Bosch Alternator Sb4249e00 PDF

For use in service manual
form SB4249E
SB4250E03
Jan. 2008
SERVICE MANUAL CONTENTS

NOTICE
This form lists the contents of the complete Service Manual for this product.
The items listed with form numbers are available and included in this manual.
If form numbers are listed with mark(*), they are not available for the initial
release of the manual. When items are updated, or supplements are added,
they will be provided separately.
TITLE
Service Manual Contents
Safety
Torque Specifications
BINDER#
FORM NUMBER
1/2, 2/2
1/2, 2/2
1/2, 2/2
SB4250E03
SB2003E00
SB2004E00
1/2
1/2
1/2
1/2
1/2
2/2
SB4310E00
SB4241E00
SB4251E00
SB2007E02
SB2008E01
SB4319E00
2/2
2/2
SB4253E02
SB4254E00
2/2
2/2
2/2
2/2
SB4255E01
SB4256E01
SB4257E01
SB4258E02
2/2
SB2349E00
ENGINE
B3.3 Diesel Engine
G420F(FE) LP/Gasoline Engine
G424F(FE) LP/Dual Fuel Engine
Delco Remy CS-121 Series Alternator
Bosch K1 Series Alternator
4TNV98 & 4TNE98 Diesel Engine
POWER TRAIN
Power Train
Power Train D & A
VEHICLE SYSTEM
Vehicle System
Vehicle System D & A
Hydraulic Schematic
Electric Schematic
OPERATION & MAINTENANCE

Operation & Maintenance Manual
Models ; D20/25/30S-5, D33S-5, D35C-5, G20/25/30E-5, G20/25/30P-5

GC20/25/30/33E-5, GC20/25/30/33P-5, G33P-5, G35C-5
SB2003E00
Dec. 1998
WARNING
SAFETY
WARNING
WARNING
The proper and safe lubrication and maintenance

for this machine, recommended by DOOSAN, are
outlined in the OPERATION & MAINTENANCE
GUIDE for this machine.
Do not operate this machine unless you have

read and understand the instructions in the
OPERATOR'S GUIDE. Improper machine
operation is dangerous and could result in
injury or death.
Improper performance of lubrication or

maintenance procedures is dangerous and could
result in injury or death. Read and understand the
OPERATION & MAINTENANCE GUIDE before
performing any lubrication or maintenance.
5. Use steps and grab handles (if applicable) when

mounting or dismounting a machine. Clean any mud or
debris from steps, walkways or work platforms before
using. Always face machine when using steps, ladders
and walkways. When it is not possible to use the
designed access system, provide ladders, scaffolds, or
work platforms to perform safe repair operations.
Theserviceman or mechanic maybe unfamiliar with many

of the systems on this machine. This makes it important
to use caution when performing service work. A
knowledge of the system and/or components is
important before the removal or disassembly of any
component.
6. To avoid back injury, use a hoist when lifting

components which weigh 23 kg (50 lb.) or more. Make
sure all chains, hooks, slings, etc., are in good
condition and are of the correct capacity. Be sure
hooks are positioned correctly. Lifting eyes are not to
be side loaded during a lifting operation.
Because of the size of some of the machine

components, the serviceman or mechanic should check
the weights noted in this Manual, Use proper lifting
procedures when removing any components.
7. To avoid burns, be alert for hot parts on machines

which have just been stopped and hot fluids in lines,
tubes and compartments.
Following is a list of basic precautions that should always

be observed.
8. Be careful when removing cover plates. Gradually

back off the last two bolts or nuts located at opposite
ends of the cover or device and pry cover loose to
relieve any spring or other pressure, before removing
the last two bolts or nuts completely.
1. Readand understand all Warning plates and decals on

the machine before operating, lubricating or repairing
the product.
2. Always wear protective glasses and protective shoes
when working around machines. In particular, wear
protective glasses when pounding on any part of the
machine or its attachments with a hammer or sledge.
Use welders gloves, hood/goggles, apron and other
protective clothing appropriate to the welding job
being performed. Do not wear loose-fitting or torn
clothing. Remove all rings from fingers when working
on machinery.
9. Be careful when removing filler caps, breathers and

plugs on the machine. Hold a rag over the cap or plug
to prevent being sprayed or splashed by liquids under
pressure. The danger is even greater if the machine
has just been stopped because fluids can be hot.
10. Always use tools that are in good condition and be
sure you understand how to use them before
performing any service work.
3. Do not work on any machine that is supported only by

lift jacks or a hoist. Always use blocks or jack stands
to support the machine before performing any
disassembly.
11. Reinstall all fasteners with same part number. Do not

use a lesser quality fastener if replacements are
necessary. Do not mix metric fasteners with
standard nuts and bolts.
4. Lower the forks or other implements to the ground

before performing any work on the machine. If this
cannot be done, make sure the forks or other
implements are blocked correctly to prevent them
from dropping unexpectedly.
12. If possible, make all repairs with the machine parked

on a level, hard surface. Block machine so it does
not roll while working on or under machine.
1 of 2
WARNING
13. Disconnect battery and discharge any capacitors

(electric trucks) before starting to work on machine.
Hang "Do Not Operate" tag in the Operator's
Compartment.
21. Do not operate a machine if any rotating part is

damaged or contacts any other part during
operation. Any high speed rotating component that
has been damaged or altered should be checked
for balance before reusing.
14. Repairs, which require welding, should be

performed only with the benefit of the appropriate
reference information and by personnel adequately
trained and knowledgeable in welding procedures.
Determine type of metal being welded and select
correct welding procedure and electrodes, rods or
wire to provide a weld metal strength equivalent at
least to that of parent metal.
22. On LP equipped lift trucks, be sure to close the

valve on the LP tank before service work is
performed. Always close the valve on the LP tank
when the lift truck is being stored. Do not check for
LP leaks with an open flame.
23. Caution should be used to avoid breathing dust that
may be generated when handling components
containing asbestos fibers. If this dust is inhaled, it
can be hazardous to your health. Components in
DOOSAN products that may contain asbestos
fibers are brake pads, brake band and lining
assemblies, clutch plates and some gaskets. The
asbestos used in these components is usually
bound in a resin or sealed in some way. Normal
handling is not hazardous as long as airborne dust
which contains asbestos is not generated.
15. Do not damage wiring during removal operations.

Reinstall the wiring so it is not damaged nor will it
be damaged in operation by contacting sharp
corners, or by rubbing against some object or hot
surface. Do not connect wiring to a line containing
fluid.
16. Be sure all protective devices including guards and
shields are properly installed and functioning
correctly before starting a repair. If a guard or shield
must be removed to perform the repair work, use
extra caution.
If dust which may contain asbestos is present, there are

several common sense guidelines that should be
followed.
17. Always support the mast and carriage to keep

carriage or attachments raised when maintenance
or repair work is performed, which requires the
mast in the raised position.
a. Never use compressed air for cleaning.

b. Avoid brushing or grinding of asbestos containing
materials.
18. Loose or damaged fuel, lubricant and hydraulic

lines, tubes and hoses can cause fires. Do not
bend or strike high pressure lines or install ones
which have been bent or damaged. Inspect lines,
tubes and hoses carefully. Do not check for leaks
with your hands. Pin hole (very small) leaks can
result in a high velocity oil stream that will be
invisible close to the hose. This oil can penetrate
the skin and cause personal injury. Use cardboard
or paper to locate pin hole leaks.
c. For clean up, use wet methods or a vacuum

equipped with a high efficiency particulate air
(HEPA) filter.
d. Use exhaust ventilation on permanent machining
jobs.
e. Wear an approved respirator if there is no other
way to control the dust.
f. Comply with applicable rules and regulations for the
work place (for example in the U.S.A., OSHA
requirements as set forth in 29 CFR 1910. 1001).
19. Tighten connections to the correct torque. Make

sure that all heat shields, clamps and guards are
installed correctly to avoid excessive heat, vibration
or rubbing against other parts during operation.
Shields that protect against oil spray onto hot
exhaust components in event of a line, tube or seal
failure must be installed correctly.
g. Follow environmental rules and regulations for

disposal of asbestos.
h. Avoid areas where asbestos particles may be in the
air.
20. Relieve all pressure in air, oil or water systems

before any lines, fittings or related items are
disconnected or removed. Always make sure all
raised components are blocked correctly and be
alert for possible pressure when disconnecting any
device from a system that utilizes pressure.
2 of 2
SB2004E00
Dec.1998
Specifications
TORQUE
SPECIFICATIONS
STANDARD TORQUE FOR METRIC FASTENERS
NOTE : Take care to avoid mixing metric and inch dimensioned fasteners.
Mismatched or incorrect fasteners can result in vehicle damage or malfunction, or
possible injury. Exceptions to these torques are given in the Service Manual where
needed.
NOTE : Prior to installation of any hardware, be sure components are in near new
condition. Bolt and nut threads must not be worn or damaged. Hardware must be
free of rust and corrosion. Clean hardware with a non-corrosive cleaner and apply
engine oil to threads and bearing face. If thread lock or other compounds are to be
applied, do not apply engine oil.
METRIC NUTS AND BOLTS

THREAD
SIZE
(mm)
STANDARD TORQUE
(N i m)
(lb i ft)
M6
12
M8
28
M10
55
M12
100
M14
160
M16
240
M20
460
M24
800
M30
1600
M36
2700
3
7
10
20
30
40
60
100
200
300
20
40
75
120
175
340
600
1200
2000
2
5
7
15
22
30
44
75
150
225
METRIC TAPERLOCK STUDS

THREAD
SIZE
(mm)
STANDARD TORQUE
(N i m)
M6
M8
17
M10
35
M12
65
M16
110
M20
170
M24
400
M30
650
M36
870
(lb i ft)
13
26
10
48
20
80
30
125
60
300
80
480
100
640
1 of 7
2
4
4
7
15
22
45
60
75
STANDARD TORQUE FOR INCH FASTENERS

Exceptions to these torques are given in the Service
Manual where needed.
INCH NUTS AND BOLTS

THREAD
SIZE
inch
STANDARD TORQUE
(N i m)
1/4
12
5/16
25
3/8
47
7/16
70
1/2
105
9/16
160
5/8
215
3/4
370
7/8
620
900
1-1/8
1300
1-1/4
1800
1-3/8
2400
1-1/2
3100
(lb i ft)
18.0
35
15
50
20
75
30
120
40
160
50
275
80
460
100
660
150
950
200
1325
300
1800
350
2300
2
4.5
7
11
15
20
30
35
60
75
100
150
225
250
INCH TAPERLOCK STUDS

THREAD
SIZE
inch
STANDARD TORQUE
(N i m)
1/4
5/16
17
3/8
35
7/16
45
1/2
65
5/8
110
3/4
170
7/8
260
400
1-1/8
500
1-1/4
650
1-3/8
750
1-1/2
870
(lb i ft)
13
26
10
33
10
48
20
80
30
125
40
190
60
300
70
370
80
480
90
550
100
640
2 of 7
2
4
4
7
7
15
22
30
45
50
60
65
75
O-RING FACE SEAL FITTINGS

O-RING FACE SEAL FITTING
O-RING GROOVE
O-RING FACE SEAL NUT
STRAIGHT THREAD O-RING

PORT FITTING END
O-RING
IDAS001B
STRAIGHT THREAD O-RING

FITTING (FOR O-RING FACE
SEAL FITTING ONLY)
THREAD
SIZE
inch
STANDARD TORQUE
(lb i ft)
(N i m)
5/16-24
5.0
3/8-24
12
7/16-20
20
1/2-20
30
9/16-18
40
3/4-16
100
7/8-14
135
1 1/16-12
200
1 3/16-12
250
1 5/16-12
300
1 5/8-12
300
1 7/8-12
300
2 1/2-12
300
1.5
2
4515 lb i in
11020 lb i in
15
22
30
15
75
15
100
25
150
25
185
40
225
40
225
40
225
40
225
3
4
4
10
10
20
20
30
30
30
30
O-RING FACE SEAL FITTING NUT

THREAD
SIZE
inch
STANDARD TORQUE
(N i m)
9/16-18
16
11/16-16
30
13/16-16
50
1-14
90
1 3/16-12
120
1 7/16-12
160
1 11/16-12
190
2-12
215
(lb i ft)
12
22
37
10
65
15
90
20
120
20
140
25
160
3 of 7
2
3
5
7
10
15
15
20
FITTING INSTALLATION
1. Put locknut (3), backup washer (4) and O-ring seal
(5) as far back on fitting body (2) as possible. Hold
these components in this position. Turn the fitting
into the part it is used on until backup washer (4) just
makes contact with the face of the part it is used on.
HYDRAULIC LINE INSTALLATION

1. For a metal tube to hose installation, install the tube
and tighten all bolts finger tight.
2. Tighten the bolts at the rigid end.
2.To put the fitting assembly in its correct position, turn

the fitting body (2) out (counterclockwise) a
maximum of 359. Tighten locknut (3) to the torque
shown in the correct chart for the fitting used.
3. Install the hose and tighten all bolts finger tight.

4. Put the hose in a position so that it does not make
contact with the machine or another hose.
NOTE: If the fitting is a connector (straight fitting), the

hex on the body takes the place of the locknut. To
install this type fitting, tighten the hex against the face
of the part it goes into.
5. Tighten the bolts on both connections.

6. Start the engine.
7. Move the implement control levers to all positions.
8. Look at the hose during movement of the
implement. Make sure hose is not in contact with
the machine or other hoses.
TORQUES FOR FLARED AND O-RING FITTINGS

The torques shown in the charts that follow are to be
used on the nut part of 37 Flared, 45 Flared and
Inverted Flared fittings (when used with steel tubing),
O-ring plugs, O-ring fittings and swivel nuts when
used in applications to 3000 psi (20 700 kPa).
9. Shut off the engine.

10. If necessary, put the hose in a new position where it
will not make contact when the implement is moved.
ASSEMBLY OF FITTINGS WITH STRAIGHT

THREADS AND O-RING SEALS
HOSE CLAMP-BAND TYPE
This type of fitting is used in many applications. The tube

end of the fitting will be different in design so that it can
be used in many different applications. However, the
installation procedure of the fitting is the same. If the tube
end of the fitting body is the same as in the illustration
(either an elbow or a straight body) it will be necessary to
assemble the sleeve on the tube before connecting the
tube to the end.
2
1
IDAS003B
CLAMP
WIDTH
7.9 mm
(.312 in)
13.5 mm
(.531 in)
15.9 mm
(.625 in)
3
5
6
IDAS002B
ELBOW BODY ASSEMBLY

(1) End of fitting body (connects to tube). (2) Fitting body.
(3) Lock-nut. (4) Backup washer. (5) O-ring seal. (6) End of fitting
that goes into other part.
4 of 7
TORQUE ON
NEW HOSE
0.9 0.2 N i m
8 2 lb i in
4.5
40
7.5
65
0.5 N i m
5 lb i in
0.5 N i m
5 lb i in
RETIGHTENING
TORQUE
0.7 0.2 N i m
6 2 lb i in
3.0
25
4.5
40
0.5 N i m
5 lb i in
0.5 N i m
5 lb i in
37 FLARED AND STRAIGHT THREAD O-RING FITTINGS
37 FLARED
O-RING
FITTING-PLUG
SWIVEL NUTS
IDAS004B
37 FLARED AND STRAIGHT THREAD O-RING FITTINGS

(EXCEPT O-RING FACE SEAL FITTINGS)
METRIC
INCH
THREAD
SIZE
inch
3.18
.125
5/16
4.76
.188
3/8
6.35
.250
7/16
7.94
.312
1/2
9.52
.375
9/16
9.52
.375
5/8
12.70
.500
3/4
15.88
.625
7/8
19.05
.750
1-1/16
22.22
.875
1-3/16
25.40
1.000
1-5/16
31.75
1.250
1-5/8
38.10
1.500
1-7/8
50.80
2.000
2-1/2
NOMINAL TUBE O.D.
STANDARD TORQUE
(N i m)
1.5
11.0 1.5
16 2
20 5
25 5
35 5
50 7
65 7
100 10
120 10
135 15
180 15
225 15
320 30
5.0
TIGHTENING OTHER FITTINGS

Hi Duty (Shear sleeve) Tube Fittings
After tube has been put through the nut and makes
contact against the tube shoulder in the fitting body,
turn the nut with a wrench until a small decrease in
torque is felt. This is an indication that the sleeve has
been broken off the nut. Hold the tube to prevent
turning and tighten the nut 1-1/2 turns.
IDAS005B
Hi Seal Fittings
Put nut and sleeve over the tubing with the short
heavy end of the sleeve facing the end of tubing. Put
the tube end against the counterbore in the body of
the fitting and tighten until nut is over the last thread
on the body. The remainder of space is used
whenever the fitting is removed and installed again.
IDAS006B
5 of 7
(lb i ft)
4
8
12
15
18
26
37
48
75
90
100
135
165
240
1
1
1
4
4
4
5
5
7
7
11
11
11
22
45 FLARED AND 45 INVERTED FLARE FITTINGS
INVERTED
45 FLARED
45 FLARED
IDAS007B
45 FLARED AND 45 INVERTED FLARE FITTINGS
METRIC
INCH
THREAD
SIZE
inch
3.18
.125
5/16
5.0
4.76
.188
3/8
8.0
6.35
.250
7/16
11
7.94
.312
1/2
17
9.52
.375
5/8
30
11.11
.438
11/16
30
12.70
.500
3/4
38
15.88
.625
7/8
50
19.05
.750
1-1/16
90
22.22
.875
1-1/4
100
NOMINAL TUBE O.D.
STANDARD TORQUE
(N i m)
1.5
1.5
13
22
22
28
37
65
10
75
TIGHTENING OTHER FITTINGS

Ermeto Tube Fittings
Put nut and sleeve over the tube with head or
shoulder end of sleeve next to nut. Push tube into
counterbore of fitting body as far as possible. Turn
nut clockwise until sleeve holds tube and prevents
movement. Tighten the nut 1-1/4 turns more to seat
sleeve and give a locking action. When necessary to
assemble again, put sleeve over tube and tighten nut
until a sudden increase in torque is felt. Then tighten
1/6 to 1/3 turn more to seat the sleeve.
IDAS008B
Flex Fittings
Put nut and sleeve over the tubing and push tube in
to counterbore of fitting body as far as possible.
Tighten the nut until it is against the hex part of the
fitting body.
IDAS009B
6 of 7
(lb i ft)
1
1
1
2
2
2
3
4
6
7
AIR CONDITIONING AND TAPERED PIPE THREAD FITTINGS
O-RING
45 FLARE
IDAS010B
AIR CONDITIONING FITTINGS

45 FLARE FITTING END
O-RING FITTING END

THREAD
SIZE
inch
STANDARD TORQUE
N im
5/8-18
18
3/4-16
37
7/8-14
40
1 1/16-14
45
4
4
4
5
(lb i ft)
27
30
33
13
3
3
3
4
STEEL TUBES
ALUMINUM TUBES
STANDARD TORQUE
STANDARD TORQUE
N im
52
60
75
30
3
5
7
8
(lb i ft)
38
44
55
22
N im
23
33
38
50
3
4
4
5
TAPERED PIPE THREAD FITTINGS

PIPE
THREAD
SIZE
inch
STANDARD TORQUE
THREADS WITH
1E2200E SEALANT
THREADS WITHOUT
SEALANT
Nim
(lb i ft)
Nim
(lb i ft)
1/16-27
15
11
20
15
1/8-27
20
15
25
18
1/4-18
25
18
35
26
3/8-18
35
26
45
33
1/2-14
45
33
60
45
3/4-14
60
45
75
55
1-11 1/2
75
55
90
65
1 1/4-11 1/2
95
70
110
80
1 1/2-11 1/2
110
80
130
95
2-11 1/2
130
95
160
120
7 of 7
(lb i ft)
24
28
37
17
2
3
3
4
SB2007E02
Service Manual
DAC CS-121
Series Alternators
Important Safety Information
Most accidents involving product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the Safety section of the Service or Technical Manual. Additional safety
precautions are listed in the Safety section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where hazards
exist. WARNING labels have also been put on the product to provide instructions and to identify specific
hazards.
If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings
in this publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read
and understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or
operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at
the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and
other items can change at any time. These changes can affect the service given to the product. Obtain the
complete and most current information before starting any job. DOOSAN dealers have the most current
information available.
Index
Specifications
Alternator ............................................................. 5
Systems Operation
Alternator ............................................................. 6
CS-121 Alternator Operation ........................... 6
Alternator Components................................ 7
Alternator Operation Schematic .................. 9
Testing And Adjusting

Troubleshooting ................................................ 10
Troubleshooting Problem List....................... 10
Troubleshooting Problems ............................ 10
Alternator ............................................................11
Alternator Output Test ....................................11
DAC Alternators
Index
Specifications
Alternator
DAC ALTERNATOR COVERAGE CHART
DOOSAN
Series
Voltage
Part No.
D167411
CS-121
12V
CS-121 Alternator End View
ALTERNATOR SPECIFICATIONS
DOOSAN Part No.
DAC Series
Voltage Rating
Polarity
Rotation
Test Speed
Rated Output (Cold)
Output Voltage
CS-121 Alternator Cross-Sectional View
D167411
CS-121
12V
Neg. Gnd.
CW
6500 rpm
61A
14.00.5V
Rotor Field Winding

Resistance [At 27C(80F)]
Field Current [At 14.0V or

27.5V and 27C(80F)]
Stator Winding Resistance
Turn On Speed (Max.)

Slip Rings (3) : Maximum
Runout (TIR)
Minimum Diameter
Brush Length (Measured

On Longest Side) : New
Minimum
Pulley Nut (2) Torque
1007 Nm
(75lb Ift)
Thru Bolt (1) Torque
Terminal Torques : Bat

Gnd
DAC Alternators
3.60.8 Nm
(327 lb Iin)
-
Specifications
The alternator converts mechanical and magnetic

energy to alternating current (AC) and voltage. This
process is done by rotating a direct current (DC)
electromagnetic field (rotor) inside a three phase
stator. The alternating current and voltage
(generated by the stator) are changed to direct
current by a three phase, full wave rectifier system
using six silicone rectifier diodes. This alternator
does not have a diode trio. A solid state regulator is
installed in the back of the alternator. Two brushes
conduct current through two slip rings to the field coil
on the rotor.
Systems Operation
Alternator
Introduction
The CS-121 DAC Alternators have three phase, fullwave, rectified output.
CS-121 Alternator Operation
There is also a capacitor mounted in the back of the

alternator. The capacitor protects the rectifier from
high voltages. It also suppresses electrical noise
through a radio, if equipped.
The alternator is connected to the battery through
terminal L and the ignition or key start switch for
alternator turn-on. Therefore, alternator excitation
occurs when the switch is turned on.
DAC CS-121 Alternator
The alternator is an electrical and mechanical

component driven by belt rotation from the engine. It
is used to charge the storage battery during engine
operation. This alternator is cooled by two fans that
are a part of the alternator. The external fan is
mounted behind the pulley. The fan pulls air through
holes in the back of the alternator. The air exits the
front of the alternator, cooling it in the process. The
internal fan is mounted on the rotor. This fan pulls air
through the holes in the back of the alternator to cool
the rectifier bridge and regulator. The air exits the
front of the alternator.
DAC Alternators
Systems Operation
Alternator Components
Alternator Components-Inside View of Rear Frame

(2) Rear frame. (7) Brush holder. (9) Regulator. (10) Rectifier.
The major components of the alternator are stator

(4), rotor (3), rectifier (10), regulator (9), brush holder
(7) and frames (2) and (5). The CS-121 alternators
feature a high ampere output per pound of weight,
with a totally new and different regulator. A diode trio
is not used. A delta wound stator, rectifier bridge,
rotor with slip rings and brushes are electrically
similar to the SI series. alternators. The CS stands
for Charging System. The 121 denotes the outside
diameter in millimeters of the stator laminations. This
series of alternators has two fans for cooling the
alternator.
Alternator Components-Cross-Sectional View

(1) Slip rings. (2) Rear frame. (3) Rotor. (4) Stator. (5) Drive end
frame. (6) External fan. (7) Brush holder. (8) Internal fan.
Stator
(4) Stator.
Stator (4) consists of a stator core and coils. As the

rotor turns, its varying magnetic field causes the
stator coil to produce three phase alternating current
(AC).
DAC Alternators
Systems Operation
Rotor
(1) Slip rings. (3) Rotor. (8) Internal fan.
Rotor (3) consists of a core, coils and slip rings

The rotor provides the magnetic field between
rotor field winding and the stator. Slip rings
provide the surfaces for brush contact. Internal
(8) pulls air through the rear frame to cool
rectifier bridge and regulator.
(1).
the
(1)
fan
the
Rectifier
(10) Rectifier.
Rectifier (10) contains three positive (+) and three

negative (-) diodes to form the full wave rectifier
bridge which is connected to the stator. Rectifier (10)
changes or rectifies three phase AC to DC.
Brush Holder
(7) Brush holder. (11) Brushes.
Brush holder (7) contains two brushes (11). They

contact the two rotating slip rings on the rotor.
Current flows to the rotor coil through the brushes
and slip rings. There is one positive (+) and one
negative (-) brush. The brush material is copper
graphite.
DAC Alternators
Regulator
(9) Regulator.
Regulator (9) controls alternator output. Most

regulators limit the alternator voltage to a preset
value by controlling the field current. It operates
electronically to alternately "turn off" and "turn on"
the voltage across the field winding. This regulator
switches the field current on and off at fixed
frequency of about 400 cycles per second. By
varying the on-off time, the correct average field
current for proper system voltage control is obtained.
The regulator is mounted in the back of the
alternator.
8
Systems Operation
The field current is sufficient to cause the alternator

to turn on when the engine is started. At engine idle
speeds, voltage induced in the stator will cause the
stator to supply field current and also output voltage
and current at the Bat terminal for the vehicle
electrical system.
Alternator Operation Schematic

The integral charging system schematic and
explanation that follow indicate the terminals and
basic circuitry for the CS-121 series alternator.
On some models, a resistor is used in parallel with

the indicator lamp. This feature insures alternator
turn-on in the event the lamp burns out. The zener
diodes in the rectifier bridge protect the system
against high voltages in the stator.
The regulator switches the field voltage on and off at
a fixed frequency of about 400 cycles per second.
Voltage control is obtained by varying the "on-off"
time of the field current. Thus, at low speeds, the
field may be turned on 90 percent of the time and off
10 percent of the time. This results in a relatively
high average field current, which, when combined
with the low alternator speed, produces the desired
system voltage.
As alternator speed increases, less field current is
needed to generate the desired system voltage. The
duty cycle changes to reduce the average field
current. For example, at high engine speeds, the
regulator may be on only 10 percent of the time and
off 90 percent of the time. This duty cycle will
change as operating factors change to provide just
the right amount of voltage.
Most regulators are temperature compensated to
provide the maximum voltage needed for battery
charging. As the temperature increases, the voltage
setting will decrease. Under cold weather conditions,
the regulator will operate at a higher voltage setting
to provide the higher voltage required by the battery
for charging under these conditions.
The regulator circuitry is designed to perform a
special function in the charging system called Load
Response Control. Without this function, a change in
engine speed may occur at low engine speeds when
an electrical load is added to the system. This can
happen when the engine is low idle and a fan blower
is turned on.
CS-121 Integral Charging System Schematic
When the switch is closed, the indicator lamp turns

on and a voltage is applied to the regulator at the "L"
terminal to cause transistor TR1 to rapidly "turn on"
and "turn off". The transistor will be turned on about
30 percent of the time and turned off 70 percent of
the time. The battery will supply field current which
will flow into the alternator output or Bat terminal and
then through TR1 and the field coil to ground. Field
current does not flow through the indicator lamp.
DAC Alternators
Load Response Control Causes the field current and

the alternator output current to increase gradually.
This avoids changes in engine speed. Instead of
instantly supplying the added amperes needed to
operate the blower motor, the alternator provides
these added amperes over a period of a few
seconds. At first, the battery supplies the added load,
which is then gradually transferred to the alternator.
Systems Operation
Problem 2: Alternator Charge Rate Is Low Or Not

Regular
Troubleshooting
Probable Cause:
Troubleshooting can be difficult. On the page that

follows is a list of possible problems. To make a
repair to a problem, make reference to the probable
cause.
1. Loose Drive Belt For Alternator:

Adjust the alternator drive belt.
2. Loose Alternator Drive Pulley:
Check the pulley for wear. If it is worn, install a
new pulley. Tighten the pulley nut to the correct
torque shown in Specifications.
This list of problems and probable causes will only

give an indication of where a possible problem can
be and what repairs are needed. Sometimes more
or other repair work is needed beyond the
recommendations in the list. Remember that a
problem is not normally caused by one part, but by
the relation of one part with other parts. This list
cannot give all possible problems and probable
causes. The serviceman must find the problem and
its source, then make the necessary repairs.
3. Charging Or Ground Return Circuit Or Battery

Connections Defective:
Inspect all cables and connections. Clean and
tighten all connections. Replace defective parts.
4. Regulator Is Defective:
Replace the regulator.
5. Rectifier Is Defective:
Replace the rectifier.
Troubleshooting Problem List
6. Brushes Are Worn Or Dirty:

Install a new brush holder.
1. Alternator Does Not Charge.

2. Alternator Charge Rate Is Low Or Not Regular.
Problem 3: Alternator Charges Too Much
3. Alternator Charges Too Much.
Probable Cause:
4. Alternator Is Noisy.
1. Alternator Or Regulator Has Loose Connections:

Tighten all connections to alternator or regulator.
Troubleshooting Problems
Install a new regulator.
Problem 1: Alternator Does Not Charge

Problem 4: Alternator Is Noisy
Probable Cause:
Probable Cause:
1. Loose Drive Belt For Alternator :
1. Drive Belt For Alternator Is Worn Or Defective:

Install a new drive belt for the alternator.
2. Loose Alternator Drive Pulley :


Connection Are Defective:
3. Drive Belt And Drive Pulley For Alternator Are Not

In Alignment:
Make an adjustment to put the drive belt and drive
pulley in correct alignment.
4. Rotor Field Winding Or Regulator Is Defective:

Install a new rotor or regulator.
4. Alternator Bearings Are Worn:

Install new bearings in the alternator.
DAC Alternators
10
Alternator
Alternator Output Test
NOTE: If the CS-121 alternator fails this test, it must
be replaced. It is only serviced as a complete unit.
Tools Needed
Digital Multimeter or Equivalent
AC/DC Clamp-On Ammeter
Machine Test
1. Put the multimeter positive (+) lead on the Bat
terminal of the alternator. Put the negative (-) lead
on the ground terminal or the frame of the
alternator. Put the clamp-on ammeter around the
positive output wire of the alternator.
2. Turn off all electrical accessories. With the fuel off,
crank the engine for 30 seconds. Wait two
minutes to let the starter cool. If the system
appears to be up to specifications, crank the
engine again for 30 seconds.
NOTE: Cranking the engine for 30 seconds partially
discharges the batteries in order to do a charging
test. If the battery is already low in charge, skip this
step. Jump-start engine or charge as required.
3. Start the engine and run at approximately 1/2
throttle.
4. Immediately check output current. This initial
charging current should be equal to or greater
than the full output current shown below:
5. Within approximately 10 minutes at 1/2 throttle
(possible longer, depending upon battery size,
condition and alternator rating), the alternator
output voltage should be as follows to indicate the
alternator is performing within spec. See the Fault
Conditions And Possible Causes Chart.
12V System ................................. 14.00.5V
6. The charging current during this period should
taper off the less than approximately 10 Amps,
depending again upon battery and alternator
capacities. See the Fault Conditions And Possible
Causes Chart.
DAC Alternators
11
FAULT CONDITIONS AND POSSIBLE CAUSES CHART

Current At
Start-Up
Voltage After About

10 Min. Is Below Spec.
Voltage After About

10 Min. Is In Spec.
Voltage After About

10 Min. Is Above Spec.
Below Specification.
Repair alternator (defective

regulator, open stator
phase, and/or rectifier).
Check ignition or key start
switch circuit.*
Turn on all accessories.

If voltage drops below spec.,
repair alternator (open
rectifier and/or stator phase).
Reached Specification
and then tapered off.
Repair alternator
(defective regulator).
Alternator and battery in spec.

Turn on all accessories to verify.
Voltage must stay in spec.
Repair alternator
(shorted regulator).
Check battery.
Alternator in spec.
Check battery.
Repair alternator
Also check battery for
possible damage.
Exceeds Specification
and stays high.
* Some models that have the CS-121 alternator do not have a resistor in the ignition of key start switch circuit, if the indicator lamp is
burned out, the alternator cannot turn on. Also, if a machine is jump started because the battery is too low, the alternator may not have
any output. This is because the battery may be too low to send current to the alternator. The alternator needs current to start the
charging process.
DAC Alternators
12
SB2008E01
Service Manual
Bosch K1 Series
Alternators

Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety
rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an
accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly.
exist. WARNING labels have also been put on the product to provide instructions and to identify specific hazards.
If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in
this publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result
in injury or death.
Operations that may cause product damage are identified by NOTICE labels on the product and in this publication.
DAEWOO cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or operating
technique not specifically recommended by DAEWOO is used, you must satisfy yourself that it is safe for you
and others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at the
time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other
items can change at any time. These changes can affect the service given to the product. Obtain the complete
and most current information before starting any job. DAEWOO dealers have the most current information available.
Index
Specifications
Alternator................................................................. 5
Systems Operation
Alternator................................................................. 7
Alternator Operation ........................................ 7
Alternator Components ............................ 7
Alternator Operation Schematic ............... 9
Regulator Operation............................... 13
Introduction ...................................................... 7

Alternator Component Tests.................................. 17
Brush Tests .................................................... 21
Capacitor Test................................................ 18
Rectifier Tests ................................................ 20
Regulator Test................................................ 17
Rotor Field Winding Tests.............................. 19
Stator Tests.................................................... 19
Alternator Output Test ........................................... 16
Bench Test ............................................. 17
Machine Test .......................................... 16
Troubleshooting..................................................... 15
Troubleshooting Problem List ................ 15
Troubleshooting Problems ..................... 15
Disassembly And Assembly

Alternator............................................................... 22
Assemble Alternator....................................... 24
Disassemble Alternator.................................. 22
Bosch Alternators
Index
Specifications
Alternator
Bosch Alternator Coverage Chart
DAEWOO Part
Model
Voltage
Amperage
Number
Number
8C5535
K1
12
32
B+
D+
1
W
B-
4
IDAS020B
Alternator End View
D+
DIDAS019B
Alternator Sectional View
B+
DF
IDAS021B
Alternator Enclosed End View
Bosch Alternators
Specifications
ALTERNATOR SPECIFICATIONS
DAEWOO P/NO.
Model Number
Voltage Rating
Polarity
Rotation
Test Speed
Rated Output (Cold)
Output Voltage
Rotor Field Winding
Resistance
Field Current(@
28.0V or 14.0V)
Stator Winding
Resistance
Turn On Speed
(Max.)
Slip Rings (3):
Maximum Runout (TIR)
Minimum Diameter
Brush (4) Length:
New
Brush (4) Length:
Minimum
Brush Spring Force
Bosch Alternators
ALTERNATOR TIGHTENING SPECIFICATIONS

DAEWOO P/NO.
Pulley Nut (1) Torque
8C5535
K1
12V
Neg. Grd.
CW
5000 rpm
29A
Thru Bolts (2) Torque

Terminal Torques:
B+
B-
14.0 L 0.5V
3.4 to 3.7
D+
D-
3.8 to 4.1A
DF
W
.14 to .15
8C5535
35 L 10 N m
(25 L 7 lb ft)
4.1 to 5.5 N m
(36 to 49 lb in)
3.6 L 0.8 N m
(32 L 7 lb in)
2.25 L 0.25 N m
(20.0 L 2.2 lb in)
2.25 L 0.25 N m
(20.0 L 2.2 lb in)
2.25 L 0.25 N m
(20.0 L 2.2 lb in)
-
0.03 mm
(.001 in)
27.00 mm
(1.06 in)
17.00 mm
(.67 in)
11.5 mm
(.45 in)
2.0 to 3.8 N
(.45 to .86 lb)
Specifications
These alternators are self-exciting at high speed.

That means they have residual magnetism in the
rotor. The excitation circuit cannot start the charging
process until the pre-excitation circuit produces the
required breakdown voltage. The alternator is
connected to the battery through the ignition or key
start switch. This connection supplies the necessary
current to the pre-excitation circuit. This current is
available every time the ignition switch is turned on.
Systems Operation
Alternator
Introduction
The K1 Series Bosch Alternator has three phase, full

wave, rectified output. It is the brush-type. See the
Bosch Alternator Coverage Chart in Specifications for
the list of alternators covered in this module.
Alternator Operation
6
7
8
IDAS004C
Bosch Alternator
IDAS022B

component driven by belt rotation from the engine. It
is used to charge the storage battery during engine
operation. The alternator is cooled by a fan that is
part of the alternator. The fan pulls air through the
back of the alternator. The air exits the front of the
alternator, cooling it in the process.
(1) Fan. (2) Front frame assembly. (3) Stator. (4) Rotor.
(5) Rectifier. (6) Slip ring. (7) Brushes. (8) Regulator.
(9) Rear frame assembly.
The major components of the alternator are stator

(3), rotor (4), rectifier (5), regulator assembly (8),
brushes (7) and a capacitor (if equipped).
The alternator converts mechanical and magnetic energy

to alternating current (AC) and voltage. This process is
done by rotating a direct current (DC) electromagnetic
field (rotor) inside a three phase stator assembly. The
alternating current and voltage (generated by the stator)
are changed to direct current (DC) by a three phase, full
wave rectifier system. The rectifier system has six silicon
rectifier diodes. DC current flows to the alternator output
terminal. The rectifier also has three exciter diodes. They
rectify the current needed to start the charging process.
A solid state regulator is installed on the back of the
alternator. Two brushes conduct current, through two
slip rings, to the rotor field. A capacitor, installed on
some alternators, smooths alternator DC voltage.
Bosch Alternators
Systems Operation
3
7
IDAS005C
IDAS007C
Stator
(3) Stator.
Brushes
(7) Brushes.
Stator (3) consists of a stator core and coils. As the rotor

turns, its varying magnetic field causes the stator coil to
produce three phase alternating current (AC).
There are two brushes (7). They contact the two

rotating slip rings on the rotor. Current flows to the
rotor coil through the brushes and slip rings. There is
one positive (+) and one negative (-) brush. The
brush material is copper graphite.
10
11
IDAS006C
Rotor
(4) Rotor. (6) Slip ring.
IDAS008C
Rectifier
(5) Rectifier. (10) Positive (+) diodes. (11) Negative (-) diodes.
Rotor (4) consists of a core, coils and slip ring (6).

The rotor provides the magnetic field between the
rotor field winding and the stator. Slip ring (6)
provides the surfaces for brush contact.
Bosch Alternators
Rectifier (5) contains three positive diodes (10) and

three negative (-) diodes (11). They form the full
wave rectifier which is connected to the stator.
Rectifier (5) changes or rectifies three phase AC to
DC. The rectifier also provides excitation current
through three exciter diodes (not shown).
Systems Operation
Alternator Operation Schematics

The electrical schematics that follow indicate terminals
and basic circuitry for the K1 series alternators.
EXCITER DIODES
IDAS009C
D+
CAPACITOR
Regulator
(8) Regulator.
B-
B+
Regulator (8) controls alternator output. It is mounted

on the alternator rear frame assembly.
V
DIODES
U
+
DIODES
W
W
EXCITATION
WINDING
REGULATOR
D+
DF
D-
IDAS010C
IDAS023B
Capacitor
(12) Capacitor.
K1 Series Alternator Schematic (12V)
Capacitor (12) smooths alternator DC voltage. The

capacitor is mounted on the back of the alternator.
Bosch Alternators
Systems Operation
EXCITER DIODES
D+
B+
+
DIODES
STATOR
WINDINGS
DIODES
EXCITATION WINDING
DTO
REGULATOR
DF
IDAS024B
K1 Series Fully Enclosed Alternator Schematic (12V)
Bosch Alternators
10
Systems Operation
Charging Circuit
Current for battery charging and for the electrical
accessories is taken from the B+ terminal of the
alternator. The flow of current for battery charging
and electrical accessories at an instant of time (120
phase angle) is shown in illustration Phase
Relationships (120)
D-
B+
-DIODES+
U
W
LOAD
(+)
B-
D-
W(-)
STATOR
WINDINGS
B+
-DIODES+
U
W
150
BV(O)
STATOR
WINDINGS
V
W
120
BATTERY
U = POS
V = POS
W = NEG
IDAS026B
Phase Relationships
Charging circuit with phase angle of phase U=150
U = POS
V =O
W = NEG
If another time instant is chosen (150 phase angle)

where none of the voltages are zero, the current
would flow as shown in illustration Phase
Relationships (150).
IDAS025B
Equal currents flow from windings U and V to the

respective positive diodes. They return to the neutral
point through W winding negative diode and winding
W. Note that not all the diodes belonging to the
various phases are used at the instant of time
examined in this example. This remains true of all
the other instants of time which could be examined.
Individual phase currents change in magnitude and
polarity, while the output current to the battery or
electrical accessories remains uniform.
Phase Relationships
Charging circuit with phase angle of phase U=120
Voltage at the output of winding U is positive, while it

is negative at W and zero at V (no voltage). The
current path is as follows:
Output from winding U through positive diode U,
alternator terminal B+, battery ground, alternator
terminal D-, negative diode W, output of winding W
to the neutral point.
Bosch Alternators
BATTERY
LOAD
(+)
W(-)
V(O)
11
Systems Operation
Excitation Circuit
Pre-excitation CiRcuit
The exciting current for generation of the magnetic

field is taken from the stator winding. It is rectified by
three exciter diodes and the three negative power
diodes. The exciting current follows the path shown in
the illustration.
When in operation at high speed, the alternator is

self-excited. Excitation current for the magnetic field
is obtained from the main current. However, when
initially starting, the alternator depends on residual
magnetism. When the current of an electromagnet is
disconnected, the magnetic field does not disappear
completely. The iron core remains slightly magnetic.
This is called residual magnetism. There is enough
residual magnetism in the core to induce a small
voltage in the stator windings. This small voltage
causes a weak current to flow through the closed
circuit of the excitation winding. This current
produces a weak magnetic field of its own. This is
added to the residual magnetism of the core and
slightly boosts the intensity of the exciter field. A
boosted exciter field results in a higher voltage. The
effect is cumulative, and the process repeats itself
until the desired voltage, corresponding to the
alternator speed, is reached.
REGULATOR
D+
EXCITER
DIODES
DF
-DIODES
B+
DW
U
U
+DIODES
(+)
STATOR WINDINGS
W(-)
V(O)
DF
The exciter circuit in the alternator contains three positive

diodes, three negative diodes and three exciter diodes.
EXCITATION
WINDINGS
Alternator self-excitation cannot start until the preexcitation circuit produces the breakdown voltage
required by two of the diodes (one negative diode and
one positive diode per phase) connected in series.
W
U = POS
V =O
W = NEG
120
IDAS027B
EXCITER DIODES
Phase Relationships
Excitation circuit with phase angle of phase U=120
REGULATOR
D+
D+
DIODES
Current flows from the output of winding U (positive at

this instant of time), through its corresponding exciter
diode and the alternator D+ terminal to the regulator
D+ terminal. When the regulator is turned on, current
then flows to the regulator DF terminal to the
excitation winding by the way of terminal DF of the
alternator. Current then flows to the alternator
terminal D- and the negative power diode to winding
W (negative at this instant of time) completing its
circuit at the neutral point.
D-
B+
LIMITING
RESISTOR
IGNITION OR
KEY START SWITCH
B+
POSITIVE DIODES
BATTERY
ROTOR EXCITATION
WINDING
IDAS028B
Pre-excitation Circuit (Typical)
The existing residual magnetic field of the rotor generates

this breakdown voltage only at high speed.
Bosch Alternators
12
Systems Operation
Regulator Switched ON
Therefore, the alternator has to be pre-excited during

start-up. This is done by taking current from the
battery through the ignition or key start switch,
limiting resistor and on some alternators a diode
assembly. When the ignition or key start switch is
turned on, pre-excitation current flows from the
positive (+) terminal of the battery through the ignition
or key start switch, limiting resistor and diode
assembly (if equipped) to the D+ terminal of the
regulator. The current flows through the regulator to
the excitation winding where it is grounded. It is then
returned to the negative (-) side of the battery.
(+)
D+
D+
R1
R6
D3
R2
R
3
DF
R7
1
As current flows through the excitation winding, it

produces a magnetic field strong enough
to start self-excitation of the alternator.
T2
T3
ZD
C
R4
R5
D-
Regulator Operation
(-)
The transistor regulator is the Bosch type EE. It is

used on all K1 alternators except the K1 enclosed
alternator. The EE will be used in describing the
construction and operating of the regulator.
TWZ
TWT
B-
IDAS029B
Regulator Circuit Diagram (Switched On)
(1) Output stage. (2) Control stage. (3) Voltage divider.
(4) Temperature compensation diodes. (C) Capacitor.
The most important part of the regulator is formed by

two integrated assemblies:
1. TWZ which includes transistor T1, resistor R4 and
uni-directional breakdown diode ZD. This is the
control stage.
As long as the actual voltage is below the set

alternator voltage, the breakdown voltage of diode
ZD is not yet reached. No current flows through the
branch of the circuit containing diode ZD. No current
flows to the base of transistor T1. Transistor T1 is in
a non-conducting state.
2. TWT which includes transistor T2, resistor R5 and

transistor T3. This is the output stage.
The following circuit diagrams show what happens in
the regulator when the excitation current is switched
ON and OFF. The actual value of the alternator
voltage between terminals D+ and D- is detected by a
voltage divider which is formed by resistors R1, R2
and R3. Connected in parallel with R3 is a
unidirectional breakdown diode ZD. This diode
determines the system charging voltage at the
regulator. A partial voltage is constantly applied to
this diode. This voltage is proportional to the
alternator voltage.
Bosch Alternators
B+
With transistor T1 in the non-conducting state, control

current can flow from the exciter diodes and terminal
D+ through resistor R6 to the base of transistor T2.
This current switches transistor T2 on. Transistor T2
now makes the connection between terminal DF and
the base of transistor T3. Therefore, if transistor T2
conducts, so does transistor T3. The excitation
current now flows through transistor T3. Current also
flows through the excitation winding and increases
during on time, causing the alternator voltage to rise.
At the same time, there is a voltage rise across the
voltage divider and diode ZD.
13
Systems Operation
Capacitor (C) smooths the DC voltage. Resistor R7

insures the fast, precise switching of transistor T2
and T3. Resistor R7 also reduces switching losses.
Regulator Switched OFF
Temperature compensation diodes (4) adjust system

voltage according to ambient temperature. The charging voltage must be higher in cold weather than in hot
weather.
(+)
D+
B+
3
D+
R1
D3
R6
R2
R
3
DF
R7
1
T2
T3
ZD
C
R4
R5
D-
(-)
TWZ
TWT
B-
IDAS030B
Regulator Circuit Diagram (Switched OFF)
(1) Output stage. (2) Control stage. (3) Voltage divider.
(4) Temperature compensation diodes. (C) Capacitor.
When the system voltage finally exceeds the

regulator set value, diode ZD starts to conduct when
the breakdown voltage is reached. Current now flows
from D+ through resistors R1, R2 and diode ZD to the
base of transistor T1 which now conducts. Now the
voltage across the base of transistor T2 drops and
the base current stops flowing. Transistors T2 and T3
are turned off. The excitation circuit is now
interrupted. The alternator excitation is suppressed
and the output voltage drops again. The interruption
of the excitation current now generates a turn-off
voltage spike as a result of the induction in the
excitation winding (stored magnetic energy) which
could destroy transistors T2 and T3.
To prevent this, the decaying excitation current is
discharged through free wheeling diode D3, which is
connected in parallel with the excitation winding. As
soon as the alternator voltage has dropped below the
set value and diode ZD has returned to the nonconducting state, the excitation winding is switched
on again. This cycle (in which the excitation winding
is alternately supplied with voltage or is shortcircuited through diode D3) is repeated in periodic
sequence. The on/off ratio depends on the rotational
speed of the alternator and the load current
requirements of the system.
Bosch Alternators
14
Systems Operation
Problem 2: Alternator Charge Rate Is Low Or Not

Regular.
Probable Cause:
Troubleshooting

Troubleshooting can be difficult. Following is a list of
possible problems. To make a repair to a problem,
make reference to the probable cause.

Check the key groove in the pulley for wear. If the
groove is worn, install a new pulley. Tighten the
pulley nut to the correct torque. See Specifications.

give an indication of where a possible problem can
be and what repairs are needed. Sometimes more or
other repair work is needed beyond the
recommendations in the list. Remember that a
problem is not normally caused by one part, but by
the relation of one part with other parts. This list
cannot give all possible problems and probable
causes. The serviceman must find the problem and
its source, then make the necessary repairs.

Connections Defective:
Install a new regulator assembly.
5. Rectifier Is Defective:
Install a new rectifier.
6. Brushes Are Worn Or Dirty:
Install new brushes.
Troubleshooting Problem List

1. Alternator Does Not Charge.
Problem 3: Alternator Charges Too Much.
2. Alternator Charge Rate Is Low Or Not Regular.
Probable Cause:
3. Alternator Charges Too Much.

4. Alternator Is Noisy.
1. Alternator Or Regulator Has Loose Connections:

Tighten all connections to the alternator or
regulator.
Troubleshooting Problems
Install a new regulator assembly.
Problem 1: Alternator Does Not Charge.
Problem 4: Alternator Is Noisy.
Probable Cause:
Probable Cause:

1. Drive Belt For Alternator Is Worn Or Defective:

Install a new drive belt for the alternator.



Connections Are Defective:
3. Drive Belt And Drive Pulley For Alternator Are Not

In Alignment:
Make an adjustment to put the drive belt and drive
pulley in correct alignment.
4. Rotor Field Winding Or Regulator Is Defective:

Install a new rotor or regulator assembly.
Bosch Alternators
4. Alternator Bearings Are Worn:

Install new bearings in the alternator.
15
Testing and Adjusting
Alternator Output Test

FAULT CONDITIONS AND POSSIBLE CAUSES
Current At
Start-Up
Voltage After About

10 Min. Is Below Spec.
Voltage After About

10 Min. Is In Spec.
Voltage After About

10 Min. Is Above Spec.
Below Specification.
Repair alternator (defective

regulator, open stator phase,
and/or rectifier)
Reached Specification
and then tapered off.
Repair alternator
(defective regulator).
Alternator and battery in spec.

Turn on all accessories to verify.
Voltage must stay in spec.
Repair alternator
Exceeds Specification
and stays high.
Check battery.
Do alternator test again
if necessary
Alternator in spec.
Check battery.
Repair alternator
Also check battery
for possible damage.
Turn on all accessories.

If voltage drops below spec.,
repair alternator (open rectifier
and/or stator phase).
NOTE: The proper drive pulley is required for the correct alternator output.
Tools Needed
AC/DC Clamp-On Ammeter
5. The alternator output should stabilize within

approximately 10 minutes at full throttle (possible
longer, depending upon battery size, condition and
alternator rating). When operating correctly, the
alternator output voltage is:
12V System .......................................... 14.0 L 0.5V
1
1
Machine Test
If the alternator is NOT performing within specifications,

see the Fault Condition and Possible Causes chart.
1. Put the multimeter positive (+) lead on the B+

terminal of the alternator. Put the negative (-) lead
on the negative (-) terminal or frame of the
alternator. Put the clamp-on ammeter around the
positive output wire of the alternator.
6. The charging current during this period should

taper off the less than approximately 10 amps,
depending again upon battery and alternator
capacities. If the charging current does NOT
decrease as specified, see the Fault Conditions
and Possible Causes chart.
2. Turn off all electrical accessories. With the fuel off,

crank the engine for 30 seconds. Wait two minutes
to let the starting motor cool. If the system appears
to operate at the specifications, crank the engine
again for 30 seconds.
7. The K1 alternators are self-excited at high speeds.

