and repair.
Damaged or blocked sump strainer; check and
clean.
Hydraulic pump defective; see Group 29 for pump
troubleshooting.
Defective main hydraulic control valve; see Group
30 for valve troubleshooting.
Defective upright load-lowering flow valve; disas-
semble valve, check and clean or replace.
No lift function but tilt operates
Cylinder is damaged; inspect and repair.
Main hydraulic control valve, lift section defec-
tive; see Group 30 for valve troubleshooting and
service information.
Upright load-lowering flow valve damaged; disas-
semble valve, check and clean or replace.
Section 2
Troubleshooting

CopyrightedMaterial

Group 34, Uprights
SM 794 34-2-2
Load cannot be lifted to maximum height
Hydraulic fluid level low, check level and fill.
Debris in upright; check and clean.
Hydraulic hose fittings loose or damaged; check
and torque correctly (see Group 40 for specifica-
tions) or replace.
Check cylinder for external leakage; replace cylin-
der if cracked.
Cylinder shimming is incorrect; check and adjust
shimming.
Internal leakage on lift or secondary piston cylin-
ders; remove rod and piston and clean check
valves; also clean and inspect/replace piston seals.
See Section 5.
Cylinder check valve on lift or secondary piston
cylinders not functioning properly; remove rod and
piston and clean check valves; also clean and
inspect/replace piston seals. See Section 5.
troubleshooting information.
Upright rails binding:
a. Perform a visual inspection and check for worn,
or distorted parts, broken or cracked rails or tie-
bars, correct chain and hosing placement and
operation
b. Check rollers for contamination and proper oper-
ation, perform roller clearance check and adjust-
ment
Lift speed sluggish
Hydraulic fluid level low; check level and fill.
Pump inlet line restricted; remove from pump and
clean.
Damaged or binding upright roller; check condi-
tion of roller and replace if necessary.
Internal leakage on piston-type lift and secondary
cylinders (with load); perform cylinder checks
listed under Load cannot be lifted to maximum
height.
Defective main lift valve; see Group 30 for valve
troubleshooting and service information.
Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
Defective priority valve; see Group 30 for valve
Defective upright load-lowering flow valve;
remove valve clean, inspect, and replace if neces-
sary.
Lowering speed sluggish
Damaged or binding upright roller; check condi-
Damaged or kinked hydraulic hose or tube; check
condition of hose and tube, repair or replace as
necessary.
Defective upright load-lowering flow valve; check,
clean and replace valve if necessary.
tion.
Load bounces excessively when lowering
Air in hydraulic system, TSU and Hi-Lo ram-type
cylinders; set capacity load on upright and lift form
fully collapsed to full lift height for 10-15 cycles.
Defective upright load-lowering flow valve; check,
clean and replace valve if necessary.
Defective main lift valve; see Group 30 for valve
troubleshooting and service information.
tion.
Upright mis-staging (TSU lifting)
Debris in upright roller area of carriage; check and
clean.
Interference between carriage and inner rail or cyl-
inder; check staging alignment and adjust or repair
as necessary.
Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
Damaged or binding carriage roller; check condi-
Carriage roller shimming or thrust roller out of
adjustment; perform roller checks on carriage and
make adjustments as necessary.
Damaged or kinked primary cylinder hose; check
condition of hose, repair or replace as necessary.
Primary cylinder chain or chain sheave binding or
damaged; inspect and repair.

CopyrightedMaterial

Group 34, Uprights
SM 794 34-2-3
Internal leakage in primary lift cylinder; perform
cylinder checks listed under Load cannot be lifted
to maximum height.
Damaged primary lift cylinder causing binding in
the cylinder; inspect and repair or replace cylinder.
tion.
Upright mis-staging (TSU lowering)
Debris in upright roller area or tie bar area; check
and clean.
Damaged or binding roller on upright; check con-
dition of roller and replace if necessary.
Carriage and upright roller shimming or thrust
roller out of adjustment; perform roller checks on
upright and/or carriage and make adjustments as
necessary.
Damaged or kinked lift cylinder hose; check condi-
tion of hose, repair or replace as necessary.
Lift cylinder chain or chain sheave binding or dam-
aged; inspect and repair.
Bent cylinder rod; inspect and replace rod and/or
cylinder as necessary.
Internal leakage in piston-type cylinders; perform
cylinder checks listed under Load cannot be lifted
to maximum height.
Damaged lift cylinder causing binding in the cylin-
der; inspect and repair or replace cylinder.
tion.
Upright mis-st aging (Standard and Hi-Lo
upright lowering)
Damaged or binding roller on upright; check con-
dition of roller and replace if necessary.
Top carriage roller retaining cap screw loose;
check and replace cap screw.
Lift cylinder chain or chain sheave binding or dam-
aged; inspect and repair.
Debris in upright roller area or tie bar area; check
and clean.
Carriage and upright roller shimming or thrust
roller out of adjustment; perform roller checks on
upright and/or carriage and make adjustments as
necessary.
tion.
External leakage on primary cylinder
Gland loose; check and tighten primary cylinder
gland to 135 Nm (100 ft-lb) and glands on lift
(secondary) cylinders to 100 Nm (73 ft-lb).
Cracked cylinder tube; replace tube.
Rod seal damage; replace seals and check for:
Damaged rod seal groove in gland; check for
damage to groove and replace seal or gland if
necessary
Scored cylinder wall; repair or replace cylinder
tube if necessary
Leaking check valve; clean and replace if nec-
essary
Leaking O-ring seal on check valve; replace
check valve.
Gland static seals (O-rings and back-up ring) dam-
aged; replace back-up ring.
Gland static seals sealing surface damaged; check
groove and bore and repair or replace as necessary.
External leakage on lif t (Standard) and sec-
ondary cylinder (TSUs and Hi-Lo)
Gland loose; check and tighten gland on cylinders
to 100 Nm (73 ft-lb).
Cracked cylinder tube; inspect and replace tube.
Seal damage in piston-type cylinders; replace pis-
ton seals and rod seals.
Damaged seal groove, piston-type cylinders; check
for scratches, nicks, or burrs and repair or replace
rod and piston.
Scored cylinder wall, TSU piston-type cylinders;
replace tube and all seals.
Scored or damaged rod; replace rod and all seals.
Damaged gland back-up seal; inspect and replace
seal.

CopyrightedMaterial

Group 34, Uprights
SM 794 34-2-4
Gland static seals sealing surface damaged; check
grooves and bore.
Oil leak at top of lift cylinder
Scored cylinder wall; see Section 5.
Worn or damaged gland rod-seal; see procedures
for piston-type cylinders under Cylinder leaking
internally.
Unsatisfactory lift or tilt cylinder drift test results
Cylinder leaking internally; remove cylinder gland
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.
Cylinder hydraulic fittings loose or worn; check
fitting O-rings, tighten fittings according to Group
40, Hydraulic Fitting Tightening Procedure.
Check valve worn or damaged; remove rod and
piston, clean check valve and replace if necessary.
Control valve spool linkage malfunctioning, dam-
aged, or worn; see Group 30, Section 5 for linkage
adjustment and/or replacement.
Counterbalance function in main hydraulic control
valve malfunctioning, damaged, or worn; inspect
and clean or replace if necessary.

CopyrightedMaterial

Group 34, Uprights
SM 794 34-3-1
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.
Carriage
Forks
Upright
Load baskrest
Section 3
Upright Inspection

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Group 34, Uprights
SM 794 34-3-2
Basic Visual Inspection
Use the following steps to conduct an initial visual inspec-
tion of the upright. This is the same type of inspection
operators should be conducting on a daily basis.
If you note problems with any component during the basic
visual inspection, continue with Extended Inspection
for checks and service.
WARNING
!
The procedures for checking, maintaining,
and adjusting uprights, carriages, and forks
involve movement of the components. Failure
to follow these warnings can result in serious
injury. Always use extreme caution.
upright.
General
Check to make sure all fasteners are secure.
Check to make sure the upright lifts and lowers
smoothly with and without a capacity load.
Check for visible damage to components.
Forks
Check function and security of the fork latch.
Inspect the forks for cracks, especially the hanger
and heel areas.
Check for wear in the fork heel. If heel wear is evi-
dent, perform the extended inspection.
Inspect the fork hanger and carriage fork bar for
excessive wear.
Inspect for bent forks.
Load Backrest
Inspect load backrest for damage such as cracks or
bending.
Check for tight mounting fasteners.
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.
Good condition of the chain links and pins. No
rust, corrosion, stiffness, or cracking should be evi-
dent. Pins should not be turned or protruding.
Excessive side wear or edge wear on the chain
plates.
Correct, equal tension on chain sets.
Secure anchor bolt, adjustment nut, and jam nut
mounting.
Correct alignment of the chain anchors to the chain
and chain sheaves. Adjust turned chain anchors.
Loose, broken, or damaged anchor bolt pins and
cotter pins. Replace defective pins and cotter pins.
Rollers
Inspect the upright and carriage rollers for:
Broken or loose rollers.
Loose, broken, or misadjusted thrust roller on the
carriage.
Obvious signs of failed bearing seals.
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation.
Excessive looseness in carriage or upright roller
shimming.
Upright and Carriage Weldments
Inspect the upright and carriage for:
Debris or foreign objects on the components.
Bent, cracked, or broken components.
Undesirable wear on or contact between compo-
nents.
Irregular roller patterns and signs of excessive
wear or scraping on the rails.