For this reason, they are turned on by the battery,
through the ignition or key start switch, to start the
charging process at low speed. They are turned on
any time the ignition or key start switch is either in
the ON or START position.
NOTE: Cranking the engine for 30 seconds partially

discharges the batteries in order to do a
charging test. If batteries are already low in
charge, skip this step. Jump-start engine or
charge batteries as required.
8. On lift trucks, check the alternator light to make

sure its working properly. Also, if a machine is
jump started because the battery is too low, the
alternator may not have any output. This is
because the battery may be too low to send
current to the alternator. The alternator needs
current to start the charging process.
3. Start the engine and run at full throttle.

NOTE: Full throttle approximates the required drive
pulley speed of 5000 rpm.
4. Immediately check output current. When operating
correctly, this initial charging current is equal to or
greater than the full output current shown below:
8C5535.............................................................. 29A
Bosch Alternators
16
Regulator Test
Alternator Component Tests
If the alternator does not have the correct output, the

field can be grounded on the 8C5535 alternators.
This can be done on the machine to determine if the
regulator is bad. Do the procedure that follows:
Tools Needed
Regulator Test
TEST EQUIPMENT CHART

Quantity Symbol
Description
1
VPS 0 to 40V, 6A Variable Power Supply
2
V, A Digital Multimeter Or Equivalent
B+
D+
VPS
W
B
3
IDAS031B
FRAME GROUND
(IF ALTERNATOR DOES
NOT HAVE B - TERMINAL)
Alternator
(1) Jumper wire. (2) D+ terminal. (3) DF terminal.
IDAS032B
Test circuit For Regulator Test (K1 Shown)
1. Repeat Steps 1-3 of Machine Test. Ground the

field by connecting jumper wire (1) from D+ terminal
(2) to DF terminal (3) as shown. This calls for full
alternator output.
This test can be performed to determine an alternator

or regulator malfunction. This test does not cover all
of the failure possibilities, but verifies a few common
problems. See the Test Equipment Chart for the
equipment needed for this test.
2. If output is now within 10 amps of rated output, the

regulator is bad and must be replaced.
Alternator output voltage is regulated by controlling

field coil current. The regulator senses output voltage.
If the voltage is low, the regulator allows field current
flow and the voltage builds. When output voltage
exceeds the upper limit, field current is turned off. The
output voltage of a properly functioning alternator and
regulator is:
12V System ........................................ 14.0 L 0.5V
3. If output is not within 10 amps of rated output, the

alternator must be disassembled for component
testing. See Alternator Component Tests.
Bench Test
Put the alternator on an alternator test bench. The
maximum current output and regulated voltage
should be the same as shown in the machine test.
Bosch Alternators
The voltage should not vary more than approximately

0.3V during this process. This test measures voltage
when the regulator turns field current on and off and
determines if there is an open or short in the diode
trio (exciter diodes), field coil or regulator.
17
1. Connect variable power source (VPS) positive (+)

lead to the alternator B+ and D+ terminals as
shown. Connect VPS negative (-) lead to the
alternator B- terminal or frame ground.
Capacitor Test
2. Adjust the voltage of the VPS until ammeter (A)

first indicates current draw. Measure voltage (V)
and write this measurement down as turn-on
voltage. When correctly operating, the turn-on
voltage is:
12V System ...................................... 14.0 L 0.5V
3. Ammeter (A) reads field current. When correctly

operating, the field current is: See Specifications
for the K1, 12V alternators.
8C5535, Alternators ............ 3.8 to 4.1A at 14.0V
IDAS011C
Discharging Capacitor
(1) Capacitor mounting screw. (2) Capacitor lead.
NOTE: Divide the voltage that first indicates field

current by rotor field winding resistance as
shown in specifications. This will give the
correct field current that should be seen on
ammeter (A).
1. Disconnect capacitor lead (2) from its terminal on

the back of the alternator. Remove the plastic
housing from lead (2) that surrounds the clip.
4. If ammeter (A) indication is zero amps, the rectifier

or field coil or regulator are open. If ammeter (A)
indication is too high (see Step 2), the field coil
may be shorted. The regulator is also bad if the
turn-on voltage is not:
12V System ...................................... 14.0 L 0.5V
2. Touch lead (2) to the capacitor mounting screw (1).

This discharges the capacitor.
NOTE: Each time this test is done, the capacitor must
be discharged.
5. If the measurements in Steps 3 and 4 are correct,

go to Step 6. If they are not correct, the alternator
and/or regulator are bad.
6. Adjust VPS to the turn-on voltage as measured in
Step 2. Slowly increase the voltage until ammeter
(A) indicates zero amps. Write this voltage down
as turn-off voltage.
7. The difference between the turn-off and turn-on

voltages must be no more than 0.3V. A larger
value indicates a regulator malfunction. Also,
ammeter (A) should drop sharply to zero amps.
If not, the regulator is faulty.
IDAS012C
Capacitor Test
(1) Capacitor mounting screw. (2) Capacitor lead.
8. If the alternator and regulator meet all test

requirements and there is still a problem, do the
additional component tests that follow.
3. Put the multimeter on the 20M resistance ()

scale. Connect one multimeter lead to capacitor
lead (2). Touch the other lead to capacitor
mounting screw (1).
4. There should be a very low resistance for a short
period of time. Then resistance should stabilize
above 100,000 ohms (meter reading 0.10 or
greater).
5. If the reading is not correct, replace the capacitor.
Bosch Alternators
18
Rotor Field Winding Tests
2. Both readings should be 100,000 ohms or greater

(meter reading 0.10 or greater).
Rotor Field Winding Continuity Test
3. If the meter reading is low, the rotor is grounded

and must be replaced.
3
Stator Tests
Stator Winding Continuity Test
5
6
IDAS013C
Rotor Field Winding Continuity Test

1. Put the multimeter on the 200 ohm resistance ()

scale. Touch the meter leads to each slip ring (4)
on rotor (3) as shown.
IDAS015C
Stator Winding Continuity Test
(5) Stator. (6) Stator leads.
2. The resistance values should be as follows.

See specifications for the K1, 12V alternators.
8C5535, Alternators ................... 3.4 to 3.7 ohms
Tools Needed
Ohmmeter capable of measuring
less than 0.1 ohms.
3. If the resistance is not correct, the rotor is open or

shorted and must be replaced.
Rotor Field Winding Ground Test

scale. Connect the meter leads between each pair
of stator leads (6) of stator (5) for a total of three
readings.
2. The resistance values should be as follows.

See Specifications for the K1, 12V alternators
8C5535 Alternators ......................... 14 to 15 ohms
3. If the resistance is not correct, the stator is open or

shorted and must be replaced.
IDAS014C
Rotor Field Winding Ground Test

scale. Touch the meter leads between each slip
ring (4) and the rotor shaft.
Bosch Alternators
19
Negative Diode Check
Stator Winding Ground Test

3
6
IDAS018C
IDAS016C
Stator Winding Ground Test
(5) Stator. (6) Stator leads.
Negative Diode Check

(8) Negative (-) diode.

scale. Connect one meter lead to each stator lead
(6) and touch the other meter lead to the stator
frame.
1. Put the multimeter on the diode scale. Connect the

meter leads between each negative (-) diode (8)
and the surface of the rectifier that is not painted.
The negative diodes are silver.
2. The resistance value should be 100 000 ohms or

greater (meter reading 0.10 or greater).
2. Note the meter reading and reverse the meter

leads.
3. If the meter reading is low, the stator is grounded

and must be replaced.
3. One reading should be OL and the other .4 to .9

volts. If both readings are OL or low (0 to .1 volts),
the diode is open or shorted and the rectifier must
be replaced.
Rectifier Tests
Positive Diode Check
Exciter Diode Check
IDAS017C
IDAS019C
Positive Diode Check

(7) Positive (+) diode.
Exciter Diode Check

(7) Positive (+) diode. (9) Exciter diodes connection.

meter leads between each positive (+) diode (7)
and the B+ stud. The positive diodes are black.

meter leads between exciter diodes connection (9)
and each positive (+) diode (7) (three of them).
2. Note the meter reading and reverse the meter leads.
2. Note the meter reading and reverse the meter leads.

the diode is open or shorted and the rectifier must
be replaced.

the exciter diode is open or shorted and the
rectifier must be replaced.
Bosch Alternators
20
Brush Tests
Brush Length Check
Brush Continuity Test
11
10
10
IDAS020C
IDAS033B
Brush Continuity Test
(10) Positive (+) brush. (11) Terminal.
Brush Length Check

(10) Brush. (X) Brush length.

scale. Touch the meter leads between positive (+)
brush (10) and terminal (11).
1. Measure the length of brushes (10) on the longest

side. Brush length (X) should be as follows.
2. The meter reading should be .1 to .3 ohms. If the

resistance is not correct, the positive (+) brush is
open or shorted and the brushes must be
replaced.
New length:
K1, 12V alternators ....17.0 mm (.67 in)
Minimum length:
K1, 12V alternators ......11.5 mm (.45 in)
Brush Ground Test
2. If the brushes are worn near or below the minimum

length, replace them.
11
12
IDAS021C
Brush Ground Test
(11) Terminal. (12) Negative (-) brush.

scale. Touch the meter leads between negative (-)
brush (12) and terminal (11).
2. The meter reading should be 100,000 ohms or
greater (meter reading 0.10 or greater). If the
resistance is low, the brush is grounded and the
brushes must be replaced.
Bosch Alternators
21
Testing and Adjustinga
Disassembly and Assembly

6
Alternator
NOTE: The disassembly and assembly that follows is
of a K1, 12V alternator. The other alternators
are similar.
IDAS024C
Disassemble Alternator
Start By:
4. Mark the front and rear frame assemblies for

proper assembly. Remove four screws (6) (one
has a nut on it on the back of the alternator).
a. remove alternator
5. Separate the front frame and rotor assembly from

the rear frame and stator assembly. Watch for the
wave washer, at the back of the rear frame
assembly, to fall out.
7
2
3
IDAS022C
1. Remove the two screws and regulator (1).

2. Disconnect capacitor lead (2) from the back of the
alternator. Remove the screw and capacitor (3).
IDAS025C
6. Remove four screws (7) and rotor (8) from the front
frame.
5
4
IDAS023C
3. Remove the pulley nut, washer, pulley (4), fan (5)

and the key from the rotor shaft.
Bosch Alternators
22
17
9
10
IDAS026C
11
IDAS029C
7. Remove spacer (10) and front bearing (11), with a

suitable puller. Remove bearing cover (9) from the
rotor.
10. Remove three screws (17). Remove the stator and

rectifier assembly from the rear frame. Remove the
remaining insulators from the terminal studs.
18
12
13
19
IDAS027C
IDAS030C
8. Remove rear bearing (12) with a suitable puller.

Unsolder both rotor winding leads from slip ring
(13). Remove slip ring (13) with a suitable puller.
11. Unsolder the three stator leads and separate

rectifier (18) from stator (19).
14
15
16
IDAS028C
9. Remove terminal nuts (14), (15) and (16). Remove

all of the washers and insulators.
Bosch Alternators
23
18
19
19
18
11
12
13
20
IDAS032C
2. Position the insulators on the rectifier terminal studs.

Position rectifier (18) and stator (19) into the rear
frame, and install the three screws. Install the terminal
insulators, washers and nuts. Position wave washer
(20) into the bearing bore of the rear frame.
IDAS034B
K1 Alternator
(1) Regulator. (4) Pulley. (5) Fan. (6) Screws. (8) Rotor.
(9) Bearing cover. (11) Front bearing. (12) Rear bearing.
(13) Slip ring. (18) Rectifier. (19) Stator.
12
Assemble Alternator
13
18
IDAS033C
3. Install slip ring (13) on the rotor. Connect and

solder the rotor leads to the slip ring. Install rear
bearing (12).
19
IDAS031C
1. Connect and solder stator (19) leads to the positive

(+) diodes of rectifier (18).
9
10
IDAS034C
11
4. Install bearing cover (9), front bearing (11), and

spacer (10) on the rotor.
Bosch Alternators
24
IDAS035C
IDAS037C
5. Install rotor (8) and the four screws into the front
frame.
21
7. Install the key, fan (5), pulley (4), washer and

pulley nut.
22
IDAS036C
IDAS038C
6. Assemble front frame and rotor assembly (22) into

rear frame and stator assembly (21). Make sure
the wave washer is in the rear frame bearing bore.
Align the front and rear frame marks made at
disassembly for correct assembly.
Install the four screws.
8. Install the capacitor and connect capacitor lead (2)

to the back of the alternator.
9. Install regulator (1).
End By:
a. install alternator
Bosch Alternators
25
SB4310E00
May. 2007
Service Manual
B3.3 Diesel Engine
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
D20S-3, D25S-3, D30S-3, D32S-3, D33S-3
D20G, D25G, D30G

Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety
rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an
accident occurs. A person must be alert to potential hazards. This person should also have the necessary training,
skills and tools to perform these functions properly.
Basic safety precautions are listed in the Safety section or the Service or Technical Manual. Additional safety
Specific safety warnings for all these publications are provided in the description of operations where hazards exist.
WARNING labels have also been put on the product to provide instructions and to identify specific hazards. If
these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this
publication and on the product labels are identified by the following symbol.
WARNING
in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and
understood the operation, lubrication, maintenance and repair information.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is safe for you and
others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication,
maintenance or repair procedures you choose.
items can change at any time. These changes can affect the service given to the product.
Obtain the complete and most current information before starting any job. DOOSAN dealers have the most
current information available.
Index
Excessive Noise (Continued) ............................... 45

Engine Vibration Excessive .................................. 46
Introduction
Complete Engine
About the Manual....................................................... 5
How to Use the Manual.............................................. 5
Symbols ..................................................................... 6
Illustrations................................................................. 7
Engine Identification
Engine Identification................................................... 8
Engine Dataplate .................................................... 8
Specifications............................................................. 9
Engine Diagrams ..................................................... 10
Engine Views ........................................................ 10
Troubleshooting Symptoms
Troubleshooting Symptoms ..................................... 21
Procedures and Techniques .................................... 21
Troubleshooting Symptoms Charts.......................... 21
Engine Acceleration or Response Poor................ 22
Engine Acceleration or Response Poor (Continued)
.............................................................................. 23
Engine Will Not Crank or Cranks Slowly............... 24
Engine Will Not Crank or Cranks Slowly (Continued)
.............................................................................. 25
Engine Cranks But Will Not Start
(No Exhaust Smoke)............................................. 26
Engine Difficult to Start or Will Not Start
(Exhaust Smoke) .................................................. 27
Engine Difficult to Start or Will Not Start
(Exhaust Smoke) (Continued) .............................. 28
Engine Has Poor Respones ................................. 29
Engine Stops During Operation ............................ 30
Engine Runs Rough or Misfires ............................ 31
Engine Power Output Low .................................... 32
Engine Power Output Low (Continued) ................ 33
Excessive Exhaust (Black Smoke) ....................... 34
Excessive Exhaust (White Smoke)....................... 35
Lubricating Oil Consumption Excessive ............... 36
Lubricating Oil Contaminated ............................... 37
Fuel consumption Is Excessive ............................ 38
Coolant Contamination ......................................... 39
Coolant Loss......................................................... 40
Lubricating Oil Pressure Is Low ............................ 41
Oil Level Rises...................................................... 42
Coolant Temperature above Normal .................... 43
Excessive Noise ................................................... 44
Diesel Engine
Complete Engine ..................................................... 47

Engine Disassembly ............................................. 47
Engine Assembly.................................................. 66
Engine System
Engine System......................................................... 95
Bearing, Connecting Rod ..................................... 95
Bearing, Main ..................................................... 100
Bearing, Thrust ................................................... 105
Camshaft ............................................................ 107
Camshaft Bushings ............................................ 110
Camshaft Gear ................................................... 112
Connecting Rod.................................................. 113
Crankshaft .......................................................... 120
Crankshaft Gear, Front....................................... 125
Crankshaft Pulley ............................................... 126
Crankshaft Seal, Front........................................ 128
Crankshaft Seal, Rear ........................................ 129
Cylinder Block..................................................... 130
Gear Cover, Front............................................... 134
Idle Gear, Camshaft ........................................... 136
Piston.................................................................. 139
Piston Rings ....................................................... 142
Piston and Connecting Rod Assembly ............... 146
Gear Train Backlash, Front ................................ 156
Camshaft Thrust Bearing.................................... 157
Cylinder Head ........................................................ 158
Rocker Levers........................................................ 164
Adjusting Valve Clearance ................................. 164
Rocker Levers Assembly ....................................... 166
Rocker Lever Cover............................................... 169
Push Rods or Tubes .............................................. 170
Tappet.................................................................... 171
Complete Engine ................................................... 173
Measuring Compression Pressure ..................... 173
Testing and Adjusting the Fan Belt Tansion....... 175
Fuel System........................................................... 176
Fuel Injection Pump, Rotary ............................... 176
Injector ................................................................... 181
Testing................................................................ 181
Lubricating System ................................................ 186
Measuring Oil Pressure ...................................... 186
Lubricating Oil Cooler (If equipted)..................... 186
Lubricating Oil Pressure Regulator (Main Rifle) . 188
3
Index
Lubricating Oil Suction Tube (Block-Mounted) ... 191

Cooling System...................................................... 192
Coolant Thermostat ............................................... 194
Coolant Thermostat Housing ................................. 195
Cooling System...................................................... 196
Cooling System Diagnostics .................................. 199
Engine Compression.............................................. 205
Specifications
Specifications......................................................... 208
Valves, Valve Guides, and Springs .................... 208
Rocker Arm Shaft, Push Rod and Tappets......... 209
Cylinder Head ..................................................... 210
Cylinder Block..................................................... 211
Camshaft and Camshaft Bushing ....................... 212
Crankshaft .......................................................... 213
Timing Gear ........................................................ 214
Flywheel.............................................................. 215
Cylinder............................................................... 216
Piston.................................................................. 217
Connecting Rod, Piston Ring and Piston Pin ..... 218
Oil Pump ............................................................. 219
Regulator Valve .................................................. 220
Thermostat.......................................................... 221
Capscrew Markings and Torque Values............. 222
Capscrew Markings and Torque Values - Metric 222
Capscrew Markings and Torque Values - U.S.
Customary .......................................................... 223
Fraction, Decimal, Millimeter Conversions ......... 224
Newton-Meter to Foot-Pound Conversion Chart 225
Pipe Plug Torque Values .................................... 225
Tap-Drill Chart - U.S. Customary and Metric ...... 226
Weight and Measures - Conversion Factors ...... 227
Special Tools
Special Tools ......................................................... 228
Diesel Engine
Index
About the Manual

This Troubleshooting and Repair Manual is intended to aid in determining the cause of engine-related problems
and to provide recommended repair procedures.
The material in this manual covers all Signature engines. The manual is divided into sections. Each section is
equivalent to a group used in Cummins filmcard system. Some sections contain reference numbers and
procedure numbers. Reference numbers provide general information, specifications, diagrams, and service tools
where applicable. Procedure numbers are used to identify and reference specific repair procedures for correcting
the problem.
This manual is designed so the troubleshooting trees are used to locate the cause of an engine problem. The
troubleshooting trees then direct the user to the correct repair procedure. The repair procedures within a section
are in numerical order. However, the repair steps within a given procedure are organized in the order the repair
must be performed, regardless of the numerical order of the steps. The user must use the Section Contents pages
or the Index at the back of the manual to locate specific topics when not using the troubleshooting trees.
How to Use the Manual

This manual is organized to provide an easy flow from problem identification to problem correction. A list of
troubleshooting symptoms containing the most common engine problems is in the Troubleshooting Symptoms,
Section TS. The manual is designed to use the Troubleshooting Symptoms as a guide to locating the problem and
directing the end user to the correct procedure for making the repair. Complete the following steps to locate and
correct the problem.
(Step 1)
(Step 2)
(Step 3)
(Step 4)
Diesel Engine
Locate the symptom on the Section Contents pages of Section TS.

Reference to the page number where the Troubleshooting Symptom Tree is
found is made to the right of the symptom tree title.
The left column of boxes in the Troubleshooting Symptom Charts indicates a
probable cause of the problem, starting at the top with the simplest and easiest to
repair, and continuing downward to the most difficult.
The right column of boxes provides a brief description of the corrective action with
a reference number to the correct procedure used to make the repair.
Locate the probable cause in the left column; then turn to the procedure
referenced in the right column.
The Troubleshooting Symptom Charts are based on the following assumptions:
1. The engine has been installed according to the manufacturer's specifications.
2. The easiest repairs are done first.
3. "Generic" solutions cover problems with the most common applications and
original equipment manufacturer (OEM).
Introduction
Symbols
The following symbols have been used in this manual to help communicate the intent of the instructions. When
one of the symbols appears, it conveys the meaning defined below:
WARNING Serious personal injury or extensive property damage can result if the
warning instructions are not followed.
CAUSION Minor personal injury can result or a part, an assembly or the engine can be
damaged if the Caution instructions are not followed.
Indicates a REMOVAL or DISASSEMBLY step.
Indicates an INSTALLATION or ASSEMBLY step.
INSPECTION is required.
CLEAN the part or assembly.
PERFORM a mechanical or time MEASUREMENT.
LUBRICATE the part or assembly.
Indicates that a WRENCH or TOOL SIZE will be given.
TIGHTEN to a specific torque
PERFORM an electrical MEASUREMENT.
Refer to another location in this manual or another publication for additional information.
The component weighs 23kg [50lb] or more. To avoid personal injury, use a hoist or get
assistance to lift the component.
Diesel Engine
Introduction
Illustrations
Some of the illustrations throughout this manual are
generic and will not look exactly like the engine or
parts used in your application. The illustrations can
contain symbols to indicate an action required and an
acceptable or not acceptable condition.
th8sesa
The illustrations are intended to show repair or

replacement procedures. The procedure will be the
same for all applications, although the illustration can
differ.
Ca8vagc
Diesel Engine
Introduction
Engine Dataplate
The engine dataplate shows specific information
about the engine. The engine serial number (ESN)
and control parts list (CPL) provide information for
ordering parts and for service needs.
NOTE:
The engine dataplate must not be changed

unless approved by Cummins Engine
Company, Inc.
00900248
00900249
Diesel Engine
Specifications
Performance
Rated Power
Max Torque
Torque Rising
BSFC
Low Idle rpm
High Idle rpm
kW(PS)
Nm(kgf-m)
@Rated Power
@Max Torque
@Dynamo
@Truck
@Dynamo
@Truck
g/kWh
g/kWh
rpm
rpm
rpm
rpm
D20/25/30/32/33S-3
D20/25/30G-3
43.4 (59) @ 2200 rpm
202 (20.6) @ 1600 rpm
7.4 % for 2200rpm rating
227 @2200rpm
219 @1600rpm
2500 25
2470 50
800 25
770 25
General Engine Data

Engine Weight (Dry) Less Flywheel and Electronics
Compression Ratio
Bore
Stroke
Displacement
Firing Order
Intake
Valve Clearance:
Exhaust
Rotation Viewed from the Front of the Engine
Naturally Aspirated
245 kg [540 lb]
18.8
95 mm [3.74 in]
115 mm [4.528 in]
3.26 liters [199 in]
1-2-4-3
0.35 mm [0.014 in]
0.50 mm [0.020 in]
Clockwise
Lubrication System
Regulating Valve Opening Pressure
Total System
Standard Oil Pan Only
Lubricating Oil Pressure at Idle (Minimum Allowable)
Lubricating Oil Pressure at Rated (Minimum Allowable)
Oil Filter Differential Pressure to Open Bypass Valve
Number of liters [qt] from Low to High
Naturally Aspirated
490 kPa [71 psi]
7.5 liters [8.0 qt]
7.0 liters [7.4 qt]
69 kPa [10 psi]
245 kPa [35 psi]
98 kPa [14 psi]
1.5 liters [1.6 qt]
Cooling System
Coolant Capacity (Engine Only )
Standard Modulating Thermostat Start
Range:
Fully Open
Maximum Pressure Cap @ Sea Level
Naturally Aspirated
4.5 liters [4.75 qt]
82 C [180 F]
95 C [203 F]
50 kPa [7 psi]
Air Induction System

Maximum Allowable Intake Restriction at Rated Speed and
Load with Dirty Filter Element
Naturally Aspirated
762 mm H2O
[30 in H2O]
Exhaust System
Maximum Allowable Exhaust Restriction at Rated Speed and
Load with Dirty Filter Element
Naturally Aspirated
75 mm Hg
[3 in Hg]
Lubricating Oil Capacity:
Fuel System
Maximum Allowable Restriction to the Fuel Transfer Pump
or Filter Head Must Not Exceed
Maximum Allowable Return Line Restriction Must Not Exceed
Inlet Pressure to the Injection Pump Range
Naturally Aspirated
75 mm Hg
[3 in Hg]
190.5 mm Hg
[7.5 in Hg]
0.00 kPa [0.00 psi] to 39.0 kPa [5.00 psi]
Electrical System
Naturally Aspirated
Minimum Recommended Battery
12-VDC Starter
550 CCA
Capacity with Light Accessories*:
Minimum Recommended Battery
12-VDC Starter
730 CCA
Capacity with Heavy
Accessories**:
Maximum Allowable Resistance of
12-VDC Starter
0.0012 ohms
the Starting Circuit:
*Typical light accessories include: Alternator, small steering pump, and disengaged clutch.
**Typical heavy accessories include: Hydraulic pump and torque converter.
Diesel Engine
Engine Diagrams
Engine Views
The following illustrations show the locations of the major external engine components, filters, and other service
and maintenance points. Some external components will be at different locations for different engine models.
Intake Side
(Naturally Aspirated)
00900138
1.
2.
3.
4.
Intake Manifold
Starting Motor
Fuel Injection Pump
Crankshaft Pulley
Diesel Engine
5. Fan
6. Fuel Filter
7. Oil Fill Cap.
10
Exhaust Side
00900139
1. Oil Fill Cap

2. Thermostat Housing
3. Alternator
Diesel Engine
4. Dipstick
5. Oil Filter
6. Exhaust Manifold.
11
Front View
00900140
Rear View
00900141
Diesel Engine
12
Exhaust Side
00900146
1.
2.
3.
4.
5.
6.
7.
Oil Strainer
Oil Pump
Oil Cooler (Optional)
Regulator Valve
Oil Filter
Safety Valve
Crankshaft
Diesel Engine
8. Camshaft
9. Piston
10. Intake and Exhaust Valve
11. Rocker Arm
12. Timing Gear
13. Cooling Water.
13
Oil Pump
00900148
1.
2.
3.
4.
5.
6.
7.
Bushing
Gear Drive (number of teeth: 7)
Pump cover
Oil Pump Drive Gear (number of teeth: 22)
Driveshaft
Drivenshaft
Driven Gear (number of teeth: 7)
8. Regulator Valve
9. Valve Spring.
Oil pump
Type: Gear Type
Gear drive number of teeth (7)
Oil pump drive gear number of teeth (22)
Driven gear number of teeth (7)
Pump Speed: Engine Speed x 1.182.
Regulator Valve
Set Pressure: 490 50kPa [71 7psi].
Diesel Engine
14
Fuel System
05900870
1.
2.
3.
4.
5.
Fuel supply from tank

Hand priming pump
Fuel filter
Water in fuel sensor
Fuel pump
Diesel Engine
6. Fuel shutoff solenoid

7. High-pressure fuel line
8. Injector
9. Fuel drain manifold
10. Fuel return to tank.
15
Fuel Injection Pump
00900150
1. Pump Holder
2. Fuel Injection Pump Drive Gear
(number of teeth: 52)
3. Drive Shaft
4. Fuel Injection Pump (Body)
5. Fuel Filter
6. Fuel Injection Pipe (No. 1)
10. Spill Tube
Diesel Engine
A. Fuel Inlet (from Fuel Tank)

B. To. Fuel Tank
C. To Fuel Injection Pump
D. To Fuel Injection Nozzle.
Fuel Injection Pump
Maker: Zexel
Type: VE
Lubrication Method: Forced Lubrication with Fuel
Governor
Type: Mechanical, All-speed Type.
16
Fuel Injection Nozzle

00900151
1.
2.
3.
4.
5.
6.
7.
8.
9.
Fuel Drain Line Connector

Nozzle Holder
Adjusting Shim
Nozzle spring
Spring seat
Intermadiate Plate
Nozzle Body
Retaining Nut
Needle.
Diesel Engine
A. Fuel Inlet (from injection pump)

B. Fuel Injection (to cylinder)
C. Fuel Return (to fuel tank).
Fuel Injection Nozzle
Maker: Zexel
Injection Pressure: 40 MPa
Adjustment of Injection Pressure: By Shim.
17
Cooling System
00900147
1.
2.
3.
4.
5.
Radiator
Thermostat
Water Temperature Gauge
Water Pump
Water Manifold
Diesel Engine
6. Cylinder Head
7. Piston
8. Cylinder Block
9. Oil Cooler (optional).
A. From Oil Pump (oil).
18
Air Intake System

00900227
1.
2.
3.
4.
Filtered Air
Air Heater
Intake Manifold
Intake Valve Port.
Diesel Engine
19
Exhaust System
00900232
1. Exhaust Valve Port

2. Exhaust Manifold
Diesel Engine
20
Procedures and Techniques
A thorough analysis of the customer's complaint is the key to successful troubleshooting. The more information
known about a complaint, the faster and easier the problem can be solved.
The Troubleshooting Symptom Charts are organized so that a problem can be located and corrected by doing the
easiest and most logical things first. Complete all steps in the sequence shown from top to bottom.
It is not possible to include all the solutions to problems that can occur; however, these charts are designed to
stimulate a thought process that will lead to the cause and correction of the problem.
Follow these basic troubleshooting steps:
Get all the facts concerning the complaint
Analyze the problem thoroughly
Relate the symptoms to the basic engine systems and components
Consider any recent maintenance or repair action that can relate to the complaint
Double-check before beginning any disassembly
Solve the problem by using the symptom charts and doing the easiest things first
Determine the cause of the problem and make a thorough repair
After repairs have been made, operate the engine to make sure the cause of the complaint has been
corrected
Troubleshooting Symptoms Charts

Use the charts on the following pages of this section to aid in diagnosing specific engine symptoms. Read each
row of blocks from top to bottom. Follow through the chart to identify the corrective action.
Diesel Engine
21
Engine Acceleration or Response Poor

This is symptom tree T-033
Cause
Correction
Fuel level is low in the tank
Fill the supply tank. Refer to the OEM service

manual.
OK
Check the vehicle brakes for dragging,
transmission malfunction, cooling fan operation
cycle time, and engine-driven units.
Vehicle parasitics are excessive

OK
Check the fuel lines, fuel connections, and fuel

filters for leaks. Check the fuel lines to the
supply tanks.
Fuel leak
OK
Fuel inlet restriction
Check for fuel inlet restriction.
OK
The pump output pressure. Replace the fuel lift
pump if necessary.
Fuel lift pump is malfunctioning

OK
Fuel pump overflow valve is malfunctioning
Check the overflow valve.
OK
Check for air in the fuel system. Repair source
of leak and bleed air from the system.
Air in the fuel system

OK
Check the air intake system for restriction.

Clean or replace the air filter and inlet piping as
necessary.
Air intake system restriction is above

specification
OK
Inspect the air intake and exhaust systems for

air leaks.
Air intake or exhaust leaks

OK
Exhaust brake adjustment is not correct
Check the exhaust brake adjustment.
OK
(Continued)
Diesel Engine
22
Engine Acceleration or Response Poor (Continued)

Correction
Cause
Exhaust system restriction is above
specification
OK
Check the exhaust system for restriction.
Perform a pop test on the injector(s).
Injector is malfunctioning
OK
Correction
Fuel grade is not correct for the application or

the fuel quality is poor.
OK
Operate the engine from a tank of high-quality

fuel.
Check the fuel supply line from the fuel pump to

the cylinder head for sharp bends that can
cause restriction.
Fuel supply line restriction between the fuel

pump and the injection.
OK
Analyze the oil and inspect the filters to locate

an area of probable damage.
Internal engine damage
Diesel Engine
23
Engine Will Not Crank or Cranks Slowly

This is symptom tree T-078.
Cause
Correction
Battery cables or connections are loose,

broken, or corroded (excessive resistance)
OK
Check the battery cables and connections.
Battery cables are not the correct gauge or

length
OK
Replace the battery cables with larger gauge or

shorter length cables.
Battery capacity is below specification
Replace the batteries if necessary.
OK
Check the starter interlock devices. Refer to the
starter service manual.
Starter interlock devices engaged

OK
Check the batteries and the unswitched battery

supply circuit.
Battery voltage is low

OK
Engine-driven units are engaged
Disengage engine-driven units.
OK
Starting circuit component is malfunctioning
Refer to the electric schematic.
OK
Remove the starting motor, and inspect the
gear. Refer to starter manual.
Starting motor pinion or ring gear is damaged

OK
Lubricating oil does not meet specifications for
operating conditions
OK
Change the oil and filters.
Install an oil pan heater, or drain the oil and fill

the system with warm oil.
Lubricating oil temperature is below 20

OK
Remove the injectors and rotate the crankshaft.

Look for the source of fluid in the cylinder.
Hydraulic lock in a cylinder

OK
(Continued)
Diesel Engine
24
Engine Will Not Crank or Cranks Slowly (Continued)

Cause
Correction
Lubricating oil level is above specification
Check the oil level. Verify the dipstick

calibration and oil pan capacity. Fill the system
to the specified level.
OK
Analyze the oil and inspect the filters to locate
an area of probable damage.
Internal engine damage
Diesel Engine
25
Engine Cranks But Will Not Start (No Exhaust Smoke)

Cause
Correction
Fuel level low in the tank
Fill the supply tank.
OK
Improper fuel is being used
Drain fuel and replace with correct fuel.
OK
Clogged fuel tank air breather hole
Clean the fuel tank breather.
OK
Engine does start when voltage is applied to
the fuel cut solenoid valve
OK
Troubleshoot and repair the circuit wiring.
Engine does not start when voltage is applied

to the fuel cut solenoid valve
OK
Replace the fuel cut solenoid valve.
Clogged prefilter
Clean the prefilter.
OK
Clogged fuel filter or strainer
Clean or replace the fuel filter or strainer.
OK
Clogged or leaking fuel piping
Clean and repair the fuel piping.
OK
Feed pump is damaged or seized
Replace the feed pump.
OK
Injector are plugged
Replace the injectors.
OK
Injection pump driveshaft or driveshaft key is
damaged
Diesel Engine
Repair or replace the injection pump.
26
Engine Difficult to Start or Will Not Start (Exhaust Smoke)

Cause
Correction
Starting aid malfunctioning or heater mount

Does not become warm
OK
Replace the starting aid.
Crank speed is too slow (minimum crank

Speed: 150 rpm)
OK
Verify drive units are not engaged. Check the

Battery and recharge or replace.
Drain fuel and replace with correct fuel.
OK
Clogged air cleaner element
Clean or replace the air cleaner element.
OK
Clogged prefilter
OK
OK
Leakage, clogging, air in fuel system
Repair and clean the fuel filter or strainer.
OK
Injection pump timing is incorrect
Retime the injection pump.
OK
(Continued)
Diesel Engine
27
Engine Difficult to Start or Will Not Start (Exhaust Smoke) (Continued)
Cause
Correction
Overhead adjustments are not correct
Measure and adjust the overhead settings.
OK
Inspect the rocker levers, rocker shafs, and
valve for excessive damage. Replace as
necessary.
Overhead components are damaged

OK
Replace the defective or clogged injection

nozzle
Defective or clogged injection nozzle

OK
Injection pump is malfunctioning
OK
Worn piston ring or cylinder resulting in low
compression
Diesel Engine
Replace the worn piston ring or cylinder.
28
Engine Has Poor Respones

Cause
Correction
Clean or replace the air cleaner element
OK
OK
Clogged prefilter
OK
Clean and repair the fuel piping
OK
Clean and adjust the overhead settings.
OK
OK
Defective contact of valve or valve seat
Resulting in low compression
OK
Replace the cylinder head.

nozzle.

OK
OK
Compression
Diesel Engine
29
Engine Stops During Operation

Cause
Correction
Chassis powertrain is damaged or overloaded
Refer to the OEMs service manuals.
OK
OK
OK
Clogged prefilter
OK
Clean and or replace the fuel filter or strainer.
OK
OK
Feed pump piston is damaged or seized
OK
Inspect the rocker levers, rocker shafts, and
valves for excessive damage. Replace as
necessary.

OK
Replace the injection pump.
OK
Gear train damaged or seized
Refer to OEMs service manuals.
OK
Piston or connecting rod is damaged
Replace damaged piston or connecting rod.
OK
Crankshaft bearing is damaged
Diesel Engine
Replace damaged crankshaft bearing.
30
Engine Runs Rough or Misfires

Cause
Correction
OK
OK
Low idle speed is adjusted too low
Adjust the low idle speed.
OK
Clogged prefilter
OK
OK
Line between the fuel tank and feed pump
are clogged or have air in them
OK
Clean and repair the lines.
Line between the feed pump and the injector

nozzle are clogged or have air in them
OK
Clean and repair the lines.
Diesel Engine
31
Engine Power Output Low

Cause
Correction
Drain and replace the fuel with the correct fuel.
OK
Clean or replace the air cleaner element.
OK
OK
Full throttle can not be achieved because the
fuel lever linkage is bent or not adjusted
correctly
OK
Repair or adjust the fuel lever linkage.
Clogged prefilter
OK
Clean and or replace the fuel filter or strainer.
OK
OK
Feed pump is defective
OK
OK
(Continued)
Diesel Engine
32
Engine Power Output Low (Continued)
Cause
Correction
Defective contact of valve or seat

Resulting in low compression
OK
Replace the cylinder head.

nozzle.

OK
OK
compression
Diesel Engine
33
Excessive Exhaust (Black Smoke)

Cause
Correction
Engine is overloaded
Check for added loading from malfunctioning

accessories or driven units, brakes dragging,
and other changes in vehicle, vessel, or
equipment loading.
OK
Inspect the air cleaner element. Replace as
needed.
Plugged air filter

OK
Exhaust system restriction
Check the exhaust system for any restrictions.
OK
Intake air leak between turbocharger and
cylinder head
OK
Inspect for air leaks.
Check and correct any leaks in the exhaust

manifold gaskets. Check for a cracked exhaust
manifold.
Exhaust leaks at the manifold

OK
Clogged nozzles
Clean the nozzles.
OK
Throttle lever, return spring, linkage or air
throttle cylinder damaged or improperly
adjusted
OK
Check for proper operation of components.
Worn piston rings (blue smoke)
Check piston rings. Replace as needed.
OK
Fuel injection timing is not correct
Diesel Engine
Check the fuel pump timing
34
Excessive Exhaust (White Smoke)

Cause
Correction
Starting procedure is not correct
Verify the correct starting procedure. Refer to

Procedure (Normal Starting Procedure) in the
Operation and Maintenance Manual.
OK
Coolant temperature is below specification or
the intake manifold air temperature is below
specification
OK
Check the air heater or warm the coolant water

by heater core.
Verify by operating the engine from a temporary

supply of number 2 diesel fuel. Check fuel
specifications for proper fuel grade.
Poor fuel quality or wrong fuel grade

OK
Put the engine at top dead center. Check and

adjust the fuel timing.
Fuel injection pump timing is not correct

OK
Check to see if an extra sealing washer is

installed under injector. Remove any additional
sealing washer. Only one is required.
Injector sealing washer not correct

OK
Remove and test the injectors. Replace as

necessary.
Injectors worn or malfunctioning

OK
Coolant is leaking into the combustion chamber

(If equipted)
Refer to the Coolant Loss Internal symptom

tree.
OK
Remove the fuel injection pump. Check the

calibration of the fuel injection pump.
Fuel injection pump is malfunctioning.
Diesel Engine
35
Lubricating Oil Consumption Excessive

Cause
Correction
Lubricating oil leak (external)
Inspect the engine the external oil leaks.

Tighten the capscrews, pipe plugs, and fittings.
Replace the gaskets if necessary.
OK
Intake system is contaminated with dust
Remove and clean intake manifold.
OK
Dipstick is not calibrated correctly
Verify the dipstick is correctly marked.
OK
Breather or breather hose is clogged
Clean the breather and breather hose.
OK
Rear crankshaft seal or seal surface is
damaged
OK
Repair or replace seal and surface.
Valve stem, guide, or seal is damaged
Repair or replace the damaged component.
OK
Replace the worn or broken piston ring or
cylinder.
Worn or broken piston ring or cylinder
Diesel Engine
36
Lubricating Oil Contaminated

Cause
Correction
Breather or breather hose is clogged
Clean the breather and breather hose.
OK
Lubricating oil filter is clogged
Replace the filter.
OK
Refer to Exhaust Gas Is Black (Incomplete
Combustion).
Exhaust gas is black

OK
Defective contact of valve or valve seat
resulting in low compression
OK
Repair the valve or valve seat.

Compression
Diesel Engine
37
Fuel consumption Is Excessive

Cause
Correction
Overloading from malfunctioning accessories
Check and repair the accessories. Refer to the

OEMs service manuals.
OK
Refer to the operation and maintenance manual
for proper operating speeds and loads.
Operator technique is not correct

OK
Check the fuel lines, fuel connections, and fuel

filters for leaks. Check the fuel lines to the
supply tanks. Refer to the OEMs service
manual.
Fuel leaks (external)
OK
Assure good-quality No.2 diesel fuel is being
used.
Poor-quality fuel or No.1 fuel is being used

OK
Refer to troubleshooting logic for Exhaust Gas

is Blake.
Intake or exhaust restriction

OK

nozzle.

OK
Incorrect injection timing
Adjust injection timing.
OK
Injection pump is adjusted incorrectly causing
excessive injection
Diesel Engine
Adjust or replace the injection pump.
38
Coolant Contamination
Cause
Correction
Coolant is rusty
Review the coolant change interval. Drain and

flush the system. Fill the system with the
Correct mixture of coolant and water.
OK
Lubricating oil cooler for powertrain is damaged
Refer to the OEMs service manual.
OK
Cylinder head gasket is cracked or damaged
Replace the cylinder head or gasket.
OK
Cylinder block is cracked or porous
Diesel Engine
Replace the cylinder block.
39
Coolant Loss
This is symptom tree T-013.1
Cause
Correction
Inspect the radiator heater, hoses, and
connection to locate the leak. If oil is present in
the coolant, check for a transmission or
lubricating oil cooler leak.
Radiator or cab heater is leaking
OK
Inspect the engine and components for seal,
gasket, or drain cock leaks.
External engine leak

OK
Review the operation for overheating and low

power. Refer to troubleshooting logic for
Coolant Temperature Above Normal.
Overheating or compression gases are leaking

Resulting in loss through the radiator overflow
OK
Check for mixing of coolant and transmission

fluid.
Transmission cooler is leaking (if equipped)

OK
Cylinder head gasket is leaking
Check or replace the head gasket.
OK
Cylinder head is cracked or porous
Check or replace the cylinder head.
OK
Cylinder block coolant passages are leaking
Diesel Engine
Check or replace the cylinder block.
40
Lubricating Oil Pressure Is Low

Cause
Correction
Check the oil level. Verify the dipstick
calibration and the oil pan capacity. Fill the
system to the specified level.
Lubricating oil lever is below specification

OK
Oil level or pressure sensor is damaged
Replace the oil lever or oil pressure sensor.
OK
Lubricating oil filter is clogged
Replace the filter
OK
Fuel or coolant is in the lubricating oil.
Refer to Oil Level Rises symptom tree.
OK
Regulator or relief valve is not adjusted
Correctly
Adjust the regulator or relief valve.
OK
Lubricating oil pan strainer is clogged
Clean the strainer.
OK
Lubricating oil suction tube is damaged
Repair or replace the suction tube.
OK
Lubricating oil pump is damaged
Replace the oil pump.
OK
Main or rod bearing is worn or damaged
Diesel Engine
Replace the bearing
41
Oil Level Rises

Cause
Correction
Rear crankshaft seal or seal surface is

damaged
OK
Repair or replace seal and surface
Replace the auxiliary pump. Refer to the OEMs

service manual.
Auxiliary equipment has damaged pump seal

OK
Injector sleeve is damaged
Replace the injector sleeve.
OK
Fuel injector is leaking inside cylinder head
Replace the injector.
OK
Injector pump seal is leaking
Remove and repair the injection pump.
OK
Cylinder head or head gasket is cracked or
damaged
OK
Replace the cylinder head or gaeket.
Cylinder block is cracked or porous
Diesel Engine
Replace the cylinder block.
42
Coolant Temperature above Normal

Cause
Correction
Inspect the engine and radiator for external
coolant leaks.
Coolant level is below specification

OK
Fan belt is slipping or the fan pulley is worn
Replace the fan belt or pulley.
OK
Water temperature gauge is malfunctioning
Replace the water temperature gauge.
OK
Radiator fin is clogged or crushed
Clean, repair, or replace the radiator.
OK
Radiator core is clogged
Clean and repair the radiator.
OK
Thermostat is defective and does not open
Replace the thermostat.
OK
Water pump is damaged
Replace the water pump.
OK
Cylinder head or head gasket is cracked or
damaged
Diesel Engine
Replace the cylinder head or graket.
43
Excessive Noise
Cause
Correction
Belt is squeaking due to insufficient tension or

abnormally high loading
OK
Check and adjust belt tension. Make sure all the

pulleys rotate freely.
Refer to Exhaust Gas is Black troubleshooting

tree.
Exhaust leaks
OK
Gear train backlash is not adjusted correctly
Adjust the backlash for the gear train.
OK
Idler gear bushing is damaged or missing
Replace the idler gear bushing.
OK
nozzle.

OK
OK
valves for excessive damage.

OK
(Continued)
Diesel Engine
44
Excessive Noise (Continued)

Cause
Correction
Injection pump is adjusted incorrectly
OK
compression
Diesel Engine
45
Engine Vibration Excessive

Cause
Correction
Engine mounting bolts are loose or the engine

mounting cushion is broken
OK
Replace the engine mounting bolts or cushion.
Repair the alignment. Refer to the OEMs

service manual.
Engine and powertrain is out of alignment

OK
Gear train backlash is not adjusted correctly
Adjust the backlash for the gear train.
OK
valves for excessive damage. Replace as
necessary.

OK
Cam bushing is worn
Replace the cam bushing.
OK
Injection pump is adjusted incorrectly
OK
Main bearing or connecting rod is worn or
damaged
Diesel Engine
Replace the connecting rod or main bearing.
46
Complete Engine
Engine Disassembly
Service Tool
Part No.
3375193
or
3375194
3163625
3163292
3397890
3823137
Part Name
Unit Repair Stand or Engine Overhaul Stand
Quantity
1
Bracket
Valve Spring Compressor
Flange Puller
Piston Ring Expansion Tool
1
1
1
1
Engine Removal
NOTE:
Put tag on all hoses, lines, linkage, and

electrical connections as they are removed
to identify location and aid the installation
process.
fp8hola
WARNING
Always disconnect the negative (-) cable first.
Disconnect the battery cables.
WARNING
Allow the engine to cool before draining to avoid
burns from hot liquid.
ea8wrha
WARNING
Coolant is toxic. Keep away from children and
animals. Save for reuse or dispose of in
accordance with local regulations.
Drain the engine coolant.
Diesel Engine
47
Complete Engine
WARNING
Some state and federal agencies in the United
States of America have determined that used oil
is carcinogenic and can cause reproductive
toxicity. Avoid inhalation of vapors, ingestion,
and prolonged contact with used engine oil.
Always use the proper procedures to dispose of
the oil.
Drain the lubricating oil.
op800li
Engine Oil: 7.5 liters [1.98 U.S.gal]

Disconnect the starter cable, engine ground straps,
cab or chassis to engine hoses, tubing, electrical
wires and hydraulic lines.
Disconnect the intake and exhaust system pipes.
oi400hc
Disconnect the drive units from the flywheel housing

and flywheel.
tr400wa
Diesel Engine
48
Complete Engine
Remove all chassis components necessary to

remove the engine from the equipment.
ra400ha
Prepare a stable stand, Part No. 3375193 or 3375194,

which will prevent the engine from falling over.
Engine Weight (approx.): 255 kg [562 lb]
00900154
Remove the starting motor.
00900156
Install the bracket, Part No. 3163625, on the engine.
00900207
Diesel Engine
49
Complete Engine
WARNING
This component weighs 23 kg [50 lb] or more. To
avoid personal injury, use a hoist or get
assistance to lift this component. The engine
lifting equipment must be designed to lift the
engine without causing personal injury.
Put the engine on the stand.
00900208
Cover all the engine openings to prevent dirt and

debris from entering the engine.
00900209
Fan Pulley
WARNING
Be careful not to injure your fingers or damage
the alternator when moving the alternator toward
the cylinder block.
Loosen the mounting capscrew of the adjustment
plate (1). Loosen the alternator mounting capscrew
and nut.
Move the alternator toward the cylinder block, and
remove the belt (2).
Remove the fan pulley.
00900158
Fan
Remove the four capscrews, retainer plate, fan, and
spacer.
00900157
Diesel Engine
50
Complete Engine
Alternator
Remove the adjusting capscrew and washer.
Remove the capscrew, adjustment plate, and spacer.
Remove the remaining capscrew and alternator.
00900159
Lubricating Oil Filter

Remove the lubricating oil filter.
00900155
Dipstick Guide
Remove the dipstick and dipstick guide.
00900160
Water Pump
Remove the mounting capscrews, water pump,
gasket, and o-ring.
Discard the gasket and o-ring.
00900161
Diesel Engine
51
Complete Engine
Thermostat
Remove the two mounting capscrews, thermostat
housing, thermostat and seal.
18900025
Exhaust Manifold
Remove the eight capscrews, exhaust manifold, and
gasket.
Discard the gasket.
00900162
Fuel Injection Tubing

Remove the clamp.
Remove the sleeve nuts and the fuel injection tubing
from the fuel injection pump and the cylinder head.
00900163
Intake Manifold
Remove the eight capscrews, intake manifold, and air
inlet connection. Remove the grid heated, if equipped.
Remove the four capscrews, air inlet connection, and
o-ring. Discard the o-ring.
00900164
Diesel Engine
52
Complete Engine
Spill Tube
Remove the spring hose clamps and hose.
Remove the spill tube.
00900166
Injector
CAUTION
Be careful not to damage the tip of the injector
when removing.
Remove the mounting capscrew, washer, and injector.

NOTE:
When removing the injector, clean around

the injector, and insert a blind plug to
prevent dust or dirt from entering the engine.
NOTE:
Mark the injectors with tags showing the

cylinder number, and keep it in a safe place.
If there is no abnormality in the injector,
install it in the same position during
assembly.
00900167
Rocker Lever Cover

Remove the three capscrews, isolator assemblies,
rocker lever cover, and o-ring.
03900075
Diesel Engine
53
Complete Engine
00900251
Rocker Arm Assembly

1.
2.
3.
4.
5.
6.
Rocker Shaft
Adjusting Screw Lock Nut
Pedestal Mounting Capscrews
Separating Spring
Rocker Shaft Indexing Screw
Pedestal Mounting Stud
7. Cup Plug
8. Snap Ring
9. Thrust Washer (if equipped)
10. Rocker Lever Pedestal
11. Rocker Lever
12. Adjusting Screw.
Rocker Arm Assembly

Remove the mounting capscrews and the rocker arm
assembly.
NOTE:
When removing the rocker arm, loosen the

locknut, and turn the adjustment screw
counterclockwise 2 to 3 turns.
00900169
Diesel Engine
54
Complete Engine
Pushrods
Remove the pushrods from the cylinder head.
NOTE:
Mark the pushrods with tags showing the

cylinder number, and keep it in a safe place.
If there is no abnormality in the push rod,
assembly.
00900170
Cylinder Head Assembly
WARNING
assistance to lift this component.
Remove the mounting capscrews, cylinder head
assembly, and gasket.
Discard the gasket.
00900171
Cylinder Head Assembly - Disassembly

Using the spring pusher, Part No. 3398179, compress
the valve spring, and remove the valve collets.
00900172
Loosen the spring, and remove the spring seat and

valve spring.
00900173
Diesel Engine
55
Complete Engine
Raise the cylinder head, and remove the valve.

NOTE:
Mark the valves with tags to show the place

of installation and keep in a safe place.
00900174
Fuel Injection Pump, Rotary
CAUTION
Do not drop the nut, washer, or key. Failure to do
so will result in the need to remove the front gear
cover.
Remove the gear cover access cap.
Rotate the engine until the keyway is vertical.
05900254
Remove the nut and washer from the fuel injection

pump shaft.
Remove the injection pump support bracket.

Remove the two mounting capscrews.
Remove the fuel injection pump.
Remove the key.
00900211
PTO Shaft (if applicable)

Remove the two capscrews, flange, o-ring, and PTO
shaft.
00900177
Diesel Engine
56
Complete Engine
Lubricating Oil Pan

Remove the 24 capscrews, lubricating oil pan, and
gasket.
Discard the gasket.
00900178
Lubricating Oil Suction Tube

Remove the two mounting capscrews, lubricating oil
suction tube, and o-ring.
Discard the o-ring.
00900179
Crankshaft Pulley
Remove the capscrew and mounting plate.
00900180
Remove the crankshaft pulley using flange puller,

Part No. 3397890.
00900212
Diesel Engine
57
Complete Engine
Gear Housing Cover

Remove the 17 capscrews and the gear housing
cover.
00900181
NOTE:
A noise damper is installed on some

engines. The noise damper must be
removed prior to removing the front oil seal.
Remove the front oil seal from the gear housing cover.
00900182
Lubricating Oil Pump

Remove the five capscrews and the lubricating oil
pump.
00900183
Idler Gear
Remove the capscrew, retainer plate, and idler gear.
NOTE:
If a PTO is installed, the idler gear uses a

bearing.
00900184
Diesel Engine
58
Complete Engine
Camshaft Assembly
Remove the two mounting capscrews through the
casting holes in the camshaft gear.
00900185
Remove the thrust plate and camshaft assembly.

NOTE:
When removing the camshaft, lightly rotate

the shaft while being careful not to damage
the bushing.
00900186
Flywheel
WARNING
WARNING
00900187
The pilot is short, so the flywheel can come off

suddenly.
Remove the six capscrews, retaining plate, coupling,

and flywheel.
Diesel Engine
59
Complete Engine
Flywheel Housing
WARNING
Remove the nine capscrews, rear oil seal, and
flywheel housing.
00900188
Remove the rear oil seal.
00900189
Block Water Heater

NOTE:
Be sure the engine coolant has been

drained.
Disconnect the block heater electrical cord.
cs900wf
Loosen the block heater retaining nut.

Remove the block heater from the block.
cs900mb
Diesel Engine
60
Complete Engine
Piston, Connecting Rod Assembly

Remove
Rotate the crankshaft with an engine barring tool until
the pistons are below the carbon deposits, which are
found above the ring travel area.
pi900we
CAUTION
Do not use emery cloth or sandpaper to remove
carbon from the cylinder bores. Aluminum oxide
or silicon particles from these materials can
cause serious engine damage.
Use a scraper or a blunt-edged instrument to loosen
the carbon deposits. Do not damage the cylinder with
the scraper.
ck9bree
Remove the remaining carbon deposits with an

abrasive pad, Part Number 3823258, or equivalent.
ck9bref
Diesel Engine
61
Complete Engine
WARNING
Wear appropriate eye and face protection when
using compressed air. Flying debris and dirt can
cause personal injury
CAUTION
Do not use the steel wire wheel in the piston
travel area. Operate the wheel in a circular motion
to remove the deposits.
ck9breg
NOTE:
An inferior quality wire wheel will lose steel

bristles during operation, thus causing
additional contamination.
An alternative method to remove the carbon ridge is

to use a high-quality steel wire wheel installed in a
drill or die grinder.
On pistons with anodized coatings, do not stamp the

anodized coating on the outer rim.
Mark each piston according to the cylinder location
pi900gc
Rotate the crankshaft to position the connecting rod

caps at bottom dead center for removal.
Mark each connecting rod and connecting rod cap
according to the cylinder number location.
cx9cahb
Diesel Engine
62
Complete Engine
NOTE:
Do not remove the capscrews from the

connecting rods at this time.
Loosen the connecting rod capscrews.

Use a rubber hammer to hit the connecting rod
capscrews to loosen the caps.
01d00094
Remove the connecting rod capscrews.

Remove the connecting rod cap.
01d00095
Remove the lower connecting rod bearing.

Mark the cylinder number and the letter L (lower) on
the flat surface of the bearing tang.
Push the connecting rod and piston assembly out of
the cylinder bore. Care must be taken not to damage
the connecting rod or bearing.
Remove the upper rod bearing.
cx9beme
Mark the cylinder number and the letter U (upper)

on the flat surface of the bearing tang.
cx9bega
Diesel Engine
63
Complete Engine
The piston and connecting rod assemblies must be

installed in the same cylinder number from which they
were removed, to provide proper fit of worn mating
surfaces, if parts are reused.
Use a tag to mark the cylinder number from which
each piston and rod assembly were removed.
Place the rod and piston assemblies in a container to
protect them from damage.
01c00167
Main Bearing Cap

Rotate the cylinder block so that the bottom of the
block is facing up.
00900201
Measure the end play of the crankshaft using a dial

gauge.
NOTE:
The end play measurement is necessary for

determining the wear of the thrust bearing
and abnormal wear of the crankshaft.
Crankshaft End Play
mm
0.131
0.351
MIN
MAX
in
0.0052
0.0138
00900202
Remove the mounting capscrews of the main bearing

cap.
Remove the main bearing cap and lower bearing.
NOTE:
Mark the thrust bearings so that they can be

installed into the correct position.
The main bearing cap mounting capscrews
must be replaced after each use.
00900203
Diesel Engine
64
Complete Engine
Crankshaft
CAUTION
Be careful not to hit the crankshaft against the
cylinder block and damage the sliding surface.
Remove the crankshaft.
00900204
Remove the upper main bearing.

NOTE: Mark the main bearings and thrust bearing
so that they can be installed into the correct
position.
00900205
Tappet
Remove the tappet.
00900205
Diesel Engine
65
Complete Engine
Engine Assembly
Service Tools
Part No.
3375193
or
3375194
3163625
3163292
3823137
3397773
Part Name
Quantity
Unit Repair Stand or Engine Overhaul Stand
Bracket
Valve Spring Compressor
Piston Ring Expansion Tool
Piston Ring Compressor
1
1
1
1
Setting the Unit in the Repair Stand

Install bracket, Part No. 3163625, to the cylinder
block.
00900213
WARNING
Put the engine block on the stand.
00900214
Diesel Engine
66
Complete Engine
Tappet
NOTE:
Rotate the engine block so that the cylinder

head side is down.
Coat the tappet with engine oil and install into the
block.
00900215
Crankshaft
CAUTION
Confirm that there is no dirt or dust stuck to the
rear face of the bearing before installation. Debris
behind the bearing can cause severe engine
damage.
NOTE:
Coat the inside face of the bearing with

engine oil (SAE 30) before installation.
Align the protrusion of the upper main bearing with
the notch in the cylinder block.
00900216
Install the upper main bearings.
CAUTION
Do not hit the crankshaft against the cylinder
block. Damage to the block or crankshaft can
occur.
Position the crankshaft and gear in the cylinder block.
00900204
Diesel Engine
67
Complete Engine
Main Bearing Cap
CAUTION
damage.
NOTE:
00900217
Coat the inside face of the bearing with

engine oil (SAE 30) before installation. The
number stamped on the main bearing cap
must be the same as the number stamped
on the cylinder block.
Align the protrusion in the lower main bearing with the

notch in the cap.
Install the lower main bearing into the main bearing
cap.
Casting number or cast arrow on the main

bearing cap must face toward the front of the
engine.
New main bearing mounting capscrews must be
used.
Coat the capscrew threads and seat face with
engine oil.
Position the main bearing caps and capscrews.
00900218
CAUTION
Install each thrust bearing with the oil groove on
the outside. Failure to do so will cause engine
damage or failure.
CAUTION
Do not let the thrust bearings slip out of place.
Engine damage or failure will result if the thrust
bearings are not properly installed.
00900219
NOTE:
Casting number or cast arrow on the main

bearing cap must face toward the front of
the engine. The thrust bearing is located on
the main bearing closest to the rear of the
engine (No. 5). Align the lower thrust
bearing with the dowel pin.
Install the upper thrust bearing.

Diesel Engine
68
Complete Engine
Tighten the mounting capscrews in the order shown.

Torque Value:
Main Bearing
Capscrews
Step 1
2
3
113 Nm
Loosen all
completely
132 Nm
[83 ft-lb]
capscrews
[98 ft-lb]
00900220
After tightening the mounting capscrews, make sure

the crankshaft rotates smoothly
00900222
Measure the crankshaft end play using a dial

indicator.
Crankshaft End Play
mm
0.131
0.351
MIN
MAX
in
0.0052
0.0138
00900202
Diesel Engine
69
Complete Engine
Piston, and Connecting Rod Assembly

When rebuilding an engine with the original cylinder
block, crankshaft, and pistons, make sure the pistons
are installed in their original cylinders.
If replacing the piston(s), make sure the replacement
piston(s) are the same grade as the original piston(s).
If a new cylinder block or crankshaft is used, the
piston grading procedure must be performed to
determine the proper piston grade for each cylinder.
cx900ha
Install the connecting rod and piston assembly into

the Number 1 cylinder without the rings installed.
The number stamped on the connecting rod and cap

at the parting line must match and be installed on the
oil cooler side of the engine.
Install the connecting rod cap and capscrews to the
connecting rod.
ks900wk
CAUTION
The connecting rods and connecting rod caps are
not interchangeable. The connecting rods and
connecting rod caps are machined as an
assembly. Failure will result if the connecting
rods and caps are mixed.
Install the bearing shells into both the connecting rod
and the connecting rod cap.
Make sure the tang on the bearing shells is in the slot
of the connecting rod cap and connecting rod.
cx9behd
Lubricate the connecting rod bearings with clean

lubricating engine oil.
cx9bewa
Diesel Engine
70
Complete Engine
Immerse the pistons in clean 15W-40 engine

lubricating oil until the rings are covered.
Allow the excess oil to drip off the assembly.
pi800hd
Position the rings so that the ring gaps are 120

degrees apart.
pi9rihb
CAUTION
If using a strap type ring compressor, make sure
the inside end of the strap does not hook on a
ring gap and break the ring.
Use piston ring compressor, Part Number 3164330,
or equivalent, to compress the rings.
00900228
Lubricate the cylinder bore with clean 15W-40 engine

lubricating oil.
The cylinder block must be clean before assembly.
Inspect the cylinder bores for reuse.
ck9brwd
Diesel Engine
71
Complete Engine
Position the connecting rod journal for the piston to

be installed to bottom dead center (BDC).
00900231
Take care to not damage the cylinder wall when

inserting the connecting rod.
Carefully push the piston into the bore while guiding
the connecting rod to the crankshaft journal.
cx900ld
Lubricate the threads and underside of the

connecting rod capscrew heads with clean 15W-40
cx9cswb
WARNING
The number stamped on the rod and cap at the
parting line must match and be installed on the oil
cooler side of the engine.
Install the connecting rod cap and capscrews.
Tighten the two capscrews in alternating sequence.
Torque Value:
Step 1
Step 2
cx9cshb
Diesel Engine
72
39 n.m
[29 ft-lb]
Rotate each capscrew 90 degrees.
Complete Engine
Do not measure the clearance

connecting rod cap and crankshaft.
between
the
Measure the side clearance between the connecting

rod and crankshaft.
Connecting Rod Cap Side Clearance
Mm
in
0.20
MIN
0.0079
0.40
MAX
0.0160
cx900tb
CAUTION
To reduce the possibility of engine damage, the
crankshaft must rotate freely.
CAUTION
If the connecting rod is not properly oriented
(tang opposite the camshaft), it will contact the
camshaft and lock the engine.
ks900wk
If the connecting rod is not properly oriented (tang

opposite the camshaft), it will contact the camshaft
and lock the engine.
Camshaft Bushings
Apply Loctite primer to the outside diameter of the
camshaft bushing and the inside of the camshaft bore
of the cylinder block.
Allow the primer to dry.
Apply a bead of Loctite 609, or equivalent, to 270
degrees along the edge of the bushing that will be
installed toward the rear of the cylinder block.
cg9bswe
Diesel Engine
73
Complete Engine
CAUTION
Make sure there is no Loctite in the oil hole, or
severe engine damage can occur.
Use extreme care not to apply Loctite to the oil hole in
the camshaft bushing.
01900263
Use a small camshaft bushing driver set, Part

Number 3823942, or equivalent, to install the
camshaft bushing even with the front face of the
cylinder block.
Use a clean, lint-free cloth to wipe off any excessive
Loctite.
01900261
CAUTION
Make sure the lubricating oil hole in the camshaft
bushing is aligned with the camshaft oil hole in the
cylinder block.
A 3.2-mm [0.126-in] diameter rod must be able to
pass through the lubricating oil hole.
01900264
Camshaft
Thrust Bearing
Install the thrust bearing.
00900186
Diesel Engine
74
Complete Engine
Camshaft
Install
NOTE:
When installing the camshaft, rotate the

camshaft slightly while being careful not to
damage the bushing.
Install the thrust plate, camshaft assembly, and two
capscrews.
Tighten the capscrews through the casting holes in
the camshaft gear.
00900238
Torque Value: 19 Nm
[14 ft-lb]
Measure the end play of the camshaft.

Camshaft End Play
mm
0.150
0.350
MIN
MAX
in
0.0059
0.0138
00900239
Idler Gear, Camshaft

Align the match marks of the idler gear, crankshaft
gear, and camshaft gear. The match marks are
identified as follows:
Crankshaft Gear and Idler Gear: A
Idler Gear and Camshaft Gear: B
Fuel Pump and Idler Gear: C
Lower case letters identify oil pump and
accessory drive, which are not timed.
00900241
If a PTO accessory drive is used on the engine, the

idler gear uses two bearings.
Install the idler shaft, rear bearing, rear spacer plate,
and idler gear.
Install the front bearing, plate, shim, and capscrew.
Tighten the capscrew.
Torque Value: 110 Nm
[81ft-lb]
01900258
Diesel Engine
75
Complete Engine
Measure the end play of the idler gear.
00900243
Position the fuel injection pump assembly temporarily.

Measure the backlash of each gear with a dial
indicator, 3376050, or equivalent.
00900244
Match mark alignment:

Naturally Aspirated
Backlash
Crankshaft gear
and idler gear
0.08 mm to 0.19 mm
[0.0031 in to 0.007 in]
Camshaft gear
and idler gear
0.08 mm to 0.19 mm
[0.0031 in to 0.007 in] Aspirated
Injection pump
gear and idler gear
0.07 mm to 0.29 mm
[0.003 in to 0.011 in]
Camshaft gear
and oil pump gear
0.15 mm to 0.30 mm
[0.006 in to 0.012 in]
Camshaft gear
and PTO gear
0.03mm to 0.050mm
[0.0012 in 0.0035 in]
Clearance Between Bushing and Shaft
End Play of Idler Gear
Diesel Engine
76
Replacement
Limit:
0.40 mm
[0.0157 in]
0.015 mm to 0.050 mm
[0.0006 in to 0.002 in]
Replacement Limit:
0.10 mm [0.0039 in]
0.03 mm to 0.09 mm
[0.0012 in to 0.0035 in]
Replacement Limit:
0.20 mm [0.0079 in]
Complete Engine
Fly Wheel Housing

NOTE:
Make sure the crankshaft oil seal is not

damaged during installation.
Lubricate the crankshaft oil seal with Lubriplate 105,
or equivalent.
Install the crankshaft oil seal into the flywheel housing.
Inspect the rear face of the cylinder block and
flywheel housing mounting surface for cleanliness
and raised nicks or burrs.
00900188
Install the flywheel housing over the two dowel pins.
Tighten the flywheel housing mounting capscrews in

the sequence shown in the illustration.
Torque Value: 69 Nm [51ft-lb]
16900118
Flywheel
Install the guide pins, Part Number 3376696, or
equivalent, into the empty capscrew holes 180
degrees apart.
Determine the capscrew thread design and size, and
install two T-handles in the flywheel 180 degrees
apart on a horizontal plane.
Install the coupling, retaining plate, and flywheel.
Coat all capscrews with clean lubricating engine oil.
00900187
Install four of the six mounting capscrews into the

flywheel. Hand tighten.
Remove the guide pins and install the remaining two
mounting capscrews. Hand tighten.
Diesel Engine
77
Complete Engine
Tighten the mounting capscrews in the sequence

shown in the illustration.
Torque Value: Step 1 108 Nm [80ft-lb]
Step 2 191 Nm [141ft-lb]
16900117
Oil Pump
Install the lubricating oil pump and five capscrews.
Tighten the capscrews.
00900183
Torque Value: 19 Nm
[14 ft-lb]
Measure the end play of the lubricating oil pump drive

gear.
Lubricating Oil Pump Drive Gear End Play
mm
in
0.020
MIN
0.0008
0.070
MAX
0.0028
00900240
Gear Housing Cover

NOTE:
A noise damper is installed on some

engines. The noise damper must be
installed prior to installing the front oil seal.
Install the front oil seal using tool, Part No. 3824498.
Fill 40 to 60 percent of the space in the seal lip with
grease.
00900182
Diesel Engine
78
Complete Engine
CAUTION
Do not apply excessive force to the seal lip
surface when aligning and installing the gear
housing cover. Damage to the engine will occur if
the seal is damaged.
NOTE:
Apply gasket sealant, Part No. 3823494, to

the gear housing cover mounting surface.
Install the gear housing cover and 17 capscrews.

00900181
Torque Value:
19 Nm
[14 ft-lb]
Measure the distance in height between the cylinder

block and the gear housing cover.
Maximum Height Difference: 0.15 mm [0.0059 in]
00900247
Crankshaft Pulley
Align the crankshaft pulley with the crankshaft key.
Install the crankshaft pulley, mounting plate, and
capscrew.
Torque Value: 93 Nm
[69 ft-lb]
00900180

Install a new o-ring, oil suction tube, and two
capscrews.
Torque Value: 19 Nm
[14 ft-lb]
00900179
Diesel Engine
79
Complete Engine
Lubricating Oil Pan

NOTE:
Apply a 1-mm [0.039-in] bead of gasket

sealant, Part No. 3823494, to the mounting
surface of the lubricating oil pan.
Install a new gasket, lubricating oil pan, and 24
capscrews.
Torque Value: 32 Nm [24 ft-lb]
If the oil drain plug was removed, install the drain plug.
00900178
PTO Shaft (if applicable)

Align the gear of the PTO shaft with the surface teeth
of the camshaft gear.
Install the o-ring, flange, and two capscrews.
00900177
CAUTION
Make sure the key does not fall into the gear
housing. Failure to do so can result in engine
damage.
Install the Woodruff key into the fuel injection pump.
Align the key in the fuel injection pump with the
keyway in the injection pump gear.
fs9keaa
Install the fuel injection pump.
CAUTION
Do not attempt to pull the pump flange into the
gear housing with the mounting nuts. Damage to
fuel pump housing can occur.
Hand tighten the mounting nuts. The fuel pump must
be free to move in the slots.
fp900wi
Diesel Engine
80
Complete Engine
Install the fuel injection pump washer and nut.

Tighten the nut.
Torque Value: 70 Nm
[52 ft-lb]
Refer to the rotary fuel injection timing in this

procedure to make sure the fuel pump is timed
correctly.
ip9nuhb
Tighten the fuel injection pump mounting capscrews.

Torque Value: 31 Nm
[23 ft-lb]
Install the mounting bracket capscrews.

Torque Value: 12 Nm
Torque Value: 14 Nm
[14 ft-lb]
[23 ft-lb]
fp900wi
Install the fuel pump drive access cover.

Tighten the two capscrews.
Torque Value: 10mm
Torque Value: 12mm
13 Nm
19 Nm
[10 ft-lb]
[14 ft-lb]
14900071

NOTE:
Coat the stems of the intake and exhaust

valves and the inside of the valve guides
with engine oil.
Install the valves.
00900174
Diesel Engine
81
Complete Engine
Install the valve spring and spring seat on the valve

stem.
00900173
Install the valve cotter into the valve stem groove

while compressing the valve spring with spring
pusher, Part No. 3398179.
00900172
After releasing the valve spring, tap the top of the

valve stem with a plastic hammer to make certain the
cotter is completely fitted.
00900252
CAUTION
Remove all carbon and dirt from the contact
surfaces of the cylinder block and the cylinder
head. Remove all burrs and damage, and clean
out all the dirt from inside the cylinder block.
Failure to follow these steps will result in severe
engine damage.
Install a new cylinder head gasket with the TOP mark
facing up.
00900253
Diesel Engine
82
Complete Engine
WARNING
NOTE:
Coat the capscrew threads with antifriction

compound, Part No. 3824879.
Install the cylinder head using four head capscrews
as guides.
00900254
Install the capscrews. Tighten the capscrews in the

sequence shown.
Torque Value:
Cylinder Head
Capscrews
NOTE:
00900245
Step 1
2
3
69 Nm [51 ft-lb]
108 Nm [80 ft-lb]
Rotate 90 degrees
The cylinder head capscrews can be reused

five times. Make a punch mark on the
capscrew head each time the capscrew is
used. If there are already five marks on the
capscrew head, the capscrew must be
replaced.
Push Rods
NOTE:
If there is no abnormality in the pushrods,

install them in the same position that they
were removed from during disassembly.
00900170
Diesel Engine
83
Complete Engine
00900251
Rocker Arm Assembly

1.
2.
3.
4.
5.
6.
Rocker Shaft
Adjusting Screw Lock Nut
Pedestal Mounting Capscrews
Separating Spring
Rocker Shaft Indexing Screw
Pedestal Mounting Stud
7. Cup Plug
8. Snap Ring
9. Thrust Washer (only used on some engines)
10. Rocker Lever Pedestal
11. Rocker Lever
12. Adjusting Screw.
Rocker Arm Assembly

NOTE:
Check that the ball of the adjustment screw

is fitted properly into the socket of the
pushrod before tightening the capscrews. If
the valve spring tension pushes against the
rocker arm, loosen the locknut, and turn the
adjustment screw back to prevent strain on
the pushrod.
Install the rocker arm assembly and eight capscrews.
00900169
Diesel Engine
84
Complete Engine
Adjusting Valve Clearance

Adjust the valve clearance. Refer to Section 14.
03900077
Rocker Lever Cover

Install the o-ring into the rocker lever cover.
Install the rocker lever cover, three capscrews, and
isolator assemblies.
Torque Value: 9 Nm
[7 ft-lb]
03900075
Injector
Coat the injectors with anti-sieze compound, Part No.
3824879, before installation.
fi9slwb
CAUTION
Be careful not to damage the tip of the injector
when installing.
NOTE:
When installing the injector, clean around

the injector, and do not allow dust or dirt to
enter the engine.
NOTE: If there is no abnormality in the injector,
assembly.
Install the injector, washer, and mounting capscrew.
00900167
Diesel Engine
85
Complete Engine
Spill Tube
Install the spill tube.
00900166
Intake Manifold
NOTE:
Apply a 1-mm [0.039-in] bead of gasket

sealant, Part No. 3823494, to the mounting
surface of the intake manifold.
Install the air inlet connection, intake manifold, and
seven capscrews.
00900164
Fuel Injection Tubing

NOTE:
Before installing the fuel injection tubing,

blow compressed air through it to clean it.
Position the fuel injection tubing, and loosely install

the sleeve nuts on the fuel injection pump and the
cylinder head.
Tighten the clamp.
Tighten the banjo fittings
00900163
Exhaust Manifold
Install a new gasket, the exhaust manifold, and the
eight capscrews.
00900162
Diesel Engine
86
Complete Engine
Thermostat
Install seal, thermostat, thermostat housing, and two
mounting capscrews.
18900025
Water Pump
Install the o-ring, gasket, water pump, and mounting
capscrews.
00900161
Dipstick
NOTE:
Apply Loctite sealant, Part No. 3375068,

or equivalent, to the outside of the dipstick
tube.
CAUTION
Excessive sealant can run back into the engine
and cause damage to other components.
00900160
Install the dipstick guide.

Install the dipstick.
Lubricating Oil Filter

Install the lubricating oil filter.
NOTE:
Some engines will have an oil filter cooler

mounted between the oil filter and the
engine block.
00900155
Diesel Engine
87
Complete Engine
Block Water Heater

Clean the core plug hole thoroughly. Make sure there
are not burrs or sharp edges that might cut the o-ring.
cs9pxea
Lubricate the new heater o-ring with clean engine oil.
cs9orwa
The locking channel (T-Bar) should be threaded out

to the end of the bolt. If so equipped, do not remove
the retaining wire used to position the channel (T-Bar).
cs900wg
Hook the element and one leg of the channel (T-Bar)

into the hole as illustrated.
cs900wh
Diesel Engine
88
Complete Engine
Hook the other leg of the channel in the hole and

push the heater into the hole as far as possible by
hand.
cs900wi
CAUTION
Do not pull the heater into location with the
locking bolt as the channel (T-Bar) can bend or
cause the threads to strip.
If necessary, use a plastic hammer to tap the heater
in until the shoulder contacts the block.
cs900hb
Tighten the locking bolt.

Torque Value: 2.0 Nm [18 in-lb]
Do not over-tighten the locking bolt.
cs9bona
Insert the power cord into the socket being careful to

align the pins with the sockets of the power cord.
Tighten the retaining nut by hand.
Do not apply power until the cooling system is filled,
and run the engine long enough for the thermostats to
open and ensure all the air has escaped.
cs900hc
Diesel Engine
89
Complete Engine
Alternator
Install the alternator and capscrew.
Install the spacer, mounting capscrew, and
adjustment plate.
Loosely install the washer and adjustment capscrew.
00900159
Fan Pulley
Install the fan pulley.
00900255
Position the fan belt (2) into the fan pulley groove,
and loosely tighten the adjustment capscrew (1).
00900158
Diesel Engine
90
Complete Engine
WARNING
Be careful not to injure your fingers or damage
the alternator when adjusting the belt tension.
Insert a bar or pipe between the alternator and the
cylinder block. Raise the alternator to adjust the fan
tension.
NOTE: The belt must deflect 7 mm to 10 mm [0.28
in to 0.39 in] when pushed with fingerpressure of 6 kg [13 lb] at a point midway
between the fan pulley and the crankshaft
pulley.
00900257
Tighten the adjustment capscrew (1).

Torque Value:
Mounting
Capscrew
Adjustment
Capscrew
31 Nm
[23 ft-lb]
31 Nm
[23 ft-lb]
Fan
Install the spacer, fan, four capscrews.
00900157
Remove the covers on all the engine openings that

were installed to prevent dirt and debris from entering
the engine.
00900209
Diesel Engine
91
Complete Engine
WARNING
Engine Weight (approx.) 330 kg [660 lb]
Remove the engine from the stand.
00900208
Remove the bracket, Part No. 3163625, from the

engine.
00900207
Install the starting motor.

NOTE:
The o-ring is used only on wet flywheel

housings.
00900156
Install all the chassis components that were removed

during removal of the engine from the equipment.
Diesel Engine
92
Complete Engine
Connect the drive units to the flywheel housing and

flywheel.
tr400wa
Connect the intake and exhaust system pipes.
oi400ha
Connect the starter cable, engine ground straps, cab

or chassis to engine hoses, tubing, electrical wires,
and hydraulic lines.
WARNING
Always connect the negative (-) cable last.
Connect the battery cables.
sb8coma
WARNING
Some state and federal agencies in the United
States of America have determined that used oil
is carcinogenic and can cause reproductive
toxicity. Avoid inhalation of vapors, ingestion, and
prolonged contact with used engine oil. Always
use the proper procedures to dispose of the oil.
Fill the engine with lubricating oil.
Engine Oil 6.5 liters [1.7 u.s.gal]
07900034
Diesel Engine
93
Complete Engine
WARNING
Coolant is toxic. Keep away from children and
animals. Save for reuse or dispose of in
Fill the engine with engine coolant.
ra800wn
NOTE:
Remove all tags that were put on all hoses,

lines, linkage, and electrical connections as
they were removed to identify location
during the removal process.
fp8hola
Diesel Engine
94
Complete Engine
Engine System
Bearing, Connecting Rod
Normally, worn bearings can be detected by reduced
oil pressure, but if this wear goes undetected, the
excessive clearance will increase the impact between
the bearing and crankshaft, causing a distinct
knocking sound.
cx9beva
A connecting rod noise occurs when the engine is not

loaded. Check by first applying a load, and then
unloading and listening for the noise.
oi900vd
The connecting rod bearing shells are identified by

steel-stamped characters on the back of the bearings.
The characters indicate either standard (STD) or the
amount of oversize (OS).
mb900gb
Use a barring tool to rotate the crankshaft to the

bottom dead center (BDC) position of the connecting
rod.
cx900wf
Diesel Engine
95
Engine System
Remove the connecting

connecting rod caps.
rod
capscrews
and
cx9csma
Remove the lower bearing shell from the connecting

rod cap, and mark it with the letter L (lower) and the
cylinder number from which it was removed.
cx9begc
Push the connecting rod away from the crankshaft to

allow the upper bearing shell to be removed.
cx9beme
Remove the upper bearing shell, and mark it with the

letter U (upper) and the cylinder number from which it
was removed.
cx9bega
Diesel Engine
96
Engine System
WARNING
When using solvents, acids, or alkaline materials
for cleaning, follow the manufacturer's recommendations for use. Wear goggles and protective
clothing to reduce the possibility of personal
injury.
WARNING
cx9beecf
Some solvents are flammable and toxic. Read the

manufacturer's instructions before using.
WARNING
cause personal injury.
Clean the bearing and connecting rod caps with

solvent.
Dry with compressed air.
Inspect the connecting rod caps, connecting rod

bearing saddles, and capscrews for nicks, cracks,
burrs, scratches, or fretting.
cx900sg
Inspect the bearings for damage. Refer to Parts

Reuse Guidelines, for more information on bearing
inspection.
Replace any bearings that have the following
damage:
cx2besa
Diesel Engine
97
Pits
Flakes
Corrosion
Lock tang damage
Scratches
Heavy wear.
Engine System
Inspect the bearing shell seating surface for nicks or

burrs.
If nicks or burrs can not be removed with an abrasive
pad, Part Number 3823258, or equivalent, the
bearings must be replaced.
If the bearings are damaged, they must be replaced
as a set. For more detailed information on bearing
damage, see Analysis and Prevention of Bearing
Failures.
cx9besa
NOTE:
NOTE:
Connecting rod bearings are identified with

the part number and size stamped on the
back.
Oversize service rod bearings are available
for use with a crankshaft that has been
machined undersize.
Determine the size of the removed rod bearing, and

obtain a set of the same size.
ks900ge
Use an outside diameter ball-tipped micrometer to

measure the connecting rod bearing thickness.
B3.3 Connecting Rod Bearing Thickness
mm
in
Standard
3.80
MIN
0.1496
4.00
MAX
0.1575
B3.3 Connecting Rod Bearing Thickness for
Oversize Bearings
mm
in
0.25mm
4.05
MIN
0.1594
4.25
MAX
0.1673
0.50mm
4.30
MIN
0.1693
4.50
MAX
0.1772
0.75mm
4.55
MIN
0.1772
4.75
MAX
0.1870
1.00mm
4.80
MIN
0.1890
5.00
MAX
0.1968
cx9beta
Diesel Engine
98
Engine System
NOTE:
Bearing shells are identified by steelstamped characters on the back of the

bearings to indicate either standard (STD)
or oversize (OS).
A crankshaft that is machined undersize on the

connecting rod or main bearing journals is marked on
the front counterweight. If the crankshaft is marked,
check the bearing shell part number to make sure the
correct bearing size is used.
mb900gb
NOTE:
Used bearings must be installed in the same

location from which they were removed.
Refer to Procedure 001-054 for connecting rod

bearing installation instructions.
01900184
Diesel Engine
99
Engine System
Bearing, Main
NOTE:
The end play measurement is necessary for

determining the wear of the thrust bearing
and abnormal wear of the crankshaft.
Measure the crankshaft end play using a dial

indicator, Part Number 3824564, or equivalent, and
magnetic base, Part Number 3377399, or equivalent.
Crankshaft End Play
Mm
0.131
0.351
00900202
NOTE:
NOTE:
MIN
MAX
in
0.0052
0.0138
Mark the thrust bearings so the bearings

can be installed in the correct position
during assembly.
The main bearing cap mounting capscrews
must be replaced after each use.
Remove the mounting capscrews of the main bearing

cap.
Remove the main bearing cap and lower bearing.
00900203
Diesel Engine
100
Engine System
WARNING
injury.
WARNING
mb200gb

cause bodily injury.
CAUTION
Do not use a scraper or a wire brush. The
bearings can be damaged.
NOTE:
Make sure the bearings are marked for

location. The bearings must be installed in
their original locations, if used again.
Use solvent and a soft bristle brush to clean bearings.

Inspect all main bearing caps and main bearing

crankshaft journals for dents, cracks, deep scoring,
overheating, and other damage.
mb900si
Determine the size of the main bearing removed and

obtain the same size for installation.
Refer to Part Reuse Guidelines for the dimensions of
the standard and undersize main bearing journals.
mb900gg
Diesel Engine
101
Engine System
NOTE:
If the crankshaft journals or main caps are

damaged, the engine will need to be
removed to complete the overhaul.
Inspect the crankshaft journals for deep scratches,

indications of overheating, and other damage.
ks9bdsb
CAUTION
rear face of the bearing before installation.
Remove debris behind the bearing before
installation.
Coat the inside face of the bearing with clean SAE30

engine lubricating oil before installation. The number
stamped on the main bearing cap must be the same
as the number stamped on the cylinder block.
00900217
Align the protrusion in the lower main bearing with the

notch in the cap.
Install the lower main bearing into the main bearing
cap.
NOTE:
New main bearing mounting capscrews

must be used.
The casting number or cast arrow on the main

bearing cap must face toward the front of the engine.
Coat the capscrew threads and seat face with clean
SAE30 engine lubricating oil.
Position the main bearing caps and capscrews.
00900218
Diesel Engine
102
Engine System
CAUTION
Install each thrust bearing with the oil groove on
the outside. Failure to do so will cause engine
damage.
WARNING
Do not let the thrust bearings slip out of place.
Engine damage will result if the thrust bearings
are not properly installed.
00900219
The casting number or cast arrow on the main

bearing cap must face toward the front of the engine.
The thrust bearing is located on the main bearing
closest to the rear of the engine (number 5). Align the
lower thrust bearing with the dowel pin.
Install the upper thrust bearing.
Tighten the mounting capscrews in the order shown

in the illustration.
Torque Value:
Step 1
113 Nm [83 ft-lb]
Step 2
Loosen all capscrews completely.
Step 3
132 Nm [98 ft-lb]
00900220
After the mounting capscrews are tightened, make

sure the crankshaft rotates smoothly.
0090022
Diesel Engine
103
Engine System
NOTE:
Mark the lower main bearings and the two

lower thrust bearings so that they can be
installed in the correct position.
Remove the upper thrust bearing.
00900205
Diesel Engine
104
Engine System
Bearing, Thrust
WARNING
injury.
WARNING
mb200gb

CAUTION
Do not use a scraper or a wire brush. The
bearings can be damaged.
NOTE:
Make sure the bearings are marked for

location. The bearings must be installed in
their original locations, if used again.
Use solvent and a soft bristle brush to clean bearings.

NOTE:
If damage is found on any of the thrust

bearings, make sure to inspect the
crankshaft, block, and main bearing caps for
damage as well.
Inspect the thrust bearings for scratches, galling,

uneven wear, or other damage.
Replace the thrust bearings, if damage is found.
01c00324
Diesel Engine
105
Engine System
Inspect the crankshaft journals for deep scratches,

indications of overheating, and other damage.
Replace the crankshaft if excessive damage is found.
ks9bdsb
Determine the size of the thrust bearings removed,

and obtain the same size for installation.
Refer to Part Reuse Guidelines for the dimensions of
the standard and undersize main bearing journals.
mb900gg
CAUTION
damage.
Coat the inside face of the bearing with clean SAE30
engine lubricating oil before installation.
Align the protrusion in the thrust bearing with the
notch in the cylinder block.
00900216
Install the upper thrust bearing into the cylinder block.
Diesel Engine
106
Engine System
Camshaft
Remove the two mounting capscrews through the
casting holes in the camshaft gear.
00900185
WARNING
When using a steam cleaner, wear safety glasses
or a face shield, as well as protective clothing.
Hot steam can cause serious personal injury.
WARNING
injury.
cg900ea
WARNING
Use solvent or steam to clean the camshaft.

CAUTION
Do not touch the machined surfaces with bare
hands; this can cause rust to form on the
camshaft.
Before the camshaft is touched, lubricate the

camshaft with clean engine lubricating oil.
cg900va
Diesel Engine
107
Engine System
NOTE:
When a new camshaft is installed; new

tappets and push tubes must be installed
also.
Inspect the bearing journals for cracking, pitting, or

scoring.
Contact a Cummins Authorized Repair Location for
pitting reuse criteria.
cg9shsb
Inspect the camshaft gear teeth for pitting.

Inspect for cracks at the roots of the teeth.
cg9grsa
Measure the outside diameter of camshaft bearing

journals.
Camshaft Bearing Journals
Journal
Standard
Number1,
cg900tc
108
Shaft
Hole
-0.080
+0.030
Standard
Clearance
Clearance
Limit
to
to
-0.110
-0.040
0.040 to
Number2,
50.5 mm
mm
mm
0.140 mm
0.25 mm
and
[2.00 in]
[-0.003
[0.001
[0.016 to
[0.010 in]
0.006 in]
Number3
Diesel Engine
Tolerance
Size
to
to
-0.004
-0.002
in]
in]
Engine System
Measure the bend (1) of the camshaft.

Bend of Camshaft
Mm
0.03
in
0.0012
MAX
Measure the camshaft lobe height (2) and thrust

clearance (3).
Camshaft Lobe Height
Standard MIN
Repair Limits MAX
42.69 mm
42.20 mm
[1.681 in]
[1.661 in]
Exhaust 43.04 mm
42.50 mm
[1.694 in]
[1.673 in]
Valves
Intake
01900247
Thrust Clearance
Standard MIN
Repair Limits MAX
0.150 to 0.350 mm 0.50 mm [0.0197 in]
[0.0059 to 0.0138 in]
NOTE:
When installing the camshaft, rotate the

camshaft slightly while being careful not to
damage the bushing.
Install the thrust plate, camshaft assembly, and two

capscrews.
Tighten the capscrews through the casting holes in
the camshaft gear.
Torque Value:
19 Nm
[14 ft-lb]
00900238
Measure the end play of the camshaft.

Camshaft End Play
Mm
0.150
0.350
MIN
MAX
in
0.0059
0.0138
00900239
Diesel Engine
109
Engine System
Camshaft Bushings
Initial Check
Inspect the camshaft bore for damage and excessive
wear.
01900259
Measure the camshaft bore.

Camshaft Bore Diameter
Mm
53.53
MAX
in
2.107
01900260
Use a small bushing driver set, Part Number 3823942,

or equivalent, to remove the camshaft bushing from
the number 1 camshaft bore.
01900261
NOTE:
Make sure the camshaft bore in the cylinder

block and the outside diameter of the
bushing are clean of oil and dirt.
Mark the camshaft bushing and cylinder block and

align the lubricating oil hole in the cylinder block with
the lubricating hole in the camshaft bushing.
01900262
Diesel Engine
110
Engine System
Apply Loctite primer to the outside diameter of the

camshaft bushing and the inside of the camshaft bore
of the cylinder block.
Allow the primer to dry.
Apply a bead of Loctite 609, or equivalent, to 270
degrees along the edge of the bushing that will be
installed toward the rear of the cylinder block.
cg9bswe
CAUTION
Use extreme care not to apply Loctite to the oil hole in
the camshaft bushing.
01900263
Use a small camshaft bushing driver set, Part

Number 3823942, or equivalent, to install the
camshaft bushing even with the front face of the
cylinder block.
Use a clean, lint-free cloth to wipe off any excessive
Loctite.
01900261
CAUTION
Make sure the lubricating oil hole in the camshaft

bushing is aligned with the camshaft oil hole in the
cylinder block.
A 3.2-mm [0.126-in] diameter rod must be able to
pass through the lubricating oil hole.
01900264
Diesel Engine
111
Engine System
Measure the installed camshaft bushing (1).

Camshaft Bushing Bore Inside Diameter
Mm
in
50.50
MIN
1.988
53.60
MAX
1.992
01900265
Camshaft Gear
WARNING
When using solvents, acid, or alkaline materials
for
cleaning,
follow
the
manufacturer's
recommendations for use. Wear goggles and
protective clothing to avoid personal injury.
WARNING
cg9geea
Use solvent to clean the camshaft gear.

NOTE:
If nicks or burrs can not be removed with

abrasive pad, Part Number 3823258, or
equivalent, replace the camshaft and
camshaft gear. Refer to Procedure 001-008
for camshaft removal.
Inspect the camshaft gear for cracked, chipped, or

broken teeth.
Inspect the camshaft gear teeth for discoloration or
signs of excessive heat (bluing).
cg9gesc
If any damage is present, replace the camshaft and

camshaft gear. Refer to Procedure 001-008 for
camshaft removal.
NOTE:
Diesel Engine
112
If there is damage to the camshaft gear

teeth or there are signs of excessive heat,
make sure to inspect the associated idler
and oil pump gears for damage.
Engine System
Connecting Rod
CAUTION
Prevent damage to the capscrews. Nicks in the
body of the capscrew can cause an area of stress
that can fail during engine operation. Damage to
the threads will cause torque values to be
incorrect and will damage the mating parts.
bp8csba
WARNING
Hot steam can cause serious injury.
WARNING
for
cleaning,
follow
manufacturer's
protective clothing to reduce the possibility of
personal injury.
cx8bdea
WARNING
Use solvent or steam to clean the capscrews,
connecting rod, and connecting rod cap.
Use a soft bristle brush to clean the oil drilling.
Diesel Engine
113
Engine System
CAUTION
Repair of rolled threads by use of a thread die is
not recommended. The die can create a sharp
corner on the minor diameter (root) of the threads.
This sharp corner can cause an area of increased
stress.
Inspect the capscrews for the following:
Damaged threads
Rust or corrosion-caused pitting
Nicks, bent, stretched, or galled.
bp8cssa
The capscrew must be replaced if it has any of the

listed damage.
Inspect the connecting rod and connecting rod cap for

damage.
Replace the connecting rod if the I-beam or
connecting rod cap is damaged.
Inspect the connecting rod and connecting rod cap for
fretting damage on the mating surfaces.
The connecting rod and connecting rod cap must be
replaced as an assembly if fretting damage is visible
on either piece.
cx900sf
Check the bearing surface for nicks or burrs.

If it is not possible to remove any nicks or burrs with a
fine emery cloth, the connecting rod must be replaced.
cx8behf
Diesel Engine
114
Engine System
Inspect the connecting rod piston pin bushing for

damage.
Replace any connecting rod piston pin bushing that
has evidence of scoring, galling, or scuffing.
Replace any bushing that has turned in the bore.
Special tools and precision machining are required to
replace bushings. If Cummins Inc. approved tools and
procedures are not available, the connecting rod must
be replaced.
01c00145
CAUTION
The connecting rod cap numbers must match the
numbers on the connecting rod and must be
installed with the characters aligned to prevent
damage to the connecting rods and crankshaft.
CAUTION
Use a vise with brass jaws to hold the connecting
rod. Notches, scratches, or dents in the I-beam
area can cause engine failure.
00900193
Place the connecting rod into a vise with brass jaws.

Install the connecting rod cap onto the connecting rod.
Lubricate the threads of the capscrews with clean
engine oil.
Thread the capscrews into the connecting rod and
hand tighten.
Torque Value:
Step 1
Step 2
Diesel Engine
115
39 n.m
[29 ft-lb]
Engine System
Measure the connecting rod crankshaft bore inside

diameter with a bore dial indicator.
Connecting Rod Crankshaft Bore Inside
Diameter
Mm
in
61.00
MIN
2.402
61.025
MAX
2.403
If the connecting rod crankshaft bore inside diameter
is not within specifications, the connecting rod must
be replaced.
cx1brtc
Measure the connecting rod piston pin bushing inside

diameter.
Connecting Rod Piston Pin Bushing Inside
Diameter
Mm
in
33.00
MIN
1.299
33.025
MAX
1.300
If the connecting rod crankshaft bore inside diameter
is not within specifications, the connecting rod must
be replaced.
cx1bstb
This procedure describes the magnetic particle

inspection for the connecting rod and connecting rod
cap.
Use a magnetic particle testing machine.
The connecting rod and connecting rod cap must be
assembled during this process.
Use the residual method. Apply head shot amperage.
Adjust the amperage to 1500 ampere direct current or
rectified alternating current.
cx8bdsc
Check for cracks.

The connecting rod must be replaced if any cracks
are visible.
Diesel Engine
116
Engine System
Use the residual method. Apply coil shot amperage.

Amperage (Ampere Turns)
Minimum
2600 amperage
current
Maximum
direct
2800 amperage
current
direct
Ampere turn is an electrical current of one ampere

flowing through the coil, multiplied by the number of
turns in the coil.
01400343
Check for cracks.

The connecting rod must be replaced if any
indications are visible in the critical (shaded) areas.
01400344
WARNING
Hot steam can cause serious injury.
`
WARNING
for cleaning, follow manufacturer's recommendations for use. Wear goggles and protective
injury.
cx800kd
CAUTION
The connecting rod must be demagnetized
completely and cleaned thoroughly. Any small
metal particles will cause engine damage.
Demagnetize the connecting rod.
Use solvent or steam to clean the connecting rod.
Diesel Engine
117
Engine System
This procedure describes the magnetic particle

inspection for connecting rod capscrews.
bp8csse
Use a Magnaflux or similar magnetic particle testing

machine.
Use the continuous method. Apply a head shot of 300
to 400 amperes direct current or rectified alternating
current.
bp8cssb
Use an ultraviolet light. Check for indications of

cracks.
The magnetic particles tend to form on sharp corners
and edges. Do not mistake these for cracks.
Any indications of cracks are not acceptable.
bp8cssc
Prepare the machine for a coil shot.

Make sure the capscrew is near one side of the coil
and not in the center.
Apply 1000 to 1350 ampere-turns.
bp8cssd
`
Diesel Engine
118
Engine System
Use an ultraviolet light. Check for indications of

cracks.
Any indications of cracks are not acceptable.
bp8cssc
WARNING
When using solvents, acids or alkaline materials
for
cleaning,
follow
the
manufacturer's
personal injury.
WARNING
bp8csea
Wear eye and face protection when using

compressed air. Flying debris and dirt can cause
personal injury.
CAUTION
The capscrew must be demagnetized completely
and cleaned thoroughly. Any small metal particles
will cause engine damage.
Demagnetize the capscrew thoroughly.

Use solvent to clean the capscrew and dry with
compressed air.
Diesel Engine
119
Engine System
Crankshaft
WARNING
This assembly weighs 23 kg [50 lb] or more. To
reduce the possibility of personal injury, use a
hoist or get assistance to lift this assembly.
CAUTION
Be careful not to hit the crankshaft against the
cylinder block and damage the sliding surface.
00900204
Remove the main bearings. Refer to Procedure 001006.

Remove the crankshaft from the cylinder block.
Use fine crocus cloth to polish the machined surfaces.

Use a bristle brush to clean the oil drillings.
ks200ec
NOTE:
If more than two threaded holes are

damaged in one end, the crankshaft must
be replaced.
Inspect the threaded capscrew holes for damage.

Use one of the following methods to repair any
threaded holes:
Chase the threads
Use the threaded insert kit, Part Number 3822709,
or equivalent.
ks900sf
Diesel Engine
120
Engine System
Measure the front and rear oil seal contact areas for a
wear groove.
Crankshaft Front and Rear Oil Seal Wear Groove
Mm
in
0.25
MAX
0.010
If the wear groove exceeds the specification, replace
the crankshaft.
ks8seta
Inspect the crankshaft connecting rod and main

journals for deep scoring, overheating, or other
damage.
ks900kb
NOTE:
Oversize thrust bearings are available if the

thrust distance is not within specifications. If
the crankshaft must be machined to use an
oversize thrust bearing, refer to the
Alternative Repair Manual, Bulletin 3379035,
for machining instructions.
Measure the thrust clearance (1).
Crankshaft installed or crankshaft thrust width minus
block thrust width + bearing width.
01900249
Crankshaft Thrust Clearance

Mm
0.131
0.351
Diesel Engine
121
MIN
MAX
in
0.0052
0.0138
Engine System
Measure the main journal (2).

Connecting Rod Bearing Journal Diameter
mm
Standard
0.25mm
01900249
0.50mm
0.75mm
1.00mm
in
69.86
MIN
2.750
70.00
MAX
2.756
69.61
MIN
2.741
69.75
MAX
2.746
69.36
MIN
2.731
69.50
MAX
2.736
69.11
MIN
2.721
69.25
MAX
2.726
68.86
MIN
2.711
69.00
MAX
2.717
Bearing Clearance (2) = Main bearing inside diameter

with bearing installed minus crankshaft journal
diameter. Refer to procedure 001-026.
Measurements
mm
Bearing
Clearance
0.043 to 0.103
in
[0.0.0017 to
0.0041]
Check the roundness (2) of the bearing journal.

Connecting Rod Bearing Journal
mm
in
Out-ofRoundness
0.020
MAX 0.0008
Measure the connecting rod crankshaft pin journal (3).

Connecting Rod Crankshaft Pin Journal Diameter
Standard
0.25 mm
0.50 mm
0.75 mm
1.00 mm
Diesel Engine
122
mm
56.91
57.00
56.66
56.75
56.41
56.50
56.16
56.25
55.91
MIN
MAX
MIN
MAX
MIN
MAX
MIN
MAX
MIN
in
2.241
2.244
2.231
2.234
2.221
2.224
2.211
2.215
2.201
56.00
MAX
2.205
Engine System
Measure the clearance of the crankshaft pin journal

(3)
Measurements
mm
Bearing
Clearance
0.029 to 0.089
in
0.0011
to 0.0035
Check the roundness (3) of the connecting rod

crankshaft pin journal.
Connecting Rod Crankshaft Pin Journal
mm
in
01900249
Out-ofRoundness
0.020 MAX 0.0008
Measure the bend of the crankshaft (4).