CopyrightedMaterial

Group 34, Uprights
SM 794 34-3-3
Hydraulic System
Inspect the upright hydraulic system components for:
Damage or wear on all hoses and hydraulic tubes.
Leaks on hoses, fittings, or valves.
Leakage on the cylinders.
Excessive drift in lift or tilt operations.
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,
always replace the pair to ensure fork integrity.
Fork Alignment
1. Park the truck on a flat, even surface, tilt upright to
vertical position, and set forks 25-50 mm (1-2 in)
above the ground.
2. Compare fork arms to be sure they are straight, on
the same plane (level), and the same length.
3. Measure the distance from the fork tips to the
ground. The height difference between the forks tips
should be no more than 6mm(1/4in).
Fork Arm Height
4. If the fork tips are not aligned within the specified
6mm (1/4in) difference, the cause of the problem
must be determined and corrected before returning
the truck to service. If replacement is necessary,
always replace the forks in a set.
Fork Bending
Overloading, glancing blows against solid objects, or
picking up loads unevenly can bend or twist a fork. Use
the following procedure to check for fork bending.
1. Place a 50 x 100 x 610 mm (2 x 4 x 24 in) wood
block flat on the fork. Make sure the block is not
resting on the heel radius.
Fork Bending Check
2. Set a carpenters square on the block against the fork
shank
3. Check the fork 508 mm (20 in) above the blade to
make sure it is not bent more than 14.5 mm (0.6 in) at
the maximum.
4. If blades are bent over the 14.5 mm (0.6 in) allow-
ance they should be replaced as a set.
See Section 7, Fork and Carriage Removal and Replace-
ment, for procedures to remove and replace the forks.
Fork Fatigue
Fatigue cracks normally start in the heel area or on the
underside of the top hanger. If cracks are found, the fork
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)
capacity fork with 10% wear can only safely handle 4,000
pounds (1818 kg).
Use of fork wear calipers are recommended (Clark part
number 1803641) to gauge fork wear as follows:
1. Use the outside jaws of the caliper to measure fork
thickness in the shank area of the fork.

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Group 34, Uprights
SM 794 34-3-4
NOTE
Hold the caliper square and use light pres-
sure to squeeze the outer jaw tips against the
fork shank. Take care not to accidentally
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.
If fork hangers are excessively worn, replace the
forks as a set.
If carriage fork bar is excessively worn, replace the
carriage.
IMPORTANT
Welding is not recommended for repairing
forks or carriage. Replace the worn parts
with new parts.
Fork Latch and Carriage Fork Stops
1. Check fork latches for proper operation. Latches
should operate smoothly. The spring should be in
good condition and securely lock the fork into posi-
tion. Replace the fork latch if it does not operate
properly.
NOTE
A small amount of lubricant can be applied
to the fork latch. Do not over lubricate and
allow lubricant to run down on carriage fork
bar.
2. Check fork stops for widening of notches or round-
ing of top edge. Replace the carriage if fork stops are
excessively worn.
Lift Chains
The following checks should be performed every 50-250
hours to ensure correct chain performance See Section 6
for more complete chain inspection and maintenance pro-
cedures.
Chain Wear (Stretch) - All Lift Chains
Lift chain stretch due to wear in the joints can be mea-
sured using a measuring tape or Clarks chain check ruler.
Chain Check Ruler - Clark Part Number 59-960-9908
When any section of the chain has worn and increased its
original length by 3% or more, the chain must be replaced.
When checking chain wear, always measure a segment of
the chain that rolls over a sheave.

CopyrightedMaterial

Group 34, Uprights
SM 794 34-3-5
IMPORTANT
Never replace a single chain in a set. Always
replace the two chains in a set for consistent
lift operation. Always replace anchor pins
when replacing chains.
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.
2. Find an area of the chain that normally runs over the
sheave. This can usually be identified by wear on the
plate edges that roll over the sheave.
3. If the same number of links measures over 315 mm
(12.36 in) the chain must be replaced.
If using a chain check ruler, see instructions on the ruler.
Chain replacement procedures appear in Section 6.
Chain Length
IMPORTANT
Perform a chain length check and adjust-
ment every 50-250 hours. Checks and adjust-
ments should also be performed to adjust for
chain stretch and tire wear.
Chain length must be adjusted if:
The fork-to-ground clearance is less than 5 mm
(.20 in) or more than 25 mm (1.0 in) when the
upright is vertical.
The center of the bottom carriage roller comes
within CQ20-30 : 20 mm (0.80 in) of the bottom
edge of the inner rail.
The carriage safety stop hits the inner rail stop at
full lift height.
On TSUs and Hi-Lo, the difference between the
bottom of the inner rail and the outer rail is greater
than 10 mm (0.40 in).
See Section 6 for chain length adjustment procedures.
Chain Tension
IMPORTANT
Center any auxiliary attachments before
beginning tension check
1. Raise the upright enough to put tension on the chains
to be checked.
2. Push the chains forward and pull them backward; the
amount of tension should be equal on both sides.
WARNING
!
Do not reach through the upright to push
chains for tension check.
3. If one chains moves more than the other;
a. Lower the forks to ease tension on the chains.
b. Adjust chain adjustment nuts for equal tension on
both chains. See Section 6 for chain adjustment
procedures
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.
Inspect roller contact patterns on the rail sections.
Roller contact patterns should be smooth and regu-
lar.
In some applications, it may take up to 500
hours of operation to develop a roller contact
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.
Check rails and carriage for wear due to undesir-
able contact between components. Such contact
can be an indication of broken rollers, loose com-
ponents, foreign objects or debris on the upright, or
a broken weldment.
If contact or rubbing exists, the condition must
be corrected immediately.
Rail and carriage weldments with damage
should be replaced.

CopyrightedMaterial

Group 34, Uprights
SM 794 34-3-6
Tie bar areas should be free of foreign objects and
debris. The roller area of the rail should be cleaned
every 500-1000 hours in a normal application.
In applications where excessive amounts of
contaminants settle in the rail channels, clean-
ing may be required on 50-250 hour intervals.
If excessive contamination exists, the rollers
should be exposed and the bearing seal areas
cleaned thoroughly.
See Section 4 for carriage roller and upright
roller removal and installation.
Carriage and Upright Rollers
Carriage Thrust Rollers
The carriage uses two types of thrust rollers.
The internal thrust roller is found on both standard
and TSUs. The carriage internal thrust rollers are
located on the lift bracket and run on the inside
web of the inner rail. The internal thrust roller is
intended to carry a portion of the carriage lateral
load.
The second type of carriage thrust roller is an
external thrust roller. The external thrust roller runs
along the outside flange of the inner rail to control
lateral load on the carriage. External thrust rollers
are found on STD, Hi-Lo CL III and TSUs.
Both types of thrust rollers should be checked for smooth
rotation, seal integrity, radial bearing tightness, and a tight
cap screw. A roller should turn smoothly without sticking
and be grit free. Replace the roller if any defect is found.
External thrust roller cap screws have a locking patch to
prevent the cap screw from backing out. Repeated
removal will deteriorate the ability of the patch to hold the
cap screw. If the cap screw is backing out without holding,
a new cap screw is recommended. The cap screw can also
be cleaned and set using thread locking compound Loctite
271 (Clark Part 1802302). The internal thrust rollers use a
jam nut to ensure that the bearing remains secure.
NOTE
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear-
ing seal.
The external thrust rollers are not adjustable. The internal
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.
Carriage and Upright Main Load Rollers
Inspect the carriage and upright main load rollers for bro-
ken, loose, or rough bearings. Defective rollers should be
replaced.
Indications of broken or damaged rollers include:
Part of all of roller bearing missing
Bearing outer race loose
Scraping noise from the upright
Scraping of carriage fork bar on inner rail (carriage
rollers)
Upright rail sections scraping together (upright
rollers)
Upright misstaging
Excessive looseness of the rail section or carriage
demonstrated by the following load test.
NOTE
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear-
ing seal.
Load Test
A load test helps you to determine the amount of clear-
ance between the moving upright parts. The upright
requires some lateral movement between the interlocking
rails and the carriage. But, too much or too little clearance
can be the cause of binding and uneven operation.
Internal thrust roller
External thrust roller
(not in 2.0/2.5 ton STD
and Hi-Lo CL )
shims
Bearing outer race
Roller shaft
Shoulder