Measurements
mm
in
Crankshaft
0.09
0.0035
Bend
WARNING
This assembly weighs 23 kg [50 lb] or more. To
hoist or get assistance to lift this assembly.
CAUTION
Do not hit the crankshaft against the cylinder
block. Failure to do so can result in damage to the
block or crankshaft.
00900204
Lubricate the upper main bearings with clean engine

lubricating oil.
Install the upper main bearings. Refer to Procedure
001-006.
Position and install the crankshaft and gear into the
cylinder block.
Install the lower main bearings and bearing caps.
Refer to Procedure 001-006
Diesel Engine
123
Engine System
NOTE:
The crankshaft must rotate freely by hand.
02900058
Diesel Engine
124
Engine System
Crankshaft Gear, Front

NOTE:
If there is damage to the front crankshaft

gear teeth or there are signs of excessive
heat, make sure to inspect the associated
idler gear for damage.
Inspect the crankshaft gear teeth for discolorations or

signs of excessive heat (bluing).
Inspect for cracks and broken or chipped teeth.
If any damage is present, replace the crankshaft and
crankshaft gear. Refer to Procedure 001-016 for
crankshaft removal.
ks8gesa
Diesel Engine
125
Engine System
Crankshaft Pulley
Remove the capscrew and mounting plate.
Use a standard puller, Part Number ST 647, or
equivalent, to remove the crankshaft pulley.
00900180
WARNING
Hot steam can cause serious personal injury.
WARNING
for
cleaning,
follow
the
manufacturer's
personal injury.
01900251
WARNING
WARNING
Clean the crankshaft pulley with steam or solvent.
Diesel Engine
126
Engine System
Inspect the pulley for cracks, excessive wear in the

belt grooves, or other damage.
Inspect the mating surface and pulley bore areas for
damage.
da2pusa
Align the crankshaft pulley with the crankshaft key.

Install the crankshaft pulley, mounting plate, and
capscrew.
14mm Capscrew
With PTO
14 mm Capscrew
Without PTO
00900180
18 mm Capscrew All
Diesel Engine
127
176 n.m
[130 ft lb ]
93 n.m
[69 ft lb ]
372 n.m
[274 ft lb ]
Engine System
Crankshaft Seal, Front

NOTE:
A noise dampener is installed on some

engines. The noise dampener must be
removed prior to removing the front
crankshaft seal.
Use a pry bar or suitable tool to remove the front

crankshaft seal from the front gear cover.
00900182
Clean the gear cover seal bore and crankshaft

surface of all oil, dirt, and seal residue.
ks900ek
NOTE:
If the crankshaft has excessive wear, the

crankshaft must be replaced.
Inspect the crankshaft for excessive wear.
ks901sx

grease.
Use a crankshaft seal installer, Part Number 3164900,
or equivalent, to install the seal in the front gear cover.
Install the noise dampener, if equipped.
00900182
Diesel Engine
128
Engine System
Crankshaft Seal, Rear

Use a pry bar or suitable tool to remove the rear
crankshaft seal.
00900189
CAUTION
The seal lip and the sealing surface on the
crankshaft must be free from all residue to reduce
the possibility of seal leaks.
Clean and dry the rear crankshaft sealing surface.
Clean and dry the flywheel housing seal bore.
Inspect the crankshaft sealing area and flywheel
housing bore for burrs or raised material. Remove the
burrs or raised material with crocus cloth.
bp900vc

grease.
Use crankshaft seal installer, Part Number 3164900,
or equivalent, to install the crankshaft seal.
00900189
Diesel Engine
129
Engine System
Cylinder Block
Diagnosis of cylinder block cooling and lubrication
malfunctions has been discussed in those respective
sections. The potential problems with the cylinder, the
camshaft bore, and the crankshaft main journals are
discussed in this section.
ck900kb
Malfunctions of the cylinder block, such as leaks or

tappet bore wear, require a visual or dimensional
inspection to isolate the problem.
ck900kc
The cylinder bores are machined directly into the

cylinder block during production. The size and
condition of the cylinder bore is critical to engine
performance and life. During repair, make sure to
inspect the cylinder bores carefully. It will also be
necessary to deglaze the cylinder walls before
reassembly. A 30-degree crosshatch pattern is
needed to seat the new piston rings.
ck9brwb
The cylinder bores can be rebored in a machine shop

and fitted with an oversize service piston.
ck9brwc
Diesel Engine
130
Engine System
The head surface of the block is also critical to

sealing the cylinder bores. Inspect the surface
carefully during repair before assembly.
ck900wf
Use a strong solution of hot water and laundry

detergent to clean the cylinder bores.
ck9breh
WARNING
CAUTION
Clean the cylinder bores immediately after
deglazing, or premature wear of the bores and
rings can result.
ck9brei
Rinse the cylinder bores until the detergent is

removed.
Dry the cylinder block with compressed air.
Diesel Engine
131
Engine System
NOTE:
Make sure to remove the tape covering the

tappet and lubricating oil holes after the
cleaning process is complete.
Check the cylinder bore cleanliness by wiping with a

white, lint-free, lightly oiled cloth. If grit residue is still
present, repeat the cleaning process until all residue
is removed.
ck9brej
NOTE:
Make sure to remove the covering from the

piston cooling nozzles.
Remove the protective tape and cloth, and clean the

crankshaft journals.
ks900ej
WARNING
for
cleaning,
follow
the
manufacturer's
personal injury.
WARNING
cg900eb

Use a solvent and a brush to clean any residue that
possibly has splashed on the camshaft.
Inspect the camshaft lobes and tappet faces for signs
of wear or damage. Refer to Procedure 001-008.
Diesel Engine
132
Engine System
Measure the surface flatness (1)(warpage limit).

Surface Flatness
Standard
Repair Limit
0.00 to 0.08 mm
0.15 mm [0.006 in]
[0.00 to 0.003 in]
Measure the inner diameter of the main bearing (2).
Inner Diameter of Main Bearing (Bearing Installed)
01900252
Standard
0.25
0.50
0.75
1.00
mm
70.00
70.20
69.25
69.75
69.50
69.70
69.25
69.45
69.00
69.20
in
2.756
2.764
2.726
2.746
2.736
2.744
2.726
2.734
2.717
2.724
MIN
MAX
MIN
MAX
MIN
MAX
MIN
MAX
MIN
MAX
Measure the inner diameter of the camshaft bushing

(3).
Camshaft Bushing Inside Diameter
Standard
Repair Limit
50.50 mm [1.988 in]
50.60 mm [1.992 in]
Measure the cylinder bore (1).

Cylinder Bore Dimensions
Standard
Bore
Out of
Roundness
Taper
01900253
Diesel Engine
133
Inside
Diameter
95.00 mm
[3.740 in]
0.022 mm
[0.0008 in]
N/A
N/A
N/A
N/A
Tolerance
Repair
Limit
95.15 mm
[3.746 in]
0.02 mm
[0.0008 in]
Engine System
Gear Cover, Front

Remove the 17 capscrews, front gear cover, cover
plate, and gasket.
Discard the gasket.
00900181
WARNING
for
cleaning,
follow
the
manufacturer's
personal injury.
WARNING
01900254

WARNING
Clean the front gear cover and cover gasket surface
with solvent. Dry with compressed air.
Clean the cylinder block gasket surface.
Inspect the front gear cover and cover plate for

cracks or other damage.
01900255
Diesel Engine
134
Engine System
CAUTION
Apply gasket sealant, Part Number 3164067, or
equivalent, to the gear cover mounting surface.
Install the new gasket, gear cover, and 17 capscrews.
Torque Value:
19n.m [14 ft-lb ]
00900181
Diesel Engine
135
Engine System
Idle Gear, Camshaft

NOTE:
If a PTO accessory drive is used on the

engine, the idler gear uses two bearings.
Remove the capscrew, plate, shim, and front bearing.

Remove the idler gear, rear spacer plate, rear bearing,
and idler shaft.
01900258
WARNING
When using solvents, acid, or alkaline materials
for
cleaning,
follow
the
manufacturer's
protective clothing to avoid personal injury.
WARNING
cg9geea
Use solvent to clean the idler gear.

NOTE:
If the burrs or raised material can not be

removed with an abrasive pad, or equivalent,
the camshaft idler gear must be replaced.
Inspect the idler gear for cracked, chipped, or broken

teeth.
Inspect the idler shaft bore for burrs.
cg9gesc
Diesel Engine
136
Engine System
NOTE:
If the burrs or raised material can not be

removed with an abrasive pad, or equivalent,
the camshaft idler gear shaft must be
replaced.
Inspect the idler shaft nose for burrs.

Always connect the negative (-) cable last.
Connect the battery cables.
cg900sj
Align the match marks on the idler gear, crankshaft

gear, and camshaft gear. The match marks are
identified as follows:
A. Crankshaft gear and idler gear
B. Idler gear and camshaft gear
C. Fuel pump and idler gear
NOTE:
Lower case letters identify oil pump and

accessory drive, which are not timed.
NOTE:
If a PTO accessory drive is used on the

engine, the idler gear uses two bearings.
00900241
Install the idler shaft, rear bearing, rear spacer plate,

and idler gear.
Install the front bearing, plate, shim, and capscrew.
Torque Value:
110 n.m [81 ft-lb ]
01900258
Measure the end play of the idler gear.
00900243
Diesel Engine
137
Engine System
Position the fuel injection pump assembly temporarily.

Measure the backlash of each gear with a dial
indicator, 3376050, or equivalent.
00900244
Diesel Engine
138
Engine System
Piston
WARNING
for
cleaning,
follow
the
manufacturer's
personal injury.
WARNING
pi900ec

CAUTION
Do not use the bead-blast method to clean the
piston. The piston can be damaged by blast
material embedded in the aluminum.
CAUTION
Do not clean the pistons in an acid tank. The
piston can be damaged by the acid.
Soak the pistons in cold parts cleaner.
Soaking the pistons overnight will usually loosen the
carbon deposits.
WARNING
Wash the pistons and rods in a strong solution of
detergent in hot water.
pi900ed
Diesel Engine
139
Engine System
CAUTION
Do not use a ring groove cleaner and make sure
not to scratch the ring sealing surface in the
piston groove.
Clean the remaining deposits from the ring grooves
with the square end of a broken ring.
pi900ee
WARNING
Wash the pistons again in a strong solution of
pi900ed
NOTE:
If severe piston damage has occurred,

check the turbocharger, cylinder head, and
exhaust components for damage from
debris.
Inspect the piston for damage and excessive wear.

Check the top, ring grooves, skirt, and pin bore.
pi900sb
Measure the piston skirt diameter.

Piston Skirt Diameter
mm
in
94.85
MIN
3.734
95.00
MAX
3.740
pi900tc
Diesel Engine
140
Engine System
Measure the pin bore.

NOTE:
Measure the pin bore in the center area of

the bore. The bore profile is tapered on the
edges and will result in a measurement
error.
Piston Pin Bore Diameter
mm
30.00
pi9brtc
Diesel Engine
141
in
NOM
1.181
Engine System
Piston Rings
Inspect the piston rings for the following:
Abrasive wear
Scuffing and scoring
Oil ring plugged with deposits.
Abrasive wear is indicated by concentrated vertical
scratches (B). The chromium plating is worn through
and the face of the ring has a brighter finish, when
compared to the dull satin finish of a new ring (A).
Abrasive wear can be caused by:
pi9risb
Ingested abrasive material

Inadequate cleaning during a previous repair
Particles embedded in the liner.
Scuffing and scoring.
Scuffing and scoring is indicated by heavy scratches,

metal discoloration, and voids (B).
Scuffing and scoring can be caused by:
Engine overheating
Oil dilution
Improper maintenance of the lubrication system
Piston cooling nozzle malfunction.
Oil ring plugged by deposits.
Scuffing and scoring on the piston rings indicates a

breakdown of the oil film on the cylinder liner wall,
causing transfer of material from the piston ring face
to the cylinder liner.
pi9risc
Oil ring plugging is indicated by deposits on the oil

ring grooves (B).
Oil ring plugging can be caused by:
Low engine operating temperatures - long periods
of idling or a cooling system malfunction
Extended oil change intervals
Use of the wrong grade of engine oil
Use of a poor-quality engine oil.
Plugging of the oil ring drains restricts oil drain back,
which floods the piston ring belt area, resulting in a
loss of oil control.
pi9risd
Diesel Engine
142
Engine System
Width of Piston Groove

mm
in
Top
2.0
NOM
0.079
Second
2.0
NOM
0.079
Oil Control
4.0
NOM
0.158
Use a new piston ring to measure the clearance in

the ring groove.
pi900te
Top
Second
Oil Control
Piston Ring Clearance

mm
0.06
MIN
0.10
MAX
0.03
MIN
0.07
MAX
0.03
MIN
0.07
MAX
in
0.0024
0.0039
0.0012
0.0028
0.0012
0.0028
Position each ring in the cylinder below the ring

reversal area, and use a piston to square it with the
bore.
pi9rita
Use a feeler gauge to measure the piston ring gap.

Piston Ring Gap
mm
Top
Second
Oil Control
pi9ritc
Diesel Engine
143
in
0.30
MIN
0.012
0.45
MAX
0.018
0.30
MIN
0.012
0.45
MAX
0.018
0.25
MIN
0.0098
0.45
MAX
0.018
Engine System
Identify the ring sets for installation in the cylinder

where the end gap was measured.
pi9rige
CAUTION
If a ring expander tool is being used, be careful
not to over expand the ring.
The top surface of the top and intermediate rings are
identified as illustrated.
The oil control ring can be assembled with either side
up.
pi9rise
Position the oil ring expander in the control ring

groove.
pi9rigb
Install the oil control ring with the end gap 180
degrees from the ends of the expander.
pi9rihc
Diesel Engine
144
Engine System
NOTE:
Make certain that the dot and the word

TOP are facing up when installing the
piston rings.
Use piston ring expander, Part Number 3823137, or

equivalent, to install the intermediate ring.
pi900ac
NOTE:
The top ring

appearance.
has
shiny
chrome

equivalent, to install the top ring.
`
pi900ad
Position the rings so the ring gap are 120 degrees

apart.
pi9rihb
Diesel Engine
145
Engine System
Piston and Connecting Rod Assembly

There are a number of power-related problems,
including excessive lubricating oil consumption,
smoke, blowby, and poor performance, that can be
caused by inadequate sealing between the piston
rings and the cylinder walls. A blowby measurement
can help detect the problem. Refer to Procedure 014010 for blowby measurement.
pi900ka
A free-floating, hollow piston pin is used to attach the

piston to the connecting rod. Lubricating the pin and
journal is accomplished by residual spray from piston
cooling.
pi9piga
Rotate the crankshaft with an engine barring tool until

the pistons are below the carbon deposits, which are
found above the ring travel area.
pi900we
Diesel Engine
146
Engine System
CAUTION
Do not use emery cloth or sandpaper to remove
carbon from the cylinder bores. Aluminum oxide
or silicon particles from these materials can
Use a scraper or a blunt-edged instrument to loosen
the carbon deposits. Do not damage the cylinder with
the scraper.
ck9bree
Remove the remaining carbon deposits with an

abrasive pad, Part Number 3823258, or equivalent.
ck9bref
WARNING
cause personal injury
CAUTION
Do not use the steel wire wheel in the piston
travel area. Operate the wheel in a circular motion
to remove the deposits.
ck9breg
NOTE:
An inferior quality wire wheel will lose steel

bristles during operation, thus causing
additional contamination.
An alternative method to remove the carbon ridge is

to use a high-quality steel wire wheel installed in a
drill or die grinder.
Diesel Engine
147
Engine System
On pistons with anodized coatings, do not stamp the

anodized coating on the outer rim.
Mark each piston according to the cylinder location.
pi900gc
Rotate the crankshaft to position the connecting rod

caps at bottom dead center for removal.
Mark each connecting rod and connecting rod cap
according to the cylinder number location.
cx9cahb
NOTE:
Do not remove the capscrews from the

connecting rods at this time.
Loosen the connecting rod capscrews.

Use a rubber hammer to hit the connecting rod
capscrews to loosen the caps.
01d00094
Remove the connecting rod capscrews.

Remove the connecting rod cap.
01d00095
Diesel Engine
148
Engine System
Remove the lower connecting rod bearing.

Mark the cylinder number and the letter L (lower) on
the flat surface of the bearing tang.
Push the connecting rod and piston assembly out of
the cylinder bore. Care must be taken not to damage
the connecting rod or bearing.
Remove the upper rod bearing.
cx9beme
Mark the cylinder number and the letter U (upper)

on the flat surface of the bearing tang.
cx9bega
The piston and connecting rod assemblies must be

installed in the same cylinder number from which they
were removed, to provide proper fit of worn mating
surfaces, if parts are reused.
Use a tag to mark the cylinder number from which
each piston and rod assembly were removed.
Place the rod and piston assemblies in a container to
protect them from damage.
01c00167

equivalent to remove the piston rings.
pi901ac
Diesel Engine
149
Engine System
Remove the piston pin retaining rings.
cx9rrma
NOTE:
Heating the piston is not required.
Remove the piston pin.

Remove the connecting rod from the piston.
pi9pima
Make sure the FRONT marking on the piston and the

numbers on the connecting rod and cap are oriented
as illustrated.
pi900gd
Install the retaining ring in the pin groove on the front

side of the piston.
pi9rrhb
Diesel Engine
150
Engine System
Lubricate the pin and pin bores with clean 15W-40

engine lubricating oil.
pi9piwa
NOTE:
Pistons do not require heating to install the

pin; however, the pistons do need to be at
room temperature or above.
Install the connecting rod.

Install the piston pin.
pi9pima
Install the second retaining ring.
cx9rrma
Use the piston ring expander, Part Number 3823137,

or equivalent, to install the piston rings.
pi901ac
Diesel Engine
151
Engine System
When rebuilding an engine with the original cylinder

block, crankshaft, and pistons, make sure the pistons
are installed in their original cylinders.
If replacing the piston(s), make sure the replacement
piston(s) are the same grade as the original piston(s).
If a new cylinder block or crankshaft is used, the
piston grading procedure must be performed to
determine the proper piston grade for each cylinder.
cx900ha
Install the connecting rod and piston assembly into

the Number 1 cylinder without the rings installed.
The number stamped on the connecting rod and cap

at the parting line must match and be installed on the
oil cooler side of the engine.
Install the connecting rod cap and capscrews to the
connecting rod.
cx9cshb
CAUTION
The connecting rods and connecting rod caps are
not interchangeable. The connecting rods and
connecting rod caps are machined as an
assembly. Failure will result if the connecting
rods and caps are mixed.
Install the bearing shells into both the connecting rod
and the connecting rod cap.
cx9behd
Make sure the tang on the bearing shells is in the slot

of the connecting rod cap and connecting rod.
Lubricate the connecting rod bearings with clean

cx9bewa
Diesel Engine
152
Engine System
Immerse the pistons in clean 15W-40 engine

lubricating oil until the rings are covered.
Allow the excess oil to drip off the assembly.
pi800hd
Position the rings so that the ring gaps are 120

degrees apart.
pi9rihb
CAUTION
If using a strap type ring compressor, make sure
the inside end of the strap does not hook on a
ring gap and break the ring.
Use piston ring compressor, Part Number 3164330,
or equivalent, to compress the rings.
01d00296
Lubricate the cylinder bore with clean 15W-40 engine

lubricating oil.
The cylinder block must be clean before assembly.
Inspect the cylinder bores for reuse.
ck9brwd
Diesel Engine
153
Engine System
Position the connecting rod journal for the piston to

be installed to bottom dead center (BDC).
cx900wf
Take care to not damage the cylinder wall when

inserting the connecting rod.
Carefully push the piston into the bore while guiding
the connecting rod to the crankshaft journal.
cx900ld
Lubricate the threads and underside of the

connecting rod capscrew heads with clean 15W-40
cx9cswb
CAUTION
The number stamped on the rod and cap at the
parting line must match and be installed on the oil
cooler side of the engine.
Install the connecting rod cap and capscrews.
Tighten the two capscrews in alternating sequence.
Torque Value:
Step1
Step2
cx9cshb
Diesel Engine
154
39 n.m [29 ft-lb]

Engine System
NOTE:
Do not measure the clearance between the

connecting rod cap and crankshaft.
Measure the side clearance between the connecting

rod and crankshaft.
Connecting Rod Cap Side Clearance
mm
in
0.20
0.40
MIN
MAX
0.0079
0.0160
cx900tb
CAUTION
To reduce the possibility of engine damage, the
crankshaft must rotate freely.
CAUTION
If the connecting rod is not properly oriented
(tang opposite the camshaft), it will contact the
camshaft and lock the engine.
ks900wk
Check for freedom of rotation as the connecting rod

caps are installed. If the crankshaft does not rotate
freely, check the installation of the connecting rod
bearings and the bearing size.
Diesel Engine
155
Engine System
Gear Train Backlash, Front

This check must be performed after the gear cover is
removed or before installation.
The adjacent (engaging) gear must not turn as the
gear being measured is turned.
Position a dial indicator so the tip is contacting the
surface of the gear tooth as shown. Do not allow the
mating gear to turn.
Rotate the gear being measured clockwise. Position
the indicator to zero (0). Rotate the gear
counterclockwise and read the indicator.
01600087
Measure the gear backlash (1).

Timing Gear Backlash
Gear
01900256
0.08 to 0.19 mm
and idler gear
[0.0031 to 0.007 in]
Camshaft gear
0.08 to 0.19 mm
and idler gear
[0.0031 to 0.007 in]
gear and idler

gear
Camshaft gear
and oil pump

gear
Limit
Crankshaft gear
Injection pump
C
Replacement
Standard
0.07 to 0.29 mm
0.40 mm
[0.003 to 0.011 in]
[0.0157 in]
0.07 to 0.29 mm
[0.003 to 0.011 in]
Camshaft gear
0.15 to 0.30 mm
and PTO gear
[0.006 to 0.012 in]
Measure the clearance between the idler gear

bushing and shaft (2).
Clearance Between Idler Gear Bushing and Shaft
Standard
Replacement Limit
0.015 to 0.050 mm
[0.0006 to 0.002 in]
0.10 mm [0.0039 in]
Measure the end play of the idler gear (3).

01900257

Standard
Replacement Limit
0.03 to 0.09 mm
0.20 mm [0.0079 in]
[0.0012 to 0.0035 in]
Diesel Engine
156
Engine System
Camshaft Thrust Bearing

Remove the thrust bearing.
00900186
CAUTION
The bearings can separate during engine
operation. Do not use room temperature
vulcanized (RTV) sealant to hold the bearings
together for assembly or the thickness can be too
great when the room temperature vulcanized
(RTV) sealant cures.
NOTE:
01400029
The camshaft thrust bearing has two

bearings. Both have a steel back with an
aluminum overlay. The thrust bearing must
be installed with the smooth sides against
each other.
Inspect the thrust bearing for damage.

Measure the bearing thickness.
Camshaft Thrust Bearing Thickness
mm
in
0.150
0.350
MIN
MAX
0.0059
0.0138
Install the thrust bearing.
00900186
Diesel Engine
157
Engine System
Cylinder Head
WARNING
hoist or get assistance to lift this component.
Remove the mounting capscrews, cylinder head
assembly, and gasket.
Discard the gasket.
00900171
Use a valve spring compressor, Part Number

3163292, or equivalent, to compress the valve
spring(s), and remove the valve collets.
00900172
Loosen the spring, and remove the spring seat and

valve spring.
00900173
NOTE:
When removing the valve(s), mark them in

the location where the valve was installed.
This will aid in the assembly procedure.
Raise the cylinder head, and remove the valve.
00900174
Diesel Engine
158
Engine System
WARNING
Wash the cylinder head in hot, soapy water solution.
After rinsing, use compressed air to dry the cylinder
head.
02900072
WARNING
When using solvents,
acids, or alkaline
materials for cleaning, follow the manufacturer's
personal injury.
CAUTION
knlcsea
Do not use caustic or acidic solutions to clean the

cylinder head capscrews. Use of this type of
solvent can cause corrosion to the capscrews.
Use a petroleum-based
capscrews.
solvent
to
clean
the
Clean the capscrew thoroughly with a wire brush or a

soft wire wheel, or use a non-abrasive bead blast to
remove deposits from the shank and the threads.
Inspect the cylinder head for cracks.

If a crack is found, and the crack does not extend into
the valve seat the cylinder head can be used again.
kn900ko
Diesel Engine
159
Engine System
Measure the cylinder head for surface flatness (1).

Cylinder Head Flatness(warping limit)
mm
in
0.00
MIN
0.00
0.05
MAX
0.002
The maximum repair limit on the cylinder head is 0.30
mm [0.012 in].
02900128
Inspect the cylinder head capscrews for damaged

threads, corroded surfaces, or a reduced diameter
(due to capscrew stretching).
knlcssa
Do not use the cylinder head capscrews again

under the following conditions:
Corrosion or pitting that exceeds 1 sq. cm [0.155 sq.
in] in area
10 mm [3/8 in] x 10 mm [3/8 in] is an acceptable
area
13 mm [1/2 in] x 13 mm [1/2 in] is not an
acceptable area
Corrosion or pitting that exceeds 0.12 mm [0.005
in] in depth
knlcssb
Corrosion or pitting is located with 3.2 mm [1/8 in]

of the fillet
Corrosion or pitting is located within 3.2 mm [1/8 in]
of the threads
Stretched beyond free length maximum.
Reference the following steps for capscrew lengths
knlcssc
Diesel Engine
160
Engine System
If the capcrews are not damaged, they can be used

again throughout the life of the engine unless the
specified free length is exceed.
To check the capscrew free length, place the head
of the capscrew in the appropriate slot with the flange
against the base of the slot. Refer to the
manufacturer's specifications for the correct size of
the cylinder head capscrews.
02900009
If the end of the capscrew touches the foot of the

gauge, the capscrew is too long and must be
discarded and replaced.
02900010
Immediately after cleaning and inspecting the

capscrew. Apply a film of clean lubricating engine oil
to all capscrews that are to be used again.
kn9cswb
Coat the stems of the intake and exhaust valves and

the inside of the valve guides with clean lubricating
engine oil.
00900174
Diesel Engine
161
Engine System
Install the valve spring and spring seat on the valve

stem.
00900173
Install the valve collet onto the valve stem groove

while compressing the valve spring with the valve
spring compressor, Part Number 3163292, or
equivalent.
00900172
After releasing the valve spring, tap the top of the

valve stem with a plastic hammer to make sure the
valve cotter is completely seated.
00900252
Measure the cylinder head valve seat recession (2).

Valve Seat Specifications
mm
in
Intake
1.000.100
NOM
0.0390.004
Exhaust
0.900.100
NOM
0.0350.004
Repair limit on the intake valve seat is 2.00 mm 0.079

in].
Repair limit on the exhaust valve seat is 1.90 mm
0.075 in].
00900130
Valve seat angle (4) is 45 degrees with a tolerance of

0 15'. Repair limit condition is judged by vacuum
test.
Diesel Engine
162
Engine System
Measure the injector nozzle protrusion (3) on the

cylinder head
Injector Nozzle Protrusion
mm
In
2.84
MIN
0.112
3.40
MAX
0.138
The tolerance allowance on the nozzle protrusion is

2.700 to 3.500 mm [0.106 to 0.138 in].
00900129
CAUTION
Remove all carbon and dirt from the contact
surfaces of the cylinder block and cylinder head.
Remove all burrs and debris from the cylinder
block. Failure to do so can result in severe engine
damage.
Install a new cylinder head gasket with the TOP
mark facing up.
00900253
WARNING
hoist or get assistance to lift this component.
Coat the capscrew(s) threads with antiseize
compound, Part Number 3824879, or equivalent.
Install the cylinder head using four head capscrews
as guides.
00900254
The cylinder head capscrews can be used up to five

times. Make a punch mark on the capscrew head
each time the capscrew is used. If there are already
five marks on the capscrew head, the capscrew must
be replaced..
Install the capscrews. Tighten the capscrews in the
sequence shown.
Torque Value:
Step 1
Step 2
Step 3
00900245
Diesel Engine
163
69 n.m
[51 ft-lb]
108 n.m
[80 ft-lb]
Rotate 90 degrees
Engine System
Rocker Levers
Adjusting Valve Clearance
Remove the cylinder head cover.
03900075
Rotate the crankshaft in the normal direction.

While watching the movement of the intake valve of
No. 4 cylinder, bring the No.1 cylinder into
compression top dead center position
Align the TOP engraved mark on the crankshaft
pulley (1) with pointer (2).
NOTE:
The engraved mark on the crankshaft pulley will
read 1.4 TOP.
The No. 4 intake valve will start to open when the
No. 1 cylinder comes near compression top dead
center.
0390076
Loosen the lock nut (3) on the adjustment screw (4).

Insert the feeler gauge (5) between the valve stem (6)
and the rocker arm (7).
Adjust the clearance with the adjustment screw until
slight drag is felt on the feeler gauge.
Valve Clearance (Engine Hot or Cold)
Intake Valve
Exhaust Valve
0.35 mm
0.50 mm
0.014 in
0.020 in
0390077
Diesel Engine
164
Engine System
NOTE:
Adjust intake and exhaust clearances in the

following firing order by rotating the
crankshaft 180 degrees in the normal
direction: 1-2-4-3.
0390078
Adjust the valve clearances for intake valves No. 1

and No. 3.
Adjust the valve clearances for exhaust valves No. 1
and No. 2.
0390079
Rotate the crankshaft in the normal direction one

revolution.
Adjust the valve clearances for intake valves No. 2
and No. 4.
Adjust the valve clearances for exhaust valves No. 3
and No. 4.
0390078
Tighten the locknut to secure the adjustment screw.

Locknut Torque Value
Nm
ft-lb
39.2
MIN
28.9
49
MAX
36.1
0390080
Diesel Engine
165
Engine System
Rocker Levers Assembly

The rocker lever assembly contains the following
components:
1. Rocker shaft
2. Adjusting screw locking nut
3. Rocker lever
4. Adjusting screw.
03900102
5. Rocker lever indexing screw

6. Pedestal mounting stud
7. Cup plug
8. Snap ring
9. Thrust washer (if equipped)
10. Rocker lever pedestal
11. Separating spring
12. Pedestal mounting capscrews.
03900103
NOTE:
When removing the rocker arm, loosen the

locknut, and turn the adjustment screw
counterclockwise 2 to 3 turns.
Remove the mounting capscrews and the rocker lever

assembly.
03900169
Remove the snap rings for each rocker lever.

Remove the rocker lever shaft and thrust washers (if
equipped).
Remove the rocker lever pedestals and rocker levers.
Remove the locknut and adjusting screw from rocker
lever.
03900104
Diesel Engine
166
Engine System
Clean all parts in a strong solution of detergent in hot

water.
03900105
WARNING
The pedestals are made from powdered metal and will
continue to show wetness after they have been
cleaned and dried.
Rinse parts with clean hot water.
03900106
Dry parts with compressed air.
Inspect the rocker lever for cracks, excessive wear in

the bore, and the contact surface of the valve stem.
rh9bdsa
Measure the rocker lever bore.

Rocker Lever Bore Diameter
mm
19
NOM
in
0.75
rh9brta
Diesel Engine
167
Engine System
Inspect the pedestal and shaft bore.

Measure the pedestal shaft bore.
Rocker Lever Pedestal Bore
mm
in
19
NOM
0.75
03900107
Install the locknut and adjusting screw in the rocker

lever.
Install the rocker lever pedestals and rocker levers.
Install the rocker lever shaft and thrust washers (if
equipped).
Install the snap rings for each rocker lever.
03900104
NOTE:
Check that the ball of the adjustment screw

is fitted properly into the socket of the
pushrod before tightening the capscrews. If
the valve spring tension pushes against the
rocker arm, loosen the locknut, and turn the
adjustment screw back to prevent strain on
the pushrod.
NOTE:
Tighten the middle pedestal capscrew first.
Install the rocker lever assembly and mounting

capscrews.
00900169

Torque Value:
Diesel Engine
168
25 n.m
[18 ft-lb ]
Engine System
Rocker Lever Cover

Remove the three capscrews, isolator assemblies, orings, and rocker lever cover.
Remove the gasket. Discard the gasket.
03900075
WARNING
Clean the rocker lever cover with a strong solution of
Dry the rocker lever cover with compressed air.
03900109
Inspect the rocker lever cover for cracks and other

damage.
03900110
Install the new gasket.

Install the rocker lever cover,
assemblies, and three capscrews.
o-rings,
isolator

Torque Value:
9 n.m
[80 in-lb ]
03900075
Diesel Engine
169
Engine System
Push Rods or Tubes

NOTE:
Mark the push rods with tags showing the

location. Keep the push rods from getting
damaged. Install the push rod in the same
location during assembly.
Remove the push rods from the cylinder head.
00900170
WARNING
Clean the push rods in a strong solution of detergent
in hot water.
pr900ea
Inspect the push rod ball and socket for signs of

scoring.
Check for cracks where the ball and the socket are
pressed into the tube.
pr900sd
NOTE:
When a push rod is replaced, the

corresponding tappet must be replaced
also.
Check the push rods for roundness and straightness.

Use a round feeler gauge on a flat surface.
Straightness or Bend of push Rod
mm
pr1bdsb
Diesel Engine
0.30
170
in
MAX
0.012
Engine System
Lubricate the push rod ends with clean lubricating

engine oil.
Install the push rods into the cylinder head in the
location as marked.
00900170
Tappet
NOTE:
Mark the location of the tappets if tappets are

to be used again.
Remove the tappets.
00900206
WARNING
Clean the tappets with a strong solution of detergent in
hot water.
Dry the tappets with compressed air.
04900033
When a new camshaft is installed, new tappets and

push tubes must also be installed.
When the tappets need to be replaced,
corresponding push tubes must also be replaced.
the
pr900sd
Diesel Engine
171
Engine System
Inspect the face of the tappet for excessive wear,

cracks, and other damage.
Visual Limits
(A) - Normal contact (exaggerated)
(B) and (C) - Irregular contact (do not reuse).
bp9tasa
Pit marks on the tappet face are acceptable.

The following criteria defines the size of the pits
allowed:
1. A single pit can not be greater than 2 mm [0.078 in].
2. Interconnection of pits is not allowed.
3. Total pits when added together must not exceed 6mm [0.236-in] in diameter or total of 4 percent of the
tappet face.
kf900sa
4. No pitting is allowed on the edges of the wear face

of the tappet.
Measure the valve stem diameter 28 mm [1.1 in] from

the face of the tappet.
Valve Tappet Stem Diameter
mm
16
in
NOM
0.63
kf900to
Lubricate the tappets with clean lubricating engine oil.

Install the tappets.
00900206
Diesel Engine
172
Engine System
Complete Engine
Measuring Compression Pressure
WARNING
WARNING
To avoid personal injury, keep hands, long hair,

jewelry, and loose fitting or torn clothing away
from fans and other moving parts.
Exhaust manifold and muffler are hot. Do not

touch the exhaust manifold or muffler or personal
injury will occur.
Adjust the overhead. Refer to Adjusting Valve

Clearance procedure.
0390077
Remove the spill tube.
0390166
Disconnect the fuel injection tubing.

NOTE: Disconnect the fuel shut-off solenoid.
0390163
Diesel Engine
173
Engine System
CAUTION
Do not allow dirt or foreign matter to get into the
cylinder. Foreign objects in the cylinder can cause
severe engine damage.
Remove the nozzle holder assembly for each cylinder.
Remove the injector.
0390167
Lubricate the sealing lips of the sleeve with anti-seize

compound. Assemble the injector, sealing sleeve, a
new copper sealing washer, and the hold-down clamp.
Use only one washer.
NOTE: A light coat of clean 15W-40 engine oil
between the washer and injector can help
hold the washer in place during installation.
fi9slwb
Install the adapter to the nozzle holder mounting

section of the cylinder to be measured. Tighten the
adapter.
Adapter Capscrews
Nm
ft-lb
39
MIN
29
49
MAX
36
14900059
Connect the compression gauge to the adapter.

NOTE: Most compression leakage can be prevented
by applying a small amount of oil to the
mounting section of the adapter.
14000060
Diesel Engine
174
Engine System
Crank the engine with the starting motor. Read the

gauge when the pointer is stabilized.
Engine Compression
kPa
1965
2944
MIN
NOM
psi
285
427
14000062
Testing and Adjusting the Fan Belt

Tansion
Testing the Fan Belt Tension
Check the amount the fan belt deflects when pushed
with a force of 6 kg [13.2 lb] at a point midway
between the fan pulley and the alternator pulley.
Fan Belt Deflection
mm
in
7.0
MIN
0.28
10.0
MAX
0.39
fa9blsh
Adjusting the Fan Belt Tension

Loosen the mounting capscrew of the alternator (1)
and belt tension adjustment capscrew (2).
14000068
Using a bar, raise the alternator, and adjust the fan

belt tension.
Tighten the adjustment capscrew and the mounting
capscrew.
Torque Value:
Adjustment
Capscrew
31 Nm
[23 ft-lb]
Mounting
Capscrew
66 Nm
[49 ft-lb]
00900257
Diesel Engine
175
Engine System
Fuel System
CAUTION
Do not drop the nut, washer, or key. Failure to do
so will result in the need to remove the front gear
cover.
Remove the gear cover access cap.
Rotate the engine until the keyway is vertical.
Remove the nut and washer from the fuel injection
pump shaft.
05900254
Remove the injection pump support bracket.

Remove the two mounting capscrews.
Remove the fuel injection pump.
Remove the key.
fs9keaa
Inspect the fuel injection pump body for cracks or

other damage
05900868
Diesel Engine
176
Engine System
CAUTION
Make sure the key does not fall into the gear
housing. Failure to do so can result in engine
damage.
Install the Woodruff key into the fuel injection pump.
Align the key in the fuel injection pump with the
keyway in the injection pump gear.
fs9keaa
Install the fuel injection pump.
CAUTION
Do not attempt to pull the pump flange into the
gear housing with the mounting nuts. Damage to
fuel pump housing can occur.
Hand tighten the mounting nuts. The fuel pump must
be free to move in the slots.
fp900wi
Install the fuel injection pump washer and nut..

Torque Value : 70 n.m [52 ft-lb ]
Refer to the rotary fuel injection timing in this
procedure to make sure the fuel pump is timed
correctly.
ip9nuhb
Tighten the fuel injection pump mounting capscrews.

Torque Value: 31 n.m
[23 ft-lb ]
Install the mounting bracket capscrews.

12 mm
14 mm
19
31
n.m
n.m
[14 ft-lb ]
[23 ft-lb ]
fp900wi
Diesel Engine
177
Engine System

Tighten the two capcrews.
10 mm
12 mm
13
19
n.m
n.m
[10 ft-lb ]
[14 ft-lb ]
14900071
Set the number 1 cylinder at compression top dead

center (TDC) by aligning the pointer on the gear cover
to the TDC line on the crankshaft pulley.
05900857
The fuel pump drive access cover can be removed to

confirm the timing marks are aligned between the fuel
pump drive gear and the idler gear if easier than
removing the valve cover. This is to confirm that the
engine is at TDC.
14900071
Remove the distributor head bolt and copper washer

from the injection pump.
Discard the copper washer.
14900074
Diesel Engine
178
Engine System
NOTE:
Check that the stylus end of the dial gauge

contacts the plunger head and is not
bottomed out.
Install the dial gauge, Part Number 3377259, or

equivalent, into the distributor head.
5p9towa
Rotate the crankshaft in the opposite direction of

normal engine rotation (counterclockwise) slightly, until
the dial gauge stops moving.
Set the dial gauge pointer to zero (0).
Slowly rotate the crankshaft in the normal direction
of engine rotation until the dial indicator reads the
following:
Measurements
mm
14900077
Distributor Head Timing
1.00.3
in
0.040.01
Check the degree markings on the crankshaft pulley

with the pointer and that is the timing of the engine.
If the timing needs to be adjusted, rotate the
crankshaft approximately 45 degrees in the reverse
direction of engine rotation.
Rotate the crankshaft in the normal direction of engine
rotation until the pointer on the gear cover lines up
with the correct timing mark on the crankshaft pulley
as stated on the dataplate.
05900857
Loosen the fuel injection pump support bracket, then

loosen the injection pump mounting capscrews.
Rotate the fuel pump until the dial indicator reads 1.0
0.3 mm [0.04 0.01 in].
Tighten the fuel injection pump mounting capscrews,
then the support bracket.
Torque Value: 31 n.m [23 ft-lb ]
14900078
Diesel Engine
179
Engine System
Remove the dial gauge.

Install the distributor head bolt and new copper washer
into the fuel injection pump.
[13 ft-lb ]
14900074

10 mm
12 mm
13 n.m [10 ft-lb ]

19 n.m [14 ft-lb ]
14900071
If the fuel lines are opened, the low-pressure lines can

be vented by pumping the hand lever on the fuel filter
head.
00900221
Diesel Engine
180
Engine System
WARNING
Do not vent the fuel system on a hot engine; this
can cause fuel to spill onto a hot exhaust manifold,
which can cause a fire.
WARNING
Fuel is flammable. Keep all cigarettes, flames, pilot
lights, arcing equipment, and switches out of the
work area and areas sharing ventilation to reduce
the possibility of severe personal injury or death
when working on the fuel system.
fs900wg
Vent the high-pressure fuel lines.

Loosen the fitting at the number 1 injector.
Place the fuel control in the run position.
Crank the engine so air can vent from the fuel lines.
Tighten the fitting.
Continue this process through the remaining three
injectors until the engine runs smoothly.
Injector
Testing
WARNING
Keep your body clear of test spray. Fluid can be
injected into the bloodstream causing blood
poisoning and possible death.
NOTE:
All nozzles must be tested for opening

pressure, chatter and spray pattern.
fi900sa
Diesel Engine
181
Engine System
Check the opening pressure.

a. Open valve.
b. Operate lever at one stroke per second.
c. Read pressure indicated when spray begins.
fi900de
If the opening pressure is out of specification,

disassemble the injector and change the shims in
order to change the opening pressure.
NOTE: .01 mm [0.0039 in] shim thickness equals 41
bar [595 psi].
fi900oa
Leakage Test
a. Open the valve.
b. Operate the lever to hold pressure 20 bar [290 psi]
below opening pressure.
c. No drops should fall from the tip within 10 seconds.
fi900df
Chatter Test
The chatter test indicates the ability of the needle
valve to move freely and correctly atomize the fuel. An
audible sound should be heard as the valve rapidly
opens and closes. A well optimized spray pattern
should be seen.
Used nozzles should not be evaluated for chatter at
lower speeds. A used nozzle can generally be used if
it passes the leakage test.
fi900dd
Diesel Engine
182
Engine System
Disassembly
Remove the copper sealing washer and discard.
filsema
Clamp the nozzle holder in a soft jawed vise and

remove the nozzle nut.
fi900fb
Remove the nozzle needle valve and intermediate

plate.
NOTE: To avoid damage, place the injector nozzle
and needle valve in a suitable bath of clean
test oil.
fi900fc
Remove the nozzle holder from the vise; then remove

the pressure spindle, pressure spring, and shims.
fi900fd
Diesel Engine
183
Engine System
Assembly
NOTE:
Make sure all mating surfaces and pressure

faces are clean and lubricated with fuel oil
before assembly.
fi900ab
WARNING
Install the same thickness of shims that were
removed in disassembly. Use the pressure spring
to make sure the shims are installed flat.
Install the shims.
fi900ha
Clamp the nozzle holder in a soft jawed vise and

install the spindle.
fi900ce
Install the intermediate plate.
fi900ad
Diesel Engine
184
Engine System
Install the needle valve and nozzle assembly.
fi900ce
Install the nozzle nut.
fi900ob
Diesel Engine
185
Engine System
Lubricating System
Measuring Oil Pressure
WARNING
When measuring the oil pressure, be careful not to
get caught in rotating parts. always remove or
install plug or oil pressure gauges with the engine
stopped.
Remove the oil pressure sensor, and install the
pressure gauge.
14900086
NOTE:
Measure the oil pressure while the engine is

warm (oil temperature minimum: 82 C [180
F]).
Start the engine, and measure the oil pressure.
Lubricating Oil Pressure
kPa
210
MIN
ft-lb
30
700
MAX
102
14900087
Lubricating Oil Cooler (If equipted)

Disconnect the two cooling lines from the cylinder
block and the lubricating oil cooler.
Remove the lubricating oil cooler (horizontal mount)
from the cylinder block.
07900329
Diesel Engine
186
Engine System
WARNING
Clean the lubricating oil cooler housing and hoses with

a strong solution of detergent in hot water.
Dry the components with compressed air.
07900330
Inspect the lubricating oil cooler and hoses for cracks

or other damage.
07900331
Install the lubricating oil cooler (horizontal mount) on

the lubricating oil filter head adapter.
[58 ft-lb ]
Connect the two cooling lines to the cylinder block and

the lubricating oil cooler.
07900329
Diesel Engine
187
Engine System
Lubricating Oil Pressure Regulator (Main Rifle)

Remove the pin that holds the regulator spring and
valve in the lubricating oil pump.
Remove the lubricating oil pressure regulator from the
lubricating oil pump.
07900322
Inspect the valve spring and body for damage or

excessive wear.
Inspect the valve for scoring.
Replace the lubricating oil pump if damage is found.
07900323
Diesel Engine
188
Engine System
Measure the clearance between the regulator body

and valve (1).
Valve and
Body
Clearance
Standard
Clearance
Valve
Body
0.050 mm
0.020 mm
to
to
to
11 mm
-0.077 mm
-0.020 mm
0.097 mm
[0.43 in]
[0.002in]
[0.008 in]
[0.001 in]
to
to
to
[0.003 in]
[0.008 in]
[0.004 in]
07900324
1
Standard
Tolerance
Size
0.030
Measure the valve spring length (2).

Valve Spring Length
Standard
Repair
Limit
Free
Installed
Installed
Free
Length
Length
Load
Length
33.1 mm
27.8 mm
2.44 kg
[1.30 in]
[1.09 in]
[5.38 lb]
N/A
Installed
Load
2.30 kg
[5.07 lb]
Replace the lubricating oil pump if not within

specification.
Install the lubricating oil pressure regulator assembly

into the lubricating oil pump.
Install the retaining pin that holds the regulator in the
lubricating oil pump.
07900322
Diesel Engine
189
Engine System
Remove the five mounting capscrews (2) and spacer

(3).
Remove the lubricating oil pump (1).
07900326
Inspect the lubricating oil pump housing for damage.

Measure the axial (1) and radial (2) clearance.
Axial and Radial Pump Gear Clearance
Inspection
Standard
Item
07900327
Axial
Radial
Clearance
Limit
0.030 to 0.085 mm
0.10 mm
[0.0012 to 0.0033 in]
[0.0039 in]
0.045 to 0.090 mm
0.13 mm
[0.0018 to 0.0035 in]
[0.0051 in]
Install the lubricating oil pump (1).

Install the spacer (3) and five mounting capscrews (2).
[14 ft-lb ]
07900326
Diesel Engine
190
Engine System

(Block-Mounted)
Remove the two mounting capscrews from the
lubricating oil suction tube.
Remove the lubricating suction tube and o-ring from
the cylinder block.
Discard the o-ring.
00900179
WARNING
for
cleaning,
follow
the
manufacturer's
personal injury.
WARNING
op9tbeb

WARNING
Clean the lubricating oil suction tube and o-ring
surfaces.
Inspect the lubricating oil suction tube for cracks or

other damage.
07900325
Diesel Engine
191
Engine System
Install the o-ring and lubricating suction tube onto the

cylinder block.
Install the two mounting capscrews into the lubricating
oil suction tube. Tighten the capscrews.
Torque Value: 19 n.m [14 ft-lb]
00900179
Cooling System
Loosen the alternator mounting capscrew (3) and the
belt tension adjustment capscrew (2).
Move the alternator down the adjustment bar until the
drive belt is loose.
Remove the drive belt (1).
08900318
Inspect the drive belt for the following:

Cracks
Glazing
Tears or cuts
Excessive wear.
fa8blsa
Install the drive belt.

Using a breaker bar, raise the alternator on the
adjustment bar (1), and adjust the fan belt tension to
specification.
00900257
Diesel Engine
192
Engine System
Measure the belt tension in the center span of the

pulleys.
Check the belt tension using a click-type belt tension
gauge, Part Number 3822524, or equivalent, or a
Burroughs gauge, Part Number ST-1138, or
equivalent.
Fan Belt Deflection
n
fa9blsb
New Belts
Used Belts
lb
324
MIN
73
378
MAX
85
216
MIN
49
270
MAX
61
Loosen the mounting capscrew of the alternator (1)

and belt tension adjustment capscrew (2).
14900068
Using a breaker bar, raise the alternator, and adjust

the fan belt tension to specification.
Tighten the adjustment capscrew and the mounting
capscrew.
Adjustment Capscrew 31 n.m [23 ft-lb ]
Mounting Capscrew 66 n.m [49 ft-lb ]
00999257
Diesel Engine
193
Engine System
Coolant Thermostat
Remove the thermostat and seal from the water pump
cavity.
08900320
CAUTION
Do not let dirt or debris fall into the thermostat
cavity when cleaning the gasket surfaces. Failure
to do so can cause engine damage.
Clean the mating surfaces.
08900321
Inspect the thermostat (1) for damage such as

obstructions caused by debris, broken springs, or
stuck or missing vent pins.
Make sure the thermostat is clean and free from
corrosion.
08900322
Diesel Engine
194
Engine System
NOTE:
Do not allow the thermostat or thermometer

to touch the side of the container.
Suspend the thermostat and a 100C [212F]

thermometer in a container of well-mixed water.
Heat the water slowly at a temperature of 77C
[171F] so the wax element in the thermostat has
sufficient time to react to the rising water temperature.
The thermostat thermal open lift is 8 mm [0.315 in]
when immersed in hot water for 4 to 5 minutes.
ec900nc
Install the seal and thermostat into water pump cavity.
08900320
Coolant Thermostat Housing

Remove the two capscrews and the thermostat
housing from the water pump.
08900325
Inspect the thermostat housing for cracks or other

damage.
08900326
Diesel Engine
195
Engine System
Install the thermostat housing onto the water pump.
08900325
Cooling System
WARNING
Do not remove the pressure cap from a hot engine.
Wait until the coolant temperature is below 50C
[120F] before removing the pressure cap. Heated
coolant spray or steam can cause personal injury.
WARNING
Coolant is toxic. Keep away from children and pets.
If not reused, dispose of in accordance with local
environmental regulations.
oi900vb
Drain the cooling system by opening the drain valve

on the radiator and removing the plug in the bottom of
the water inlet. A drain pan with a capacity of 20 liters
[5 gal] will be adequate in most applications.
Check for damaged hoses and loose or damaged

hose clamps. Replace, as necessary.
Check the radiator for leaks, damage, and buildup of
dirt. Clean and repair, as necessary.
ra9hosa
Diesel Engine
196
Engine System
During filling, air must be vented from the engine

coolant passages. The air vents through the jiggle
pin openings to the top radiator hose and out the fill
opening. Additional venting is provided for engine
equipped with a aftercooler. Open the petcock during
filling.
Adequate venting is provided for a fill rate of 10
liters/minute [2.6 gal/minute].
08900314
NOTE:
Do not install the radiator cap. The engine

must be operated without the cap for this
process.
Fill the system with a mixture of sodium carbonate and

water (or a commercially available equivalent).
Use 0.5 kg [1.0 lb] of sodium carbonate for every 23
liters [6 gal] of water.
ra900wd
WARNING
Operate the engine for 5 minutes with a coolant
temperature above 82C [180F].
Shut the engine off, and drain the cooling system.
oi800w10
CAUTION
The cooling system must be filled properly to
prevent air locks in the cooling passages. Failure
to vent the cooling system properly, can cause
damage to the cooling system.
Fill the cooling system with clean water.
Make sure to vent the engine and aftercooler (if
equipped) for complete filling.
ra900we
Do not install the radiator cap.

Diesel Engine
197
Engine System
WARNING
Operate the engine for 5 minutes with a coolant
temperature above 82C [180F].
Shut the engine off, and drain the cooling system.
oi800w10
If the water being drained is still dirty, the system must

be flushed again until the water is clean.
CAUTION
The cooling system must be filled properly to
prevent air locks in the cooling passages. Failure
to vent the cooling system properly, can cause
damage to the cooling system.
Adequate venting is provided for a fill rate of 10
liters/minute [2.6 gal/minute].
08900314
CAUTION
Do not use water alone for coolant. Damage from
corrosion can severely damage the engine cooling
system.
Use a mixture of 50-percent water and 50-percent
ethylene glycol antifreeze to fill the cooling system.
ra800wn
Diesel Engine
198
Engine System
WARNING
Do not remove the pressure cap from a hot engine.
Wait until the coolant temperature is below 50C
[120F] before removing the pressure cap. Heated
coolant spray or steam can cause personal injury.
Install the pressure cap. Operate the engine until it
reaches a temperature of 82C [180F], and check for
coolant leaks.
ra800sa
Check the coolant level again to make sure the system

is full of coolant, or that the coolant level has risen to
the hot level in the recovery container on the system, if
equipped.
Cooling System Diagnostics

When you troubleshoot overheating, remember that
too much oil in the oil pan can cause additional heat
from friction when the rod journals are submerged in
oil.
oi90lva
Overfilling with oil raises the oil temperature that is

transferred to the coolant system at the oil cooler.
The system is designed to use a specific quantity of
coolant. If the coolant level is low, the engine will run
hot.
NOTE:
The engine or system has a leak if frequent

addition of coolant is necessary. Find and
repair the leak.
ra900ve
Diesel Engine
199
Engine System
CAUTION
The engine coolant passages must be completely
filled with coolant.
During operation, entrapped air mixes with the coolant,
which results in cavitation corrosion and poor heat
transfer. Highly aerated coolant can cause localized
overheating of the cylinder head and block, which can
result in a cracked head, scored cylinder, or blown
head gasket.
ra900bd
During filling, air must be vented from the engine

coolant passages. The air vents through the jiggle pin
openings to the top radiator hose and out the fill
opening. Additional venting is provided for engines
equipped with an aftercooler. Open the petcock during
filling.
NOTE:
Adequate venting is provided for a fill rate of

10 liters/minute [2.6 gal/minute].
NOTE:
Excess air in the cooling system can lead to

overheating and low coolant levels.
NOTE:
A 50-percent mixture of antifreeze and water

must be premixed before filling the system.
The ability of antifreeze to remove heat from
the engine is not as good as water, so
pouring antifreeze into the engine first could
contribute to an overheated condition before
the liquids are completely mixed.
ra9vapa
A mixture of 50-percent ethylene-glycol base

antifreeze is required for operation of the engine in
temperature environments above -37C [-35F]. A
mixture of 40-percent water and 60-percent antifreeze
is recommended for temperatures below -37C [-35F].
Do not use more than 60-percent antifreeze.
ra800wn
Refer to Cummins Coolant Requirements and

Maintenance for additional cooling system information.
Diesel Engine
200
Engine System
CAUTION
Never use water alone for coolant. Damage from
corrosion can be the result of using water alone
for coolant. The small holes in the head gasket are
especially susceptible to plugging. These holes
are orifices and their size is critical. Do not enlarge
the size of the orifices. To do so will disturb the
coolant flow and will not solve an overheating
problem.
ra900be
Water will cause rust formation, reducing the flow in

the smaller coolant passages.
CAUTION
A sudden loss of coolant from a heavily loaded
engine can result in severe damage to the pistons
and cylinder bore.
Also, water used as a coolant for even a relatively
short period can result in the cup plugs rusting through,
allowing the coolant to leak.
ck9epka
An incorrect or malfunctioning cap can result in the

loss of coolant and the engine running hot.
ra900vf
Diesel Engine
201
Engine System
Air in the coolant can result in loss of coolant from the

overflow when the aerated coolant is hot. The heated
air expands, increasing the pressure in the system,
causing the cap to open.
Similarly, coolant can be displaced through the
overflow if the head gasket leaks compression gases
to the coolant system.
The operating pressure of the coolant system and the
lubricating system can result in the mixing of the fluids
if there is a leak between the systems: head gasket, oil
cooler, etc.
ra900vg
Transmission fluid can also leak into the coolant

through radiator bottom tank transmission oil coolers.
Water Pump
The water pump pulls coolant from the bottom of the
radiator and pumps it through the engine back to the
top of the radiator for cooling. Reduced or interrupted
flow will result in the engine running hot.
wo9hoka
The pump is belt-driven from the crankshaft pulley. An

automatic belt tensioner is used to prevent the belt
from slipping on the pump pulley. A malfunction of the
tensioner will cause the water pump impeller to rotate
at a slower speed, reducing the amount of coolant flow.
fa9besa
Diesel Engine
202
Engine System
The coolant flow can also be reduced if the inlet hose

to the water pump collapses. A hose will usually not
collapse while the engine is running at low speed.
Check the hose while the engine is running at rated
speed.
NOTE:
Be sure the engine is warm, a minimum of

95C [203F], so the thermostat is open.
wi9hoka
A worn or malfunctioning water pump will not produce

the flow required to prevent the engine from running
hot. However, be sure to check the other possibilities
indicated in the Troubleshooting Logic before checking
the flow or replacing the pump.
wp900sc
As stated in the coolant discussion, an obstruction in

the passages can interrupt flow.
kn9gkpa
The following steps are for troubleshooting the

Radiator, Fans, and Shutters:
Air forced through the fins of the radiator by a fan
cools the coolant pumped through the radiator.
Environmental debris (paper, straw, lint, dust, etc.) can
obstruct the fins and stop the flow of air, which will
reduce the cooling effect of the radiator.
ra900sa
Diesel Engine
If the fan is belt-driven, a slipping belt will result in

slower fan speed and reduced cooling. A
malfunctioning automatic belt tensioner can be the
problem.
Check the bearings in the fan hub and other pulleys to
make sure they are not causing excessive belt
vibration and slippage.
203
Engine System
Shutters are designed to control airflow across the

radiator. If the shutters fail to open when needed, the
engine can run hot. Failure of the shutters to close can
result in too much airflow and the engine running cold.
Make sure that the air temperature sensor is
functioning correctly. Check the air-operated shutter
controls. Check for air leaks.
fn900kd
Diesel Engine
204
Engine System
Engine Compression
WARNING
To reduce the possibility of personal injury, keep
hands, long hair, jewelry, and loose fitting or torn
clothing away from fans and other moving parts.
Measure the engine compression pressure while the
engine is a minimum temperature of 50C [122F].
Adjust the overhead. Refer to Procedure 003-004.
03900077
Remove the fuel drain line.
06900274
WARNING
Fuel is flammable. Keep all cigarettes, flames, pilot
lights, arcing equipment, and switches out of the
work area and areas sharing ventilation to reduce
the possibility of severe personal injury or death
when working on the fuel system.
Remove the high-pressure fuel lines.
Disconnect the fuel shutoff valve.
00900163
Diesel Engine
205
Engine System
WARNING
While testing the injectors, keep hands and body
parts away from the injector nozzle. Fuel coming
from the injector is under extreme pressure and
can cause serious injury by penetrating the skin.
CAUTION
Do not allow dirt or debris to enter into the
cylinder port. Debris and foreign objects in the
cylinder can cause severe engine damage.
0090016
Remove the nozzle holder assembly for each cylinder.

Remove the injector for each cylinder.
Lubricate the sealing lips of the sleeve with antiseize

compound, Part Number 3824879, or equivalent.
Assemble the injector, sealing sleeve, a new copper
washer (use only one washer), and the injector holddown clamp.
A light coat of clean 15W-40 lubricating engine oil
between the washer and the injector can help hold the
washer in place during installation of the injector.
fi9slwb
Install the compression adapter, Part Number

3164627, or equivalent, to the nozzle holder mounting
section of the cylinder to be measured..
Tighten the compression adapter.
14900059
Diesel Engine
206
Engine System
Most compression leakage can be prevented by

applying a small amount of lubricating engine oil to the
mounting section of the compression adapter.
Connect the compression gauge to the compression
adapter.
14900060
Start the engine.

With the pointer on the gauge stabilized, check and
read the gauge.
Engine Compression
kPa
2944
psi
NOM
427
Remove the compression gauge when test is

complete.
14900062
Install the fuel drain line.
06900274
Install the high-pressure fuel lines.

Connect the fuel shutoff valve.
00900163
Diesel Engine
207
Engine System
Specifications
Valves, Valve Guides, and Springs
18900014
Ref
Inspection Item
Standard
Remarks
VALVES
Intake
Nominal:
8 mm
[0.3130 in]
Stem Diameter
3
Exhaust
Clearance Limit:
0.20 mm
[0.0079 in]
1.40 to 1.60 mm
[0.0551 to 0.0630 in]
Repair Limit:
1.00 mm
[0.039 in]
0.35 mm
[0.0138 in]
0.50 mm
[0.0197 in]
Tolerance:
0.02 mm
[0.0008 in]
14.5 mm
[0.571 in]
Tolerance:
0.2 mm
[0.0079 in]
Free-Length
49.2 mm
[1.94 in]
Repair Limit:
48.5 mm
[1.90 in]
Installed Length
40.5 mm
[1.59 in]
Clearance Between Guide and Stem

Exhaust
Intake
Head Thickness
Exhaust
1
Tolerance:
-0.050 mm
[-0.0020 in]
-0.065 mm
[-0.0026 in]
0.035 to 0.065 mm
[0.0014 to 0.0026 in]
0.050 to 0.080 mm
[0.0020 to 0.0031 in]
Intake
Tolerance:
-0.035 mm
[-0.0014 in]
-0.050 mm
[-0.0020 in]
Valve Clearance
(at Cold and Warm)
Intake
Exhaust
VALVE GUIDE
Protrusion Above Cylinder Head

Surface
Intake
Exhaust
VALVE SPRING
18.5 0.9 kg
[40.82.0 lb]
Installed Load
Squareness
Diesel Engine
208
Repair Limit:
16.5 kg
[36.4 lb]
Repair Limit:
1.85
Specifications
Rocker Arm Shaft, Push Rod and Tappets
18900016
Ref
Inspection Item
Standard
VALVE ROCKER ARM SHAFT
Diameter of Shaft
19 mm
[0.75 in]
Diameter of Rocker Arm Shaft Hole
Nominal:
19 mm
[0.75 in]
0.010 to 0.050 mm
[0.0004 to 0.0020 in]
Clearance Between Rocker Arm and Shaft
Bend of Shaft
Remarks
Tolerance:
-0.020 mm
[-0.0008 in]
Tolerance:
0.030 mm
[0.0012 in]
0.010 mm
[0.0004 in]
Clearance Limit:
0.12 mm
[0.0047 in]
Repair Limit:
0.20 mm
[0.0079 in]
PUSH ROD
2
Bend of Push Rod
Repair Limit:
0.30 mm
[0.012 in]
0.012 to 0.048 mm
[0.0005 to 0.0020 in]
Clearance Limit:
0.12 mm
[0.0047 in]
TAPPET
3
Clearance Between Tappet and Tappet Hole
Diesel Engine
209
Specifications
Cylinder Head
18900011
Ref
Inspection Item
Standard
CYLINDER HEAD
Surface Flatness (Warpage Limit)
0.00 to 0.05 mm
[0.00 to 0.002 in]
Intake
1.00 0.100 mm
[0.039 0.004 in]
Exhaust
0.90 0.100 mm
[0.035 0.004 in]
Valve Seat
Nozzle (Protrusion)
Valve Seat
Diesel Engine
3.12 0.28 mm
[0.123 0.011 in]
Angle
45
210
Remarks
Repair Limit:
0.30 mm
[0.012 in]
Repair Limit:
2.00 mm
[0.079 in]
Repair Limit:
1.90 mm
[0.075 in]
Tolerance:
2.700 to 3.500 mm
[0.106 to 0.138 in]
Repair Limit: Judge
Tolerance:
condition of contact
015'
surface by vacuum test.
Specifications
Cylinder Block
18900012
Ref
Inspection Item
Standard
CYLINDER BLOCK
0.00 to 0.08 mm
[0.00 to 0.003 in]
Repair Limit:
0.15 mm
[0.006 in]
STD
70.000 mm
[2.756 in]
Repair Limit:
70.200 mm
[2.764 in]
U/S 0.25
69.750 mm
[2.746 in]
Repair Limit:
69.950 mm
[2.754 in]
U/S 0.50
69.500 mm
[2.736 in]
Repair Limit:
69.700 mm
[2.744 in]
U/S 0.75
69.250 mm
[2.726 in]
Repair Limit:
69.450 mm
[2.734 in]
U/S 1.00
69.000 mm
[2.717 in]
Repair Limit:
69.200 mm
[2.724 in]
50.500 mm
[1.988 in]
Repair Limit:
50.600 mm
[1.992 in]
Surface Flatness (Warpage Limit)
Inner Diameter of
Main Bearing
Inner Diameter of Cam Bushing
Diesel Engine
Remarks
211
Specifications
Camshaft and Camshaft Bushing
18900015
Ref
Inspection Item
Standard
CAMSHAFT
Remarks
Naturally Aspirated
Naturally Aspirated
0.03 mm
[0.0012 in]
Intake
42.69 mm
[1.681 in]
Repair Limit:
42.20 mm
[1.661 in]
Exhaust
43.04 mm
[1.694 in]
Repair Limit:
42.50 mm
[1.673 in]
0.150 to 0.350 mm
[0.0059 to 0.0138 in]
Repair Limit:
0.50 mm
[0.0197 in]
Bend of Shaft
Cam
Height
Thrust
Clearance
CAMSHAFT BUSHING
4
Clearance
to
Cam
Diesel Engine
No. 1
No. 2
No. 3
0.040 to 0.140 mm
[0.0016 to 0.0055 in]
212
Repair Limit:
0.25 mm
[0.0098 in]
Specifications
Crankshaft
18900019
Ref
Inspection Item
Thrust Clearance
STD
U/S 0.25
Main Journal
U/S 0.50
U/S 0.75
U/S 1.00
Standard
CRANKSHAFT
0.131 to 0.351 mm
[0.0052 to 0.0138 in]
70.000 mm
[2.756 in]
69.75 mm
[2.746 in]
69.50 mm
[2.736 in]
69.25 mm
[2.726 in]
69.00 mm
[2.717 in]
Roundness
Clearance
STD
U/S 0.25
Crank Pin Journal
3
U/S 0.50
U/S 0.75
U/S 1.00
0.043 to 0.103 mm
[0.0017 to 0.0041 in]
57.000 mm
[2.244 in]
56.750 mm
[2.234 in]
56.500 mm
[2.224 in]
56.250 mm
[2.215 in]
56.000 mm
[2.205 in]
Roundness
Clearance of Crank Pin Journal
4
0.029 to 0.089 mm
[0.0011 to 0.0035 in]
Bend of Crankshaft
Diesel Engine
213
Remarks
Repair Limit: 0.40 mm
[0.016 in]
[2.750 in]
[2.741 in]
[2.731 in]
[2.721 in]
[2.711 in]
[0.0008 in]
Clearance Limit: 0.25 mm
[0.0098 in]
[2.241 in]
[2.231 in]
[2.221 in]
[2.211 in]
[2.201 in]
[0.0008 in]
Clearance Limit: 0.22 mm
[0.0087 in]
[0.0035 in]
Specifications
Timing Gear
18900018
Ref
Inspection Item
Standard
Remarks
TIMING GEAR
Naturally Aspirated
Bend of Shaft
Crankshaft gear
and idler gear
0.08 mm to 0.19 mm
[0.0031 in to 0.007 in]
Camshaft gear
and idler gear
0.08 mm to 0.19 mm
[0.0031 in to 0.007 in]
Injection pump
gear and idler gear
0.07 mm to 0.29 mm
[0.003 in to 0.011 in]
Camshaft gear
and oil pump gear
0.07 mm to 0.29 mm
[0.003 in to 0.011 in]
Camshaft gear
and PTO gear
0.15 mm to 0.30 mm
[0.006 in to 0.012 in]
Clearance Between Bushing and Shaft
0.015 mm to 0.050 mm
[0.0006 in to 0.002 in]
0.03 mm to 0.09 mm
[0.0012 in to 0.0035 in]
Diesel Engine
214
Replacement
Limit:
0.40 mm
[0.0157 in]
Replacement
Limit:
0.10 mm
[0.0039 in]
Replacement
Limit:
0.20 mm
[0.0079 in]
Specifications
Flywheel
18900013
Ref
Inspection Item
Standard
FLYWHEEL
Remarks
Face Runout of Flywheel Housing
Repair Limit:
0.30 mm
[0.012 in]
Radial Runout of Flywheel Housing
Repair Limit:
0.35 mm
[0.014 in]
Face Runout of Flywheel
Repair Limit:
0.15 mm
[0.0059 in]
Radial Runout of Flywheel
Repair Limit:
0.20 mm
[0.079 in]
Diesel Engine
215
Specifications
Cylinder
18900020
Ref
Inspection Item
Bore
Standard
CYLINDER
STD
Tolerance:
0.022 mm
[0.0008 in]
ID:
95.00 mm
[3.740 in]
Roundness of Cylinder
Cylindricity of Cylinder
Diesel Engine
216
Remarks
Repair Limit:
ID:
95.15 mm
[3.746 in]
Repair Limit:
0.02 mm
[0.0008 in]
Specifications
Piston
18900020
Ref
Inspection Item
Standard
Remarks
PISTON
1
Diameter
STD
Top
2
Clearance
Between
Piston Ring
Groove and
Piston Ring
ID:
95.00 mm
[3.740 in]
0.06 to 0.10 mm
[0.0024 to 0.0039 in]
Second
0.03 to 0.07 mm
[0.0012 to 0.0028 in]
Oil
2.0 mm
[0.079 in]*
Repair Limit:
ID:
94.85 mm
[3.734 in]
Repair Limit:
0.15 mm
[0.0059 in]
2.0 mm
[0.079 in]*
Repair Limit:
0.20 mm
[0.0079 in]
4.0 mm
[0.158 in]*
Repair Limit:
0.15 mm
[0.0059 in]
*Width of Groove (Nominal)
Diesel Engine
217
Specifications
Connecting Rod, Piston Ring and Piston Pin
18900022
Ref
Inspection Item
Standard
PISTON PIN
Nominal OD:
30.00 mm
[1.181 in]
0.004 to 0.018 mm
[0.0002 to 0.0007 in]
Clearance Limit:
0.05 mm
[0.002 in]
Outer Diameter
1
Clearance
Remarks
PISTON RING
A
Piston Ring Gap
Top
0.30 to 0.45 mm
[0.012 to 0.018 in]
Clearance Limit:
2.00 mm
[0.079 in]
Second
0.30 to 0.45 mm
[0.012 to 0.018 in]
Clearance Limit:
2.00 mm
[0.079 in]
Oil
0.25 to 0.45 mm
[0.0098 to 0.018 in]
Clearance Limit:
1.50 mm
[0.059 in]
CONNECTING ROD
2
Bend (B)/Torsion (T)
Inner Diameter of Bushing Hole
Maximum:
0.20/0.30 mm
[0.0078/0.0118 in]
Repair Limit:
0.25/0.35 mm
[0.0098/0.0138 in]
33.00 mm
[1.299 in]
Tolerance:
0.025 mm
[0.001 in]
CONNECTING ROD BUSHING

1
Clearance Between Bushing and

Piston Ring (Small End)
0.020 to 0.039 mm
[0.0008 to 0.0015 in]
Nominal OD:
30.00 mm
[1.18 in]
Clearance Limit:
0.100 mm
[0.0039 in]
CONNECTING ROD BEARING

4
Inner Diameter
Diesel Engine
57.00 mm
[2.244 in]
STD
218
Repair Limit:
57.20 mm
[2.252 in]
Specifications
Oil Pump
18900017
Ref
Inspection Item
Standard
Remarks
Axial
0.030 to 0.085 mm
[0.0012 to 0.0033 in]
Clearance Limit:
0.10 mm
[0.0039 in]
Radial
0.045 to 0.090 mm
[0.0018 to 0.0035 in]
Clearance Limit:
0.13 mm
[0.0051 in]
Clearance of Pump Gear

2
Diesel Engine
219
Specifications
Regulator Valve
18900023
Ref
Inspection Item
Standard
Standard
Size
Clearance
Between
Valve and Body
11 mm
[0.43 in]
Tolerance
Shaft
Hole
-0.050mm
-0.077mm
0.020 mm
-0.020mm
0.030 to
0.097 mm
[0.002 in]
[0.003 in]
[0.0008 in]
[0.0008 in]
[0.001 to
0.004 in]
Standard
Regulator Valve
SprIng
Naturally
Aspirated
Regulator Valve
Set Pressure
Diesel Engine
Remarks
Standard
Clearance
Clearance
Limit
Repair Limit
Replace
FreeLength
Installed
Length
Installed
Load
FreeLength
Installed Load
33.1 mm
[1.30 in]
27.8 mm
[1.09 in]
2.44 kg
[5.38 lb]
2.30 kg
[5.07 lb]
Standard: 5.0 0.5 kg/cm
220
Repair or
Replace
Spring
Specifications
Thermostat
18900024
Ref
Inspection Item
Thermostat
Standard
THERMOSTAT
Cracking Temperature:
82 C 2 C [180 F 2 F]
Fully Open Temperature:
95 C [203 F]
Fully Open Lift:
Minimum: 8 mm [0.315 in] (when
immersed in a hot water bath at
95 C [203 F] for 4 to 5 minutes)
Diesel Engine
221
Remarks
(Fully Open: Shall open fully

when immersed in hot water
bath at a temperature between
77 C [171 F] and 95 C [203
F] for 4 to 5 minutes)
Replace
Specifications
Capscrew Markings and Torque Values

CAUTION
When replacing capscrews, always use a capscrew of the same measurement and strength as the
capscrew being replaced. Using the wrong capscrews can result in engine damage.
Metric capscrews and nuts are identified by the grade number stamped on the head of the capscrew or on the
surface of the nuts. U.S. Customary capscrews are identified by radial lines stamped on the head of the capscrew.
The following examples indicate how capscrews are identified:
17800017
17800016
NOTE:
1. Always use the torque values listed in the following tables when specific torque values are not available.
2. Do not use the torque values in place of those specified in other sections of this manual.
3. The torque values in the table are based on the use of lubricated threads.
4. When the ft-lb value is less than 10, convert the ft-lb value to in-lb to obtain a better torque with an in-lb torque
wrench. Example: 6 ft-lb equals 72 in-lb.
Capscrew Markings and Torque Values - Metric
Body
Size
Diameter
mm
6
7
8
10
12
14
16
18
20
Diesel Engine
Torque
Cast Iron
Nm
ft-lb
9
5
14
9
23
17
45
33
80
60
125
90
195
140
280
200
400
290
Aluminum
Nm
ft-lb
7
4
11
7
18
14
30
25
55
40
90
65
140
100
180
135
-
Torque
Cast Iron
Nm
ft-lb
13
10
18
14
33
25
65
50
115
85
180
133
280
200
390
285
550
400
222
Aluminum
Nm
ft-lb
7
4
11
7
18
14
30
25
55
40
90
65
140
100
180
135
-
Torque
Cast Iron
Nm
ft-lb
14
9
23
18
40
49
70
50
125
95
195
145
290
210
400
290
-
Aluminum
Nm
ft-lb
7
4
11
7
18
14
30
25
55
40
90
65
140
100
180
135
-
Specifications
Capscrew Markings and Torque Values - U.S. Customary
Capscrew Body Size
1/4 - 20
- 28
5/16 - 18
- 24
3/8 - 16
- 24
7/16 - 14
- 20
1/2 - 13
- 20
9/16 - 12
- 18
5/8 - 11
- 18
3/4 - 10
- 16
7/8 - 9
- 14
1-8
- 14
Diesel Engine
Cast Iron
Aluminum
Cast Iron
Aluminum
Nm
ft-lb
Nm
ft-lb
Nm
ft-lb
Nm
ft-lb
9
12
20
23
40
40
60
65
95
100
135
150
180
210
325
365
490
530
720
800
7
9
15
17
30
30
45
50
70
75
100
110
135
155
240
270
360
390
530
590
8
9
16
19
25
35
45
55
75
80
110
115
150
160
255
285
380
420
570
650
6
7
12
14
20
25
35
40
55
60
80
85
110
120
190
210
280
310
420
480
15
18
30
33
55
60
90
95
130
150
190
210
255
290
460
515
745
825
1100
1200
11
13
22
24
40
45
65
70
95
110
140
155
190
215
340
380
550
610
820
890
8
9
16
19
25
35
45
55
75
80
110
115
150
160
255
285
380
420
570
650
6
7
12
14
20
25
35
40
55
60
80
85
110
120
190
210
280
310
420
480
223
Specifications
Fraction, Decimal, Millimeter Conversions
Fraction
inch
mm
Fraction
inch
mm
1/64
0.0156
0.397
33/64
0.5156
13.097
1/32
0.0313
0.794
17/32
0.5313
13.494
3/64
0.0469
1.191
35/64
0.5469
13.891
1/16
0.0625
1.588
9/16
0.5625
14.288
5/64
0.0781
1.984
37/64
0.5781
14.684
3/32
0.0938
2.381
19/32
0.5938
15.081
7/64
0.1094
2.778
39/64
0.6094
15.478
1/8
0.1250
3.175
5/8
0.6250
15.875
9/64
0.1406
3.572
41/64
0.6406
16.272
5/32
0.1563
3.969
21/32
0.6563
16.669
11/64
0.1719
4.366
43/64
0.6719
17.066
3/16
0.1875
4.763
11/16
0.6875
17.463
13/64
0.2031
5.159
45/64
0.7031
17.859
7/32
0.2188
5.556
23/32
0.7188
18.256
15/64
0.2344
5.953
47/64
0.7344
18.653
1/4
0.2500
6.350
3/4
0.7500
19.050
17/64
0.2656
6.747
49/64
0.7656
19.447
9/32
0.2813
7.144
25/32
0.7813
19.844
19/64
0.2969
7.541
51/64
0.7969
20.241
5/16
0.3125
7.938
13/16
0.8125
20.638
21/64
0.3281
8.334
53/64
0.8281
21.034
11/32
0.3438
8.731
27/32
0.8438
21.431
23/64
0.3594
9.128
55/64
0.8594
21.828
3/8
0.3750
9.525
7/8
0.8750
22.225
25/64
0.3906
9.922
57/64
0.8906
22.622
13/32
0.4063
10.319
29/32
0.9063
23.019
27/64
0.4219
10.716
59/64
0.9219
23.416
7/16
0.4375
11.113
15/16
0.9375
23.813
29/64
0.4531
11.509
61/64
0.9531
24.209
15/32
0.4688
11.906
31/32
0.9688
24.606
31/64
0.4844
12.303
63/64
0.9844
25.003
1/2
0.5000
12.700
1.0000
25.400
Conversion Factor: 1 inch = 25.4 mm

Diesel Engine
224
Specifications
Newton-Meter to Foot-Pound Conversion Chart
Nm
1
5
6
7
8
9
10
1
12
14
15
16
18
20
25
30
35
40
45
50
NOTE:
ft-lb
Nm
ft-lb
Nm
ft-lb
8.850756 in-lb
55
41
155
114
44 in-lb
60
44
160
118
53 in-lb
65
48
165
122
62 in-lb
70
52
170
125
71 in-lb
75
55
175
129
80 in-lb
80
59
180
133
89 in-lb
85
63
185
136
0.737562 ft-lb
90
66
190
140
9
95
70
195
144
10
100
74
200
148
11
105
77
205
151
12
110
81
210
155
13
115
85
215
159
15
120
89
220
162
18
125
92
225
165
22
130
96
230
170
26
135
100
235
173
30
140
103
240
177
33
145
107
245
180
37
150
111
250
184
To convert from Newton-Meters to Kilogram-Meters divide Newton-Meters by 9.803.
Pipe Plug Torque Values

Size
Thread
in
1/16
1/8
1/4
3/8
1/2
3/4
1
1-1/4
1-1/2
Diesel Engine
Actual Thread O.D.

in
0.32
0.41
0.54
0.68
0.85
1.05
1.32
1.66
1.90
Torque
Torque
In Aluminum Components
Nm
ft-lb
5
45 in-lb
15
10
20
15
25
20
35
25
45
35
60
45
75
55
85
65
In Cast Iron or
Steel Components
Nm
ft-lb
15
10
20
15
25
20
35
25
55
40
75
55
95
70
115
85
135
100
225
Specifications
Tap-Drill Chart - U.S. Customary and Metric
NOTE ON SELECTING TAP-DRILL SIZE: The tap drill size shown on this card give the theoretical tap drill size for
approximately 60% and 75% of full thread depth. Generally, it is recommended that drill sizes be selected in the
60% range as these sizes will provide about 90% of the potential holding power. Drill sizes in the 75% range are
recommended for shallow hole tapping (less than 1 1/2 times the hole diameter) in soft metals and mild steel.
17800013
Diesel Engine
226
Specifications
Weight and Measures - Conversion Factors
Quantity
U.S. Customary
Metric
Unit Name
sq. inch
Abbreviation
in2
sq. foot
pounds per
horsepower hour
ft2
miles per gallon
mpg
gallons per mile
gpm
pounds force
inch
foot
horsepower
pounds force per
sq. inch
inches of mercury
inches of water
lbf
in
ft
hp
Unit Name
sq. millimeters
sq. centimeters
sq. meter
grams per
kilowatt hour
kilometers per
liter
liters per
kilometer
Newton
millimeters
millimeters
kilowatt
psi
in Hg
in H2 O
inches of mercury
in Hg
inches of water
in H2 O
bars
bars
bars
bars
fahrenheit
pound force per
foot
pound force per
inch
miles/hour
gallon (U.S.)
gallon (Imp*)
cubic inch
cubic inch
in3
Weight
(mass)
pounds (avoir.)
Work
British Thermal
Unit
British Thermal
Unit
horsepower hours
Area
.
Fuel
Consumption
Fuel
Performance
Force
Length
Power
Pressure
Temperature
Torque
Velocity
Volume:
liquid
displacement
Diesel Engine
From U.S.
Customary
To Metric
Multiply By
Abbr.
mm2
cm2
m2
g/kWhr
From Metric
To U.S.
Customary
Multiply By
645.16
6.452
0.0929
0.001550
0.155
10.764
608.277
0.001645
km/l
0.4251
2.352
l/km
2.352
0.4251
N
mm
mm
kW
4.4482
25.40
304.801
0.746
0.224809
0.039370
0.00328
1.341
kilopascal
kPa
6.8948
0.145037
kPa
kPa
3.3769
0.2488
0.29613
4.019299
mm Hg
25.40
0.039370
kilopascal
kilopascal
millimeters of
mercury
Millimeters of
water
kilopascals
millimeters of
mercury
centigrade
ft-lb
lb/hp-hr
mm H2
O
kPa
25.40
0.039370
100.001
0.00999
mm Hg
750.06
0.001333
(F-32) 1.8
(1.8xC) +32
Newton-meter
Nm
1.35582
0.737562
in-lb
Newton-meter
Nm
0.113
8.850756
mph
gal.
gal.
in3
kilometers/hour
liter
liter
liter
cubic
centimeter
kph
l
l
l
1.6093
3.7853
4.546
0.01639
0.6214
0.264179
0.219976
61.02545
cm3
16.387
0.06102
lb
kilograms
kg
0.4536
2.204623
BTU
joules
1054.5
0.000948
BTU
kilowatt-hour
kW-hr
0.000293
3414
hp-hr
kilowatt-hour
kW-hr
0.746
1.341
227
Specifications
Special Tools
Style
Diesel Engine
Tool No.
Tool name
ST 647
Standard Puller
3163086
Lubriplate Multi-Purpose Lubricant
3163720
Dowel Pin Extractor
3164067
Silicone Sealant
3164438
Depth Gauge Assembly
228
Special Tools
Style
Diesel Engine
Tool No.
Tool name
3164900
Crankshaft Seal Installer
3375066
Sealant
3375068
Sealant
3822709
Thread Repair Inserts
3823258
Abrasive Pad
229
Special Tools
Style
Diesel Engine
Tool No.
Tool name
3823942
Small Bushing Driver Set
4918219
Precision Straightedge
3822509
Injector Bore Brush
3824379
Antiseize Lubricant
4918219\
Precision Straightedge
230
Special Tools
Style
Diesel Engine
Tool No.
Tool name
ST 647
Standard Puller
3164488
Digital Multimeter
3164489
Digital Multimeter
3164491
Pressure/Vacuum Module
3375326
Bearing Separator Tool
231
Special Tools
Style
Diesel Engine
Tool No.
Tool name
3377462
Digital Optical Tachometer
3823705
Graduated Beaker
3824510
QD Contact Cleaner
4918193
Injection Timing Gauge Kit
4818677
Fuel Pump Drive Gear Retention Tool
232
Special Tools
Style
Diesel Engine
Tool No.
Tool name
4918679
Fuel Return Flow Hose (Fuel Pump)
ST 1273
Pressure Gauge
3164325
Fuel System Leak Tester
3164617
Fuel Return Flow Hose (fuel rail pressure

relief valve)
3164706
Injector Remover
233
Special Tools
Style
Diesel Engine
Tool No.
Tool name
3376579
Filter Cutter
3376946
Injection Nozzle Tester
3376947
Injector Nozzle Cleaning Kit
3400157
Fuel Filter Wrench
3823705
Graduated Beaker
234
Special Tools
Style
Diesel Engine
Tool No.
Tool name
3824879
Antiseize Lubricant
3163338
Black Light Lamp
3164067
Silicone Sealant
3164491
Pressure/Vacuum Module
3375273
Pressure Gauge Kit
235
Special Tools
Style
Diesel Engine
Tool No.
Tool name
3376579
Tube (Filter) Cutter
3400157
Oil Filter Wrench
3400158
Oil Filter Wrench
3823876
Lubricating Oil Cooler Test Kit
CC-2800
Refractometer
236
Special Tools
Style
Diesel Engine
Tool No.
Tool name
ST-1138
Belt Tension Gauge
3164488
Digital Multimeter
3164489
Digital Multimeter
3375066
Sealant
3376050
Dial Indicator Assembly
237
Special Tools
Style
Diesel Engine
Tool No.
Tool name
3377399
Magnetic Base Indicator Holder
3822524
Belt Tension Gauge
3822985
Combustion Leak Test Kit
3822994
Engine Coolant Analyzer
3824319
Coolant Dam/Pressure Tester
238
Special Tools
SB4241E00
Apr. 2007
Service Manual
G420FE LP/Dual Fuel Engine
G420F LP/Gasoline Dual Fuel Engine
G15S-5, G18S-5, G20SC-5
GC15S-5, GC18S-5, GC20SC-5
G20E-5, G25E-5, G30E-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5

hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons.
Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
publication.
items can change at any time. These changes can affect the service given to the product. Obtain the complete and
most current information before starting any job. DOOSAN dealers have the most current information available.
Index
Inspect Ignition System................................. 25

Inspection of Ignition Timing ......................... 25
Inspection of Spark Plug ............................... 26
Fuel System Maintenance ................................. 28
Chapter 1. GENERAL INFORMATION
Replace LP Fuel Filter Element..................... 28

Precautions before Service ................................. 7
Testing Fuel Lock-off Operation .................... 29
Tightening Torque ............................................. 10
Pressure Regulator/Converter Inspection...... 29
Recommended Lubricants and Capacities....... 11
Inspect Air/Fuel Valve Mixer Assembly ......... 30
Engine Model and Engine Serial Number ......... 12
Inspect for Intake Leaks................................ 30

Inspect Throttle Assembly............................. 30
General Specification ........................................ 13
Checking the TMAP Sensor.......................... 30
Engine Power and Torque ................................. 15
Exhaust System Maintenance........................... 30

Inspect Engine for Exhaust Leaks................. 30
Chapter 2. RECOMMENDED
Maintenance Schedule ...................................... 31
MAINTENANCE
Chapter 3. ENGINE MECHANICAL
General Maintenance......................................... 16
SYSTEM
Test Fuel System for Leaks........................... 16

Inspect Engine for Fluid Leaks ...................... 16
General Information........................................... 33
Inspect Vacuum Lines and Fittings................ 16
Engine Outline.............................................. 33
Inspect Electrical System .............................. 16
Specifications ............................................... 34
Inspect Foot Pedal Operation........................ 16
Specifications ............................................... 35
Engine Oil Classification................................ 17
Torque Specification ..................................... 38
Checking Engine Oil Level ............................ 18
Special Tools................................................ 39
Replacing Engine Oil and Filter ..................... 18
Troubleshooting............................................ 41
Checking Compressed Pressure ................... 19
Timing Belt System ........................................... 42
Adjusting Timing Belt Tension ....................... 20
Components ................................................. 42
Cooling System Maintenance............................ 21
Removal ....................................................... 43
Coolant Recommendation............................. 21
Inspection..................................................... 44
Check Coolant Level ..................................... 21
Assembly...................................................... 46
Inspect Coolant Hoses .................................. 21
PCV Valve .......................................................... 48
Checking coolant leaks ................................. 22
Outline and Operation Principle .................... 48
Specific gravity test ....................................... 22
Service Procedure ........................................ 49
Relation between Coolant concentration and
Intake and Exhaust System............................... 50
Specific Gravity............................................. 22
Intake Manifold ............................................. 50
Checking and Adjusting Drive Belt ................ 23
Exhaust Manifold .......................................... 52
Adjusting....................................................... 24
Cooling System ................................................. 54
Checking Belt for Damage ............................ 24
General Description ...................................... 54
Ignition System Maintenance ............................ 25
Testing and Adjusting ................................... 55
Inspect Battery System ................................. 25

G420F(FE) Service Manual
Index
Cooling System Recommendation ................ 58
Troubleshooting...........................................143
Coolant Pipe and Hose ................................. 60
Starter .........................................................144
Water Pump.................................................. 61
Chapter 5. ENGINE MANAGEMENT
Thermostat ................................................... 63
Cylinder Head Assembly ................................... 65
SYSTEM (EMS)
Lubrication System............................................ 74
General Description ...................................... 74
General Information..........................................150
Testing and Adjusting.................................... 75
Specifications ..............................................150
Oil Pressure Switch....................................... 77
Service Standard .........................................155
Front Case and Oil Pump.............................. 78
Component Location....................................156
CAM Shaft, HLA, Timing Chain ......................... 83

Components ................................................. 83
G420FE EMS (Engine Management System)
Removal ....................................................... 84
Overview ...........................................................160
Inspection ..................................................... 85
General Description .....................................160
Crankshaft.......................................................... 90
LPG Fuel System Operation ........................163
Flywheel and Housing ....................................... 94
MPI Gasoline System Operation ..................170
Piston and Connection Rod .............................. 95
Electronic Throttle System ...........................171
Cylinder Block.................................................. 110
Ignition System............................................172
Exhaust System...........................................173
Chapter 4. ENGINE ELECTRICAL
SECM..........................................................175
SYSTEM
SECM Wiring Diagrams for G420FE ............178
Specifications .................................................. 118
G420F EMS (Engine Management System)
Ignition System ................................................ 119
Overview ...........................................................180
Coil-On-Plug Ignition System ...................... 119
COP Components....................................... 119
Inspection of Ignition Timing........................ 122
Inspection of Ignition Coil Drivers (Power TR)
................................................................... 122
Ignition System............................................187
Inspection of Ignition Coil ............................ 123
Exhaust System...........................................187
Inspection of Spark Plug ............................. 124
SECM..........................................................187
Charging System ............................................. 126
SECM Wiring Diagrams for G420F ..............188
General Description .................................... 126

Troubleshooting .......................................... 128
EMS Inspection and Repair..............................189
Disassembly and Installation ....................... 134
Engine Control Module (SECM) ...................189
STARTING SYSTEM......................................... 139
Camshaft Position Sensor ...........................191
Crank Shaft Position Sensor ........................192
Diagnosis Procedure................................... 140
MAP (Manifold Absolute Pressure) Sensor ..193
Start Relay Tests ........................................ 142
IAT (Intake Air Temperature) .......................194
Index
Sensor ........................................................ 194
N-2001 Regulator Service Testing .225
Oxygen Sensor (Pre-Catalyst)..................... 195
AVV (Air Valve Vacuum) Testing....227
Oxygen Sensor (Post-Catalyst) ................... 196
Connection of the MI-07 Service Tool
ECT (Engine Coolant Temperature) Sensor 197
......................................................227
LP Fuel Temperature Sensor ...................... 199
Idle Mixture Adjustment .................228
Angle Sensor-Accelerator ........................... 200
Parts Description .........................................230
Transmission Oil Temperature Switch ......... 201
CA100 Mixer for G420F Engine .....230
Ground Speed Limit Switch (optional) ......... 202
N-2001 Regulator for G420F Engine
Electronic Throttle Body .............................. 203
......................................................234
Chapter 6. LPG FUEL DELIVERY
Chapter 7. MPI GASOLINE FUEL
SYSTEM
DELIVERY SYSTEM
G420FE LP System Inspection and Repair ..... 204
Specification .....................................................239
Removal and Installation ............................. 204
Special Tools ....................................................239
Hose Connections......................... 205
Components Location......................................240
Removal and Installation of ........... 206
Fuel Pressure Test ...........................................241
N-2007 LP Regulator .................... 206
Injector ..............................................................243
Removal and Installation of CA100
Injector Inspection............................................245
Mixer for G420FE.......................... 207
Fuel Pump.........................................................247
Tests and Adjustments................................ 209

N-2007 Regulator Service Testing. 210
Chapter 8. BASIC TROUBLESHOOTING
AVV (Air Valve Vacuum) Testing... 211

AVV (Air Valve Vacuum) Testing... 212
Preliminary Checks ..........................................248
Before Starting ............................................248
..................................................... 212
Visual/Physical check ..................................248
Idle Mixture Adjustment................. 213
Basic Troubleshooting Guide ..........................249
Parts Description......................................... 216
Customer Problem Analysis Sheet...............249
CA100 Mixer for G420FE Engine .. 216
Basic Inspection Procedure .........................250
N-2007 Regulator for G420FE Engine
Connector Inspection Procedure..................251
..................................................... 218
Symptom Troubleshooting Guide Chart .......255

Basic Troubleshooting .....................................261
G420F LPG System Inspection and Repair..... 220
Intermittents.................................................261
Surges and/or Stumbles ..............................262
G420F Fuel System Connections.. 221
Engine Cranking but Will Not Start / Difficult to
Removal and Installation of N-2001 LP
Start ............................................................263
Regulator/Converter...................... 222
Lack of Power, Slow to Respond / Poor High
Removal and Installation of CA100
Speed Performance / Hesitation During
Mixer for G420F ............................ 223
Acceleration.................................................265

Index
Detonation / Spark Knock............................ 267

Backfire ...................................................... 268
Dieseling, Run-on ....................................... 268
Rough, Unstable, Incorrect Idle, or Stalling.. 269
Cuts Out, Misses......................................... 271
Poor Fuel Economy / Excessive Fuel
Consumption LPG Exhaust Smell ............... 272
High Idle Speed .......................................... 273
Excessive Exhaust Emissions or Odors....... 274
Diagnostic Aids for Rich / Lean Operation ... 275
Chart T-1 Restricted Exhaust System Check276
Chapter 9. ADVANCED DIAGNOSTICS

Reading Diagnostic Fault Codes..................... 277
Displaying Fault Codes (DFC) from SECM
Memory............................................................. 277
Clearing Fault (DFC) Codes............................. 277
Fault Action Descriptions................................ 278
Fault List Definitions........................................ 278
Table 1. Fault List Definitions ...................... 279
Table 2. Diagnostic Fault Codes (Flash Codes)
................................................................... 289
Appendix
Service Tool Software (MotoView) .................. 307
Service Tool Connection to SECM .............. 308
Service Tool Display ................................... 309
SECM field update with Service Tool........... 313
SECM field update with Service Tool........... 314
Ground Speed Limits (Option) ........................ 318
LPG And LPG Fuel Tanks................................ 320
Regulatory Compliance ................................... 324
Special Conditions for Safe Use ..................... 324
Abbreviations................................................... 325
Index

Precautions before Service
Tightening Torque
Removal and Disassembly
Tighten the part properly to specified torque.
Sealant
For prevention of wrong installation or reassembly

and for ease of operation, put mating marks to the
parts where no function is adversely affected.
Special Tool
Use specified brand of sealant.

Use of sealant other than specified sealant may
cause water or oil leaks.
Be sure to use Special Tools when their use is
specified for the operation.
Use of substitute tools will result in malfunction of
the part or damage it.
Chapter 1. General Information
Replacement Part
Genuine Part
When oil seal, O-ring, packing and gasket have

been removed, be sure to replace them with new
parts.
However, rocker cover gasket may be reused if it is
not damaged.
When the part is to be replaced, be sure to use

genuine part.
For selection of appropriate parts, refer to the Parts
Catalog.
Electrical System
Rubber Parts
1. Be sure to disconnect the battery cable from the

negative(-) terminal of the battery.
Do not stain timing belt and V-belt with oil or water.

Therefore, do not clean the pulley and sprocket with
detergent.
2. Never pull on the wires when disconnecting

connectors.
Oil and Grease
3. Locking connectors will click when the connector

is secure.
4. Handle sensors and relays carefully. Be careful
not to drop them or hit them against other parts.
Before reassembly, apply specified oil to the rotating

and sliding parts.
Precautions for catalytic Converter
CAUTION
If a large amount of unburned gasoline flows
into the converter, it may overheat and create a
fire hazard. To prevent this, observe the
following precautions and explain them to your
customer.
1. Use only unleaded gasoline.
2. Do net run the engine while the truck is at rest for
a long time. Avoid running the engine at fast idle
for more than 5 minutes and at idle speed for
more than 10 minutes.
3. Avoid spark-jump tests. Do spark-jumps only
when absolutely necessary. Perform this test as
rapidly as possible and, while testing, never race
the engine.
4. Do not measure engine compression for an
extended time. Engine compression tests must be
made as rapidly as possible
5. Do not run the engine when the fuel tank is nearly
empty. This may cause the engine to misfire and
create and extra load on the converter.
6. Avoid coasting with the ignition turned off and
during prolonged braking
7. Do not dispose of a used catalytic converter
together with parts contaminated with gasoline or
oil.
Tightening Torque
Tightening Torque Table of Standard Parts
Torque (kgm)
Bolt nominal
diameter(mm)
Pitch(mm)
M5
Head mark 4
Head mark 7
0.8
0.3 ~ 0.4
0.5 ~ 0.6
M6
1.0
0.5 ~ 0.6
0.9 ~ 1.1
M8
1.25
1.2 ~ 1.5
2.0 ~ 2.5
M10
1.25
2.5 ~ 3.0
4.0 ~ 5.0
M12
1.25
3.5 ~ 4.5
6~8
M14
1.2
7.5 ~ 8.5
12 ~ 14
M16
1.5
11 ~ 13
18 ~ 21
M18
1.5
16 ~ 18
26 ~ 30
M20
1.5
22 ~ 25
36 ~ 42
M22
1.5
29 ~ 33
48 ~ 55
M24
1.5
37 ~ 42
61 ~ 70
M5
0.8
0.3 ~ 0.4
0.5 ~ 0.6
M6
1.0
0.5 ~ 0.6
0.9 ~ 1.1
M8
1.25
1.2 ~ 1.5
2.0 ~ 2.5
M10
1.25
2.5 ~ 3.0
4.0 ~ 5.0
NOTE: The torques shown in the table are standard

vales under the following conditions.
1. When spring washers, toothed washers and the

like are inserted.
1. Nuts and bolt are made of steel bar and

galvanized.
2. If plastic parts are fastened.