CopyrightedMaterial

Group 34, Uprights
SM 794 34-3-7
WARNING
!
An upright or carriage can move unexpect-
edly during service procedures causing
severe injury:
upright.
Failure to follow these warnings can result in
serious injury.
1. Place a capacity load on the forks and secure it to the
carriage.
CAUTION
!
CAUTION
!
let. Operate the truck only from within the
operators compartment.
2. Tilt the upright back slightly and raise the upright to
its maximum extension several times. Note the
smoothness of operation, the carriage play, and play
between the rails.
3. Move the load 102 mm (4 in) off center on the forks
and resecure it to the carriage.
4. Raise the upright to its maximum extension and
lower the load to the floor several times.
5. Repeat the step, moving the load 102 mm (4 in) off
center to the other side.
6. Raise the upright to its maximum extension and
lower the load to the floor several times.
Carefully observe the smoothness of operation, particu-
larly in carriage play, and play between the rails. If any
unusual movement, staging, or noise occurs during the
test, correct the problem before returning the truck to ser-
vice. Continue with the following roller shimming checks
if too much play is evident in the carriage and rails in the
load test. The troubleshooting guide may also help to
identify specific problems with upright operation.
Roller Side-Clearance
The carriage and upright rollers are shimmed between the
inner race and the roller shaft shoulder to maintain mini-
mal clearance between the side of the roller and the web
of the adjacent rail. Shim adjustments help accommodate
manufacturing tolerances and wear in the upright rail sec-
tions.
Signs of loose shimming include:
1. Excessive lateral (side-to-side) movement in the
upright rail sections
2. Excessive lateral shift in the upright at, or near, full
maximum fork height (MFH)
3. Irregular roller patterns on the rail.
Signs of over shimming include:
1. Mis-staging or hanging up of the upright
2. Excessive wear in the rail web
3. Premature bearing failure.
Perform the following roll pattern check and the load test
if the need for roller shimming is suspected. See Section 4
for detailed clearance measurement procedures.
Roll Patterns
Impressions made by rollers on upright rails are called roll
patterns. Roll patterns can provide indication of the need
for upright or carriage adjustment.
WARNING
!
any checks or adjustments.
1. Elevate the carriage about 4 feet (1.3 m).
2. Apply a light, thin layer of grease to the roller con-
tact area.
3. Lower the forks and pick up a capacity load. Raise
and lower the upright several times.
4. Back out from the load and raise the carriage.
Compare the impressions of the rollers on each side of the
upright rails. The impressions should look the same on
both sides. Look for signs of metal scoring or gouging
which can indicate excessive pressure caused by damaged
or misadjusted rollers.

CopyrightedMaterial

Group 34, Uprights
SM 794 34-3-8
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
below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
External Leakage (All Cylinders)
To check for external leakage on the primary cylinder:
1. Clean the top of the gland and rod to remove any
buildup of debris.
2. Check rod surface for defects or unusual wear.
Nicks, burrs, or other sharp defects can cause dam-
age to the seal and will lead to leaks. The rod
should be repaired or replaced.
For piston-type cylinders, small blunt defects in
the top and midsection of the rod can be tolerated
in this cylinder design. The high pressure sealing is
over the last several inches of stroke. This type of
defect is acceptable if leakage is not evident.
3. Check for external leakage from the cylinder barrel,
gland O-rings and backup ring, and the rod seal.
The gland O-rings and backup ring are near-zero
leakage seals. If, after cleaning the gland and tube,
oil accumulates to form a run, the O-rings and
backup ring should be replaced (see Section 5).
External leakage from the barrel requires replace-
ment of the barrel.
NOTE
The seals are installed with lubricant and a
trace amount will be in the gland/tube inter-
face area.
4. After cleaning the top of the gland and the barrel,
cycle the upright 5-10 times. If a ring of oil forms to
run 3 mm (0.125 in) down the rod, the cylinder must
be overhauled or replaced.
Internal Leakage on Primary Cylinder
To check for internal leakage on the primary cylinder:
1. Lift the upright to maximum height then lower forks
completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the primary stroke and lower forks com-
pletely.
3. Slowly lift the carriage 305-610 mm (1-2 ft) into the
secondary lift stage then lift to full extension.
4. If the carriage does not lift to full height, the problem
is likely an internal leak and the cylinder should be
overhauled.
5. If the carriage does lift to full height, but you still
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
completely.
3. Lift the upright to full MFH.
Watch for the lift cylinder to increase lift speed. If you see
an increase in lift speed, one or both of the lift cylinders
have an internal leak and requires overhaul.

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Group 34, Uprights
SM 794 34-3-9
If the upright does not increase lifting speed, but you still
suspect an internal leak, repeat the procedure with a
capacity load. If the upright does not extend to full MFH,
the problem is likely an internal leak and the cylinder
should be overhauled.
Lift Cylinder Shimming
The lift cylinders on both standard uprights, Hi-Lo and
TSUs bottom out at the end of the stroke to limit upright
extension. The upright has dual lift cylinders and the cyl-
inders extension length must be equal. If not, racking,
or side-to-side shifting, results. Rod extension length is
made equal by using shims under the rod end of the cylin-
der. To determine if shimming of the cylinders is required
to prevent racking, perform the following operational
check:
CAUTION
!
CAUTION
!
Make sure truck is parked on level surface
with parking brake applied and wheels
chocked; make sure overhead clearance is
adequate to extend upright to its full height.
1. Center the forks or attachments on the upright.
2. Check for equal chain tension.
3. Raise the upright from the retracted position to full
lift height. Note the point when the lift cylinders
reach the end of their stroke.
If the upright shifts right or left noticeably, shim-
ming is required.
Repeat the check three times before adding shims.
NOTE
Offset or unbalanced loads and off-center
attachments can cause the upright to shift
even with proper lift cylinder shimming.
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
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.
b. Hoses with outer cover wear exposing the rein-
forcement braiding should be replaced.
Upright Drift
Drift tests check cylinder, main valve, and hydraulic cir-
cuit integrity under load pressures. A load is held elevated
for an extended period to determine how much the upright
drifts (moves) over a specified time period. A tilt cylin-
der drift test appears in Group 32, Section 2, Tilt Cylin-
der Checks and Adjustments.
WARNING
!
edly during service procedures causing
severe injury:
upright.
serious injury.
1. Raise upright with the rated capacity and carriage to
its full extension and lower to a point halfway down
from full extension with the upright substantially
vertical.
2. Shut off the truck. Apply the parking brake and
chock the wheels.
3. With a pencil or chalk, make a mark across the rails
on one side of the upright.
Mark upright
rails here

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Group 34, Uprights
SM 794 34-3-10
WARNING
!
any checks or adjustments. Do not use the
upright to climb; use an approved platform.
4. Wait ten minutes and recheck the mark. Measure and
write down the distance the marks on the inner and
intermediate rails have drifted from the mark on the
outer rail.
5. If the rated load drift 50 mm (2 in) or more in the ten
minutes, read and follow the procedures presented in
Drift Causes and Remedies.
CAUTION
!
CAUTION
!
let.
Drift Causes and Remedies
If drift of 50 mm (2 in) or more is evident under the rated
load, consider the following causes and remedies:
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
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
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.
Consider rebuilding the cylinders if the first two remedies
in this list are not successful. See Section 5 for removal,
overhaul, and replacement procedures for primary and
secondary cylinders.
Trunnion Bearings
To check the trunnion mounting:
1. Check for missing, broken, bent, or loose trunnion
cap fasteners. Replace any damaged parts.
2. Lift the upright 305-610 mm (1-2 ft) and tilt the
upright fully forward.
3. Check for trunnion bearing or cap wear by inserting a
feeler gauge between the trunnion cap and the axle-
mounting bearing surface.
The gap should not exceed 0.75 mm (0.03 in).
If the gap exceeds 0.75 mm (0.03 in) the bearing or
cap may need replacement.
See Section 8, Upright Removal and Replacement, for
procedures to remove and replace the trunnion bearing.
Trunnion cap
Trunnion bearing

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Group 34, Uprights
SM 794 34-4-1
IMPORTANT
haul, make sure the correct repair parts and/
or kits are available.
WARNING
!
edly:
Do not walk or stand under raised forks
Kee clear of load and carriage when mak-
ing any check or adjustment
Keep your arms and fingers away from
moving parts of the upright.
Block the carriage or upright when work-
ing with the components in a raised posi-
tion.
upright.
Never attempt to move or align the rails
by hand. Use a prybar.
serious injury.
WARNING
!
Use an approved safety platform to reach the
upper areas of the upright. Never use the
upright as a ladder.
Introduction
Standard and Hi-Lo upright assemblies have two lift roller
sets mounted on the rails, three lift roller sets mounted on
the carriage, and two internal and external (except 2.0/2.5
ton STD) thrust roller set mounted on the carriage.
External thrust roller set used more than 3.0ton trucks.
The triple-stage upright assemblies have four lift roller
sets mounted on the rails, three lift roller sets mounted on
the carriage, and two thrust roller sets (internal and
external) mounted on the carriage. (see the Roller Side
Clearance Chart on next page.)
Each carriage and upright lift roller is nested within its
adjacent rail set. The front face of the lift roller handles
front-to-back friction and play between the nesting seg-
ments of the upright assembly, the side face of the roller
radius handles side-to-side friction and play. The rollers
Section 4
Carriage and Upright Roller Clearance Checks and Shim
Adjustments

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Group 34, Uprights
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are canted (tilted) to allow the side face to bear properly
on the web.
Rail flange wear can cause excess play between the lift
rollers and the rail flange. The only way to correct this is
to install oversize rollers-only one size of which is avail-
able. If oversize rollers were fitted previously, the only
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-
tainty that the clearance is excessive, you perform the
checks given below.
To correct excessive lift roller side clearance, you add
shims as described later in this Section. To correct internal
thrust roller clearance, you adjust thrust roller position as
described later in this Section.
a. Target is the desired gap after reshimming the roller set.
b. Allowed is the acceptable gap when checking roller set.
c. Internal side thrust rollers should extend 0.25-0.50mm(0.01-0.02 in)
beyond #1 rollers.
d. Ideal is same as final measured gap at minimum width point of rail set.
e. Measured at top of inner rail.
Roller Side Clearance Chart
Web Area Gap at Mimimumm Span of Rail Set Gap at MaximumSpan of Rail Set
Roller Set# Forming Gap
Target
a
Allowed
b
Target
a
Allowed
b
(mm) (in) (mm) (in) (mm) (in) (mm) (in)
#1
Front, Inner rail
c
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
0-1.5
e
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

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Group 34, Uprights
SM 794 34-4-3
Roller Side Clearance Checks
The same basic procedure is used for checking all the lift
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)
and you will be directed to general and specific informa-
tion you need.
General Roller Side Clearance Checking Pro-
cedure
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
follows:
1. With the spanner tool, find and mark the narrowest
and widest spans in each rail set at the roller-contact
areas in the rail webs:
Inner Rail Set-Mark narrowest and widest spans
for both the front and back web areas.
Outer and Intermediate Rail Sets-Mark narrowest
and widest spans for the back web area only.
Web Areas on Typical Rail Set
Spanner Tool. Clark Part #180109
2. Position the carriage or rails so that the roller set you
want to check is at the mark for the narrowest span
on the adjacent nesting rail set.
Example of Aligning Roller Set with Widest and
Narrowest Spans Marked on Adjacent Rail Set.
Rail sets are shown separated for clarity.
3. Clamp the rails together opposite the roller you
intend to check. Use wooden shim blocks to protect
the rails. Place clamp as close to roller as possible.
Torque clamp to 25 Nm (20 ft-lb).
4. Measure the gap with a feeler gauge. Make sure
roller is tight against its shoulder. Write down the
result.
5. Repeats steps 2 through 4 for the widest span marked
on the rail set.
Widest
span
Narrowest
span

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Group 34, Uprights
SM 794 34-4-4
6. If the clearance at the widest rail set span is more
than 2.25 mm (0.09 in), the roller set needs shim-
ming.
If the clearance at the narrowest rail set span is more
than 1.0 mm (0.04 in), the roller set should be
shimmed; however, it is OK for the middle carriage
roller gap to be up to 1.5 mm (0.06 in).
7. Repeat entire procedure for each roller set, following
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.
Middle Carriage Rollers
The middle rollers are difficult to access and require the
following special procedures.
1. Raise the carriage until the middle rollers are at the
top of the inner rails.
2. Measure roller side clearance at the top of the inner
rails. Note measurement here:
_____________________.
If gap is less than 1.5 mm (0.06 in), shimming is not
required.
If gap is more than 1.5 mm (0.06 in), check clearance
at narrowest span by comparison with the top of the
rail set as follows:
a. With spanner tool, measure span of inner rail set
at top of the front web area. Note measurement
here: _____________________.
b. With spanner tool, measure span of inner rail set
at narrowest span of front web area. Note mea-
surement here: _____________________.
c. Subtract measurement in step b from measure-
ment in step a, Write result here:
b-a=_____________________.
If the calculated gap is less than or equal to the
gap measured in step 2, the roller set does not
require shimming. Otherwise, the roller set
should be shimmed.
Top Carriage Rollers and Internal Thrust Rollers
The internal thrust rollers are nearly perpendicular to the
top carriage lift rollers and contact the same flange area as
the carriage rollers. The top carriage lift rollers and the
internal thrust rollers should be checked together.
1. Move the top carriage lift roller to the narrowest span
on the inner rails set.
2. Clamp rail to one side as in general procedures.
Check clearance of lift roller on clamped side. Locate
the clamp between the thrust roller and the bottom
roller of the carriage.
The internal thrust roller should contact the web and
cause the lift roller to stand off from the web by .01
to 1 mm (0.001-0.03 in). If the gap is outside this
range, the internal thrust roller must be adjusted as
explained later in this Section under Internal Thrust
Roller Adjustment.
3. Check clearance on lift roller opposite clamped side
as in the general procedures. If clearance is greater
than 1.25 mm (0.05 in), the roller set should be
shimmed.
4. Move clamp to opposite side and check clearance on
clamped side as in step 2 directly above. Gap should
be 0.01-1.0 mm (0.001-0.03 in).
5. Move the top carriage lift roller to the widest span on
the inner rail set and check clearance as in general
procedures.

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Group 34, Uprights
SM 794 34-4-5
Upright Rollers
1. Remove the carriage as described in Section 7 of this
Group.
2. Fully extend the upright making sure carriage hoses
and chains are secured out of the way to prevent
damage.
WARNING
!
edly:
Keep clear of load and carriage when
making any check or adjustment
upright.
Use an approved safety platform to reach
the upper areas of the upright. Never use
the upright as a ladder.
serious injury.
3. Follow the General Roller Side Clearance Checking
Procedure given earlier in this Section.
The clamping procedure is as illustrated below.
Internal Thrust Roller Adjustment
The internal thrust rollers should be adjusted to extend 0-
0.75 mm (0.03 in) into the top carriage roller side clear-
ance. Carriage roller side clearance should be within toler-
ances before you adjust the thrust rollers.
NOTE
Carriage must be replaced on upright before
adjusting internal thrust rollers. See Section
8 for carriage replacement procedures.
1. Lift the carriage to the top of the inner rail.
2. Loosen the jam nut on the back of the thrust roller
cap screw and then loosen the cap screw. Rotate the
bearing to pivot toward the carriage and away from
the rail.
3. Lower the carriage to a convenient height to do the
adjustment.
4. Clamp the carriage between the top and middle car-
riage roller.
Use a shim block under the clamp on the outside of
the channel rail.
Torque on the clamp should not exceed 25 Nm (20
ft-lb).
5. Insert a 0.5 mm (0.02 in) temporary shim between
the top carriage roller and the rail web on the side
opposite the clamp. If a 0.5 mm (0.02 in) shim will
not fit, insert a 0.25 mm (0.01 in) shim.

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Group 34, Uprights
SM 794 34-4-6
6. Move the clamp to the shimmed side and clamp the
rollers against the shim and the rail web by position-
ing the clamp between the top and middle carriage
rollers.
7. Cam the thrust roller on the shimmed side against the
rail clockwise and tighten the cap screws firmly.
NOTE
Make sure the roller does not rotate with the
cap screw when tightening.
8. Insert a 0.5 mm (0.02 in) shim in the opposite roller.
If a 0.5 mm (0.02 in) shim will not fit, insert a 0.25
mm (0.01 in) shim.
9. Loosen the clamp and remove the shim.
10. Reposition the clamp on the opposite side and draw
the roller against the shim and rail web.
11. Cam the thrust roller on this shimmed side toward
the rail clockwise and tighten the cap screws firmly.
NOTE
Make sure the roller does not rotate with the
cap screw when tightening.
12. Loosen the clamp and remove the shim.
13. Use a crows foot to torque the cap screws 70-80
Nm (51.5-59.2 ft-lb).
NOTE
If a crows foot is not available, the carriage
can be raised to the top of the inner rail and a
socket used to tighten to the correct torque.
14. Position the carriage to access the jam nut on the
back side of the cap screw and torque to 70-80 Nm
(51.5-59.2 ft-lb).
Oversize Rollers
At the time of roller shimming, you may
want to replace the lift rollers with oversize
rollers to counter rail flange wear as
detected by inspection and the load test.
Because there is only one size of oversize
rollers, you can install them only if they
were not installed previously.
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 sets 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.

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Group 34, Uprights
SM 794 34-4-7
3. Add shims to the top and bottom rollers as deter-
mined in the previous steps.
Install shims with the same number on each side.
When an odd number of shims is required, always
place the odd shim on the same side on all roller
sets.
4. Use a straight bar to determine the number of shims
to add to the middle roller shaft as shown in the fol-
lowing illustration. This shimming may be asymmet-
ric, meaning the numbers of shims do not have to
match those of the top and bottom rollers.
5. Reinstall all bearings; torque top roller fasteners to
40-45 Nm (30-33 in-lb).
Carriage internal thrust rollers must be adjusted after the
carriage is shimmed. Adjust as described previously.
Upright Roller Shimming
Use the following procedures to remove, shim, and
replace rollers. Use the preceding checks to determine the
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.
CAUTION
!
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.
Upright Roller Removal
1. After the carriage has been removed, lower the
upright rails until both of the secondary (final) lift
cylinders are completely collapsed.
2. J ack the truck and block under the frame so that the
bottom of the upright is approximately 254 mm (10
in) off the floor. See Lifting, J acking, and Blocking
in Group SA for safe procedures.
3. Set the parking brake and block the steer wheels.
4. Tilt the upright to as near vertical as possible.
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
strap.
6. Disconnect the flow control valve manifold from the
upright bracket.