3. If oil is applied to threads and surfaces.
2. Galvanized plain steel washers are inserted.

3. All nuts, bolts, plain washers are dry.
NOTE: If you reduce the torques in the table to the

percentage indicated below under the following
conditions, it will be the standard value.
NOTE: The torques shown in the table are not

applicable,
1. If spring washers are used : 85%

2. If threads and bearing surfaces are stained with
oil: 85%
10
Recommended Lubricants and Capacities

Recommended Lubricants
Lubricant
Specification
Remarks
Engine Oil
API Classification SJ or above
SAE 10W30 or SAE 5W30
Coolant (Antifreeze)
Automotive antifreeze
suitable for gasoline engines
having aluminum alloy parts
Concentration level 50%(normal)

Concentration level 40%(tropical)
Lubricant Capacities
Description
Engine Oil (liters)
Coolant (liters)
G(C)18S-5, G(C)20SC-5
G(C)20/25/30E-5
Oil Pan
3.7
3.7
Oil Filter
0.3
0.3
Total
4.0
4.0
Engine
3.0
3.0
Radiator & Hoses
5.5
5.5
Total
8.5
8.5
11
Engine Model and Engine Serial

Number
Engine
Model
G420FE
G420F
Emission
Regulation
Fuel Type
LP/Dual Fuel
Indication of Engine Model and Serial

Number
EPA/CARB*
2007
Compliant
LP/Gasoline/Dual
Fuel
* EPA: Environmental Protection Agency

* CARB: California Air Resources Board
G420FE Engine
Engine Model
Comply with EPA 2007 Emission Regulation
G420FE/G420F
Electronic Control by ECM

Certified LP/Dual Fuel System available
Engine Serial Number

30700001 to 39999999
Features and Benefits of G420FE/G420F Engine
Closed loop LP Carburetion system

Closed loop MPI Gasoline system
Al head with valve seat inserts

Aluminum head and valve seat system
3-way Catalytic Muffler is standard
DOHC 16 valve system

G420F Engine
Durable timing belt system
Not comply with EPA 2007 Emission Regulation
Durable timing belt material and rubbersealed cover

Standard LP/Gas/DF/Dual Fuel System available
Distributorless Ignition system (coil on plug)
Open loop LP Carburetion system
Electronic control system by ECM

(Engine control module)
Drive-by-wire system
Muffler is standard
Higher efficiency and lower fuel consumption

Min./Max. governor control
Automatic engine protection from overheating
and/or low engine oil pressure
Automatic transmission protection from
overheating
Engine diagnostics by service-tool software
Forklift ground speed limit (optional)
12
General Specification
G420FE Engine
GENERAL DESCRIPTION
ENGINE TYPE:
COMBUSTION SYSTEM:
INTAKE MANIFOLD
EXHAUST MANIFOLD
VALVE CONFIGURATION:
VALVE LIFTER/LASH ADJUSTER
VALVE ROTATOR
CAMSHAFT DRIVE
DISPLACEMENT:
BORE x STROKE
BLOCK STRUCTURE
HEAD STRUCTURE
COMPRESSION RATIO:
COMPRESSION PRESSURE:
VALVE TIMING:
FIRING ORDER:
WEIGHT:
ENGINE ROTATION:
FUEL TYPE:
CRANK VENTILATION
IGNTION SYSTEM
IGNITION TYPE:
IGNITION TIMING:
POWER TRANSISTOR
IGNITION COIL:
SPARK PLUGS:
LUBRICATION SYSTEM
OIL PRESSURE:
OIL TEMPERATURE:
OIL PAN
OIL PAN CAPACITY
OIL FILTER:
ENGINE OIL SPECIFICATION:
COOLING SYSTEM
WATER PUMP ROTATION:
THERMOSTAT:
COOLING WATER CAPACITY:
G420F Engine
Water-cooled, Inline 4-Cycle, 4-Cylinders

Semi-Rent Roof
Cast Aluminum (with injector ports)
Cast Iron, Dry
DOHC, 4 Valves per Cylinder
Hydraulic Lash Adjuster
Intake/Exhaust Rotator
Timing belt system (25.4 mm Toothed Belt)
1,975 cc (120.5 cid)
82mm (3.23 in) x 93.5 mm (3.68 in)
Grey Cast Iron
Aluminum with seat inserts
9.4:1
1,450 kPa (210 psi)
Intake Valve: 2 BTDC(Open)/ 16 ABDC(Close)
Exhaust Valve: 6 BBDC(Open)/ 2 ATDC(Close)
1-3-4-2
170 kg (Dry)
Counter-Clockwise (CCW) when viewed from Flywheel End
LPG, Gasoline, Dual Fuel (LPG or Gasoline)
Foul Air System with PCV
Distributorless (coil on plug)
Electronic controlled by ECM
Ignition coil driver
12 V operation volt, 4 coils (coil on plug)
Platimum Spark Plug (Air Gap: 0.8mm)
167 kPa (24 psi) @ low Idle (90-100C oil temperature)
Upper Limit: 125C (257F)
Recommended: 99 - 110C (210 - 230F)
Lower Limit:80C (176F)
Cast Aluminum
3.7 L (EXCLUDES OIL FILTER)
0.3 L
API - SJ, SAE 10W30 or SAE 5W30
V-Belt Drive - Clockwise (CW) when viewed from engine front
Opening Temperature: 82C (180F)
Fully Open Temperature: 95C (203F)
3.0 L (block only)
13
G420FE Engine
G420F Engine
LP FUEL SYSTEM
LP FUEL SYSTEM
MIXER:
REGULATOR:
FUEL TRIM VALVE (FTV):
FUEL FILTRATION:
GASOLINE FUEL SYSTEM
FUEL PUMP MODULE
FUEL INJECTOR ASSY

ENGINE ELECTRIC
ENGINE CONTROL
MODULE(ECM):
CRANK SENSOR
CAM SENSOR
TMAP:
PEDAL ANGLE SENSOR:
OXYGEN SENSOR:
ECT-ECM:
ECT-GAUGE
TPS:
THROTTLE BODY:
LP FUEL LOCK-OFF:
ENGINE OIL PR. S/W:
STARTING MOTOR:
ALTERNATOR:
EXHAUST SYSTEM
Muffler
Closed loop LP Carburetion

System
Diaphragm Type Air Valve
Assembly inside, Downdraft
(Model: CA-100)
Two-Stage Negative Pressure
Regulator (Model: N-2007)
Dual Dither System
40 Microns Maximum
Open loop LP Carburetion System

(Model: CA-100)
No FTV
40 Microns Maximum
Closed loop MPI System and In-Tank Fuel Pump System

Electric Fuel Pump (12V)
Fuel Filter & Strainer
Gasoline Pressure Regulator (3.5 bar)
Electric Fuel Injector (12V)
12 V operation volt, 48 pins of I/O
Magnetic Inductive type
Hall sensor
Intake Air Temp. & Manifold Absolute Press. Sensor
Two-Output Signals (built in Accelerator Pedal)
Gasoline : One Oxygen sensor
Dual Oxygen Sensor System
LPG: No Oxygen sensor
Engine Coolant Temperature Sensor for ECM
Engine Coolant Temp. Sensor for GAUGE on Instrument Panel
Throttle Position Sensor (built in Throttle Body)
Electronic Throttle Body
12 V operation volt
28.4 kPa (4.1 psi)
12 Volts, 1.7 kW
13.5 Volts, 90 Amp
Catalytic Muffler
Muffler (without catalyst)
14
Engine Power and Torque

G420FE Engine Power & Torque
FORKLIFT MODEL
G(C)15/18S-5
ENGINE MODEL
RATED POWER
MAX TORQUE
GOVERNED SPEED
LOW IDLE
G420FE-LP
Kw
hp
PS
rpm
N-m
lbf-ft
kgf-m
rpm
rpm
rpm
33.6
45
46
2,400
147
108
15,0
1600
2450
750
G(C)20/25/30E-5
G420FE-DF(LP)
G420FE-DF(Gas)
& G420FE-LP
39.5
39.5
53
53
54
54
2,550
2,550
157
157
116
116
16.0
16.0
1600
1600
2600
2600
750
750
G420F Engine Power & Torque

FORKLIFT MODEL
G(C)15/18S-5
Kw
hp
PS
rpm
N-m
lbf-ft
kgf-m
rpm
rpm
rpm
G420F-DF(LP)
& G420F-LP
33.6
45
45.6
2,400
147
108
15,0
1600
2450
750
Kw
hp
PS
rpm
N-m
lbf-ft
kgf-m
rpm
rpm
rpm
G420F-DF(LP)
& G420F-LP
39.5
53
53.7
2,550
157
116
16.0
1600
2600
750
ENGINE MODEL
RATED POWER
MAX TORQUE
GOVERNED SPEED
LOW IDLE
FORKLIFT MODEL
MAX TORQUE
GOVERNED SPEED
LOW IDLE
G420F-GAS
35.8
48
48.7
2,400
152
112
15.5
1600
2450
750
36.5
49
49.7
2,400
154
114
15.7
1600
2450
750
G(C)20/25/30E-5
ENGINE MODEL
RATED POWER
G420F-DF(Gas)
15
G420F-DF(Gas)
G420F-GAS
39.5
53
53.7
2,550
157
116
16.0
1600
2600
750
40.3
54
54.7
2,550
160
118
16.3
1600
2600
750
Chapter 2. RECOMMENDED MAINTENANCE

Suggested maintenance requirements for an engine equipped with an MI-07 fuel system are contained in this
section. The operator should, however, develop a customized maintenance schedule using the requirements
listed in this section and any other requirements listed by the engine manufacturer.
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.
General Maintenance
Test Fuel System for Leaks
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, control
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.
Obtain a leak check squirt bottle or pump spray
bottle.
Fill the bottle with an approved leak check solution.
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 lock-off 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.
16
Chapter 2. Recommended Maintenance
Engine Oil Classification

Recommended API classification: Above SJ
Recommended SAE viscosity classification
*1. 10W-30 engine oil is recommended

If 10W-30 is not applicable, proper engine oil will be possible according to temperature ranges.
The following lubricants should be selected for all
engines to enhance excellent performance and
maximum effect.
1. Observe the API classification guide.
2. Proper SAE classification number should be
selected within ambient temperature ranges. Do
not use the lubricant with SAE classification
number and API grade not identified on the
container.
17
Checking Engine Oil Level
Replacing Engine Oil and Filter

CAUTION
Prolonged and repeated contact with mineral oil
will result in the removal of natural fats from the
skin, leading to dryness, irritation 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.
In order to preserve the environment, used oil
and used oil filter must be disposed of only at
designated disposal sites.
1. Drain engine oil.
1) Remove the oil filler cap.
2) Remove the oil drain plug, and drain the oil into
a container.
2. Replace 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.
1. Check that the oil level is between MIN and

Max marks on the engine oil level gauge.
6) Tighten it an additional 3/4 turn.

3. Refill with engine oil filter.
2. If the oil level is below MIN mark, add oil until

the level is within the specified ranges.
1) Clean and install the oil drain plug with a new

gasket.
3. Check the engine for oil contamination and

viscosity and replace if necessary.
39.2~44.1N.m(4.0~4.5kgf.m,
28.9~32.5lb-ft)
Torque
2)Fill with fresh engine oil.
18
Capacity Drain
and refill
4.0L(4.23US qts, 3.52Lmp qts)
Oil filter
0.3L(0.32US qts, 0.26Lmp qts)

Standard(250~400rpm)
3) Install the oil filler cap.

4. Start engine and check for oil leaks.
Standard
Limit
15kg/
14kg/
8. Follow the procedures (no.6-7) to each cylinder

and check that compressed pressure values of all
cylinders are within the limit.
5. Recheck engine oil level.
Checking Compressed Pressure
Limit
1.0kg/
9. If any of all cylinders is out of limit, add a small

amount of engine oil to the spark plug hole, and
re-proceed the procedures (no.6-7) to the cylinder.
At this time, if the compressed pressure is increased,
it means that the piston, piston ring or cylinder
surface are worn or damaged, and if the
compressed pressure is decreased, it means that
the valve is clogged, the valve contact is faulty, or
the pressure leaks through gasket.
CAUTION
1. Prior to inspection, check that the engine oil,

starter motor and battery are normal.
If a large amount of incomplete combustion

gaso-line comes into the catalytic converter,
emergency such as a fire can occur due to
overheating. So this job should be done quickly
with the engine not operated.
2. Start the engine and run it until the engine coolant

temperature reaches 80 ~ 95C.
3. Stop the engine and disconnect the ignition coil
and air cleaner element.
4. Remove the spark plug.
5. After opening the throttle valve completely, crank
the engine to remove foreign material from the
cylinder.
CAUTION
At this time, necessarily screen the spark plug
hole with a rag. Because hot coolant, oil, fuel,
and other foreign material, being penetrated in
the cylinder through cracks can come into the
spark hole during checking compressed
pressure.
When cranking the engine to test compressed
pressure, necessarily open the throttle valve before cranking.
6. Install the compression gauge to the spark plug
hole.
7. With the throttle valve opened, crank the engine
to measure the compressed pressure.
19
Adjusting Timing Belt Tension
7. Install the timing belt upper cover (A) and tighten

the bolt(B).
Tightening torque
0.8~1.0kgm
Adjust the tension as the following order.

1. Remove the fan drive bracket.
2. Loosen the timing belt upper cover bolt (B) and
disconnect the upper cover (A).
3. As the illustration, insert the hex wrench to the
adjuster groove and turn it counterclockwise to
move the arm indi-cator in the middle of the base
groove.
CAUTION
If it is turned in reverse direction, be sure that
the tensioner may function abnormally.
4. Tighten the tensioner fixing bolt with the arm
indicator fixed.
Tightening torque
2.3~2.9kgfm
5. Rotate the crankshaft 2 turns clockwise and make

sure the auto tensioner arm indicator is placed in
the middle of the base groove.
6. If the arm indicator is out of the middle, loosen the
bolt and repeat the previous procedure.
20
Antifreeze
DOOSAN recommends selecting automotive
antifreeze suitable for gasoline engines using
aluminum alloy parts. The antifreeze should meet
ASTM-D3306 standard.
Cooling System Maintenance

Coolant Recommendation
The engine cooling system is provided with a
mixture of 50% ethylene glycol anti-freeze and 50%
water (For the vehicles of tropical area, the engine
cooling system is provided with a mixture of 40%
ethylene glycol anti-freeze and 60% water at the
time of manufacture.)
Since the cylinder head and water pump body are
made of aluminum alloy casting, be sure to use a 30
to 60% ethylene glycol antifreeze coolant to assure
corrosion protection and freezing prevention.
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.
WARNINGPROPER USE
Never remove the pressure cap on a hot engine.
CAUTION
If the concentration of the antifreeze is below
30%, the anticorrosion property will be adversely
affected. In addition, if the concentration is
above 60%, both the antifreeze and engine
cooling properties will decrease, adversely
affecting the engine. For these reasons, be sure
to maintain the concentration level within the
specified range.
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
connect to the pressure regulator/converter.
Coolant Water
Hard water, or water with high levels of calcium and
magnesium ions, encourages the formation of
insoluble chemical compounds by combining with
cooling system additives such as silicates and
phosphates.
Replace any hose that shows signs of leakage,

swelling, cracking, abrasion or deterioration.
The tendency of silicates and phosphates to

precipitate out-of-solution increases with increasing
water hardness. Hard water, or water with high
levels of calcium and magnesium ions encourages
the formation of insoluble chemicals, especially after
a number of heating and cooling cycles.
DOOSAN prefers the use of distilled water or
deionized water to reduce the potential and severity
of chemical insolubility.
Acceptable Water
Water Content
Limits (pps)
Chlorides (CI)
40 maximum
Sulfates (SO4)
50 maximum
Total Hardness
80mg/ maximum
Total Solids
250 maximum
pH
6.0 ~ 8.0
ppm = parts per million
21
Checking coolant leaks

1. After the coolant temperature drops below 38C
loosen the radiator cap.
2. Check that the coolant level reaches filler neck.
3. Install the radiator cap tester to the radiator filler
neck and apply a pressure of 1.4kg/cm2 .
While maintaining it for 2 minutes, check the
radiator, hose, and connecting part for leak.
CAUTION
Because the coolant in the radiator is too hot,
never open the cap when it hot, or injury may
occur due to an outburst of hot water.
Dry out the inspection part.
When removing the tester, take care not to spill
the coolant.
When removing/installing the tester as well as
testing, take care not to deform the filler neck.
4. Replace parts if leak is detected.
Specific gravity test

1. Measure specific gravity of the coolant using a
hydrometer.
2. After measuring the coolant temperature,
calculate specific gravity using the following table.
Relation between Coolant concentration and Specific Gravity

Temperature and Specifiv gravity of coolant (Temp.:)
10
20
30
40
50
Freezing
temp()
Coolant Concentration
(Specific Volume)
1.054
1.063
1.071
1.079
1.087
1.095
1.103
1.050
1.058
1.067
1.074
1.082
1.090
1.098
1.046
1.054
1.062
1.069
1.076
1.084
1.092
1.042
1.049
1.057
1.064
1.070
1.077
1.084
1.036
1.044
1.052
1.058
1.064
1.070
1.076
-16
-20
-25
-30
-36
-42
-50
30%
35%
40%
45%
50%
55%
60%
22
Checking and Adjusting Drive Belt
1. Checking tension
1) Press the middle of the water pump pulley and
alternator pulley with 10kgf.
2) Inspect the belt deflection by pressing it.
3) If the belt deflection is out of the standard,
adjust it as follows.
Item
Drive belt deflection (L)
Standard
New belt
Used belt
4.0~4.4mm
5.1~5.7mm
1) Type
BORROUGHS BT - 33 - 73F
2. Using a tension gauge
NIPPONDENSO BTG 2
2) How to use
Insert the belt between the gauge hook and
spindle and press the tension gauge handle.
Leave the handle and read the gauge.
Tension(T)
Standard
New belt
Used belt
65~75kg
40~50kg
CAUTION
The belt used over 5 minutes should be adjusted as used belt of standard
Check that the belt is installed correctly.
When the belt is loosened, slip noise is heard.
23
Adjusting
Checking Belt for Damage
Crank
pulley
1. Loosen the alternator support bolt A nut and

adjusting lock bolt B.
Check the following items and replace the belt if

defective.
2. Adjust the belt tension by moving the alternator

brace adjusting bolt to T direction.
1. Check the belt surface for damage, wear and

crack.
Alternator adjusting lock bolt B
1.2~1.5kgm
2. Check the belt surface for oil or grease

contamination.
Alternator support bolt A
2~2.5kgm
3. Check the rubber part for wear or hardening.
3. Tighten the bolt A and then tighten B to the

specified torque.
4. Check the pulley surface for crack or damage.
CAUTION
If the belt tension is too excessive, noise as well
as early wear of belt occurs and the water pump
bearing and alternator bearing are damaged.
If the belt is too loose, due to early wear of belt
and insufficient power of alternator, battery and
water pump become inefficient and finally engine is overheated or damaged.
24
Ignition System Maintenance

CAUTION
Inspect Battery System
Because ignition timing is fixed by set data

value in ECU, it is impossible to control on
purpose.
Fist, check that sensors send output properly to
help determine ignition timing control.
Clean battery outer surfaces with a mixture of

baking soda and water.
Inspect battery outer surfaces for damage and
replace as necessary.
NOTE: Affective ECU input to lgnition timing control
Remove battery cables and clean, repair and/or

Inspect Ignition System

Remove and inspect the spark plugs. Replace as
required.
Inspect the ignition coil for cracks and heat
deterioration. Visually inspect the coil heat sink
fins. If any fins are broken replace as required.
Coolant temperature sensor

Oxygen sensor
Battery voltage
MAP sensor (Engine load)
Crankshaft position sensor
Throttle position sensor
Intake Air Temperature sensor
5) Check that actual ignition timing is changed
with engine RPM increased.
Inspection of Ignition Timing

1. Inspection condition
Coolant temperature : 80-90C(At normal
Temperature)
Lamp and all accessories : OFF
Transmission : In neutral position
Parking brake : ON
2. Inspection
1) Connect the timing light.
2) Measure RPM.
RPM
Low Idle
75015rpm
NOTE: If RPM is not normal, it is impossible to

measure the proper ignition timing, so measure it at
a normal RPM.
3) Inspect the standard ignition timing.
BTDC
55
4) If ignition timing is out of the standard, inspect

sensors concerned with ignition timing.
25
Inspection of Spark Plug

Inspection and clean
3. Check the spark plug as below.

1) Insulator broken
2) Terminal worn
3) Carbon deposit
4) Gasket damaged or broken
5) Porcelain insulator of spark plug clearance
1) Ignition wire Assy

2) Ignition coil Assy
3) Spark plug
1. Disconnect the ignition wire assy from ignition

coil assy.
Remove the ignition coil assy by pulling the ignition
coil hand.
2. Remove all spark plugs from the cylinder head
using a sparkplug wrench.
4. Check the plug clearance using a plug clearance

gauge and if the value is not within the specified
values, adjust it by bending the ground clearance.
When installing a new sparkplug, install it after
checking the uniform plug clearance.
CAUTION
Take care not to come foreign materials into
spark-plug mounting hole.
Spark plug clearance
26
0.7~0.8mm
5. Install the spark plug and tighten it to the specified

torque.
Take care not to over tighten it to prevent cylinder
head threads from damage.
Tightening torque
2~3kgm
SPARK PLUG ANALYSIS

State
Description
Contact point is
black
Contact point is
white
Density of the
fuel mixture is
thick
Density of the
fuel mixture is thin
Lack of air
intake
Ignition timing is
fast
Spark plug is
tight
Lack of torque
27
Fuel System Maintenance
8. Re-assemble the filter assembly aligning the

scribe lines on the top and bottom covers.
Replace LP Fuel Filter Element
9. Install the cover retaining screws, tightening the

screws in an opposite sequence across the cover.
Park the lift truck in an authorized refueling area with

the forks lowered, parking brake applied and the
transmission in Neutral.
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.
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-installing 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
filter 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.
28
Testing Fuel Lock-off Operation
Pressure Regulator/Converter
Inspection
Start engine.
Locate the electrical connector for the fuel lock (A).
Visually inspect the pressure regulator/converter

(B) housing for coolant leaks.
Disconnect the electrical connector.

The engine should run out of fuel and stop within a
short period of time.
Refer to Chapter 5 if the pressure

regulator/converter requires replacement.
Fuel Trim Valve Inspection (FTV)
Visually inspect the fuel trim valves (C) for
abrasions or cracking. Replace as necessary.
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.
To ensure a valve is not leaking a blow-by test can

be performed.
Turn the ignition key switch off and re-connect the

fuel lock-off connector.
2. Disconnect the vacuum line from the FTVs to the

pressure regulator/converter at the converters
tee connection.
1. With the engine off, disconnect the electrical

connector to the FTVs.
3. Lightly blow through the vacuum line connected to

the FTVs.
Air should not pass through the FTVs when deenergized.
29
If air leaks past the FTVs when de-energized,

replace the FTVs.
Exhaust System Maintenance

Inspect Engine for Exhaust Leaks
Inspect Air/Fuel Valve Mixer Assembly

temperatures.
Refer to Chapter 5 for procedures regarding the

LP mixer (D).
Inspect Throttle Assembly
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.
Visually inspect the throttle assembly motor

housing for coking, cracks, and missing coverretaining clips. Repair and/or replace as
necessary.
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.
Inspect for Intake Leaks

Visually inspect the intake throttle assembly (E),
and intake manifold for looseness and leaks.
Repair as necessary.
NOTE: Refer to Chapter 5 for procedures on

removing the mixer and inspecting the throttle plate.
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 damage.
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.
30
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 non-compliant LPG fuel may require more frequent service intervals and will disqualify the
user from warranty claims.
31
32
Chapter 3. ENGINE MECHANICAL SYSTEM

General Information
Engine Outline
33
Chapter 3. Engine Mechanical System
34
Specifications
Description
Specification
Limit
GENERAL
Type
Cylinder number
Bore
Stroke
Displacement
Compression ratio
Firing order
Low idle
Ignition timing @ low idle
Valve timing
Intake
Open
Close
Exhaust
Open
Close
Valve over rap
CYLINDER HEAD
Flatness of gasket surface
Flatness of manifold mounting surface
Oversize of valve seat hole
Intake
0.3 mm OS
0.6 mm OS
Exhaust
0.3 mm OS
0.6 mm OS
Oversize of valve guide hole
0.05 mm OS
0.25 mm OS
0.50 mm OS
In-line, DOHC
4
82 mm
93.5 mm
1,975 cc
1-3-4-2
75015 rpm
BTDC 55
BTDC 2
ABDC 16
BBDC 6
ATDC 2
4
0.06mm
0.3mm
33.3 ~ 33.325 mm
33.6 ~ 33.625 mm
0.2mm
28.8 ~ 28.821 mm
29.1 ~ 29.121 mm
11.05 ~ 11.068 mm
11.25 ~ 11.268 mm
11.50 ~ 11.518 mm
CAMSHAFT
Cam height
Intake
Exhaust
Journal O.D
Bearing oil clearance
End play
0.03 mm or less
0.15 mm or less
43 mm
43 mm
28 mm
0.02 ~ 0.061 mm
0.1 ~ 0.2 mm
35
Description
VALVE
Stem O.D
Intake
Exhaust
Thickness of valve head (Margin)
Intake
Exhaust
Valve stem to guide clearance
Intake
Exhaust
VALVE GUIDE
Specification
Limit
5.965 ~ 5.980 mm
5.950 ~ 5.965 mm
1.15 mm
1.35 mm
0.8 mm
1.0 mm
0.02 ~ 0.05 mm
0.035 ~ 0.065 mm
0.1 mm
0.13 mm
Installed size
Over size(O.D)
Intake : 46, Exhaust : 54.5

0.05, 0.25, 0.50 mm
VALVE SEAT
Seat angle
Over size
45
0.3 mm, 0.6 mm
VALVE SPRING
Free length
Load
48.86 mm
18.3kg/39 mm
40.0kg/30.5 mm
39 mm
1.5 or less
Installed height
Out-of squareness
CYLINDER BLOCK
Cylinder I.D
Out-of cylindricity of cylinder I.D
Cylinder block-to-piston clearance
PISTON
82.00 ~ 82.03 mm
Less than 0.01 mm
0.02 ~ 0.04 mm
O.D
Over size
PISTON RING
Side clearance
No.1
No.2
End gap
No.1
No.2
Oil ring side rail
Over size
81.97 ~ 82.00 mm
0.25, 0.50, 0.75, 1.00 mm
CONNECTING ROD
Bend
Twist
Side clearance
36
0.04 ~ 0.08 mm
0.03 ~ 0.07mm
0.1 mm
0.1 mm
0.23 ~ 0.38 mm
0.33 ~ 0.48 mm
0.2 ~ 0.6 mm
0.25, 0.50, 0.75, 1.00 mm
1.0 mm
1.0 mm
1.0 mm
0.05 mm or less
0.10 mm or less
0.100 ~ 0.250 mm
0.4 mm
Description
Specification
Limit
CONNECTING ROD BEARING

Oil clearance
Under size
CRANKSHAFT
Pin O.D
Journal O.D
Bend
Out-of cylindricity of journal and pin
End play
Under size of pin
0.25 mm
0.50 mm
0.75 mm
Under size of journal
0.25 mm
0.50 mm
0.75 mm
OIL PUMP
O.D-to-front case clearance
Front side clearance
Tip clearance
Outer gear
Inner gear
Oil pressure (Oil temperature 90C~100C)
at idle (750rpm)
RELIEF SPRING
Free height
Load
Water pump type
THERMOSTAT
Thermostat type
Valve open temperature
Fully open temperature
WATER TEMPERATURE SENSOR
0.024 ~ 0.044 mm
0.25, 0.50, 0.75 mm
45 mm
57 mm
Less than 0.03 mm
Less than 0.01 mm
0.06 ~ 0.260 mm
44.725 ~ 44.740 mm
44.475 ~ 44.490 mm
44.225 ~ 44.240 mm
56.727 ~ 56.742 mm
56.477 ~ 56.492 mm
56.227 ~ 56.242 mm
0.12 ~ 0.185 mm
0.025 ~ 0.069 mm
0.04 ~ 0.09 mm
0.04 ~ 0.085 mm
166kpa (1.7kg/cm2)
43.8 mm
3.7kg/40.1 mm
Centrifugal impeller
Wax pellet type with jiggle valve
82C 1.5C
95C
Type
Resistance(at 20C)
Thermister
2.31K ~ 2.59K
37
Torque Specification
Description
Cylinder block
Engine support bracket bolt and nut
Cylinder head
Cylinder head bolt
M10
M12
Intake manifold bolt and nut
Exhaust manifold nut
Cylinder head cover bolt
Camshaft bearing cap bolt
Rear plate bolt
Main moving
Connecting rod cap nut
Crankshaft bearing cap bolt
Flywheel bolt
Chain guide
Starter bolt
Timing belt
Crankshaft pulley bolt
Camshaft sprocket bolt
Timing belt tensioner bolt
Timing belt idler bolt
Timing belt cover bolt
Front case bolt
Lubrication System
Oil filter
Oil pan bolt
Oil pan drain plug
Oil screen bolts
Oil pressure switch
Cooling System
Thermostat inlet fitting nut
Thermostat housing mounting nut
Water pump mounting bolt
Alternator brace bolt
Alternator support bolt and nut
Water pump pulley
Water pipe bracket bolt
Intake and Exhaust System
Intake manifold to cylinder head bolt
Intake manifold cover to intake manifold bolt
Throttle body and Surge tank nut
Exhaust manifold to cylinder head bolt
Exhaust manifold cover to exhaust manifold bolt
Oxygen sensor to exhaust manifold bolt
Standard (kg.m)
3.5 ~ 5.0
2.5+(60~ 65) + (60~ 65)

3.0+(60~ 65) + (60~ 65)
1.6 ~ 2.3
4.3 ~ 5.5
0.8 ~ 1.0
1.4 ~ 1.5
0.8 ~ 1.0
5.0 ~ 5.3
2.7 ~ 3.3+(60~ 65)
12.0 ~ 13.0
0.8 ~ 1.0
2.7 ~ 3.4
17 ~ 18
10 ~ 12
4.3 ~ 5.5
4.3 ~ 5.5
0.8 ~ 1.0
2.0 ~ 2.7
1.2 ~ 1.6
1.0 ~ 1.2
3.5 ~ 4.5
1.5 ~ 2.2
1.3 ~ 1.5
1.5 ~ 2.0
1.5 ~ 2.0
2.0 ~ 2.7
2.0 ~ 2.7
2.0 ~ 4.0
2.0 ~ 2.5
0.8 ~ 1.0
1.2 ~ 1.5
1.6 ~ 2.3
1.8 ~ 2.5
1.5 ~ 2.0
4.3 ~ 5.5
1.5 ~ 2.0
5.0 ~ 6.0
38
Special Tools
Tool (number and name)
Illustration
Use
Crankshaft front oil seal installer

(09214-32000)
Installation of front oil seal
Crankshaft front oil seal guide

(09214-32100)
Installation of front oil seal
Camshaft oil seal installer

(09221-21000)
Installation of camshaft oil seal
Valve guide installer

(09221-22000(A/B))
Removal and installation of valve

guide
Cylinder head bolt wrench

(09221-32001)
Removal and tightening of cylinder

head bolt
Valve stem oil seal installer

(09222-22001)
Installation of valve stem oil seal
Valve spring compressor holder

and adaptor
(09222-28000, 09222-28100)
Removal and installation of piston

pin (Use with 09234-33003)
39
Tool (number and name)
Illustration
Use
Valve stem seal remover

(09222-29000)
Removal of valve stem seal
Crankshaft rear oil seal installer

(09231-21000)
1. Installation of engine rear oil

seal
2. Installation of crankshaft rear oil
seal
Piston pin removal and installation

kit (09234-33001)
Removal and installation of intake

and exhaust valve
(Use with 09222-29000)
Piston pin setting tool insert

(09234-33002)
Removal and installation of piston

pin (Use with 09234-33001)
40
Troubleshooting
Symptom
Possible cause
Remedy
Low compression
Cylinder head gasket damaged

Worn or damaged piston ring
Worn piston or cylinder
Worn or damaged valve seat
Replace gasket
Replace ring
Repair or replace piston and cylinder block
Repair or replace valve and seat ring
Low oil pressure
Insufficient engine oil

Oil pressure switch defective
Oil filter clogged
Worn oil pump gear or cover
Thin or diluted engine oil
Oil relief valve clogged(Open)
Excessive bearing clearance
Check engine oil level

Replace oil pressure switch
Install new filter
Replace
Replace engine oil
Replace or inspect
Replace bearing
High oil pressure
Oil relief valve clogged(Closed)
Repair relief valve
Noisy valve

Faulty HLA
Worn belt stem or valve guide
Replace engine oil

Replace HLA
Replace belt stem or valve guide
Noisy connecting rod

or timing belt

Low oil pressure

Refer to too low oil pressure
Replace engine oil
Replace bearing
Noisy timing belt
Incorrect belt tension
Correct belt tension
Low coolant level
Coolant leak from

Heater or radiator hose
Defective radiator cap
Thermostat housing
Radiator
Water pump
Repair or replace parts

Retighten clamp or replace
Replace gasket or housing
Replace
Replace parts
Radiator clogged
Foreign material into coolant
Replace coolant
Abnormally high
coolant temperature
Thermostat defective
Radiator cap defective
Abnormal flow in cooling system
Loose or missing driving belt
Loose water pump
Water temperature wiring defective Cooling pan
defective
Radiator or thermostat switch defective
Inefficient coolant
Replace parts
Replace parts
Clean or replace parts
Correct or replace
Replace
Repair or replace
Repair or replace
Replace
Add coolant
Abnormally low coolant

temperature
Water wiring defective
Replace
Repair or replace
Oil cooling system leak
Loose connecting part

Cracked or damaged hose, pipe, and oil cooler
Retighten Replace
Exhaust gas leak

Pipe or muffler damaged
Retighten
Repair or replace
Abnormal noise
Breakaway exhaust plate in muffler

Rubber hanger damaged
Pipe or muffler with body Interfered
Catalytic converter damaged
Each connecting gasket damaged
Replace
Replace
Repair
Repair or replace
Replace
Replace
41
Timing Belt System

Components
1. Timing belt upper cover.

2. Camshaft sprocket
3. Timing belt
4. Cylinder head cover

5. Idler
6. Tensioner
42
7. Crankshaft sprocket
8. Timing belt lower cover
9. Flange
10. Crankshaft pulley
Removal
9. Remove the timing belt tensioner pulley.

1. Temporarily loosen the water pump pulley bolts.
2. Loosen the alternator bolt and remove the belt.
3. Remove the water pump pulley.
4. Remove the timing belt upper cover.
10. Remove the timing belt form the camshaft

sprocket.
NOTE: When reusing the timing belt, put an arrow
mark on the rotation direction (or front side of
engine)before removal to help re-install it to
original installation direction.
11. Remove the idler.
5. Turn the crankshaft, and align its groove with

timing mark T
12. Remove the crankshaft sprocket.

13. Remove the cylinder head cover and remove
camshaft sprocket.
6. Remove the crankshaft pulley.

7. Remove the crankshaft flange.
8. Remove the timing belt lower cover.
43
Inspection
SPROCKET, TENSIONER, IDLER
1. Check the camshaft sprocket, crankshaft sprocket,

tensioner and idler for wear, crack and damage
and replace it if necessary.
2. Check the tensioner and idler pulley for smooth
rotation, check for play and noise, and replace it if
necessary.
3. If grease leak is inspected, replace it.
TIMING BELT
1. Check the belt for oil or dust deposit and replace

it if necessary. In case of small amount of oil or
dust, clean it with a rag or paper instead of a
solvent.
2. After overhauling the engine or readjusting the
belt, inspect the belt in detail and replace it with a
new one if the following defects are detected.
CAUTION
Do not bend or twist the timing belt.
Take care not to contact the timing belt with oil,
water, grease and steam.
44
Description
1. Back side rubber is hardened
Specification
Glossy back side. Due to
non-elasticity and hardening,
when pressing it with the tip of
a finger, there is no sign of it.
2. Back side rubber is cracked
3. Canvas is cracked or detached
4. Tooth is excessively worn out (initial step)
5. Tooth is excessively worn out (final step)
Tooth loaded from canvas is

worn (elastic canvas fiber rubber
is worn, color is faded in white,
canvas structure is deformed)

Worn and rubber is worn off
(tooth width is narrowed)
6. Tooth bottom is cracked
7. Tooth is missing
8. The side of belt is severely worn out
9. The side of belt is cracked
NOTE: In case of normal

belt, it is cut precisely as
if cut with a sharp cutter
45
4. With no.1 cylinder piston to the dead point of

compression stroke, align the timing mark on the
camshaft sprocket and timing mark on the
crankshaft sprocket.
Assembly
1) After installing the tensioner, spring and spacer

and tightening the bolt temporarily, tighten the
long hole shaft washer of tensioner and bolt.
2) Install the spring bottom end to the front case
as shown in the illustration.
3) Install the flange and crankshaft sprocket
taking care of installation direction and then
tighten the washer and bolt temporarily.
1. Install the crankshaft sprocket taking care of
installation direction as shown in the illustration.
4) When aligning the timing marks, after turning

the cam-shaft sprocket to place the red timing
mark on the cam cap in the middle of the
knock pin 4.5 bore, align this timing mark with
the timing mark on the front case by rotating
the shaft sprocket.
5) Install the belt with the timing aligned as shown
in the illustration. (When installing, start from
the belt tension side and then install the belt by
pressing the tensioner.
CAUTION
When no.1 piston is at TDC, if the camshaft
sprocket mark is not aligned with head mark,
interference between piston and valve occurs.
So take care of timing aligning.
2. Install the camshaft sprocket and tighten the bolt

to the specified torque.
10 ~ 12kgm
6) Install the timing belt not to loosen in the
following order.
3. Install the idler and tighten the bolt to the

specified torque.
Idler fixing bolt
Crankshaft sprocket (A) Idler pulley (B)

Camshaft sprocket (C) Timing belt tensioner (D).
4.3 ~ 5.5kgm
(After installing timing belt, auto tensioner may be

installed)
46
13) Install the timing belt lower cover.

Tightening torque
0.8 ~ 1.0kgfm
7) Be sure that timing mark on each sprocket is

placed on the proper position.
8) Remove the tensioner arm fixing pin.
14) Install the crankshaft pulley (A) together with
the flange, tighten the bolt (B).
When installing, align the crankshaft key with
the pulley groove.
9) Insert a hexagonal wrench to the adjuster

groove as below, rotate it counterclockwise to
place the arm indicator in the middle of base
groove.
Crankshaft pulley bolt
CAUTION
Tightening torque
Do not rotate the wrench clockwise, or the auto

tensioner is not normally functioned.L4GC144A
16.0 ~ 17.0kgfm
15) Install the timing belt upper cover.

Tightening torque
0.8 ~ 1.0kgfm
16) Install the water pump pulley.

17) Install the alternator driving belt.
18) Tighten the water pump pulley fixing bolt.
10) With the arm indicator fixed not to move,

tighten the tensioner fixing bolt.
Tightening torque
2.3 ~ 2.9kgfm
11) Rotate the crankshaft to 2 turns clockwise

and then be sure that the auto tensioner arm
indicator is placed in the middle of base
groove.
12) If the arm indicator is out of the middle of
groove, loosen the bolt and repeat the above
procedure.
47
PCV Valve
Outline and Operation Principle
Engine condition
PCV valve
Vacuum path
No operating
No operating
Clogged
Engine condition
PCV valve
Vacuum path
At idle or deceleration
Full operating
Small
Engine condition
PCV valve
Vacuum path
Proper operating
Proper operating
Big
Engine condition
PCV valve
Vacuum path
High speed and overload

Light operating
Very big
48
TROUBLESHOOTING
Service Procedure
REMOVAL
1. Disconnect the vacuum hose from the PCV valve.

Disconnect the PCV valve from the locker cover
and reconnect the vacuum hose.
1. After disconnecting the vacuum hose (A), remove

the PCV valve (B).
2. With the engine at idle, Check the intake manifold

for vacuum when clogging the opened end of
PCV valve.
INSTALLATION
Install the PCV valve and connect the vacuum hose.
Tightening torque
NOTE: The plunger in PCV valve will move back

and forth.
0.8 ~ 1.2kgfm
3. If vacuum is not detected, clean or replace PCV

valve and vacuum hose.
INSPECTION
1. Remove the PCV valve.
2. Check the plunger for movement by inserting a
thin stick (A) toward the valve (B) nut.
3. If the plunger is not moved, it means that PCV
valve is clogging, so, clean or replace PCV valve.
49
Intake and Exhaust System

Intake Manifold
Components
COMPONENTS
MAP sensor
50
REMOVAL
INSTALLATION
1. Disconnect the map sensor and the connector.

2. Remove the P.C.V valve hose.
1. After replacing the intake manifold gasket, install

it to the cylinder head and then to the intake
manifold.
3. Disconnect the fuel injector connector and the

wiring harness.
2. Install the delivery pipe and injector assembly to

the intake manifold.
4. Remove the delivery pipe with the fuel injector

attached.
CAUTION
Check that the injector is interfered with the
injector hole in the intake manifold.
CAUTION
When removing the delivery pipe, take care not
to drop the injector.
3. Install the fuel injector connector and wiring

harness.
5. Remove the intake manifold stay.
4. Connect the high-pressure fuel hose.
6. Remove the intake manifold and gasket.
5. Connect the P.C.V valve hose.
INSPECTION
6. Check connectors for connection.
1. Intake manifold
Check each component for damage and crack.
2. Air hose
Check each component for damage and crack.
51
Exhaust Manifold
COMPONENTS
CAUTION
Do not tighten parts excessively, observe the
specified torque.
52
REMOVAL
1. Remove the heat protector.

2. Detach the exhaust manifold from the cylinder
head.
INSPECTION
1. Check the exhaust manifold for damage and
crack.
2. Exhaust manifold gasket
Check the gasket for tear or damage.
INSTALLATION
1. Installation is the reverse order of removal.
CAUTION
Do not reuse the exhaust manifold nut.
53
Cooling System
General Description
Cooling System Schematic

(1) Cylinder head.
(2) Thermostat.
(3) Recovery tank.
(5) Radiator top hose.
(7) Cylinder walls.
(8) Radiator.
(9) Radiator lower hose.
(10) Water pump.
thermostat (2) is open the coolant will go through

radiator top hose (5) and into the top tank of radiator
(8). Coolant then goes through the cores of the
radiator. The air from the fan will make the coolant
cool as the coolant flows to the bottom of the
radiator and out hose (9) where the coolant returns
to water pump (10).
The radiator is equipped with a shroud to increase
the efficiency of the fan and cause the air to be
pushed through the radiator and away from the lift
truck.
If the coolant is hot and the cooling system pressure
is too high, some coolant flows to the top of radiator
(8) through the tube to recovery tank (3). The
cooling system pressure is controlled by cap (6).
When the cooling system pressure goes above its
rated pressure, a valve opens in pressure cap (6)
which releases the cooling system pressure to the
atmosphere. After the engine is at normal
temperature for operation, a development of vacuum
is present in the cooling system. Pressure cap (6)
permits air in the radiator to remove the vacuum at
the same time coolant from recovery tank (3) is
pulled back into the radiator.
Water pump (10) is installed on the front of the

cylinder block. The water pump is driven by a single
V belt from the crankshaft pulley. The inlet opening
of the water pump is connected to the radiator lower
hose (9). The outlet flow from the water pump goes
through passages inside the cylinder block.
The coolant from the water pump through the
cylinder block passages has primary coolant flow to
and around the seats for the exhaust valves. This
method gives the coolant with the coolest
temperature flow to the hottest area during engine
operation.
Cylinder walls (7) are cooled by the coolant flow
through the block. After the coolant goes through the
cylinder block it flows through cylinder head (1) to
the thermostat housing, where the bypass type
thermostat (2) is installed. The thermostat controls
the opening to radiator (8) to control the temperature
in the cooling system.
If the coolant is cold (cool), the thermostat will be
closed. The coolant circulates (makes a complete
circuit) from the water pump and through the
cylinder block until the temperature of the coolant is
warm enough to make the thermostat open. When
(6) Radiator pressure cap.
54
5. Inspect the drive belts for the fan.
Adhere to the following warnings when performing

any tests or adjustments while the engine is running:
6. Check for damage to the fan blades.

7. Look for air or combustion gas in the cooling
system.
WARNING
8. Inspect the filler cap and the surface that seals

the cap. This surface must be clean.
Work carefully around an engine that is running.

Engine parts that are hot, or parts that are
moving, can cause personal injury.
9. Look for a large amount of dirt in the radiator core

and on the engine.
WARNING
10. Check for loose or missing fan shrouds that

cause poor flow of cooling air.
Exhaust fumes contain carbon monoxide (CO)

which can cause personal injury or death. Start
and operate the engine in a well ventilated area
only. In an enclosed area, vent the exhaust to
the outside.
Cooling System Tests
This engine has a pressure type cooling system. A

pressure type cooling system gives two advantages.
The first advantage is that the cooling system can
have safe operation at a temperature that is higher
than the normal boiling (steam) point of water. The
second advantage is that this type system prevents
cavitation (the sudden making of low pressure
bubbles in liquids by mechanical forces ) in the
water pump. With this type system, it is more difficult
for an air or steam pocket to be made in the cooling
system.
The cause for an engine getting too hot is generally
because regular inspections of the cooling system
were not made. Make a visual inspection of the
cooling system before testing with testing equipment.
Cooling System Visual Inspection
WARNING
Do not loosen the filler cap or pressure cap on a
hot engine. Steam or hot coolant can cause
severe burns.
Remember that temperature and pressure work

together. When making a diagnosis of a cooling
system problem, temperature and pressure must
both be checked. Cooling system pressure will have
an effect on cooling system temperatures. For an
example, look at the chart to see the effect of
pressure and height above sea level on the boiling
(steam) point of water.
1. After the engine is cool, loosen the filler cap (on a

radiator with a pressure cap, turn it to the first
stop) to let pressure out of the cooling system.
Then remove filler or pressure cap.
2. Check coolant level in the cooling system.
3. Look for leaks in the system.
4. Look for bent radiator fins. Be sure that air flow
through the radiator does not have a restriction.
55
Cooling System Leak Check
Pressure Cap Test
To test the cooling system for leaks, use the

following procedure:
WARNING
If the engine has been in operation and the
coolant is hot, slowly loosen the pressure cap to
the first stop and let the pressure out of the
cooling system, then remove the pressure cap.
1. Remove pressure cap from the radiator.
Pressure Cap Diagram
(A) Sealing surface of cap and radiator.
2. Make sure the radiator is full (hot) or nearly full

(cold) of coolant.
One cause for a pressure loss in the cooling system

can be a bad seal on the pressure cap of the system.
Inspect the pressure cap carefully. Look for damage
to the seal or the sealing surface. Any foreign
material or deposits on the cap, seal or seal or
sealing surface must be removed.
3. Attach the Cooling System Pressurizing Pump

Tool to the radiator filler neck.
4. Pump the pressure to 20 kPa (3 psi) more than
the rated pressure of the cap.
5. Check the radiator for outside leakage.
To check the pressure cap opening pressure, do the

following procedure.
6. Check all connections and hoses of the cooling

system for outside leakage.
WARNING
7. If there is no outside leakage and the pressure

reading on the gauge is still the same after 5
minutes, the radiator and cooling system do not
have leakage. If the reading on the gauge goes
down and there is no outside leakage, there is
leakage on the inside of the cooling system.
Make repairs as necessary

2. Put the pressure cap on the Cooling System
Pressurizing Pump Tool.
3. Look at the gauge for the pressure that makes the
pressure cap open. It must be as follows:
A40365876 to 100 kPa (11 to 14.5 psi)
4. If the pressure cap is bad, install a new pressure
cap.
56
Thermostat Test
Thermostat
To test the thermostat opening temperature, use the

WARNING
The pan, water and thermostat will be very hot
and can cause burns. Do not touch the pan,
water or thermostat. Handle the components
with an insulated device for protection.
1. Remove the thermostat from the engine.
2. Hang the thermostat in a pan of water. Put a
thermometer in the water. Put the thermostat
completely under water. Do not let the thermostat
make contact with the pan.
3. Put heat to the pan of water. Make the water in
the pan move around. This keeps all of the water
at the same temperature.
4. The thermostat must start to open when the
temperature is 82C (180F). The thermostat
must be fully open at 96C (205F).
The thermostat is the wax pellet type. A jiggle
valve (which improves air bleeding during water
supply) is provided on the flange part. When the
thermostat is closed, the circulation of coolant is
stopped, thereby making warm-up faster.
Operation
When the temperature of the coolant is low, the
valve is closed by the spring, with the result that the
coolant circulates within the engine, without passing
through the radiator.
When the temperature of the coolant rises and
reaches a certain specified temperature, the valve
opens and the coolant also circulates through the
radiator.
When the temperature increases further and
opens fully, allowing even more coolant to circulate
Thus, in this way the degree of valve opening is
varied according to the temperature of the coolant,
and the temperature of the coolant is adjusted by
varying the amount of coolant caused to circulate
57
NOTE: Another condition that can cause heat

problems is the ignition timing. Retarded (late)
timing causes the engine to send more heat to the
cooling system. Advanced (early) timing causes the
engine to send less heat to the cooling system.
Cooling System Heat Problems

To check if there is a good reason for heat problems
do the checks that follow:
1. The indications of a heat problem are as follows:
Cooling System Recommendation
a. High coolant temperature indicator light is on or

needle of coolant temperature gauge is in red
range.
Coolant Information
b. Coolant boils out (comes out because of too

much heat) of the cooling system during
operations.
c. Coolant boils out on the floor when the engine is
stopped.
d. Coolant must be added at the end of each shift
but Steps b and c are not present.
2. If indication in Step 1 a is only present. It is
possible the problem is only a damaged gauge,
light or sender. Make a replacement of the
defective part.
WARNING
specified range.
3. If indication in Step 1b is present, do the

procedure that follows:
a. Run the engine at medium idle (1200 rpm) for
three minutes after high idle operation. This cools
off the hottest parts of the engine before it is
stopped.
To prevent damage to your engine, never add

coolant to an overheated engine. Allow the engine to
cool first.
If the lift truck is to be stored in, or shipped to, an
area with freezing temperatures, the cooling system
must be protected to the lowest expected outside
(ambient) temperature.
b. Install a coolant recovery system on the truck, if

not already equipped.
4. If indications in Step 1b, 1c or 1d are present, but
Step 1a is not and the high temperature indicator
light does work, the problem can be a damaged
radiator cap seal or there can be a leak in the
cooling system. Complete the procedure that
follows:
The engine cooling system is protected with a

commercially available automotive antifreeze, when
shipped from the factory.
a. Do the Pressure Cap Test, Cooling System Leak

Check, Thermostat Test and Belt Adjustment in
the Testing And Adjusting.
Check the specific gravity of the coolant solution

frequently in cold weather to ensure adequate
protection.
b. Clean the radiator with hot water (steam clean) at

low pressure and use detergent or air according
to the different types of debris that caused the
radiator to be dirty (plugged).
Clean the cooling system if it is contaminated, if the

engine overheats or if foaming is observed in the
radiator.
c. Check the engine high idle setting.

Old coolant should be drained, system cleaned and
new coolant added as recommended with the
commercially available automotive antifreeze.
58
Filling at over 20 liters per minute can cause air

pockets in the cooling system.
Antifreeze
After draining and refilling the cooling system,

operate the engine with the radiator cap removed
until the coolant reaches normal operating
Make proper antifreeze additions.

temperature and the coolant level stabilizes. Add
coolant as necessary to fill the system to the proper
level.
Adding pure antifreeze as a makeup solution for

cooling system top-up is an unacceptable practice. It
increases the concentration of antifreeze in the
cooling system which increases the concentration of
dissolved solids and undissolved chemical inhibitors
in the cooling system. Add antifreeze mixed with
water to the same freeze protection as your cooling
system.
Operate with a thermostat in the cooling system all

year-round. Cooling system problems can arise
without a thermostat.
Coolant Water
phosphates.
Acceptable Water
Water Content
Limits (ppm)
Chlorides (CI)
40 maximum
Sulfates (SO4)
50 maximum
Total Hardness
80mg/ maximum
Total Solids
250 maximum
pH
6.0 ~ 8.0
Using water that meets the minimum acceptable
water requirement may not prevent drop-out of
these chemical compounds totally, but should
minimize the rate to acceptable levels.
59
Coolant Pipe and Hose

COMPONENTS
INSPECTION
Check the coolant pipe and hose for crack, damage,
and clogging and replace it if necessary.
INSTALLATION
After getting water around O-ring, insert it the
groove in the coolant intake pipe end and press-fit
the pipe.
CAUTION
Do not apply oil or grease to the O-ring.
Take care not to dirt the coolant pipe connecting part with sand or dust.
Press-fit the coolant intake pipe completely.
60
Water Pump
COMPONENTS
61
2. Check the bearing for damage, abnormal noise

and bad rotation and replace the water pump if
necessary.
REMOVAL
3. Check the seal unit from C hole for leak and

replace the water pump assembly if necessary.
INSTALLATION
B
A
B
1. Drain the engine coolant.
CAUTION
System is under high pressure when the engine

is hot. To avoid danger of releasing scalding
engine coolant, remove the cap only when the
engine is cool.
1. Clean the gasket surface of the water pump body

and cylinder block.
2. After getting water around new O-ring, install it
the groove in the coolant intake pipe front end.
Do not apply oil or grease to the O-ring.
2. Remove drive belts.

3. Remove the timing belt.
3. Install a new water pump gasket and water pump

assembly. Tighten it to the specified torque.
4. Remove the timing belt idler.

5. Remove the water pump.
WATERPUMP AND CYLINDER BLOCK
1) Remove the 4 bolts and pump pulley.

2) Remove the 3 bolts (C), then remove the
alternator brace (A).
3) Remove the water pump (B) and gasket.
2.0 ~ 2.7 kgm
2.0 ~ 2.4 kgm
4. Install the timing belt tensioner and timing belt.

Adjust the timing belt tension and install the timing
belt cover.
INSPECTION
5. After installing the water pump pulley and driving

belt, adjust the belt tension.
6. Add the standard coolant.
7. Run the engine and check for leak.
1. Check each part for crack, damage, and wear and

replace the water pump if necessary.
62
Thermostat
COMPONENTS
INSPECTION
INSTALLATION
1. Check that the thermostat flange is correctly
inserted to the thermostat housing socket. At this
time, upward the jiggle valve and make contact to
the hole.
2. Install a new gasket and water inlet fitting.
3. Add coolant.
1. Check the valve closed at room temperature.