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Group 34, Uprights
SM 794 34-4-8
7. Disconnect the cylinder guide bolts.
In Hi-Lo upright, disconnect the secondary cylinder
hose.
8. Secure the cylinder to prevent its falling and discon-
nect the cylinder rod retaining bolts.
NOTE
For 4-hose adapters, you must disconnect the
hose sheave and bracket. This is not neces-
sary for 2-hose adapters.
9. Move the sheave with the hoses and any other con-
nected components out of the way.
10. Disconnect the rail cylinders by raising the rails to
free the cylinder rod ends from the tie bar. Tilt the
cylinders inward and secure out of the way of the tie
bars.
11. Lower the assembly completely to expose the rollers.
The lower roller set of the inner rail and upper roller set of
the outer rail on standard and triple-stage uprights are now
exposed for shim adjustment.
Roller Removal, Shimming, and Replacement
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:
a. Clean and inspect the rollers, shims, and roller
shafts.
b. Bearings should be in good condition and allow
the roller to spin smoothly with a true rotation.
c. Clean rail sections and add lubricant if necessary.
d. Replace any worn or damaged component.
3. If the clearance check indicated an even number of
shims needed, split the number evenly between the
rollers on either side of the upright.
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.
Hi-Lo STD & TSU

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Group 34, Uprights
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Upright Reassembly
The following steps detail the procedures for reassem-
bling the upright.
WARNING
!
The upright can move unexpectedly:
upright.
serious injury.
1. Connect the lifting strap to the inner rail on standard
and Hi-Lo uprights or intermediate rails on triple-
stage uprights and raise the rails just high enough to
clear the lift cylinders. Use a prybar to guide the rails
and allow the rollers to reenter the rail channel.
2. Reposition the rail cylinders and slowly and carefully
lower the rails to seat the rod end into the mounting.
3. Reconnect the cylinder guide bolts. Do not tighten
until inner and/or intermediate rails are in the fully
lowered position. Torque guide bolts nuts to 20-25
Nm (14.8-18.5 ft-lb).
4. Reconnect the cylinder rod retaining bolts. Torque
rod retaining bolts to 20-25 Nm (14.8-18.5 ft-lb).
In Hi-Lo upright, Reconnect the Secondary cylinder
hose.
5. Replace the 4-hose sheave and bracket assembly
onto the upright. Torque nuts to 20-25 Nm (14.8-
18.5 ft-lb).
6. Reconnect the load lowering flow valve to the
upright bracket. Torque nuts to 20-25 Nm (14.8-18.5
ft-lb).
7. J ack up the truck only enough to remove the block-
ing and slowly lower the truck so that its full weight
is on the floor.
8. Replace the carriage and forks.
Hi-Lo
STD & TSU

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Group 34, Uprights
SM 794 34-4-10
9. 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.
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.

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Group 34, Uprights
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Cylinder Types
Standard uprights use two lift cylinders. Hi-Lo and Triple
stage uprights use three cylinders, a primary (center-
mounted) cylinder, and two secondary cylinders. All pri-
mary cylinders used on Hi-Lo and triple-stage uprights
(TSUs) are piston cylinders. The lift and secondary cylin-
ders used on standard, Hi-Lo uprights and TSUs are either
piston or ram cylinders.
IMPORTANT
haul, make sure the correct repair parts,
seals, and gasket sets are available.
CAUTION
!
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
Forks lowered completely
Wheels blocked.
Lift Cylinder Shimming Procedure
To shim the lift cylinders to correct unequal cylinder
stroke:
1. Fully lower upright until both lift cylinders are col-
lapsed.
2. Attach a hoisting strap to the tie bar of the inner rail
or intermediate rail tie bar of TSUs.
CAUTION
!
CAUTION
!
Make sure hoisting equipment is of adequate
capacity and in good working order.
3. Remove the cylinder rod retaining bolt.
In Hi-Lo Upright, Remove the Cylinder Hose.
4. Slowly lift the inner (or intermediate) rails off the top
of the cylinder to expose the cylinder rod top.
CAUTION
!
CAUTION
!
Block rail in up position.
5. Insert shim(s) over rod end of cylinder with the
shorter stroke to compensate for unequal stroke
length.
Upright
Type
Upright
Number
Cylinder Type
STD Pneu S2002 Piston-Type Lift Cylinder
TSU Pneu T2002 Piston-Type Secondary Cylinder
Hi-Lo Pneu F2002 Ram-Type Secondary Cylinder
Hi-Lo
STD & TSU
Section 5
Cylinder Removal, Shimming, Overhaul, and Replacement

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Group 34, Uprights
SM 794 34-5-2
6. Slowly lower the inner or intermediate rail back onto
the rod ends.
WARNING
!
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 Nm (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
to service.
Primary Cylinder Removal and
Replacement (Hi-Lo & TSU)
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.
3. Remove and discard cotter pins from chain anchor
bolt pins on the cylinder.
4. Remove the pins, draw the chain through the sheave,
and drape the chain over the carriage.
5. Remove the snap ring holding the chain sheave (and
hose bracket, if equipped) on the rod end and move
assembly off top of rod.
To load lowering
flow valve
TSJ(CO?O3O) M+|c(CO?O3O)
Snap ring
TSU Hi-Lo
STD & TSU

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Group 34, Uprights
SM 794 34-5-3
6. Disconnect cylinder mounting bolts and cylinder
base mounting bolts.
Use these steps in reverse to replace the cylinder. Check
Group 40 for hydraulic fitting tightening procedures. If
complete cylinder was torque hydraulic line bracket to 40-
45 Nm (30-33 ft-lb).
Lift and Secondary Cylinder Removal
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.
lift the carriage to access the hydraulic lines at the
base of the cylinders.
CAUTION
!
CAUTION
!
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.
5. Lower the carriage
connect the lifting strap to the inner rail on standard
& Hi-Lo uprights and inner and intermediate rails on
triple-stage uprights.
7. Disconnect the cylinder guide bolts.
TSJ(CO?O3O) M+|c(CO?O3O)

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Group 34, Uprights
SM 794 34-5-4
8. Disconnect the cylinder rod retaining bolts.
In Hi-Lo upright, Remove the cylinder hoses.
9. 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.
10. Remove any shims and note number and location.
11. Lift the cylinders off the base mount.
Use these steps in reverse to replace the cylinders. Torque
the cylinder rod retaining bolts to 20-25 Nm (14.8-18.5
ft-lb). Torque the cylinder guide bolt nuts to 30-35 Nm
(22.2-25.6 ft-lb). Check Group 40 for hydraulic fitting
tightening procedures.
Cylinder Overhaul
Use these steps to overhaul the primary and lift and sec-
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.
Cylinder Disassembly
To overhaul the primary cylinder, it is not neces-
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.
1. Clean the rod-end and gland thoroughly to prevent
contamination from falling into the cylinder during
disassembly.
2. With a blunt punch or chisel, bend the lock ring out
of the locking grooves of the gland.
3. Use a spanner wrench to remove the gland. Reuse the
lock ring if undamaged.
4. Carefully lift the rod out of the cylinder and place in
a clean area.
5. Inspect the tube and tube end for damage and cover
the cylinder tube end to prevent contamination.
6. Remove all rings and seals from the piston and the
gland.
7. For piston-type cylinders:
a. Remove the check valve from the piston for
inspection and cleaning by removing the snap
ring from the piston bore.
Check Valve. Arrow shows direction of flow
b. Use a blunt hook to pop the check valve out.
IMPORTANT
Use extreme care that you do not make nicks
and burrs on the interior surface area of the
cap or cylinder or the piston.
Shim
TSU Hi-Lo

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Group 34, Uprights
SM 794 34-5-5
Parts Inspection and Service
1. Clean all parts completely in a suitable solvent. Dry
all parts with a soft clean cloth.
2. Inspect cylinder barrel and bore for cracks, pining,
scoring, or other irregularities that may require
replacement of the barrel.
3. Inspect the piston and rod for nicks, scratches, scor-
ing, or other defects that may demand new parts.
4. Check all gland and piston seal grooves for nicks,
burrs, and scratches that can damage seals during
reinstallation.
5. Inspect and clean the check valves.
6. Inspect all seals, including the check valve O-ring.
NOTE
Minute imperfections inside the cylinder bar-
rel or on the piston or rod may be improved
for acceptable use by careful honing. How-
ever, removal of material that produces a
notch, groove, or out-of-roundness may cause
excessive leakage during operation and a
shortened life.
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.
Cylinder Reassembly
Take care when installing these parts to make sure that no
parts are damaged.
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 U-cup seal (groove toward bottom of
cylinder), rod wiper, and O-ring and back-up seals on
the gland.
NOTE
O-rings should be carefully installed to elimi-
nate cuts or twisting.
3. Replace the piston seals:
a. Primary cylinder pistons require a piston seal and
wear ring. Install the piston seal from the top of
the rod. Use a ring compressor to compress the
piston seal. This prevents damage to the seal dur-
ing reassembly.
b. Piston-type lift and secondary cylinder require a
cylinder seal, a back-up ring, and a wear ring on
the piston. Install the cylinder seal from the top of
the rod.
4. For protection against corrosion, lubricate spacers
(where used) with petroleum-based hydraulic fluid.
Slide the spacer onto the rod.
5. Insert the piston and rod into the cylinder. Be careful
not to scratch or damage the cylinder gland nut
threads.
6. For primary cylinders, add 3.4 oz (100 ml) of
hydraulic oil into the cylinder on the rod side of the
piston.
7. Install the lock ring onto the gland. Lubricate cylin-
der threads and screw gland onto cylinder. Be careful
not to damage gland seal. Make sure the gland is
fully seated on the cylinder barrel. Deform the lock
ring into slots in the tube and the gland.
8. Check the assembly by making sure the piston slides
freely in and out of the cylinder.

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Group 34, Uprights
SM 794 34-5-6
9. Tighten the gland nut:
On primary cylinders, tighten the gland nut to 135
Nm (100 ft-lb).
On lift and secondary cylinders, tighten the gland
nut to 100 Nm (75 ft-lb).
This competes the cylinder repair procedure. Replace the
Typical Piston-Type Standard Upright Lift and TSU
Secondary Cylinder
Triple-Stage Upright Primary Cylinder

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Group 34, Uprights
SM 794 34-6-1
Chain Configuration-Standard Uprights
(CQ20-30)
(CQ20-30)
Section 6
Upright Chain Inspection, Adjustment, and Replacement

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Group 34, Uprights
SM 794 34-6-2
Chain Configuration-Triple Stage Uprights
(CQ20-30)
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Group 34, Uprights
SM 794 34-6-3
Periodic Inspections
Each 50-250 hours of operation (more frequently in
severe or extreme environments), chains should be
inspected and lubricated. Inspection should focus on the
following:
Elongation
When a length of 12.00 inches (305 mm) of new chain has
elongated to a length of 12.360 inches (315 mm), it should
be discarded and replaced. It is important to measure the
chain in the section that moves over the sheaves because it
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.
Chains should be replaced when wear exceeds 3% or
when 12 inches (305 mm) of chain is stretched 3/8 inch
(10 mm).
Edge Wear
Check the chain for wear on the link plate edges caused by
running back and forth over the sheave. The maximum
reduction of material should not exceed 5%. This can be
compared to a normal link plate height by measuring a
portion of chain that does not run over the sheave. Dis-
torted or battered plates on leaf chain can cause tight
joints and prevent flexing.
Worn contours and worn surfaces on the outside links or
pin heads should not exceed 5% of new link height.
Turning or Protruding Pins
Highly loaded chain operating with inadequate lubrication
can generate abnormal frictional forces between pin and
link plates. In extreme instances, the torque could surpass
the press fit force between the pins and the outside plates,
resulting in pin rotation. When chain is allowed to operate
in this condition, a pin, or series of pins, can begin to twist
out of a chain resulting in failure. The pin head rivets
should be examined to determine if the "VEE" flats are
still in correct alignment. Chain with rotated/displaced
heads or abnormal pin protrusion should be replaced
immediately. Do not attempt to repair the chain by weld-
ing or driving the pin(s) back into the chain. Once the
press fit integrity between outside plates and pins has been
altered, it cannot be restored. Any wear pattern on the pin
heads or the sides of the link plates indicates misalign-
ment in the system. This condition damages the chain and
increases frictional loading, and should be corrected.
Turned pins and abnormal pin protrusion.
Cracked Plates
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,
the chain(s) should be replaced. It is important, however,
to determine the causes of the crack before installing new
chain so the condition does not repeat itself.
Fatigue Cracking - Fatigue cracks are a result of
repeated cyclic loading beyond the chain's endur-
ance limit. The magnitude of the load and fre-
quency of its occurrence are factors which
determine when fatigue failure will occur. The
loading can be continuous or intermittent (impulse
load).
Fatigue cracks generally run from the pin hole toward the
edge of the link plate approximately 90o from the line of
pull.
Fatigue cracks almost always start at the link plate
pin hole (point of highest stress) and are perpendic-
ular to the chain pitch line. They are often micro-
scopic in their early stage. Unlike a pure tensile

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Group 34, Uprights
SM 794 34-6-4
failure, there is no noticeable yielding (stretch) of
the material.
Stress - Corrosion Cracking - The outside link
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.
Arc-like cracks in plates are a sign of stress corrosion.
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-
sive agent and static stress. In the chain, static
stress is present at the pin hole due to the press fit
pin. No cyclic motion is required, and the plates
can crack during idle periods. The reactions of
many chemical agents (such as battery acid fumes)
with hardened steel can liberate hydrogen which
attacks and weakens the steel grain structure.
For this same reason, never attempt to electroplate
a leaf chain or its components. The plating process
liberates hydrogen, and hydrogen embrittlement
cracks will appear. These are similar in appearance
to stress corrosion cracks.
If a plated chain is required, consult Clark. Plated
chains are assembled from modified, individually
plated components which may reduce the chain
rating.
Corrosion Fatigue - Corrosion fatigue cracks are
very similar (in many cases identical) to normal
fatigue cracks in appearance. They generally begin
at the pin hole and move perpendicular (90) to the
chain pitch line.
Corrosion fatigue is not the same as stress corro-
sion. Corrosion fatigue is the combined action of
an aggressive environment and a cyclic stress (not
a static stress alone, as in stress corrosion).
Ultimate Strength Failure
This type of failure is caused by overloads far in excess of
the design load.
Broken plate caused by overload.
Tight Joints
All joints in leaf chain should flex freely. Tight joints
resist flexure and increase internal friction, thus increas-
ing chain tension required to lift a given load. Increased
tension accelerates wear and fatigue problems.
If lubrication does not loosen a tight joint, the chain may
have corrosion and rust problems or bent pins and must
be replaced.
See Section 3 for detailed chain stretch, length, and ten-
sions checks.
Chain Length Adjustments
WARNING
!
edly:
Keep clear of load and carriage when mak-
ing any check or adjustment
Block the carriage or upright when work-
ing with the components in a raised posi-
tion.
upright.
Never attempt to move or align the rails by
hand. Use a prybar.
serious injury.

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Group 34, Uprights
SM 794 34-6-5
Standard Upright Chain Length Adjustment
To adjust chain length on the standard upright use the fol-
lowing illustration and procedures:
1. Fork-to-ground clearance:
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors.
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40-
0.80 in).
IMPORTANT
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
CQ20-30 : 100-200 Nm (74-148 ft-lb).
Make sure chain anchors are secured so
that no twist is evident in the chains.
2. Carriage roller position:
a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) inner
rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
c. Raise carriage about 1 m (3.2 ft) and measure the
distance from where the center of the bottom car-
riage roller stopped to the bottom edge of the
inner rail. Distance should not be less than 20 mm
(0.80 in) or chain length adjustment is required.
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.
If all three chain length requirements listed above cannot
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
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.
Triple-Stage and Hi-Lo Upright Chain Length
Adjustments
Triple-stage uprights use two chain sets; one set for car-
riage lift and one set for rail lift. Adjustment anchors for
the lift cylinder stage are located at the back of the outer
rail. Adjustment anchors for the primary lift stage are
behind the primary cylinder. Carriage chain anchors are
not intended for adjustment.
Hi-Lo Uprights use one chain set for carriage lift.
For TSU inner rail lift chains, chain length must be
adjusted if the difference between the bottom of the inner
rail and the outer rail is greater than 10 mm (0.40 in).
For the TSUand Hi-Lo primary cylinders lift chain, the
chain length must be adjusted if:
The fork-to-ground clearance is less than 5 mm
(0.20 in) or more than 25 mm (1.0 in) when the
upright is vertical.
The center of the bottom carriage roller comes
within 20 mm (.80 in) of the bottom edge of the
inner rail.
The carriage safety stop hits the inner rail stop at
full lift height.
To carriage
Adjust chain
length here

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Group 34, Uprights
SM 794 34-6-6
To adjust the cylinder lift chains on a TSU use the follow-
ing illustration and procedures:
1. Set the upright in the vertical position.
2. Break the jam nuts loose on the chain anchors.
3. Adjust the chain anchor adjustment nuts until the
bottom of the inner rail is within 2.5 mm (0.10 in) of
the bottom of the outer rail.
To adjust the primary cylinder lift chain on TSU and Hi-
Lo use the following illustration and procedures:
1. Fork-to-ground clearance:
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors.
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40-
0.80 in).
IMPORTANT
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 100-
200 Nm (74-148 ft-lb).
Make sure chain anchors are secured so
that no twist is evident in the chains.
2. Carriage roller position:
a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) of the
inner rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
c. Raise carriage again about 1 m (3.2 ft) and mea-
sure the distance from where the center of the
bottom carriage roller stopped to the bottom edge
of the inner rail. Distance should not be less than
20 mm (0.80 in) or chain length adjustment is
required.
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.
If all three chain length requirements listed above cannot
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
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 inner rail
Adjust chain
length here