2. Check for defect or damage.
3. Heat the thermostat as shown in the illustration
and measure the valve open temperature and full
open temperature.
Valve open temperature
Open
82C
Full open
95C
63
FAN DRIVE
COMPONENTS
REMOVAL
1. Remove the fan pulley.
2. Remove the fan bracket.
INSPECTION
Check the bearing for damage, abnormal noise and
sluggish rotation, and replace the bracket assembly
if necessary.
INSTALLATION
Installation is the reverse order of removal.
64

Components
1. Cylinder block
2. Cylinder head gasket
3. Cylinder head
4. Cylinder head bolt

5. Gasket
6. Cylinder head cover
65
1. HLA(Hydraulic Lash Adjuster)

2. Retainer
3. Valve spring
4. Stem seal
5. Spring seat
6. Valve
7. Key
8. Chain sprocket
9. Intake camshaft
10. Camshaft sprocket
66
11. Exhaust camshaft

12. Camshaft bearing cap
13. Timing chain
14. Retainer lock
Disassembly
3. Remove the stem seal with pliers.

NOTE: Do not reuse the stem seal.
1. Using the 8mm and 10mm hexagon wrench,

tighten the cylinder head bolts in order by
tightening 2-3 times as shown in the illustration.
Take care not to come the cylinder head gasket
debris into the cylinder.
2. Using the special tool valve spring compressor

(09222-28000, 09222-28100), remove the
retainer lock.
And then, remove the spring retainer, valve spring,
spring seat and valve.
NOTE: Arrange parts in order disassembling not to
make a mistake while reassembling.
67
Valve
Inspection
Cylinder Head
1. Check the cylinder head for crack, damage and

leak.
2. Clean out fur, adhesive and accumulated carbon
and after cleaning the oil passage, bleed the
passage with compressed air to check it for
clogging.
1. Clean the valve with a wire brush.

2. Check each valve for wear and damage and
inspect the head and stem for torsion.
If the stem end is cave or worn, trim it.
At this time, trim it least.
Also, trim the valve surface.
If the margin is less than the limit, replace the
valve.
3. Using a square, check the cylinder head gasket

for flatness from shown in the illustration. If any
flatness is out of the limit, replace the cylinder
head or slightly cut the cylinder head gasket
surface.
Flatness of cylinder
Head gasket surface
Standard
0.03mm or less
Limit
0.06mm
Valve margin
Standard
Limit
68
Intake
1.15mm
Exhaust
1.35mm
Intake
0.8mm
Exhaust
1.0mm
Valve spring
Standard
Limit
3. Measure the clearance between the valve stem

and guide and if the measured value exceeds the
limit, replace the valve guide and valve.
Free height
48.86mm
Installed load
18.3kg / 39mm
Compressed load
40.0kg / 30.5mm
Out-of-squareness
1.5or less
Free height
-1.0mm
Out-of-squareness
VALVE SEAT CORRECTION
Valve stem and guide clearance
Intake
0.02 ~ 0.05mm
Exhaust
0.035 ~ 0.065mm
Intake
0.1mm
Exhaust
0.13mm
Standard
Limit
Check the valve seat for overheat and inspect

contact with valve surface. Correct or replace it if
necessary. When correcting, check the valve guide
for wear, if it is worn, replace the guide and correct
the seat ring. Using a grinder or a cutter, correct the
valve seat to make the seat contact width to the
standard. When correcting the exhaust valve seat,
must use the valve seat voce and pilot, after
correcting, must apply a light coat of compound to
the valve and valve seat.
VALVE SPRING
1. Measure free height of the valve spring and
replace the spring if the measured value exceeds
the limit.
2. Using a square, measure squareness of each
spring and replace it if the measured value is out
of squareness excessively.
69
VALVE SEAT RING REPLACEMENT
1. If the valve seat insert is excessively worn, cut the

insert ring wall as shown in the illustration A
using a valve seat cutter at a normal temperature.
2. After removing the seat ring, Cut the seat insert
bore as same size as the following table as
shown in the illustration A using a reamer or
cutter.
3. Heat the cylinder head to 250C and press-fit the
oversize seat.
At this time the oversize seat ring maintains a
normal room temperature.
After installing a new valve seat, correct the valve
seat surface.
Valve seat ring oversize

Item
Intake valve seat ring
Exhaust valve seat ring
Size(mm)
Size mark
Cylinder insert height

H (mm)
Cylinder head I.D

(mm)
0.3 OS
30
7.5 ~ 7.7
33.330 ~ 33.325
0.6 OS
60
7.8 ~ 8.0
33.600 ~ 33.625
0.3 OS
30
7.9 ~ 8.1
28.800 ~ 28.821
0.6 OS
60
8.2 ~ 8.4
29.100 ~ 29.121
70
Valve guide oversize
VALVE GUIDE REPLACEMENT
Size
Size mark
Cylinder head bore size
0.05 OS
11.05 ~ 11.068mm
0.25 OS
25
11.25 ~ 11.268mm
0.50 OS
50
11.50 ~ 11.518mm
Because the valve guide is press-fitted, replace the

valve guide as the following procedures using a
valve guide installer or proper tool.
1. Remove the valve guide pressed toward cylinder
block using a push rod of valve guide installer.
2. Cut the valve guide insert bore of the cylinder
head to the valve guide oversize.
3. Press-fit the valve guide using a valve guide
installer or proper tool. When using a valve guide
installer, Use a valve guide installer to press-fit the
valve guide to the specified height.
4. When installing, start from top of valve guide
cylinder head.
Be sure that the intake valve guide is not same
size with the exhaust valve guide. (Intake valve
guide : 46.0mm, ex-haust valve guide : 54.5mm)
5. After installing the valve guide, insert a new valve
and check for perturbation.
6. When replacing the valve guide, check the valve
for con-tact and correct the valve seat if
necessary.
71
ASSEMBLY
CAUTION
Prior to assembly, clean each component.
Apply a new engine oil to the perturbation part
and rotation part.
Replace a new oil seal.
VALVE
4. Taking care not to press the valve stem seal
down to the retainer bottom, press-fit the spring
with the special tool valve spring compressor
(09222-28000, 09222-28100)and put the retainer
lock in.
Remove spring compressor after pisition retainer
lock exactly.
5. Hit the end of valve two or three times by rubber
malet, so that valve and retainer lock is in position.
6. Assembly the HLA using by hand.
1. After installing the spring seat, insert the stem

seal to the valve guide.
Install the stem seal by tapping on it with the
special tool valve stem oil seal installer (0922222001)
Wrong installation of the seal can affect oil leak
from the valve guide, so use the special tool to
install it to exact position and take care not to twist
it. Do not reuse it.
2. After applying engine oil to each valve, insert the
valve into the valve guide.
3. Install the spring and spring retainer. Face the
enamel-plated side toward the valve spring
retainer side.
72
HEAD
1. Clean out all gasket surfaces of the cylinder block

and cylinder head.
2. Put new cylinder head gaskets on the cylinder
block with the identification marks faced upward.
Do not apply seal-ant to the gasket and do not
reuse the used cylinder head gasket. Take care
not to make a mistake of gasket.
3. Put the cylinder head on the cylinder block.
4. Apply a slight coat of engine oil to the spiral
portion of bolt.
5. Insert the washer to the bolt and insert it to the
cylinder head.
6. Using the 8mm and 10mm hexagon wrench,
install the cylinder head bolt as shown in the
illustration.
Cylinder head bolt
M10
2.5kgm + (60~ 65) + (60~ 65)
M12
3.0kgm + (60~ 65) + (60~ 65)
7. Install the camshafts.

8. Install the camshafts oil seal.
9. Install the camsprocket and timing belt.
10. Install the head cover.
73
Lubrication System
General Description
Lubricating system is the full-flow filtered pressurefeed oil system and the oil reserved in the oil pan is
fed with pressure to each part of engine. After the
oil pressure is adjusted through the relief valve, the
oil is fed to the cylinder blocks and cylinder head.
In the cylinder head the oil is forcibly fed to the
camshaft journals, rocker arm pivots and further
cam surfaces.
OIl Filter
74

any tests or adjustments while the engine is running.
WARNING
WARNING
Engine Oil Viscosity Recommendation

the outside.
NOTE: In normal case, the recommended engine oil

for G420F(E) engine is SAE 10W - 30.
But, if the excessive valve noise occurs up to five
minutes after a cold start and if the maximum
ambient temperature is lower than 10C (50F), it is
recommended to change engine oil to SAE 5W - 30
for that application.
Engine Oil
Engine Oil Recommendation
The following oil specifications provide the
guidelines for the selection of commercial products :
Use gasoline engine oil. Recommended API service
classification is class SJ grade.
Synthetic Oils
Synthetic engine oils are not recommended for use
in G420F(E) Engine. Synthetics may offer
advantages in cold-temperature pumpability and
high-temperature oxidation resistance.
However, synthetic oils have not proven to provide
operational or economic benefits over conventional
petroleum-based oils in G420F(E) Engine. Their use
does not permit the extension of oil change intervals.
NOTICE
Failure to follow the oil recommendations can cause
shortened engine life due to carbon deposits or
excessive wear.
Lubrication System Problems

Prior to changing oil, select an oil based on the
prevailing daytime temperature in the area in which
the engine is operated. The chart in figure is a guide
to selection the proper crankcase oil.
One of the problems in the list that follows will

generally be an indication of a problem in the
lubrication system for the engine.
IMPORTANT: Oils containing solid additives, nondetergent oils, or low-quality oils are not
recommended for use in G420F(E) Engine.
Too much oil consumption.

Low oil pressure.
High oil pressure.
Too much component wear.
75
turn on during operation only when there is

insufficient engine oil pressure to properly lubricate
the engines internal parts.
Too Much Oil Consumption

Engine outside oil leakage
If the oil light comes on, indicating the pressure is

low, check for the causes that follow:
Check for leakage at the seals at each end of the

crankshaft. Look for leakage at the oil pan gasket
and all lubrication system connections. Check to see
if oil comes out of the crankcase breather. This can
be caused by combustion gas leakage around the
pistons. A dirty crankcase breather will cause high
pressure in the crankcase, and this will cause
gasket and seal leakage.
1. Low oil level in the crankcase.

2. Defect in the oil pressure indicator light or oil
pressure sensor unit.
3. Restriction to oil pump screen.
Combustion area oil leakage

4. Leakage at the oil line connections.
Oil leakage into the combustion area of the cylinders
can be the cause of blue smoke. There are three
possible ways for oil leakage into the combustion
area of the stems.
5. Worn connecting rod or main bearings. Worn

gears in the oil pump.
6. Oil pressure relief valve worn or stuck in the
OPEN position.
1. Oil leakage between worn valve guides and valve

stems.
7. Oil filter bypass valve stuck open. Oil filter is

restricted. Replace oil filter.
2. Worn or damaged piston rings, or dirty oil return

holes.
High Oil Pressure

3. Compression ring and/or intermediate ring not
installed correctly.
Oil pressure will be high if the oil pressure relief

valve in the oil pump cannot move from the closed
position.
NOTE: Too much oil consumption can also be the

result if oil with the wrong viscosity is used. Oil with
a thin viscosity can be caused by fuel leakage into
the crankcase, or by increased engine temperature.
Too Much Component Wear

When some components of the engine show
bearing wear in a short time, the cause can be a
restriction in an oil passage. A broken oil passage
can also be the cause.
If an oil pressure check is done and the oil pressure
is correct, but a component is worn because it does
not get enough lubrication, look at the passage for
oil supply to that component. A restriction in a
supply passage will not let enough lubrication get to
a component and this will cause early wear.
Low Oil Pressure
Instrument Panel
(1) Engine Oil Light
Before starting the engine, the engine oil light(1) on

the instrument panel will turn on when the key
switch is turned to the ON position. The light will turn
off after the engine is started and while the engine is
running, lidicating normal oil pressure. The light will
76
Inspection
Oil Pressure Switch

Oil pressure switch is located on the front right side
of the engine and if oil pressure in the lubrication
system drops less than 0.29kg/cm2, the oil pressure
warning lamp illuminates. Hexagonal width of this
switch is 24mm.
1. Using an ohmmeter, measure an electric current

and re-place the oil pressure switch if an electric
current is not detected.
Removal and Installation
2. When pressing it with a thin stick, if an electric

current is measured between terminal and body,
replace the oil pres-sure switch.
After applying sealant to the spiral portion, install the
oil pres-sure switch.
3. When applying a negative pressure of 0.3kg/cm2

through the oil hole, it an electric current is not
measured, the switch is normal. If the switch is not
normal, check for air leak. If air is leaked, replace
the switch because it means damage of the
diaphragm.
NOTE: Do not tighten the oil pressure switch too

tight.
Oil pressure switch
1.3 ~ 1.5m
77
Front Case and Oil Pump

COMPONENTS
1. Filter
2. Front case
3. Gasket
4. Oil screen
5. Plug
6.Relief spring
7.Relief plunger
8.Oil seal
9.Inner rotor
10.Outer rotor
11.Pump cover
78
REMOVAL
5. Remove the oil pan and oil screen.

2. Remove the drive belts.
3. Turn the crankshaft and align the white groove on
the crank-shaft pulley with the pointer on the lower
cover.
4. Remove the timing belt.
5. Remove the oil pan and oil screen
6. Remove the front case.

1) Remove the screws (B) from the pump housing,
then separate the housing and cover (A).
2) Remove the inner (A) and outer (B) rotos.
79
INSPECTION
Body length
25mm(0.98in)
20mm(0.787in)
38mm(1.496in)
45mm(7.771in)
Tightening torque
19.6~26.5N.m
(2.0~2.7kgf.m, 14.5~19.5lb-ft)
1. Install oil pump.

1) Place the inner and outer rotors into front case
with the marks facing the oil pump cover side.
2) Install the oil pump cover (A) to front case with
the 7screws (B).
Tightening torque
5.9~8.8N.m
4. Apply a light coat of oil to seal lip.
(0.6~0.9kgf.m, 4.3~6.5lb-ft)
5. Using the SST(09214-32000), install the oil seal.

6. Install the oil screen.
7. Install the oil pan.
NOTE: Clean the oil pan gasket mating surfaces.
2. Check that the oil pump turns freely.

3. Install the oil pump on the cylinder block.
Place a new front case gasket on the cylinder
block. Apply engine oil to the lip of the oil pump
seal. Then, install the oil pump onto the crankshaft.
When the pump is in place, clean any excess
grease off the crankshaft and check that the oil
seal lip is not distorted.
80
DISASSEMBLY
Outer gear
Side
clearance
Inner gear
0.04~0.09mm
(0.0016~0.0035in.)
0.04~0.085mm
(0.0016~0.0033in.)
If the side clearance is greater than maximum,

replace the rotors as a set. If necessary, replace the
front case.
1. Remove the relief plunger.

Remove the plug (A), spring (B) and relief plunger
(A).
INSPECTION
4. Inspect rotor rip clearance.

Using a feeler gauge, measure the tip clearance
between the inner and outer rotor tips.
Tip clearance
0.025~0.069mm
(0.0010~0.0027in.)
If the tip clearance is greater than maximum, replace

the rotor as a set.
1. Inspect relief plunger.

Coat the valve with engine oil and check that it
falls smoothly into the plunger hole by its own
weight.
If it does not, replace the relief plunger. If
necessary, replace the front case.
2. Inspect relief valve spring.
Inspect for distorted or broken relief valve spring.
Free height
Standard
value
Load
43.8mm
(1.724in.)
3.7kg/40.1mm
(8.14lb/1.579in.)
3. Inspect rotor side clearance.

Using a feeler gauge and precision straight edge,
measure the clearance between the rotos and
precision straight edge.
81
5. Inspect rotor body clearance.

Using a feeler gauge, measure the clearance
between the outer rotor and body.
Body clearance
0.12~0.185mm
(0.0047~0.0073in.)
If the body clearance is greater than maximum,

replace the rotor as a set. If necessary, replace the
front case.
REASSEMBLY
1. Install relief plunger.

Install relief plunger (A) and spring (B) into the
front case hole, and install the plug(A).
Tightening torque
39.2~49.0kgf.m
(28.9~36.2lb-ft)
82
CAM Shaft, HLA, Timing Chain

Components
L4GC043A
83
8. Loosen the bearing cap bolt and after removing

the bear-ing cap, remove the camshaft.
Removal
9. Remove the timing chain.

10. Remove the HLA.
1. Remove the breather hose and P.C.V hose.

2. Remove the center cover.
3. Remove the ignition coil.
4. Remove the timing belt upper cover.
5. Remove the cylinder head cover.
6. Remove the tensioner.

7. Loosen the camshaft sprocket bolt and remove
the cam-shaft sprocket.
84
Oil Seal
Inspection
1. Check the oil seal surface for wear and if the seal
lip portion is worn, replace it.
2. Check the camshaft oil seal lip contact surface for
partial wear and replace it if necessary.
HLA(Hydraulic Lash Adjuster)
1. HLA O.D : 33(-0.025/-0.041)mm
2. How to remove noise when it heard from valve
1) Prior to engine warm-up, check that the engine
oil level is normal.
Camshaft
2) Warm-up the engine.
1. Check the camshaft journal for wear and if the

journal is seriously worn, replace the camshaft.
3) If the valve noise is heard at engine warm-up,

air-bleed the system.
2. Check the cam lobe for damage and if the lobe is

severely damaged or worn, replace the camshaft.
Items
Cam
height
Standard
Limit
Intake
43
42.9
Exhaust
43
42.9
4) How to air-bleed
a) During remaining it for 10 minutes at
3,000 rpm and over 5 minutes at idle, check
that the valve noise is heard.
b) Repeat the above step(a) only once or twice.
3. Check the cam surface for abnormal wear and

damage and replace it if necessary.
4. Check the cylinder head camshaft journal for
damage and if the surface is severely damaged,
replace the cylinder head assembly.
5. Lightly put the camshaft on the cylinder head as
shown in the illustration and after installing a dial
gauge towards shaft, check the endplay.
Camshaft endplay
0.1 ~ 0.2mm
85
Timing Chain
5) If the valve noise is still heard after following

the above step 4), replace the hydraulic lash
adjuster(HLA) which makes noise.
1. Check the timing chain bushing and plate portion

for wear and if those are severely worn, replace
those.
6) If the valve noise is heard after replacing parts,

necessarily repeat the above step 4).
7) After air-bleeding the system and replacing
parts to remove noise, if the valve noise is reheard 2-3 days after, it might be affected from
defective HLA, so replace the defective HLA.
Installation
NOTE: In case of the vehicle with HLA, when initially

starting the engine, it is normal if valve noise is
momentarily heard.
CAUTION
Because HAL is precision parts, take care not to
come foreign materials such as a dust from
outside.
Do not disassemble HLA.
When cleaning HLA, use clean diesel oil.
Take care not to make scratches and sharp
edges to O.D of HLA.
With HLA filled with engine oil, grasp A and
press B by hand as shown in the illustration, if
the HLA is moving, replace the HLA.
1. Install HLA
2. After Installing the intake and exhaust camshaft
by aligning it with the timing mark on the timing
chain sprocket, install the camshaft to the cylinder
head.
CAUTION
Apply engine oil to the camshaft journal and
cam.
There a detective pin for TDC sensor in the intake camshaft rear end and a dowel pin in the
intake camshaft front end.
86
3. Install the camshaft cap.

Check the intake and exhaust identification
marks.(Check cap number and arrow and take
care not to change the bearing cap position and
direction.)
5. Using the special tool camshaft oil seal installer

and guide, press the camshaft oil seal.
Necessarily apply engine oil to the oil seal lip.
Insert the oil seal through the camshaft front end
and install it by tapping on the installer with a
hammer until the oil seal reaches 8.5mm from the
camshaft front end.
I: Intake cam shaft

E: Exhaust camshaft
4. Tighten the bearing cap to the specified torque by

tightening bolts 2-3 times as shown in the
illustration.
Bearing cap bolt
6. Install the camshaft sprocket to the specified

torque.
1.4 ~ 1.5kgm
10 ~ 12kgm
CAUTION
Align the timing marks on the camshaft sprocket
and the crankshaft sprocket. At this time piston
no.1 cylinder should be placed on the
compression dead point.
87
Cylinder head cover
0.8 ~ 1.0kgm
Apply engine oil to the oil seal lip to help install the
cylinder head cover oil seal to the spark plug pipe
smoothly.
CAUTION
Necessarily tighten the cylinder head cover bolt
If it is tightened too much, the head cover can be
deformed resulting in oil leaks and the head
cover bolt can be broken resulting in cylinder
head replacement.
When installing after head cover removing,
necessarily apply sealant to the head cover rear
and front portion.
Because the head cover is made of plastic, take
care not to drop tools on the head cover upper
portion when removing/installing the engine
parts.
When installing after head cover removing, after
checking the head gasket for damage, re-use it if
it is normal.
When applying/draining engine oil, take care not
to spill oil on the head cover upper surface, if oil
is spilled, wipe it out completely with a paper
and a rag.
7. Place the cylinder no.1 to the dead point.

1) Rotate the crankshaft pulley so as to align it
with T mark on the timing belt low cover.
10. Install the timing belt cover.
2) Check that the camshaft timing pulley hole is

aligned with timing mark on the bearing cap. If it
is not aligned, readjust it by rotate the
crankshaft to360.
Timing belt cover
0.8 ~ 1.0kgm
11. Assembly the ignition coil.
8. Assembly the timing belt.
12. Install the spark plug center cover.

Center cover
0.25 ~ 0.35kgm
9. Install the cylinder head cover. Apply sealant as

88
89
Crankshaft
Components
90
3) Measure the thickness of the crankshaft and

connecting rod bearing.
Disassembly
1. Remove the timing belt train, front case, flywheel,
cylinder head assembly, and oil pan.
2. Remove the rear oil seal.
4) Calculate clearance by subtracting O.D of the

journal pin and thickness of the bearing from
diameter of the bore.
3. Disconnect the connecting rod cap.
Journal oil clearance
0.028 ~ 0.048mm
Pin oil clearance
0.024 ~ 0.044mm
Main bearing cap bolt
2.7 ~ 3.3kgm+
(60~ 65)
Connecting rod cap bolt
5.0 ~ 5.3kgm
4. Remove the main bearing cap. (Arrange it in

order)
5. Remove the crankshaft.
6. Disassemble the crankshaft position sensor wheel.
4. Oil seal
Check the front and rear oil seal and replace it
with new parts if necessary.
NOTE: Put an identification mark on the main

bearing cap to refer to the original position and
direction.
Inspection
1. Crankshaft
1) Check the oil hoe for clogging as well as
crankshaft journal pin for damage, uneven wear
and crack. Repair or replace parts if necessary.
2) Inspect out of circularity of the crankshaft
journal taper and pin.
Crankshaft journal O.D
57mm
Crank pin O.D
45mm
Out of circularity of crankshaft

journal pin
0.01mm or less
2. Main bearing and connecting rod bearing

Visually inspect each bearing for scratch, melting,
sticking, and fault contact and replace the bearing
if necessary.
3. Measuring oil clearance
1) Measure O.D of the crankshaft journal and pin.
2) Measure diameter of the crankshaft bore and
connecting rod bore.
91
Assembly
5. Install the bearing cap and tighten the cap bolt to

the specified torque from the center in order.
(Tighten the bearing cap bolts to the specified
torque by tightening bolts step by step 2-3 times
equally)
1. After checking the sensor wheel for damage and

crack, replace it if necessary.
2. Inspect the clearance between the sensor wheel
and crank position sensor.
Clearance between sensor wheel
and crank position sensor
0.5 ~ 1.1mm
Main bearing cap bolt
2.7 ~ 3.3kgm+
(60~ 65)
Connecting rod cap bolt
5.0 ~ 5.3kgm
When installing the cap, proper number of cap

should be installed as well as arrow mark should be
directed to the engine crank pulley.
If the clearance is out of specified values, check the

sensor wheel for balancing and the crank position
sensor for installation and replace those if necessary.
CAUTION
Sensor wheel as one of the electronic control
affects performance if deformed or damaged, so
be careful when handling it.
3. Install the upper main bearing to the cylinder
block. When reusing the main bearing, refer to the
identification mark during assembly.
4. Install the bearing shaft and apply engine oil to
the journal and pin.
6. Check that the crankshaft for free rotation and

proper clearance between the center main
bearing thrust flange and connecting rod big-end
bearing.
Crankshaft end-play
92
0.06 ~ 0.260mm
7. Using the special tool Crankshaft oil seal installer

(09231-21000), fully insert the oil seal into the
crankshaft rear oil seal case.
8. Install the rear oil seal case and gasket and
tighten 5 bolts.
When installing, apply engine oil to the oil seal
round and crankshaft.
9. Install the flywheel, front case, oil pan, and timing
belt train.
93
Flywheel and Housing

Components
Removal
Inspection
1. Remove the flywheel.
1. Check the ring gear for damage and crack and
replace it if necessary.
2. Remove the flywheel housing.
Assembly
1. Install the flywheel housing and tighten the bolt to
the specified torque.
2. Install the flywheel assembly and tighten the bolt
Flywheel bolt
94
12 ~ 13kgm
Piston and Connection Rod

Components
95
Disassembly
Inspection
Piston and Pistonpin
1. Check the piston for scratch, wear, etc. and
replace it if necessary.
2. Check the piston ring for break, damage and
abnormal wear and replace it if necessary. When
replacing the piston, the ring should be replaced
also.
3. Check that the piston pin is inserted in the piston
hole and replace the piston and pin if necessary.
Piston should be smoothly pressed at normal
room temperature.
Piston Ring
1. When measuring the side clearance of piston ring,
if the measured value is out of the limit, insert a
new ring to the ring groove and re-measure the
side clearance.
Specified
value
Limit
No.1
0.04 ~ 0.08mm
0.1mm
No.2
0.03 ~ 0.07mm
0.1mm
Item
1. Remove the cylinder head assembly.
Side clearance
of piston ring
NOTE: Put an identification mark on the connecting

rod and cap before disassembly to refer to the
original position and direction.
2. Remove the oil pan and remove the oil screen.
3. After removing the connecting rod cap, remove
the piston and connecting rod assembly from the
cylinder. Arrange the connecting rod bearing in
cylinder number order.
4. Using the special tool piston pin setting tool
(09234-33001), disassemble the piston from the
connecting rod as below.
2. To measure the end gap of piston ring, insert the

piston ring to the cylinder bore. At this time,
smoothly insert the ring to the piston so as to
place the ring and cylinder wall to right position.
After this, smoothly insert the ring to the piston.
And then, pull out the piston upward and measure
gap using a feeler gauge. When the gap exceeds
the limit, re-place the piston ring.
1) Remove the piston ring.

2) When placing the assembly on a press, face
the front mark on the piston upward.
3) Using the press, remove the piston pin.
96
Item
Specified
value
Limit
No.1 piston ring end gap
0.23 ~ 0.38
1mm
No.2 piston ring end gap
0.33 ~ 0.48
1mm
Oil ring end gap
0.20 ~ 0.60
1mm
When just replacing the ring without correction of

cylinder bore, place the ring to the cylinder lower
part where less worn-out and measure the gap.
When replacing the ring, use the same size of ring.
Item
Piston ring over size
3. Using a connecting rod aligner, measure bending

and torsion of rod and if the measured value is
around the limit, correct the rod with a press.
But when the rod is severely bended or damaged,
necessarily replace it.
Mark
STD
None
0.25mm OS
25
0.50mm OS
50
Bending of connecting rod
0.05mm
0.75mm OS
75
Torsion of connecting rod
0.1mm
1.00mm OS
1.00
NOTE: Size mark is placed on the top of the ring.

Connecting Rod
1. When installing the connecting rod cap, refer to
the cylinder numbers on the rod end cap which
are marked during disassembly.
When installing a new connecting rod, align the
bearing with the notch.
2. If both end thrust surfaces of the connecting rod
are damaged, partially worn, or the inside of small
end is too rough, replace the connecting rod.
97
3) Using a press, press-fit the piston pin into the

pin hole with the specified pressure on the pin
end through the push rod.
If the pressure is required more than the
specified value, follow the next step.
Assembly
Press-fit pressure of piston pin
350 ~ 1350kg
4) Rotate the push rod to a half turn, remove the

piston connecting rod assembly from the
support.
5) After press fitting the piston pin, check that the
connecting rod for smooth slip and free
movement.
1. Using the special tool piston pin setting tool

(09234-33001), assemble the piston and
connecting rod as below.
1) Apply engine oil to the outer surface of the
piston pin and small end bore of the connecting
rod.
2. Install the piston ring to the piston in the following

order.
1) Install 3 pieces of oil ring. Install the spacer
lower side rail and upper side rail in order.
When installing the side rail, do not use a piston
ring expander to expand gap as usual because
the side rail is broken. After placing one end of
the side rail between the piston ring groove and
spacer, grasp the lower side securely and press
the side rail to the position by hand as shown in
the illustration. At this time, after installing the
lower side rail, install the upper side rail.
2) With the front mark faced upward, fix the

connecting rod and piston and insert it into the
piston pin assembly.
Front mark
Piston side
0 (engraved)
Connecting rod side
Number (embossed)
98
CAUTION
After installing 3 pieces of oil ring, check the
upper and lower side rails for smooth rotation
The spacer expander gap should be away from
the rail gap to 45 or more.
3. Using a piston ring clamp, insert the piston and

connecting rod assembly as the cylinder number
into the cylinder and face the arrow mark on the
piston head toward the engine crankshaft pulley.
Install a vinyl cover to the cap bolt not to damage
the cylinder bore and crank pin.
2) After installing no.2 piston ring, install no.1
piston ring.
CAUTION
Be sure that the piston ring gap is same as
shown in the illustration. If the piston ring gap is
normal, gaps are not aligned with direction of
piston and thrust and each gap is away from
gaps as far as possible.
Apply enough engine oil to the piston and piston ring round.
CAUTION
Face the size mark and manufacturer mark on
the ring surface upward when installing the
piston ring
Take care not to change no.1 and no.2 piston
rings.
99
4. Install the connecting rod cap and tighten the cap

nut to the specified torque. When installing the
connecting rod cap, align the cylinder number on
the connecting rod big end with cylinder number
on the cap.
5. Inspect clearance of the connecting rod big end.

Clearance of connecting rod big
end
0.1 ~ 0.25mm
6. Install the oil screen.

7. Install the oil pan.
8. Install the cylinder head.
100
Engine Block
Component
Tightening torque : Nm(kgf.cm , lbfft)
101
Tightening torque : Nm(kgf.cm , lbfft)
102
Disassembly
1. Remove flywheel.
10. Remove oil screen.

Remove the 2bolts (C), oil screen (A) and gasket
(B).
2. Remove flywheel housing.
11. Check the connecting rod end play.
3. Install engine to engine stand for disassembly.
12. Remove the connecting rod caps and check oil

clearance.
4. Remove timing belt.

13. Remove piston and connecting rod assemblies.
5. Remove cylinder head.
1) Using a ridge reamer, remove all the carbon
from the top of the cylinder.
6. Remove oil level gauge assembly (A).
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. Arrange the piston and connecting rod
assemblies in the correct order.
14. Remove front case.
7. Remove oil pressure sensor (A).
15. Remove rear oil sealcase. Remove the 5bolts

(B) and rear oil sealcase (A).
16. Remove crankshaft bearing cap and check oil
clearance.
8. Remove water pump.
17. Check the crankshaft end play.
9. Remove oil pan (A).
103
18. Lift the crankshaft (A) out of the engine, being

careful not to damage journals.
NOTE: Arrange the main bearings and trust
washers in the correct order.
19. 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 pistonand pin
as a set.
20. Remove piston rings.
1) Using a piston ring expender, remove the
2compressionrings.
2) Remove the 2side rails and oil ring by hand.
NOTE: Arrange the piston rings in the correct order
only.
21. Disconnect connecting rod from piston.
104
Inspection
4) Clean the crank pin and bearing.
Connecting Rod and Crankshaft
5) Place plastigage across the crank pin.

6) Reinstall the bearing half and cap, and torque
the nuts.
Tightening torque
50~53 Nm(500~530kgf.cm,36.9~39lbf.ft)
NOTE: Do not turn the crankshaft.

1. Check the connecting rod end play. Using feeler
gauge, measure the end play while moving the
connecting rod back and forth.
7) Remove the 2 nuts, connecting rod cap and

bearinghalf.
8) Measure the plastigage at its widest point.
Standard oil clearance
Standard end play:

0.1~0.25 mm (0.004~0.010in.)
Maximum end play: 0.4 mm (0.016in.)
0.024 ~ 0.042mm (0.0009 ~ 0.0017in.)
If out-of-tolerance, install a new connecting rod
9) If the plastigage measures too wide or too

narrow, 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 column), and recheck the clearance.
If still out-of-tolerance, replace the crankshaft.
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.
2. Check the connecting road bearing oil clearance.

1) Check the matchmarks on the connecting rod
and cap are aligned to ensure correct
reassembly.
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 deter gent.
2) Remove the 2 connecting rod cap nuts.

3) Remove the connecting rod cap and bearing
half.
105
Connecting rod mark location

Discrimination of crankshaft
MARK
INSIDEDIAMETER
WHITE
48.00~48.006mm
(1.8896~1.8899in.)
NONE
48.006~48.012mm
(1.8899~1.8902in.)
YELLOW
48.012~48.018mm
(1.8902~1.8904in.)
MARK
WHITE
NONE
44.955~44.960mm
(1.7698~1.7700in.)
YELLOW
44.948~44.955mm
(1.7696~1.7698in.)
Place of identification mark (Connecting rod

bearing)
Discrimination of connecting rod

CLASS
OUTSIDE
DIAMETER OF PIN
44.960~44.966mm
(1.7700~1.7703in.)
CLASS
Crankshaft pin mark location

Discrimination of connecting rod bearing
106
CLASS
MARK
AA
BLUE
BLACK
NONE
GREEN
YELLOW
INSIDE DIAMETER
1.514~1.517 mm
(0.0596~0.0597in.)
A1.511~1.514 mm
(0.0595~0.0596in.)
1.508~1.511 mm
(0.0594~0.0595in.)
1.505~1.508 mm
(0.0593~0.0594in.)
1.502~1.505mm
(0.0591~0.0593in)
11) Selection
CRANKSHAFT
INDENTIFICATI
ON MARK
I(YELLOW)
II(NONE)
III(WHITE)
NOTE: Do not turn the crankshaft.

CONNECTING
ROD
IDENTIFICATI
ON MARK
ASSEMBLING
CLASSIFICATI
ON OF
BEARING
a (WHITE)
D(YELLOW)
b (NONE)
C (GREEN)
c (YELLOW)
B(NONE)
a (WHITE)
C (GREEN)
b (NONE)
B (NONE)
c (YELLOW)
A (BLACK)
a (WHITE)
B (NONE)
b (NONE)
A (BLACK)
c (YELLOW)
AA (BLUE)
5) Remove the cap and bearing again, and

measure the widest part of the plastigage.
Standard oil clearance : 0.028 ~ 0.046 mm

(0.0011 ~ 0.0018in.)
6) If the plastigage measures too wide or too

narrow, 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 column), 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.
3. Check the crankshaft bearing oil clearance.
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.
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 plastic gage across each
main journal.
4) Reinstall the bearings and caps, then torque
the bolts.
Tightening torque : 30Nm (300kgf.cm, 22lbf.ft) +

60 ~ 65
107
Discrimination of cylinder block
Connecting rods
1. When reinstalling, make sure that cylinder
numbers put on the connecting rod and cap at
disassembly match. When a new connecting rod i
s installed, make sure that the notches for holding
the bearing in place are on the same side.
2. 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 aswell.
CLASS
MARK
INSIDE DIAMETER
59.000~59.006mm
(2.3228~2.3230in.)
59.006~59.012mm
(2.3230~2.3233in.)
59.012~59.018mm
(2.3233~2.3235in.)
Crankshaft journal mark location
3. 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
distorted should be replaced.
Allowable bend of connecting rod : 0.05mm / 100
mm (0.0020in./3.94in.) or less
Allowable twist of connecting rod : 0.1mm / 100mm
(0.0039in./3.94in.) or less
Crankshaft bore mark location
Letters have been stamped on the end of the block
as a mark for the size of each of the 5 main journal
bores.
Discrimination of crankshaft
Use them, and the numbers or bar stamped on the

crank (marks for main journal size), to choose the
correct bearings.
OUTSIDE
DIAMETER OF
JOURNAL
54.956~54.962mm
(2.1636~2.1638in.)
CLASS
MARK
YELLOW
NONE
54.950~54.956mm
(2.1633~2.1636in.)
WHITE
54.944~54.950mm
(2.1631~2.1633in.)
Place of identification mark (Crankshaft bearing)
108
Discrimination of crankshaft bearing

CLASS
MARK
THICKNESS OF
BEARING
AA
BLUE
2.014~2.017mm
(0.0793~0.0794in.)
BLACK
2.011~2.014mm
(0.0791~0.0793in.)
NONE
2.008~2.011mm
(0.0790~0.0791in.)
GREEN
2.005~2.008mm
(0.0789~0.0790in.)
YELLOW
2.002~5.005mm
(0.0788~0.0789in.)
If the end play is greater than maximum, replace the

thrust bearings as a set.
Thrust bearing thickness : 2.44 ~ 2.47 mm(0.096

~ 0.097in.)
Selection
CRANKSHAFT
INDENTIFICATIO
N MARK
I(YELLOW)
II(NONE)
III(WHITE)
CRANKSHAFT BORE
IDENTIFICATI
ON MARK
ASSEMBLING
CLASSIFIC
ATION OF
BEARING
a (A)
D(YELLOW)
b (B)
C (GREEN)
c (C)
B(NONE)
a (A)
C (GREEN)
b (B)
B (NONE)
c (C)
A (BLACK)
a (A)
B (NONE)
b (B)
A (BLACK)
c (C)
AA (BLUE)
5. Inspect main journals and crank pins Using a

micrometer, measure the diameter of each main
journal and crankpin.
4. Check crankshaft endplay. Using a dial indicator,

measure the thrust clearance while prying the
crankshaft back and forth with a screwdriver.
Standard end play : 0.06 ~ 0.26mm (0.0023 ~

0.010in.)
Limit : 0.30 mm (0.0118in.)
Main journal diameter : 55 mm (2.165in.)

Crank pin diameter : 45 mm (1.77in.)
109
Cylinder Block
Standard diameter: 82.00 ~ 82.03 mm (3.2283 ~
3.2295in.)
6. Check the cylinder bore size code on the cylinder

block bottom face.
1. Remove gasket material. Using a gasket scraper,

remove all the gasket material 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
gasket for warpage.
Class
A
B
Flatness of cylinder block gasket surface

Standard : Less than 0.03 mm (0.0012in.)
Limit : 0.05 mm (0.0020in.)
Cylinder bore inner

diameter
82.00~82.01mm
(3.2283~3.2287in.)
82.01~82.02mm
(3.2287~3.2291in.)
82.02~82.03mm
(3.2291~3.2295in.)
Size
code
A
B
C
7. Check the piston size code (A) on the piston top

face
4. Inspect cylinder bore diameter Visually check the

cylinder for vertical scratchs. If deep scratches are
present, replace the cylinder block.
NOTE: Stamp the grade mark of basic diameter with

rubber stamp
5. Inspect cylinder bore diameter Using a cylinder

bore gauge, measure the cylinder bore diameter
at position in the thrust and axial directions.
110
Class
Piston outer diameter
Size code
81.97~81.98mm
(3.2271~3.2275in.)
81.98~81.99mm
(3.2275~3.2279in.)
None
81.99~82.00mm
(3.2279~3.2283in.
5. Hone the cylinders, finishing them to the proper

dimension (piston outside diameter + gap with
cylinder).
6. Check the clearance between the piston and
cylinder.
Standard: 0.02-0.04 mm (0.0008-0.0016 in.)
8. Select the piston related to cylinder bore class.

NOTE: When Boring The cylinders, finish all of the
cylinders to the same oversize. Do not bore only one
cylinder to the oversize.
Clearance
0.02 ~ 0.04 mm (0.00078 ~ 0.00157in.)
Boring cylinder
Piston and Rings

1. Clean piston
1. Oversize pistons should be selected according to

the largest bore cylinder.
Identification Mark
Size
0.25
0.25 mm (0.010in.)
0.50
0.50 mm (0.020in.)
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.
NOTE: The size of piston is stamped on top of the

piston.
2. Measure the outside diameter of the piston to be
used.
3. According to the measured O.D., calculate the
new bore size.
New bore size = Piston O.D + 0.02 to 0.04 mm

(0.0008 to 0.0016 in.) (clearance between piston
and cylinder) -0.01 mm (0.0004in.) (honing margin.)
2. The standard measurement of the piston outside
diameter is taken 47 mm (1.85in.) from the top
land of the piston.
4. Bore each of the cylinders to the calculated size.
Standard diameter
81.97 ~ 82.00 mm(3.2272 ~ 3.2283in.)
CAUTION
To prevent distortion that may result from
temperature rise during honing, bore the
cylinder holes in the firing order.
111
3. Calculate the difference between the cylinder

bore diameter and the piston diameter.
Piston-to-cylinder clearance
0.02 ~ 0.04 mm (0.0008 ~ 0.0016 in.)
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.
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 against the wear limits, If the bore
is over the service limit, the cylinder block must be
rebored.
Piston ring side clearance

No.1: 0.04 ~ 0.08 mm (0.0016 ~ 0.0031in.)
No.2: 0.03 ~ 0.07 mm (0.0012 ~ 0.0028in.)
Limit
No.1: 0.1 mm (0.004in.)
No.2: 0.1 mm (0.004in.)
If the clearance is greater than maximum, replace

the piston.
Piston ring end gap

Standard
No.1: 0.23~0.38 mm (0.0091~0.0150in.)
No.2: 0.33~0.48 mm (0.0130~0.0189in.) [2.0L]
Limit
No.1,2,oil ring:1.0mm(0.039in.)
112
Piston Pins
Reassembly
1. Measure the diameter of the piston pin.
NOTE: Thoroughly clean all parts to assembled.

Before installing the parts, apply fresh engine oil to
all sliding and rotating surfaces. Replace all gaskets,
O-rings and oil seals with new parts.
Piston pin diameter

20.001~20.006 mm (0.7874 ~ 0.7876in.)
1. Assemble piston and connecting rod.

1) Use a hydraulic press for installation.
2. Measure the piston pin-to-piston clearance.
2) The piston front mark and the connecting rod

front mark must face the timing belt side of the
engine.
Piston pin-to-piston clearance

0.01 ~ 0.02 mm (0.0004 ~ 0.0008in.)
3. Check the difference between the piston pin

diameter and the connecting rod small end
diameter.
Piston pin-to-connecting rod interference

0.016 ~ 0.032 mm (0.00063 ~ 0.00126in.)
2. Install piston rings.
1) Install the oil ring expander and 2 side
rails by hand.
2) Using a piston ring expander, install the
2compression rings with the code mark facing
upward.
3) Position the piston rings so that the
ring ends are as shown.
113
5. Install thrust bearings.

Install the 2 thrust bearings (A) under the
No.3journal position of the cylinder block with the
oil grooves facing outward.
3. Install connecting rod bearings.

1) Align the bearing claw with the groove of the
connecting rod cap.-
6. Place crankshaft on the cylinder block.
2) Install the bearings (A) in the

connecting rod and connecting rod cap (B).
7. Place main bearing caps on cylinder block.
4. Install main bearings.

8. Install main bearing cap bolts.
NOTE: Upper1,2,4,5 bearings have an oil groove of
oil holes; Lower bearings do not.
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) Align the bearing claw with the claw groove of

the cylinder block, push in the 5 upper bearings
(A).
1) Apply a light coat of engine oil on the threads

and under the bearing cap bolts.
2) Align the bearing claw with the claw groove of

the main bearing cap, and push in the 5 lower
bearings.
2) Install and uniformly tighten the 10 bearing cap

bolts (A), in several passes, in the sequence
shown.
Tightening torque
30Nm (300kgf.cm, 22lbf.ft)
114
3) Retighten the bearing cap bolts by 6065 in the

numerical order shown.
Tightening torque
Main bearing cap bolt:
30Nm (300kgf.cm,22lbf.ft)+60~65
4) Check that the crankshaft turns smoothly.

9. Check crankshaft end play.
11. Install a new gasket and rear oil seal case (A)
with 5 bolts (B).
Tightening torque
10~12Nm (100~120kgf.cm, 7.3~8.8lbf.ft)
NOTE: Check that the mating surfaces are clean

and dry.
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
bearing is securely in place, then position the
piston in the cylinder, and tap it in using the
wooden handle of a hammer.
12. Install rear oil seal.

1) Apply engine oil to a new oil seal lip.
3) Stop after the ring compressor pops free, and

check the connecting rod-to-check journal
alignment before pushing the piston into place.
2) Using SST (09231-21000) and a hammer, tap

in the oil seal until its surface is flush with the
rear oil seal retainer edge.
4) Apply engine oil to the bolt threads. Install the

rod caps with bearings, and torquethenuts:
50~53Nm(500~530kgf.cm,36.9~39lbf.ft)
13. Install front case.
NOTE: Maintain downward force on The ring

compressor to prevent the rings from expanding
before entering the cylinder bore.
115
3) Install the oil pan (A) with the 19 bolts.

Uniformly tighten the bolts in several passes.
Tightening torque
10~12Nm (100~120kgf.cm, 7.3~8.8lbf.ft)
16. Install water pump. (see page EM-104)
14. Install oil screen.

Install a new gasket (B) and oil screen (A) with 2
bolts (C).
Tightening torque
12~15Nm (120~150kgf.cm,9~11lbf.ft)
17. Install oil pressure sensor.

1) Apply adhesive to 2 or 3 threads.
Adhesive: MS721-39 (B) or equivalent.
2) Install the oil pressure sensor (A).
Tightening torque
15~22Nm (150~220kgf.cm, 11~16lbf.ft)
15. Install oil pan.
1) Using a razor blade and gasket
scraper, remove all the old packing material from
the gasket surfaces.
NOTE: Check that the mating surfaces are clean
and dry before applying liquid gasket.
2) Apply liquid gasket as an even bead,
centered between the edges of the mating surface.
Use liquid gasket MS721-40A or equivalent.
NOTE: To prevent leakage of oil, apply liquid gasket
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.
116
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.
Tightening torque
12~15Nm (120~150kgf.cm, 9~11lbf.ft)
19. Install cylinder head.
19. Install timing belt.

20. Remove engine stand.
21. Install flywheel housing.
22. Install flywheel.
Tightening torque
120~130Nm (1200~1300kgf.cm,89~96lbf.ft)
117
Chapter 4. ENGINE ELECTRICAL SYSTEM

Specifications
Ignition Coil
Item
Specification
1st coil resistance
0.7110%()
2nd coil resistance
18~19.515%(k)
Spark Plug
Item
Type
Specification
NGK
PFR6N
CHAMPION
RC8PYPB
Spark plug gap
0.7 ~ 0.8mm
Starter Motor
Item
Specification
Output
12V- 1.7 kW
Pinion tooth number
Item
Specification
Rated output
13.5V - 90A
RPM
1,000 ~ 18,000rpm
Voltage regulator type
Electronic, Built-in type
Alternator
118
Chapter 4. Engine Electrical System
Ignition System
Coil-On-Plug 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:
Coil-on-plug (COP) is a type of distributorless

ignition system where individual ignition coils are
mounted directly over each spark plug. No spark
plug wires are used. On most engines, the plugs
and coils are located on top of the cylinder head for
easy mounting of the coils. A topside location is best
because it keeps the coils away from the heat of the
exhaust.
SECM
Ignition coil drivers *
COP Components
Ignition coil(s) *
In a typical COP ignition system, a crankshaft
position sensor generates a basic timing signal by
reading notches on the crankshaft, flywheel, or
harmonic balancer. The crank sensor signal goes to
the small engine control module (SECM), where it is
used to determine firing order and turn the individual
ignition coils on and off.
Crankshaft position sensor *

Crankshaft timing wheel *
Cam position sensor *
(for sequential ignition or fuel injection only)
The operation of the ignition system is essentially

the same as any other ignition system. Each coil has
a low primary resistance (0.4 to 0.6 ohms) and steps
up the primary system voltage from 12 volts to as
much as 40,000 volts to produce a spark for the
spark plug.
Cam timing wheel *

Spark plugs *
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 target 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
otherwise an intermediary coil driver device must be
provided. The SECM controls spark energy (dwell
time) and spark discharge timing.
The primary difference between COP and other

ignition systems is that each COP coil is mounted
directly atop the spark plug so the voltage goes
directly to the plug electrodes without having to pass
through a distributor or wires. It is a direct
connection that delivers the hottest spark possible.
Resistor plugs are generally used to suppress
electromagnetic interference (EMI).
Figure 16. Coil-On-Plug Ignition System
119
Misfires
COP Checks
COP problems can include many of the same

ailments as other ignition systems such as misfiring,
hard starting, or a no start. Spark plugs can still be
fouled by oil or fuel deposits, as well as pre-ignition
and detonation.
Individual ignition coils can be tested with an

ohmmeter the same as those on a conventional
distributor or DIS ignition system. Measure primary
and secondary resistance and compare to
specifications. If resistance is out of specifications,
the coil is bad and needs to be replaced.
If the crankshaft position sensor fails, the loss of the

basic timing signal will prevent the system from
generating a spark and the engine will not start or
run. A failed driver circuit within the SECM can kill
an individual coil and prevent that cylinder from firing.
But with COP, an individual coil failure will only
cause misfiring in one cylinder.
It is important to remember that ignition misfire can
also be caused by other factors such as worn or
fouled spark plugs, loose or damaged coil connector
or terminals, dirty fuel injectors, low fuel pressure,
intake vacuum leaks, loss of compression in a
cylinder, even contaminated fuel. These other
possibilities should all be ruled out before a COP
unit is replaced.
Also, pay close attention to the tube that wraps

around the spark pug. Cracks can allow voltage to
jump to ground causing a misfire. The spark plug
terminal should also fit tightly.
If a COP coil tests bad and is replaced, cleaning the
COP connector and wiring harness terminals can
often avoid future problems. Corrosion at either
place can cause intermittent operation and loss of
continuity, which may contribute to component
failure. Applying dielectric grease to these
connections can help prevent corrosion and assure
a good electrical connection.
Magnetic crankshaft position sensors can be tested
with an ohmmeter, and the sensor output voltage
and waveform can be read with an oscilloscope. The
output voltage of a Hall Effect crankshaft position
sensor can be checked with a voltmeter. On most
vehicles, a defective crank position sensor will
usually set a fault code that can be read with the
Service Tool.
A COP engine that cranks but fails to start, in many

cases, will often have a problem in the crankshaft or
camshaft position sensor circuits. Loss of sensor
signals may prevent the SECM from properly
synchronizing, thereby preventing the engine from
starting and running.
Figure 17. Ignition Coil and Extension Wire

Assembly for G420F(E) Engiue
120
Components
Circuit Diagram
SECM
121
NOTE: Affective ECU input to lgnition timing control

Oxygen sensor
MAP sensor(Engine load)
Coolant temperature : 80-90C
(At normal temperature)
Parking brake : ON

Inspection of Ignition Coil Drivers

(Power TR)
2. Inspection
Four Power Transistors are used for G420F(E)

engine. Its function is ignition coil driver, and it is
located near to SECM.
2) After inserting the clip backward the connector,

connect the tachometer with the special tool
(09273-24000)
Location of Components
CAUTION
Take care not to disconnect the connector.
3) Measure RPM.
RPM
Low Idle
750 15 rpm

a normal RPM.
BTDC
5 5
(1) Power TRs (2) SECM

CAUTION
purpose.
Fisrt, check that sensors send output properly to
122
Inspection
Circuit Diagram
1. Connect terminal #2 (Ground) of Power TR to

Battery (-).
2. Connect terminal #3(IB) of Power TR to Battery
(+5V). If the resistance between terminal #2 and
terminal #1(OC) is lower than 10 ohms, it is OK.
3. Disconnect terminal #3(IB) of Power TR to Battery
(+5V). If the resistance between terminal #2 and
terminal #1(OC) is infinite, it is OK.
Inspection of Ignition Coil

Description
spark plug.
IB (Terminal #3), OC (Terminal #1), GND (Terminal

#2)

123
Component and Circuit Diagram
Ignition wire Assy Ignition Coil Assy

Spark Plug
1. Disconnect the ignition wire assy from the ignition
coil assy.
Inspection
2. Remove the ignition coil assy by pulling the

ignition coil with hand.
1. 1st Coil Resistance Measurement

Measure resistance between no.1 (Ba+) and no.3
(ECU) terminals of ignition coil.

using a spark plug wrench.
CAUTION
1st Coil Resistance : 0.71 9 % ()
2. 2nd Coil Resistance measurement

Measure resistance between high pressure
terminals.
2nd Coil Resistance : 1819.5 14 % (k)
124

torque.
1) Insulator broken
2) Terminal worn
Tightening torque
2~3kgm
3) Carbon deposit
Spark Plug Analysis

State
Contact point is
black
Contact point is
white
Description
Density of the
fuel mixture is
thick
Density of the
fuel mixture is thin
Lack of air
intake
Ignition timing is
fast
Spark plug is
tight
Lack of torque

0.7~0.8mm
125
Charging System
Alternators
General Description
The alternators used on these engines have three

phase, full-wave, rectified output. They are the brush
type. Refer to the Alternator Coverage chart for
detailed systems operation information

components driven by a belt from engine rotation. It
is used to charge the storage battery during the
engine operation. The alternator is cooled by an
external fan mounted behind the pulley. The fan
pulls air through the holes in the back of the
alternator. The air exits the front of the alternator,
cooling it in the process. The valeo alternator also
has an internal fan. This fan is mounted on the rotor.
This fan pulls air through the holes in the back of the
alternator to cool the rectifier bridge and regulator.
The air exits the front of the alternator.
ALTERNATOR COVERAGE

process is done by rotating a direct current
(DC)electromagnetic field (rotor) inside a three
phase stator. The alternating current and voltage
using six silicone rectifier diodes. Some alternators
have three exciter diodes or a diode trio. They rectify
the current needed to start the charging process.
Direct current flows to the alternator output terminal.
Alternator
Manufacturer/
Part Number
Series
A403795
Valeo
D187478
MICO/K1 Sealed
A403795
A solid state regulator is installed in or on the back

of the alternator. Two brushes conduct current,
through two slip rings, to the rotor field. Some
alternators have a capacitor mounted on them. The
capacitor protects the rectifier from high voltages. It
also suppresses electrical noise through a radio, if
equipped.
the ignition switch for alternator turn on . Therefore,
alternator excitation occurs when the switch is
turned on.
D187478
126
Components
127
Troubleshooting
1. Faulty battery charging
Charging system defect is almost caused by lack of

pan belt tension and faulty function of wiring,
connector, and voltage regulator.
One of most important thing during troubleshooting
of charging system is determining the reason
between overcharging and lack of charging. So,
prior to inspection of alternator, check the battery for
charging. Faulty alternator causes the following
symptoms.
1) IC regulator fault(Short circuit)

2) Field coil fault
3) Main diode fault
4) Auxiliary diode fault
5) Stator coil fault
6) Brush contact fault
2. Overcharging : IC regulator fault(Short circuit)
Other faults such as voltage adjusting problem
except above symptoms rarely happen.
Refer to the following troubleshooting table
Symptom
Possible cause
Remedy
With ignition
switch ON,
charging
warning lamp
does not
illuminate
Fuse cut off
Replace
Bulb burnt out

Loose wiring connection
Replace
Retighten
Bad connection of L-S terminals
Inspect and replace wiring,

Replace voltage regulator
With the
engine started,
warning lamp
is not turned
off (Battery
needs often
charging)
Loose or worn drive belt
Correct or replace
Fuse cut off

Fuse link cut off
Faulty voltage regulator or alternator
Faulty wiring
Corrosion or wear of battery cable
Faulty voltage regulator (Charging warning lamp illuminates)
Voltage detection wring fault
Short circuit
Fusible link cut off
Ground fault
Battery out
Replace
Replace
Inspect alternator
Repair
Repair or replace
Replace
Replace
Correct or replace
Retighten
Repair
Replace
Repair
Inspect alternator
Replace
Overcharged
Battery is
discharged
128
Troubleshooting Procedure
Inspection before Starting
1. Charging warning lamp inspection.
2. Alternator and drive belt tension inspection.
129
3. Alternator and outer terminal connection inspection.
4. Battery outer terminal inspection.