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Group 34, Uprights
SM 794 34-6-7
Chain Lubrication
Like all bearing surfaces, the precision-manufactured,
hardened-steel, joint-wearing surfaces of leaf chain
require a film of oil between all mating parts to prevent
accelerated wear.
Maintaining a lubricant film on all chain surfaces will:
Minimize joint wear.
Improve corrosion resistance.
Reduce the possibility of pin turning.
Minimize tight joints.
Promote smooth, quiet chain action.
Lower chain tension by reducing internal friction
in the chain system.
Laboratory wear tests show #40 oil to have greater ability
to prevent wear than #10 oil. Generally, the heaviest
(highest viscosity) oil that will penetrate the joint is best.
Whatever method is used, the oil must penetrate the chain
joint to prevent wear. Applying oil to external surfaces
will prevent rust, but oil must flow into the live bearing
surfaces for maximum wear life.
To prepare the chain for oiling, the leaf chain plates
should be brushed with a stiff brush or wire brush to clear
the space between the plates so that oil may penetrate the
live bearing area.
Oil may be applied with a narrow paint brush or directly
poured on. Chain should be well flooded to be sure the oil
penetrates the joint.
In locations difficult to reach, it may be necessary to use a
good quality oil under pressure such as an aerosol can or
pump pressure spray.
Chain Removal and Replacement
WARNING
!
The procedures for removing and replacing
chain sets involve hoisting and blocking com-
ponents.
upright.
serious injury. See Lifting, Jacking, and
Blocking for safe blocking procedures.
General Guidelines
Chain Movement - Make sure that the chain oper-
ating path is clear and that the chain articulates
freely through its full range of operation.
Lubrication - Assure that the chain is well lubri-
cated with the heaviest oil that will penetrate the
void between the link plate apertures and the pins.
Paint - Make sure the chain does not get painted
over at any time.
Protection - Where necessary, as a protection from
atmosphere or sliding wear, the chain may be cov-
ered with a layer of grease. It should be noted,
however, that the grease will have to be removed at
a later date for chain inspection and relubrication.
Chain Mountings - Double check to be sure all
chain fastening devices are secured and all adjust-
ments have been made to assure uniform loading
of multiple chain applications. Check chain
anchors and pins for wear, breakage, and misalign-
ment. Damaged anchors and pins should be
replaced.
Sheaves - Sheaves with badly worn flanges and
outside diameter should be replaced. This wear
may be due to chain misalignment or frozen bear-
ings.
Lift Chains (Standard and TSUs)
To remove and replace the lift cylinder and/or carriage
chain set on standard and triple-stage uprights (TSU):
1. Attach a hoist strap on the carriage of the standard
upright or inner rail of the TSU.
2. Lift the carriage or inner rail slightly to create slack
in the chains. Block the carriage or inner rail up for
safety.
3. Remove the chain anchor pins on the outer rail and
pull the chains off of the sheaves on the inner or
intermediate rails.

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Group 34, Uprights
SM 794 34-6-8
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.
Lift Chain Removal from Carriage (standard upright)
Triple-Stage Upright Lift Chain Removal from Inner Rail
NOTE
If a hose adapter assembly is used, the chain
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.
Primary Cylinde r/Carriage C hains (TSU and
Hi-Lo)
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.
3. Remove the chain anchor pins from the back of the
carriage.
4. Use these steps in reverse to replace the primary cyl-
inder/carriage chain.
Perform the chain length adjustment and chain tension
check before returning the truck to service.
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.

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Group 34, Uprights
SM 794 34-7-1
CAUTION
!
CAUTION
!
or breaks.
wheels.
Fork Removal
NOTE
Forks do not need to be removed to remove
the carriage.
1. Release the fork latches.
Latch Operation
2. Move each fork to the notch on the bottom of the
lower carriage cross bar.
3. Lift tip of each fork and put a 100 x 100 mm (4 x 4
in) block under the fork arm near the heel.
CAUTION
!
CAUTION
!
Forks weight 50-71 kg (110-156 lbs) each.
Take care when lifting.
Blocking the Fork
4. Push down on tips of the forks to disengage the fork
hooks from the carriage fork bar.
5. Lift fork heel and remove block.
CAUTION
!
CAUTION
!
Forks are not stable sitting free in upright
position. Use care when working around the
forks.
6. Back the truck away from the forks.
Fork Replacement
1. Carefully drive truck up close to forks.
CAUTION
!
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.
3. Lift fork heel and place block under arm near the
heel.
Section 7
Fork and Carriage Removal and Replacement

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Group 34, Uprights
SM 794 34-7-2
4. Lift tips of forks to engage the fork hooks on the
upper carriage fork bar.
5. Remove blocks from under fork.
6. Check fork latches when repositioning forks to upper
carriage fork notches.
Carriage Removal
The carriage should be removed for shimming or when
any service procedure is performed on the upright.
WARNING
!
The procedures for checking, maintaining,
and adjusting uprights, carriages, and forks
involve movement of the components.
Keep clear of load and carriage when mak-
ing any check or adjustment.
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.
WARNING
!
You may need to pull on the hoses/cables and
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
displace as much oil as possible, which will
reduce oil loss when disconnecting hydraulic
lines for auxiliary components.
You may need a helper to hold the control
handle in the lowering position while you pull
on the carriage chains to fully collapse the
primary cylinder (on Hi-Lo & TSUs). When
pulling on the chains to lower the primary
cylinder (on Hi-Lo & TSUs), the ignition
must be off.
4. Once the carriage is fully lowered, clamp the front of
one fork to the pallet to prevent the carriage from
falling over backwards when removed.
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.

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Group 34, Uprights
SM 794 34-7-3
6. Disconnect the carriage chains at the base of the car-
riage. Pull chains back off primary cylinder sheave.
7. For carriage auxiliary components, disconnect hoses
(2- or 4-hose assemblies) from carriage. Remove the
bolts and strap fixture also.
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.
10. Remove steer wheel blocks. Release the parking
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.
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.
3. Raise the upright until the inner rail is high enough to
clear the upper carriage rollers.
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
rail is centered over the carriage rollers.

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Group 34, Uprights
SM 794 34-7-4
WARNING
!
Never attempt to move or align the carriage
or bearings by hand. Use a pry bar.
6. Lower the upright until the inner rail clears all of the
carriage rollers.
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.
8. Reset the truck in a safe position:
Ignition off
Parking brake applied
Directional lever in neutral
Forks completely lowered
Block steer wheels.
9. Reinstall the carriage lift chains to the base of the
carriage.
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.
10. Reconnect the hoses and mounting strap to the car-
riage auxiliary component if the carriage is so
equipped.
vent hoses from twisting.
See Group 40 for hydraulic fitting tightening pro-
cedures.
11. Adjust carriage height according to Section 6 and
chain tension according to Section 3.
12. Remove the C clamp from the pallet and check the
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.

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Group 34, Uprights
SM 794 34-8-1
This Section describes how to remove the entire upright
assembly from the truck. The carriage and forks must be
removed from the upright assembly before the upright is
removed. (For uprights with an auxiliary component, a
side-shifter for example, the two hydraulic hoses power-
ing the auxiliary component must be removed before the
carriage is removed.) See Section 7, Fork and Carriage
Removal and Replacement, for procedures to remove the
carriage and fork assembly from the upright.
CAUTION
!
CAUTION
!
or breaks.
wheels.
Typical Upright Installation
Trunnion cap
Trunnion mount
Transaxle
Outer rail set
Load-lowering flow valve and
two-hose hardware mounting
bracket
Tilt cylinder mount
bearing
Keeper
Section 8
Upright Removal and Replacement

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Group 34, Uprights
SM 794 34-8-2
Upright Removal
The following procedures are for uprights with carriage
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
hoists with enough capacity to lift the entire
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
upright cannot fall when upright mounting pins and
tilt cylinder pins are removed.
2. Disconnect and cap hydraulic line at the load-lower-
ing flow valve. Secure the hose out of the way of the
upright.
NOTE
For two-hose adapter assemblies, the
hydraulic lines to the upright must also be
disconnected and capped.

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Group 34, Uprights
SM 794 34-8-3
3. Remove tilt cylinder rod-end lock plates and rod-end
pins from upright.
4. Remove trunnion ring bolts and lift upright off
frame. See illustration on page 1.
5. Slowly set upright down on the floor, 100 x 100 mm
(4 x 4 in) blocking, or sturdy pallets set end-to-end.
Upright Replacement
1. Use an overhead chain hoist of adequate capacity and
an approved lift chain to lift upright into position.
WARNING
!
Use prybars to move the assembly into posi-
tion for reattachment.
2. Secure mounting bearing to inner, load-bearing half
of the trunnion mounting using double-sided tape.
Install trunnion ring mounting bolts and use Loctite
271 (Clark part number 1802302). Torque to CQ20-
30 : 75 Nm(55ftlb).
Cushion tire and
Pneumatic tire trucks
with bolt down.

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Group 34, Uprights
SM 794 34-8-4
3. Install rod end pins, lock plates, and fasteners.
Tighten lock plate fasteners to a torque of 121-136
in-lb (19.3-21.5 Nm).
4. Attach hydraulic lines to the upright flow control
valve:
vent twisting lines.
NOTE
Reconnect two-hose adapter assembly
hydraulic lines to the upright-mounted
bracket.
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 7, Fork and Carriage Removal and
Replacement, for steps to replace the carriage and
fork assembly.
Cushion tire and
Pneumatic tire trucks
with bolt down.

CopyrightedMaterial

GROUP 38
SM 794 38-0
GROUP 38
COUNTERWEIGHT AND CHASSIS
Counterweight Specifications and
Counterweight Removal and
Overhead Guard/Operators Cell Removal
and Replacement .................................. Section 3
Floorboard, Radiator Cover, and Seat Deck
Removal and Replacement .................. Section 4
Operators Seat Removal and

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Group 38, Counterweight and Chassis
SM 794 38-1-1
Specifications
Counterweight weights :
Fastener Torques
Counterweight Mounting Bolt : 440-490 Nm (325-361
ftlb)
LPG Tank Support Assembly Bracket Mounting Bolt :
340-380 Nm (250-280 ftlb)
General Maintenance
The counterweight must be maintained in good condition
and securely attached to the lift truck. Because of its
heavy weight and bulky mass, the counterweight must be
carefully supported and handled. When removed from the
truck, store at floor level in a stable position to be sure it
will not fall or tip, causing damage or injury.
Description
The counterweight is a solid, cast-iron piece mounted to
the back of the lift truck to counter-balance the loads
placed on the upright at the front of the truck. The weight
must be great enough to counteract forward tipping when
lifting or stopping with a capacity load. The weight of the
counterweight is determined by the lifting capacity of the
truck.
The counterweight is cast with mounting niches molded
in. The niches fit the truck frame mounting and allow the
counterweight to hang on the truck frame bracket.
Large, hard steel bolts hold the counterweight to the frame
and prevent the counterweight from being dismounted
accidentally.
WARNING
!
The counterweight is extremely heavy. Do
not remove the counterweight unless you
have training and are familiar with the cor-
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.
Pneumatic Truck
CQ20 : 950 Kg (2095 lbs)
CQ25 : 1290 Kg (2845 lbs)
CQ30 : 1630 Kg (3595 lbs)
Section 1
Counterweight Specifications and Description

CopyrightedMaterial

SM 794 38-2-1
CAUTION
!
gaps or breaks.
wheels.
WARNING
!
Observe proper, safe lifting practices when
lifting counterweight onto or off truck.
Counterweight should only be lifted by
appropriately-sized eye bolts installed
through both top lifting holes.
Use only overhead lifting equipment having a
safe lifting capacity in excess of that of the
counterweight.
LPG Tank Removal
Remove the LPG tank from the counterweight if servicing
a LPG-fuel truck. The tank must be removed to install the
lifting eyebolts on the counterweight. Remove the two
bolts mounting the tank support assembly bracket to the
counterweight.
Counterweight Removal
1. Install eye bolts into the counterweight. Eyebolts
must be able to lift CQ20-30 : 1006-2020 kg (2217-
4453 lb) depending on truck model (see illustration
next page).
2. Using an overhead hoist with sufficient lifting capac-
ity, chain the eyebolts to the hoist ; slowly hoist
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.
LPG Tank Removal
LPG tank
Torque to 340~380N
.
M
250~280ft-lb
Tank support
assembly bracket
Section 2
Counterweight Removal and Replacement

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SM 794 38-2-2
WARNING
!
Stand clear of the counterweight as it is being
hoisted, moved, or mounted.
5. Slowly lower the counterweight onto a sturdy pallet.
Set the counterweight on its flat side if possible. If
set on its curved side, use chocks to prevent the
counterweight from shifting or rolling.
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
with the counterweight.
WARNING
!
During mounting, always use prybars for
location adjustments. Do not place any part
of your body between the counterweight and
truck.
3. Make sure that the bolt holes in the counterweight
align properly with the mating holes in the frame.
4. Inspect the counterweight mounting bolts to make
sure they are in good condition before re-installing.
Use only Clark replacement parts. Torque the mount-
ing bolts to 440-490 Nm (325-361 ftlb).
5. Remove the hoist and eyebolts.
IMPORTANT
Never allow a truck to be put into service
without the counterweight mounting bolt(s)
in place. Check the bolt(s) and torque regu-
larly.
LPG Tank Replacement
Remount the LPG tank support assembly bracket. Torque
the bracket mounting bolt nuts to 340-380 Nm (250-280
ftlb).
Counterweight Installation
Drawbar and Pin
Anchor bolt

CopyrightedMaterial

SM 794 38-3-1
CAUTION
!
gaps or breaks.
wheels.
Overhead Guard Removal and
Replacement
Operators Cell Removal and
Replacement
Removal
1. Tilt the steering column fully forward.
3. Lift out the operators compartment floor plate.
4. Remove the operators seat deck; see Section 4.
5. Disconnect and label all wiring for cell-mounted
lights or other electrical devices.
6. Loosen and remove the four mounting nuts securing
the bolts and cell to the truck chassis as shown in the
illustration on page 2.
7. Use an overhead hoist to lift the cell from the truck
chassis.
Operator's cell
Overhead guard
Section 3
Overhead Guard/Operators Cell
Removal and Replacement

CopyrightedMaterial

SM 794 38-3-2
Replacement
1. Set cell into place on the truck chassis using an over-
head hoist.
2. Replace the four mounting bolts and nuts. Torque the
nuts to 100-110 Nm (74-81 ftlb).
NOTE
If the cell is a new replacement or has been
repaired, install new cushion mounts
3. Reconnect all wiring for cell-mounted lights or other
electrical devices according to the labels made dur-
ing removal.
4. Replace the operators seat deck ; see Section 4.
5. Replace the operators compartment floor plate and
readjust, if necessary, using the procedures in Section
4.

CopyrightedMaterial

SM 794 38-4-1
Section 4
Floorboard, Cowls, Radiator Cover, and Seat Deck

CopyrightedMaterial

SM 794 38-4-2
CAUTION
!
gaps or breaks.
wheels.
Floor Plate Removal and Replacement
3. Lift out the operators compartment floor plate. Rub-
ber mat lifts out with floor plate.
4. To replace the floorplate, position the floor plate so
that the retention pins mate with holes in the opera-
tors cell side plates.
5. Snug the retention screws to the pins but allow
movement of the parts in the floor plate slot.
6. Orient and place pins into mating holes in cell sides.
Allow the floor plate to rest on the cell sides.
7. Adjust floor plate to center by moving the pins in the
slots.
NOTE
Make sure the accelerator pedal has a full
stroke and does not bind.
8. Once centered, torque the retention screws into the
pins to 8-10 Nm (5.9-7.3 ftlb).
9. Lower and latch seat deck.
Cowl Removal and Replacement
1. Remove the dash panel as shown in the following
illustration.
2. Disconnect electrical devices and hydraulic hose.
3. Loosen and remove the five mounting nut securing
the bolts and cowl to the chassis as shown in the
illustration.

CopyrightedMaterial

SM 794 38-4-3
Radiator Cover Removal and
Replacement
Remove and replace the radiator cover as in the following
illustration.
Operators Seat Deck Removal and
Replacement
Removal
3. Lift out the operators compartment floor plate.
CAUTION
!
Seat deck is not supported when gas springs
and prop plate are removed. Support the seat
deck in position when disconnecting to pre-
vent falling and possible injury.
4. Unclip the upper gas spring connections. Clip sepa-
rates allowing gas spring to be pulled off post.
5. Remove the wire circle cotter and washers from the
seat deck prop plate.
6. Unbolt the seat deck mounting holes from the hinge
from left and right sides.
CAUTION
!
Support the seat deck in position when
removing bracket nuts to prevent falling and
possible injury.
7. Remove the seat deck.
Replacement
To replace the operators seat deck :
1. Set the seat deck in place.
CAUTION
!
Support the seat deck in position when
replacing to prevent falling and possible
injury.
Post
Clip
Pry clip
gently
Desk Slrker
Desk Slrker

CopyrightedMaterial

SM 794 38-4-4
2. Line up the seat deck mounting holes and the hinge
and replace the lockwashers and nuts. Hand tighten
nuts.
3. Reset the seat deck prop plate and replace the hinge.
4. Replace the two gas springs by clipping back onto
seat deck posts.
5. Check the alignment of the seat deck to make sure it
latches correctly.
Adjust seat deck to center on overhead guard cell
frame.
Check for an even gap along the bottom edge.
Torque the lock nuts to 40-45 Nm (30-33 ftlb).
Do not overtorque.
6. Check hood release latch to make sure it is catching
on CQ20-30 : frame.
7. Lift and lower the seat deck several times to make
sure the latch is catching and that the seat deck is bal-
anced before returning the truck to service.
Desk Slrker
Desk striker Desk Slrker

CopyrightedMaterial

SM 794 38-5-1
CAUTION
!
gaps or breaks.
wheels.
Seat Removal
1. Tilt steering column fully forward and raise the seat
deck.
2. Remove the four nuts (with washers) securing the
seat rails to the seat deck.
CAUTION
!
Make sure to support seat on deck so it does
not fall when bolts are removed. Seat may be
damaged or injury can result.
Section 5
Operators Seat

CopyrightedMaterial

SM 794 38-5-2
Seat Replacement
1. Set and hold the seat in position on the raised seat
deck.
2. Replace the four bolts securing the seat rails to the
seat deck and torque to 23-25 Nm (210-230 inlb).
3. Check seat for correct, smooth adjustment when slid-
ing forward or back. Make sure the seat locks in
place on the rails when adjusted for different posi-
tions.

CopyrightedMaterial

CopyrightedMaterial

Service Manual: CQ 20/25/30 D/L

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CQ 20/25/30 D/L

Idle / governed rpm - check / adjust

Tune up - determine if needed by stall

Valve tappet adjustment - diesel engine

LPG tank mounting / guard - inspect

Clutch pack operation - stall test standard

Hydraulic fluid change - drain / fill

Group 32 - Tilt Cylinders

Tilt cylinder rod / seals - check for leaks

Lift chain condition - inspect / adjust

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