130
Inspection after Starting
1. Inspection of alternator charging warning lamp operation test.
2. When starting, belt slip and noise inspection
3. Inspection of battery voltage at idling (At this time charge battery only)
131
Test
Drop of Electric Pressure Test of Alternator

Output Wire
This test is to check that wiring is correctly

connected between the alternator B terminal and
battery (+) terminal.
2. Repeating ON and OFF of headlight and small

light, adjust the engine speed until an ammeter
reads 20A and at that time measure voltage.
Result
1. If voltmeter reading is within the standard, it is
normal.
Test voltage
Maximum 0.2V
2. If voltmeter reading is more than the standard,

mostly wiring is faulty. In this case, inspect wirings
between the alternator and the battery (+) terminal
as well as between the alternator B terminal and
the fusible link.
3. Also prior to re-test, check and repair the
connecting part for looseness and the harness for
discoloration by overheating.
4. After test, adjust the engine speed at idle and turn
the light and ignition switch OFF.
Preparation
1. Turn the ignition switch OFF.
5. Disconnect the battery ground cable.
6. Disconnect the ammeter and voltmeter.
3. Disconnect the alternator output wire from the

alternator B terminal.
7. Connect the alternator output lead wire to the

4. Connect a DC ampere meter (0-100A) between

the terminal and the disconnected output wire.
Connect (+) lead wire to the terminal B and (-)
lead wire to the disconnected output wire.
8. Connect the battery ground cable.

Output Current Test
This test is to check that the alternator output
current is identified with the rated current.
NOTE: In case of using a clamp type ammeter, it is

possible to measure current without disconnecting
the harness.
Preparation
5. Connect a digital voltmeter between the alternator

B terminal and the battery (+) terminal.
Connect (+) lead wire to the terminal and (-) lead
wire to the battery (+) terminal.
1. Prior to test, inspect the following items and repair

if necessary.
1) Be sure that the battery installed in the vehicle
is normal.(See Battery)
NOTE: When measuring output current, necessarily

use a slightly discharged battery. Fully charged
battery is not enough to use for correct test owing to
insufficient load.
7. Be sure that the hood is opened.
132
2. Turn the headlight ON and start the engine.
2) Inspect the drive belt for tension.

(See Engine body )
3. With the engine running at 2,500 rpm, turn ON the

high beam headlights, place the heater blower
switch at HIGH measure the maximum output
current using a ammeter.

NOTE: This test should be done as soon as

possible to measure the exact maximum current
because output current drops rapidly after starting
the engine.

Result
1. Ammeter reading should be higher than the limit.
If the reading is low even though the alternator
output wire is normal, remove the alternator from
the vehicle and inspect it.
Output current limit
70% of rated current
NOTE: The rated output current is represented on

the name plate in the alternator body.
Output current varies according to electrical load or
temperature of the alternator, so during test, lack of
electrical load causes impossibility of measuring the
rated output current. In this case, turn on headlight
to induce the battery discharging or turn on other
lights to increase the electrical load. If alternator
temperature or ambient temperature is too high, it is
impossible to measure the rated output current, so
prior to re-test, necessarily drop the temperature.
5. Connect a DC ampere meter (0-100V) between

B terminal and the disconnected output wire.
NOTE: Do not use clips or equivalent owing to high
current and Use bolts and nuts to tighten each
connecting part securely.
6. Connect a volt meter(0-20V) between B terminal
and the ground.
Connect (+) lead wire to the alternator B terminal
and (-) lead wire to the proper position.
Ambient temperature
of voltage regulator()
Voltage adjust(V)
-20
14.2 ~ 15.4
20
13.8 ~ 15.0
60
13.4 ~ 14.6
80
13.2 ~ 14.4
7. Connect the engine tachometer and then battery

ground cable.

Test
1. Be sure that voltmeter reading is identified with

battery voltage.
If voltmeter reading is 0V, it means short circuit of
wire between B terminal and the battery (-)
terminal, fusible link cut off or ground fault.

133
Disassembly and Installation
1. Nut
2. Pulley
3. Bushing
4. Front cover assembly
5. Front bearing
6. Bearing cover
7. Bearing cover bolt
8. Rotor coil
9. Rear bearing
10. Bearing cover
11. Stator coil
12. Rear cover
13. Through bolt
14. Seal
134
15. Rectifier assembly

16. Stud bolt
17. Brush holder assembly
18. Brush holder bolt
19. Slip ring guide
20. Cover
Disassembly
1. Disconnect the battery (A) terminal.
1. After removing the mounting nuts (B), remove the

generator cover (A) using a screwdriver.
2. Disconnect the alternator B terminal and then

the connector (A). Loosen the clip (B).
2. Loosen 3 mounting bolts (A) and disconnect the

brush holder assembly (B).
3. Loosen the alternator tension adjusting bolt (A)

and the alternator fixing bolt (B).
3. Remove the slip ring guide (A).
4. Remove the belt by pressing inward the alternator.

5. Remove the alternator brocket.
6. Loosen the mounting and remove the alternator
assembly.
7. Installation is reverse order of removal.
135
Inspection
Rotor
4. Remove the nut, pulley and spacer.
1. Inspect the rotor coil for continuity and check for

continuity between slip rings.
If resistance is too low, circuit is short and if the
resistance is too high, circuit is opened. So
replace the rotor assembly in both cases.
Resistance value
2.5 ~ 3.0(20)
5. Loosen 4 through bolts.
2. Inspect the rotor coil ground and check continuity

between the slip ring and the core, If there is
continuity, replace the rotor assembly.
6. Separate the rotor and cover.
136
Stator
2. (-) rectifier
When inspecting continuity between (-) rectifier
and stator coil lead connecting terminal using an
ohmmeter, there must have only one direction
continuity. If there is both direction continuity,
replace the rectifier assembly owing to short
circuit of diode.
1. Inspect the stator coil for continuity and check

continuity between the coil leads. If there is no
continuity, replace the stator assembly.
Brush Replacemement
2. Inspect the coil ground and check continuity

between the coil and the core. If there is continuity,
replace the stator assembly.
If the brush is worn out to the limit, replace the brush
as the following order.
Rectifier
1. (+) rectifier
When inspecting continuity between (+) rectifier
and stator coil lead connecting terminal using an
ohmmeter, there must have only one direction
continuity. If there is both direction continuity,
replace the rectifier assembly owing to short
circuit of diode.
137
Installation
Installation is the reverse order of disassembly.
Take care of the following items.
1. Before installing the rotor to the bracket, insert the

wire into the small bore of rear bracket and fix the
brush.
2. After installing the rotor, remove the wire.
Installation
1. After placing the alternator, insert the support bolt.

(At this time do not insert the nut.)
2. After pressing forward the alternator, Contact the
alternator front bracket with front case (A) as
3. Insert and install the nut by tightening it to the
specified torque.
138
STARTING SYSTEM
General Description
The starting motor is used to turn the engine
flywheel lfast enough to make the engine run. The
starting motor has a solenoid. When the ignition
switch is activated, voltage from the electrical
system will cause the solenoid to move the pinion
toward the flywheel ring gear of the engine. The
electrical contacts in the solenoid close the circuit
between the battery and the starting motor just
before the pinion engages the ring gear. This
causes the starting motor to rotate. This type of
motor "turn on" is a positive shift starting motor.
When the engine begins to run, the overrunning
clutch portion of the pinion drive prevents damage to
the armature caused by excessive speeds. The
clutch does this by breaking the mechanical
connection. The pinion will stay meshed with the
ring gear until the ignition switch is released. A
return spring in the overrunning clutch returns the
clutch to its rest position.
Components
139
Diagnosis Procedure
2. Is a high current switch rated about 1000 amps

that actually turns on the starting motor.
The following simplified procedure is intended to

help the serviceman determine if a starting motor
needs to be removed and replaced or repaired. It is
not intended to cover all possible problems and
conditions, but to serve only as a guide. The most
common 12 volt circuit is shown and discussed.
General Information
All starting systems are made up of four elements.
They are the ignition switch, start relay, the starting
motor solenoid and starting motor.
Start switches are relatively low current devices.
They are rated to switch approximately 5 to 20 amps.
Because the coil of a start relay [between test point
(1)and (2)] draws about 1 amp, the start switch can
easily turn on the start relay and have long life.
The switch contacts of a typical start relay are rated
to switch 30 amps. Because the solenoid requires 5
to 20amps the start relay can easily switch this load.
The starting motor solenoid has two functions:
The starting motor solenoid has two coils. Pull-in

coil(W) draws about 40 amps and hold-in coil (X)
requires about 5 amps. The instant the start relay
closes, both coils (W) and (X) receive power. Battery
voltage is applied to the high end of both coils, at
test point (3)which is the start (S) terminal. The low
end of hold-in coil (X) is permanently grounded to
the ground post or motor housing of the starting
motor. Grounding for the low end, test point (4), of
pull-in coil (W) is momentary, and takes place
through the DC resistance of the starting motor. As
soon as magnetic force builds in both coils, the
pinion moves toward the flywheel ring gear. The
pinion will stop short of engagement of the flywheel
ring gear. Only then will the solenoid contacts close
to power the starting motor. This temporarily
removes the ground from pull-in coil (W), and puts
battery voltage on both ends of it while the starting
motor cranks. During this period, the pull-in coil is
out of the circuit. Cranking continues until power to
the solenoid is broken by releasing the ignition
switch.
1. Engages the pinion with flywheel.
140
The result of these switches and relays is to permit a

5 amp dash-mounted switch to turn on a 500 to
1000amp motor used to crank an engine. Battery
voltage (power) available during cranking varies
according to the temperature of the batteries. The
following chart is a guide as to what to expect from a
normal system.
NOTICE
Do not operate the starting motor for more than
30seconds at a time. After 30 seconds, the cranking
must be stopped for two minutes to allow the
starting motor to cool. This will prevent damage to
the starting motor due to excessive heat buildup.
TYPICALSYSTEM VOLTAGE DURING

CRANKING AT VARIOUS AMBIENT
TEMPERATURES
Temperature
12V System
-23 to -7 C (-10 to 20 F)
6 to 8 Volts
-7 to 10 C (20 to 50 F)
7 to 9 Volts
10 to 27 C (50 to 80 F)
8 to 10 Volts
If the starting motor cranks real slow or does not

crank at all, do the following procedure:
1. Measure battery voltage at the battery posts with
the multimeter while cranking or attempting to
crank the engine. Make sure to measure the
battery posts. Do not measure the cable post
clamps.
Figure 1
The next chart shows maximum acceptable voltage
loss in the high current battery circuit feeding the
starting motor. These values are maximums for
machines of approximately 2000 SMH and up.
Newer machines would be less than those shown.
2. Is battery voltage equal to or greater than shown

in Figure 1?
If the battery voltage is correct, go to Step 3.
MAXIMUM ACCEPTABLE SYSTEM VOLTAGE

DROPS DURING CRANKING
Circuit
If the battery voltage is too low, Charge or replace

the battery.
12V System
Battery(-) post to starting motor (-)

terminal
0.7 Volts
Battery (+) post to solenoid (+)

terminal
0.5 Volts
Solenoid Bat terminal to solenoid

Mtr terminal
0.4 Volts
NOTE: Alow battery can be caused by battery

condition or a shorted starting motor.
3. Measure current draw on the (+) battery cable
between the battery and the starting motor
solenoid with the clamp-on ammeter. The
maximum current draw allowed is 350 Amp. At
temperatures below27C (80F), the voltage will
be less and the current draw will be higer. If
current draw is too much, the starting motor has a
problem and must be removed for repair or
replacement.
Figure 2
Voltages greater than those shown are most often
caused by loose and/or corroded connections or
defective switch contacts.
NOTE: If voltage at the battery post is within

approximately 2 volts of the lowest value in the
applicable temperature range of Figure1 and if the
large starting motor cables get hot, then the starting
motor has a problem and the Ammeter test is not
needed.
Diagnosis Procedure
TOOLS NEEDED
DC Clamp-On Ammeter or Equivalent
4. Measure starting motor voltage from test point (4)

to (5) with the multimeter while cranking or
attempting to crank the engine.
1
1
5. Is voltage equal to or greater than shown in

Figure1?
141
If the starting motor voltage is correct, the

battery and starting motor cables down to the
motor are within specifications. Go to Step 8.
Start Relay Tests
If the starting motor voltage is low, the voltage

drop between the battery and the starting motor
is too great. Go to Step 6.
1. Put the multimeter on the 200 ohm scale.
6. Measure the voltage drops in the cranking circuits

with the multimeter. Compare the results with
maximum voltage drops allowed in Figure 2.
3. The indication on the meter must be 82 5 ohms. If

the indication is not correct, the start relay must
be replaced.
7. Are all the voltages within specifications ?
4. Put the multimeter leads to the 30 and 87

terminals.
Relay
2. Put the multimeter lead to the 85 and 86 terminals.
If the voltage drops are correct, go to Step 8, to

check the engine.
5. The indication must be "OL"(Over Load). If the

indication is not correct, the start relay must be
replaced.
If the voltage drops are too high, repair and/ or

replace the faulty electrical component.
6. Connect WH wire to 86 and BK wire to 85

terminal with the ignition switch to start position.
Put the meter lead to 30 and 87 terminal.
8. Rotate the crankshaft by hand to make sure it is

not locked up. Check oil viscosity and any
external loads that would affect engine rotation.
7. The indication must be Zero ohm. If the indication

is not correct the start relay must be replaced.
9. Is the engine locked up or hard to turn ?

If it is, repair the engine as required. If the
engine is not hard to turn, go to Step 10.
10. Does the starting motor crank?
If it does crank, remove the starting motor for
repair and/or replacement.
If it does not crank, check for blocked
engagement of the pinion and flywheel ring
gear.
NOTE: Blocked engagement and open solenoid
contacts will give the same electrical symptoms.
142
Troubleshooting
Starting system problem can be classified into Start
motor is not operating, Start motor is operating but
engine is not starting , and There is a lot of time
taken to start engine.
When the starting system has problems, before
removing the start motor, find where the problem
happens. Generally if it is difficult to start, there are
problems in ignition system, fuel system, and
electrical system. In this case, necessarily inspect
and repair step by step, or the same problem will
happen.
Symptom
Impossible cranking
Slow cranking
Continuous rotating of start

motor
Start motor is rotating but

engine is not cranking
Possible cause
Remedy
Low battery charging voltage
Charge or replace
Loose, corroded or worn battery cable
Repair or replace
Inhibitor switch fault (With A/T)
Adjust or replace
Short circuit of fusible link
Replace
Start motor fault
Repair
Ignition switch fault
Replace
Charge or replace
Repair or replace
Start motor fault
Repair
Start motor fault
Repair
Replace
Short circuit of wiring
Repair
Worn or broken pinion gear tooth or motor fault
Repair
Worn or broken ring gear tooth
Replace flywheel ring gear

or torque converter
143
Starter
Components
11
8
7
6
4
1
14
15
13
12
19
10
5
3
2
20
18
17
16
L4GC343A
1. Screw
2. Front bracket
3. Stop ring
4. Stopper
5. Overrunning clutch
6. Lever
7. Plate
8. Packing B
9. Shim
10. Internal gear
11. Magnetic switch

12. Planetary gear holder
13. Planetary gear
14. Ball
15. Packing A
144
16. Yoke assembly

17. Armature
18. Brush holder
19. Through bolt
20. Rear bracket

CAUTION
This test should be done as soon as possible
not to damage the coil (in 10 seconds).

2. Remove the speedometer cable.
3. Separate the start motor connector and terminal.
4. Measure clearance between the pinion and

stopper using a feeler gauge. If the measured
value is out of the standard, adjust clearance by
adding or removing the washer between the
magnetic switch and front bracket.
4. Remove the start motor assembly.

5. Installation is the reverse of removal.
Inspection (After Removal)
Pinion clearance
Insection of Pinion Clearance
0.5 ~ 2.0
Pull in Test of Magnetic Switch
1. Disconnect the wire from M terminal.
1. Disconnect the connector from M terminal.
2. Connect a 12V battery between S terminal and

M terminal.

M terminal.
3. If the switch is turned ON, the pinion is moving.
CAUTION
This test should be done as soon as possible
not to damage the coil (in 10 seconds).
3. If the pinion is moving outward, the coil is normal,
if or not, replace the magnetic switch.
145
Hold in Test of Solenoid
Performance Test (with NO-LOAD)
1. Disconnect the connector from M terminal.
1. Connect a 12V battery to the start motor.

M terminal.
2. To operate the start motor with no load, turn the

switch ON. If the operating speed and current
measured are identified with the standard, the
start motor is normal. If the operating speed is
insufficient or the current is excessive, it is
because of excessive friction resistance. And the
low current or lack of operating speed is because
of faulty contact or open circuit between the brush
and the rectifier or between the welding points.
CAUTION
This test should be done as soon as possible not to
damage the coil (in 10 seconds).
3. If the pinion is moving outward, the coil is normal,
if the pinion is moving inward, replace the
magnetic switch owing to open-circuit.
Return Test of Solenoid
Speed
Minimum 3,000rpm
Current
Maximum 60A or less
1. Connect the connector from M terminal.

M terminal.
CAUTION
This test should be done as soon as possible not to
damage the coil (in 10 seconds).
3. When releasing after pulling the pinion outward, if
the pinion is returned to native position, it is
normal, if or not, replace the solenoid valve.
146
Disassembly
2. Short Circuit Test of Armature Coil.

Inspect the armature coil in the growler and if
there is short circuit, replace the coil. During core
rotation, if the blade attached in the core is
vibrated, the armature is short.
To remove the overrunning clutch from the armature

shaft, remove the stop ring. Remove the stop ring by
moving it to the pinion side, and then remove the
stop ring from the shaft.
Inspection (After Disassembly)
3. Open Circuit Test of Armature Coil.

Check continuity between the commutator
segments using a circuit tester. If there is no
continuity, replace the armature assembly owing
to open circuit of commutator segment.
1. Ground Test of Armature Coil.

Check continuity between the commutator and the
armature coil using a circuit tester. If there is
continuity, replace the rotor assembly.
147
4. Open Circuit Test of Field Coil.

Check continuity of the field coil using a circuit
tester. If there is no continuity, replace the field
coil assembly owing to open circuit of the field coil.
7. Brush Holder
Check continuity between the (+) side brush
holder and the base. If there is continuity, replace
the brush holder assembly.
5. Ground Test of Field Coil.

With the yoke field coil installed, inspect continuity
between the field coil and the yoke, if there is
continuity, replace the field coil.
8. Overrunning Glutch.
1) Check the pinion and spline teeth for wear
and damage and replace it if necessary. Also,
inspect the flywheel for wear and damage.
2) Rotate the pinion. The pinion must be rotated
clockwise but counterclockwise.
6. Brush.
If the brush is worn out to the limit, replace the
brush.
148
Assembly
9. Bruch Replacement
1) Remove the worn brush taking care not to
damage the pigtail.
1. Install the overrunning clutch to the armature

shaft front end.
2) For better welding, correct the pigtail end with a

sand paper.
2. Install the stop ring and snap ring to the armature

shaft front end and completely press the stop ring
toward the snap ring.
3) Weld the pigtail end.
3. When installing the lever to the front bracket, take

care of the direction. If the installation direction is
in reverse, the pinion will move outward only.
10. Installation of Rear Bracker.

1) Before removing the bushing, measure the
bushing press-fit depth.
2) Remove the bushing as shown in the
illustration.
3) Press-fit a new bushing as the depth measured
procedure 1).
149
Chapter 5. ENGINE MANAGEMENT SYSTEM (EMS)

General Information
Specifications
SECM and Sensor/Switch Inputs
Qty
Components
G420FE
Environmental /
Electrical
Specifications
None
Items
Specifications
G420F
None
Ambient Operating
Temperature
-20 F to 221F [-29 C to 105 C]

8-16 Vdc
Operating Voltage
Engine Control Module
(SECM 48)
Operating Temperature
-20 F to 221F [-29 C to 105 C]
Operating Voltage
8-16 Vdc
SECM microprocessor may reset at
voltages below 6.3 Vdc
Operating Environment
On-engine mounting, underhood

automotive
Camshaft Position
Sensor
Type
Output Voltage
Hall effect sensor

58X
Crankshaft Position
Sensor
Type
Tooth wheel
Hall effect sensor

0 5 Volts
MAP sensor
Piezo- Resistivity type

0-5V output
Thermistor type
(built in MAP sensor)
2.0-3.0kohms at 20C
TMAP Sensor
LP Fuel Temperature
Sensor
None
0(LP)
1(Gas)
Intake Air Temp Sensor
Type
Resistance
Thermister
Type
Output Voltage
Zirconia Sensor (Heated)

0 - 1V
Type
Resistance
Thermistor Type
1.0-4.0 kohms at 20C
Type
APP1(Low idle)
APP2(Low idle)
APP1(Hi idle)
APP2(Hi idle)
Hall IC
0.4 0.1 V
4.5 0.1 V
3.6 0.15 V
1.39 0.15 V
Engine Oil Pressure

Switch
Actuation Pressure
0.3 +/- 0.1 kgf/cm^2
Transmission Oil
Temperature Switch
Actuation Temperature
125C
Oxygen Sensor
Coolant Temperature
Sensor
Acceleration Pedal
Angle Sensor
150
2.5k@20
243@90
Chapter 5. Engine Management System (EMS)
Qty
Components
Ground speed limit
switch
Items
G420FE
G420F
option
option
Type
Actuation Pressure
Specifications
Normal Open
145 28 kPa
Electronic Throttle System

Qty
Components
Electronic Throttle
System
Items
G420FE
G420F
Minimum Electrical
Resistance of Throttle
Actuator
Specifications
1.5 ohms
Ignition System Components Specification

Qty
Components
Power TR
Items
G420FE
G420F
Operating Voltage
5-16V
Coil Type
Coil Supply Voltage
Primary Resistance
Inductive
8-16 Vdc
0.71 ohm +/- 9%
Material
Air Gap
Platinum spark plug

0.7-0.8 mm
Ignition Coil Assy
Spark Plug
Specifications
151
LP Fuel Components Specification

Qty
Components
G420FE
Items
Specifications
G420F
LP Fuel System
Requirements
-20 F to 221F [-29 C to 105 C]
LPG Composition
Requirements
HD5 / HD10 LPG. Failure to use fuel

compliant with
HD5 or HD10 standards will void the
user warranty.
LP Fuel Filter
Fuel Filter Micron Size
40 micron
LP Fuel Lock-off
Electrical Resistance
20~25
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
N-2007 LP Regulator
For G420FE
Fuel Supply
-20 F to 120 F [-29 C to 49 C]
Temperature at Tank Outlet
None
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) thermostat
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
oriented.
152
Qty
Components
G420FE
Items
N-2001 LP Regulator
For G420F
None
CA100 Mixer
For G420FE
Specifications
G420F
None
10 psi to 250 psi (69 kPa to 1724 kPa)
Fuel Inlet Fitting
1/4 NPT
Fuel Outlet Fitting
One 3/4 NPT and one 1/8 NPT fitting

with plug
Fuel Supply
Temperature
At Tank Outlet
-20 F to 120 F [-29 C to 49 C]
1/8 NPT with plug
Max Flow
50 lbm/hr LPG
>1.0 gpm/100bhp, equipped with

140 F (60C) thermostat

Setpoints
-0.5 0.35 inH2O@1.7 lbm/hr LPG

(-1.25 0.87 mbar)@1.7 lbm/hr LPG)
-1.35 0.5 inH2O@32.1 lbm/hr LPG
(-3.36 1.25 mbar)@32.1 lbm/hr
LPG)
Fuel
LPG
Fuel Inlet Fitting
1/2 NPT Fuel inlet fitted with Delphi

temperature sensor
Air Intake Flange
2.25 (57.15mm) ID inlet, four #1024 screws in

1.94 (49.28mm) square pattern
Mixer Mounting Flange
1.87 (47.49mm ID outlet, four #1224 screws arranged in a rectangular

pattern
Reference Pressure Ports
Two 1/8-NPT ports. Pressure

readings must be identical within
0.25 inH2O (0.623 mbar) at all
airflows.
Air Valve Vacuum (AVV)

Port Size
1/4-28 UNF
Fuel Inlet Adjustments
None
Idle Air Adjustment
None
Mounting
Suitable for on-engine mounting in

vertical orientation
153
Qty
Components
G420FE
Items
CA100 Mixer
For G420F
None
Fuel Trim Valve (FTV)
Specifications
G420F
None
Fuel
LPG
Fuel Inlet Fitting
1/2 NPT
Fuel inlet fitted with Delphi
temperature sensor
Air Intake Flange
2.25 (57.15mm) ID inlet, four #1024 screws in 1.94 (49.28mm)

square pattern

pattern
Reference Pressure
Ports
1/4-1/8 NPT ports. Pressure

airflows.

Port Size
1/4-28 UNF
Power valve
Idle Air Adjustment
Idle adjustment screw
Mounting

Actuator Type
Operating Voltage
On/off two-position valve compatible

with LPG 8-16 Vdc
Gasoline Fuel Components Specification

Qty
Components
G420FE
Gasoline System
Requirements
Gasoline Fuel Pump
Gasoline Fuel Filter
Gasoline Pressure
Regulator
Fuel Injector
Items
None
None
Specifications
G420F
Gasoline
Requirements
Unleaded gasoline of 87 octane or

higher is recommended
Electrical, In-Tank
Type
Type
High pressure type (built in Fuel Pump

Assembly)
Pressure
350 kPa (49.8 psi)

built in Fuel Pump Assembly
Type
Coil resistance
Electric-magnetic
14.5 +/- 0.35 ohms
154
Service Standard
Basic Idle rpm (After warm up)
No Load
Ignition Timing (After warm up, at idle)
75015 rpm
BTDC 55
Sealants
Engine Coolant Temperature Sensor (ECTS) assembly
LOCTITE 962T or equivalent
Tightening Torques
Items
Nm
kgfm
1bfft
Heated Oxygen Sensor (HO2S, Sensor 1)
50 ~ 60
50 ~ 60
36. 2 ~ 43.4
50 ~ 60
5.0 ~ 6.0
36.2 ~ 43.4
Crankshaft Position Sensor (CKPS)
4~6
0.4 ~ 0.6
2.9 ~ 4.3
CKPS target wheel installation screw
10.8 ~ 11.8
1.1 ~ 1.2
8.0 ~ 8.7
4~6
0.4 ~ 0.6
2.9 ~ 4.3
Engine Coolant Temperature Sensor (ECTS)
15 ~ 20
1.5 ~ 2.0
10.8 ~ 14.5
Delivery pipe installation
19 ~ 28
1.9 ~ 2.8
13.7 ~ 20.3
Camshaft Position Sensor (CMPS)
155
Component Location
Engine Control Module (SECM48)
Camshaft Position Sensor
Crankshaft Position Sensor
TMAP Sensor
LP Fuel Temperature Sensor
Coolant Temperature Sensor
156
Pre-Catalyst Oxygen Sensor
Pedal Angle Sensor
Post-Catalyst Oxygen Sensor
Transmission Oil Temperature Switch
Engine Oil Pressure Switch
157
Ground speed limit switch (option)
Power TR
Gasoline Injectors and fuel rall
N-2007 LP Regulator
LP Fuel Lock-off
158
CA100 Mixer
Gasoline Fuel Pump Ass`y
159
G420FE EMS (Engine Management System) Overview

General Description
MI-07 is a closed loop system utilizing a catalytic
muffler to reduce the emission level 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 oxygen 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.
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
California Air Resources Board (CARB) and the
Environmental Protection Agency (EPA).
The control system is applicable to naturally
aspirated engines running on LPG and/or gasoline.
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.
[Figure 1] MI-07 Dual Fuel System for G420FE Engine on Certified Systems
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 position sensor
(APP) command. Even engine coolant temperature
and adequate oil pressure are monitored by the
SECM. The SECM controller has full adaptive
learning capabilities, allowing it to adapt control
function as operating conditions change. Factors
such as ambient temperature, fuel variations,
ignition component wear, clogged air filter, and other
operating variables are compensated.
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) connected 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. Engine speed is monitored
by the SECM through a Hall Effect sensor. Intake
manifold air temperature and absolute pressure are
monitored with a TMAP sensor. MI-07 is a drive-by-
160
Dual Fuel System of G420FE (certified engine system)

INPUT
OUTPUT
Crank Sensor
Throttle body
CAM sensor
4 Power TRs
4 Ignition coils
TMAP sensorv
2 Fuel trim valves
Coolant Temp
LP fuelock valve
EG oil pressure switchv

T/M Temp switch
4 Injectors
SECM
Accel pedal angle sensor
Fuel Pump
CAN communication

Pre Oxygen sensor
Post Oxygen sensor
LP fuel temp sensor
T/M Inching pressure
switch
MPI (multi-point injection) system is used for

G420FE dual fuel engine and G420F gasoline/dual
fuel engine. On gasoline, the camshaft sensor along
with the crankshaft sensor is used to control the fuel
injectors and feedback from oxygen sensor is used
by the SECM to adjust the gasoline delivery based
on the exhaust emissions.
A dual fuel system operates on either LPG or

gasoline. 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.
161
LPG mixer
LPG 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
(dual-fuel systems only)
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
The chart below lists the MI-07 components required
for a G420F (E) engine operating on LP fuel.
Qty
G420FE
G420F-LP
1
1
MI-07 System Features

The MI-07 system uses an advanced speed-density
control strategy for fuel, spark, and air throttle
control. Key features include the following.
Closed-loop fuel control with fuel specific controls
for LPG, and gasoline (MPI) fuels
Speed-load spark control with tables for dwell,
timing, and fuel type
Speed-load throttle control with table for maximum
TPS 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
component drift. The post-catalyst oxygen sensor
includes adaptive learn to compensate the precatalyst oxygen sensor setting for pre-catalyst
oxygen sensor drift and catalyst aging. The precatalyst oxygen sensor function includes
parameters for transport delay, O2 set point,
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 TPS
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.
DESCRIPTION
1
1
1
None
2
1
None
1
2
4
4
1
N-2007
CA-100
(Certified)
1
None
4
4
1
N-2001
CA-100

(SECM 48-pin)
Camshaft Position
Sensor
Crankshaft Position
Sensor
TMAP Sensor
Fuel Temperature
Sensor
Transmission Oil
Temperature Switch
Oxygen Sensors
Coolant Temperature
Sensor
Engine Oil Pressure
Switch
Fuel Trim Valve
Ignition Coils
Power TR
Fuel Lock Off Solenoid
LP Regulator
LP Mixer
Key Components
The MI-07 system functions primarily on engine
components 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
162
LPG Fuel System Operation
Other system features include:
The principles outlined below describe the operation

of MI-07 on an LPG fuel system.
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.
An LPG fuel system consists of the following

components:
Fuel filter
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
fittings
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 illuminating 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.
Fuel is stored in the customer-supplied LPG tank in

saturated 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 lockoff solenoid, and is then vaporized and regulated
down to the appropriate pressure to supply the
mixer. The regulator controls the fuel pressure to the
gas/air mixer.
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 specific.
Service Tool
A scan tool/monitoring device 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 SECM to allow
a qualified service technician to maintain the system.
This Mototune software (licensed by Mototron
Communication) is secure and requires a crypttoken USB device to allow access to information.
163
Dual Dither Valve

The key to meeting emissions requirements when
operating in LPG is the dual dither valve hardware in
the fuel system. Similar to the 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 pressure
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
arrangement, 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.
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.
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 varied 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 stoichiometric air-fuel
ratio. Commands are based primarily on feedback
from the exhaust gas oxygen sensor, with an offset
for fuel temperature.
Figure 4. Electric Fuel Lock Assembly

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
connection. 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, wiring failure or module failure.
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 manufactured by Century. The primary
function of the fuel filter is to remove particles and
sediments that have found their way into the tank.
The LP fuel filter will not remove heavy end solids
and paraffins that build up in LPG fuel systems as a
result of vaporization.
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 propane 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 creating a magnetic field. The
strength of this magnetic field is sufficient to lift the
lock-off valve off of its seat against spring pressure.
When the valve is open liquid propane, at tank
pressure, 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 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 crankshaft
position sensor detects no engine revolutions; and
the Run state, when the engine reaches pre-idle rpm.
Figure 3. Inline LP Fuel Filter
164
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.
When an operator turns on the key switch the lockoff 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 sufficient to
offset the latent heat of vaporization of the LPG. A
thermostat provided in the coolant supply line to
maintain regulator outlet coolant temperature at or
below 140oF (60C) will minimize the deposit of fuel
contaminants and heavy ends in the regulator and
assure a more controlled vaporization process with
reduced pressure pulsations.
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
chamber. Two springs are used to apply force on
the primary diaphragm in the primary diaphragm
chamber (5), keeping the primary valve open when
no fuel pressure is present.
A small port connects the expansion chamber to the
primary 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
pressure/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 primary valve.
A higher flow pressure regulator is required on

larger engines.
Since the fuel pressure has been reduced from tank

pressure to 1.5 psig (10.342 kPa) the liquid propane
vaporizes. As the propane vaporizes it takes on heat
from the expansion chamber. This heat is replaced
by engine coolant, which is pumped through the
coolant passage of the regulator. 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
pressure signal (vacuum) travels through the vapor
fuel outlet connection of the regulator, which is the
regulator secondary chamber, and the vapor fuel
inlet of the mixer. The negative pressure in the
secondary chamber causes a pressure/force
imbalance on the secondary diaphragm, which
overcomes the secondary spring force, opening the
secondary valve and allowing vapor propane to flow
out of the expansion chamber, through the
secondary chamber to the mixer.
Figure 5. N-2007 Regulator

The regulator is normally closed, requiring a vacuum
signal (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 automatically stop when both the
secondary (2nd stage) valve and the primary (1st
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 regulator receives the desired vacuum
signal it allows propane to flow to the mixer. As the
propane flows through the regulator the pressure is
reduced in two stages from tank pressure to slightly
less than atmospheric pressure. As the pressure of
165
A higher flow mixer is required on larger engines. A

lower flow mixer is required on smaller engines.
Figure 6. Parts View of N-2007 Regulator

Because vapor propane has now left the expansion
chamber, the pressure in the chamber will drop,
causing the primary diaphragm spring force to reopen the primary valve allowing liquid propane to
enter the regulator, and the entire process starts
again. This creates a balanced condition between
the primary and secondary chambers allowing for a
constant flow of fuel to the mixer as long as the
demand from the engine is present. The fuel flow is
maintained 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 signal 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.
Figure 7. CA100 Mixer

CA100 Mixer Operation
Vapor propane fuel is supplied to the CA100 mixer
by the N-2007 pressure regulator/converter. The
mixer uses a diaphragm type air valve assembly to
operate a gas-metering valve inside the mixer. The
gas-metering valve is normally closed, requiring a
negative pressure (vacuum) signal from a cranking
or running engine to open. This is the third of the
three safety locks in the MI-07 system. If the engine
stops or is turned off, the air valve assembly closes
the gas-metering valve, stopping fuel flow past the
mixer. The gas-metering valve controls the amount
of fuel to be mixed with the incoming air at the
proper ratio. The air/fuel mixture then travels past
the throttle, through the intake manifold and into the
engine cylinders where it is compressed, ignited and
burned.
CA100 Mixer
The mixer is installed above the throttle body and
meters gaseous fuel into the airstream at a rate that
is proportional to the volumetric flow rate of air. The
ratio between volumetric airflow and volumetric fuel
flow is controlled by the shaping of the mixer fuel
cone and biased by the controllable fuel supply
pressure delivered by the pressure regulator. Fuel
flow must be metered accurately over the full range
of airflows. Pressure drop across the mixer air valve
must be minimized to assure maximum power
output from the engine.
Figure 8. CA100 Mixer Attached to Throttle Body
The mixer fuel inlet is fitted with a thermistor-type
temperature sensor. This permits the SECM to
correct fuel pressure to compensate for variations in
fuel temperature. Left uncorrected, fuel temperature
variations can cause significant variations in air fuel
ratio.

The air/fuel mixer is mounted in the intake air stream
between the air cleaner and the throttle. The design
of the 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 air valve (3), the
gas-metering valve (4), and air valve diaphragm (5)
166
and air valve spring (6). The gas-metering valve is

permanently mounted to the air valve diaphragm
assembly with a face seal mounted between the two
parts.
When the engine is not running this face seal
creates a barrier against the gas discharge jet,
preventing fuel flow with the aid (downward force) of
the air valve spring. When the engine is cranked
over it begins to draw in air, creating a negative
pressure signal. This negative pressure signal is
transmitted through four vacuum ports in the air
valve.
Figure 10. Bottom View of Air Valve Assembly
Figure 9. Parts View of CA100 Mixer
Figure 11. CA100 Mixer Installed with Electronic

Throttle
A pressure/force imbalance begins to build across

the air valve diaphragm between the air valve
vacuum (AVV) chamber (above the diaphragm) and
atmospheric pressure below the diaphragm.
Approximately 6 inH2O (14.945 mbar) of negative
pressure is required to overcome the air valve spring
force and push the air valve assembly upward off
the valve seat. Approximately 24 inH2O (59.781
mbar) pulls the valve assembly to the top of its travel
in the full open position.
A main mixture adjustment valve on the fuel inlet of

the CA100 is not used in the MI-07 system, however
an idle mixture adjustment is incorporated into the
mixer (Figure 12). The idle mixture adjustment is an
air bypass port, adjusting the screw all the way in,
blocks off the port and enriches the idle mixture.
Backing out the idle adjustment screw opens the
port and leans the idle mixture. The idle mixture
screw is a screw with locking threads that is factory
set with a tamper proof cap installed after
adjustment. Accurate adjustment of the idle mixture
can be accomplished by adjusting for a specific fuel
trim valve (FTV) duty cycle with the Service Tool
software or with a voltmeter.
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 air valve
diaphragm assembly to move upward a small
amount, creating a small venturi. At high engine
speeds, high AVV causes the air valve diaphragm
assembly to move much farther creating a large
venturi. The variable venturi air/fuel mixer constantly
matches venturi size to engine demand.
NOTE: Adjustments should only be performed by

trained service technicians.
167
exists across the diaphragm, reducing fuel flow and

leaning the air/fuel mixture.
Figure 12. Idle Mixture Adjustment Screw

(with tamper proof cap removed)
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 regulator
diaphragm. An orifice balance line connected to the
air inlet side of the mixer provides atmospheric
reference to the N-2007 when the FTV is closed.
The SECM uses feedback voltage from the O2
sensor to determine the amount of bias needed to
the regulator/converter.
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
secondary diaphragm is reduced, the diaphragm will
close the secondary valve until a balance condition
168
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
secondary 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
modulation (duty cycle) enriches the mixture.
Branch-Tee Fitting
A branch-tee fitting is installed in the atmospheric

vent port of the N-2007 with one side of the branchtee connected to the intake side of the mixer forming
Figure 13. Fuel Trim Valves Connected to MI-07 System
169
is solenoid valve which supplies exactly calculated

fuel as a spray to engine to best combustion under
the condition of various engine load and speed.
MPI Gasoline System Operation

fuel engine. An electric fuel pump in gasoline fuel
tank supplies the fuel and generates the injection
pressure. The gasoline fuel pressure regulator is a
one-way, non-return configuration. All gasoline
specific components are automotive production
parts and validated to strict automotive standards.
Four (4) sequential injection channels are supported.
Injector as an electronic controlled fuel injection unit,
For fuel consumption reduction, engine performance

enhancement and emission reduction, ECM controls
fuel injection to satisfy air fuel ratio required by
system by reflecting induced airflow and air fuel ratio
among emission and adjusting injector operating
time. To enhance these control characteristics, quick
response of injector is required, and spray feature of
injector is important for perfect combustion.
Use of unleaded gasoline of 87 octane or higher is recommended for optimal performance of the MI-07
system.
A gasoline fuel system includes the following components:
Gasoline fuel pump
Fuel filter
Pressure regulator
Fuel rail
Fuel injectors
Small engine control module (SECM) and related sensors and equipment
170
MI-07 Electronic Throttle

Conventional throttle systems rely on a mechanical
linkage 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.
The electronic throttle system controls engine output

(speed and torque) through electronic control of
mass airflow 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.
In contrast, the MI-07 system uses electronic throttle

control (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 14). The DV-E5 is a single unit
assembly, which includes the throttle valve, throttlevalve actuator (DC motor) and two throttle position
sensors (TPS). The SECM calculates the correct
throttle valve opening that corresponds to the
drivers demand, makes any adjustments needed for
adaptation to the engines current operating
conditions and then generates a corresponding
electrical (driver) signal to the throttle-valve actuator.
A commonly used throttle is the Bosch DV-E5. This

throttle is available in a variety of bore sizes to meet
specific 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 aluminum housing.
In the event of an electrical disconnection or other
related failure, the throttle plate returns to a limphome 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
opening and closing in less than 50 msec. Position
resolution and steady state control should be 0.25%
of full travel or better.
Figure 14. Bosch Electronic Throttle Body

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 encountered, the
SECMs initial response is to revert to redundant
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.
171
There are multiple limp-home modes available with

electronic 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.
Ignition System
components:
SECM
Ignition coil(s) *
Cam timing wheel *
Spark plugs *
Coil-On-Plug (Coil Pack) Ignition System
Coil-on-plug (COP) is a type of distributorless
ignition system where individual ignition coils are
mounted directly over each spark plug. No spark
plug wires are used. On most engines, the plugs
and coils are located on top of the cylinder head for
easy mounting of the coils. A topside location is best
because it keeps the coils away from the heat of the
exhaust.
Picture courtesy of Robert Bosch GmbH

Figure 15. Throttle Body Assembly Exploded View
172
Exhaust System
COP Components
In a typical COP ignition system, a crankshaft
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 primary 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 sensor
is a post-catalyst sensor that detects the amount of
oxygen after the catalyst. This sensor is used as a
secondary control point to adjust the pre-catalyst
setpoint to ensure proper catalyst conversion
efficiency.

spark plug.
Misfires
COP problems can include many of the same
and detonation.
Figure 18. HEGO (O2) Sensor

an individual coil and prevent that cylinder from firing.
But with COP, an individual coil failure will only
cause misfiring in one cylinder.
possibilities should all be ruled out before a COP
unit is replaced.
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 necessary 12 Vdc and ground signal for
the heater element. A fourth wire provides an
independent ground for the sensor. The pre-catalyst
sensor heater is powered by the main power relay
and is always powered. The post-catalyst sensor
heater is powered from an additional relay that is
controlled 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.
A COP engine that cranks but fails to start, in many

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 relatively high.
Conversely, in a lean situation, more oxygen will be
present and a smaller electrical potential will be
noticed.
173
converter. It reduces the unburned hydrocarbons

and carbon monoxide by burning (oxidizing) them
over a platinum and palladium catalyst. Cerium is
also used to promote oxygen storage and improve
oxidation efficiency.
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 interprets 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 alternate
sensors may impact performance and the ability
of the system to diagnose rich and lean
conditions.
As exhaust and catalyst temperatures rise the

following reaction occurs:
Oxides of nitrogen (NOx) are reduced into simple
nitrogen (N2) and carbon dioxide (CO2).
Hydrocarbons (HC) and carbon monoxide (CO)
are oxidized to create water (H2O) and carbon
dioxide (CO2).
Catalytic Muffler
In order to meet 2007 emission requirements a 3way catalyst is necessary.
All exhaust gases pass through a catalyst that is
mounted in the catalytic muffler. It filters the harmful
gases through a dense honeycomb structure coated
with precious metals such as platinum, palladium,
and rhodium. Chemical reactions occur on these
surfaces to convert the pollutants into less harmful
gases. Catalysts store oxygen on lean mixtures
(less than optimal amount of fuel) and release
oxygen on rich mixtures (more than optimal amount
of fuel). The primary pollutant produced on the lean
swing is nitrous oxide. Oxygen is removed from
nitrous oxide by the converter, resulting in nitrogen
gas, a harmless emission. On the rich cycle, the
primary pollutant is carbon monoxide. By adding the
oxygen that was stored on the lean cycle to the
carbon monoxide, carbon dioxide is produced.
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
correct air to fuel ratio so that the catalyst can
perform as required to meet the emissions
certification.
Inside the catalytic muffler is a three-way catalyst as

well as sound dampening and spark arresting
features. The three-way catalyst section consists of
a honeycomb coated with a mixture of platinum,
palladium and rhodium. As engine exhaust gases
flow through the converter passageways, they
contact the coated surface, which initiate the
catalytic process. The reduction catalyst is the first
stage of the catalytic converter. It uses platinum and
rhodium to help reduce the NOx emissions. The
oxidation catalyst is the second stage of the catalytic
174
The SECM provides a transducer ground for all the

sensors, and a low side driver signal controlling the
fuel lock-off, MIL, gasoline injectors, gasoline fuel
pump, and FTVs.
SECM
General Description
The
Small Engine Control Module (SECM)
controller has full authority over spark, fuel and air.
Utilizing 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 control in
three main categories:
Fuel Management
Load/Speed Management
Ignition Management
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
sensor detects any engine revolutions Stall, when
position sensor detects no engine revolutions Run
state, when the engine reaches pre-idle RPM.
When an operator turns on the key switch the lockoff 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 content 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) sensor.
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 threshold.
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 energized 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
actuator, 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, throttle
position sensor (TPS), and the accelerator pedal
position sensors (APP1 & APP2).

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-fuel mixture. Control is achieved by
modulating the fuel trim valves.
175
NOTE : The DV-E5 throttle is not a serviceable

assembly. If a TPS sensor fails, the assembly
should be replaced.
Speed Management
Drive-by-wire refers to the fact that the MI-07 control
system 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 correspond 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 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 Figure 21. When the engine speed
reaches the max governing 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.
Figure 19. Foot Pedal

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 20.
SECM self-calibration and cross checking
compares both signals and then checks for errors.
Figure 21. Peak Torque and Power Available with

MI-07 System
Figure 20. Throttle Position Sensor (TPS) on DV-E5

Throttle
176
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 control.
Drive-By-Wire Signal Flow Process
SECM Electrical Mounting

Recommendations
In order to prevent the possibility of any SECM
malfunctions 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
recommended 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
negative () 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 connection is sound.
Figure 22. Drive-By-Wire Signal Flow Process

Figure 22 describes the signal flow process of the
MI-07 DBW section. The foot pedal assembly uses
two potentiometers to detect pedal position.
These two signals, accelerator 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 (Proportional, Integral,
Derivative) controller in the SECM to achieve the
appropriate motor-current response then passed to
the throttle. The throttle moves to the commanded
position and provides a feedback signal from the
throttle position sensors (TPS1 and TPS2) to the
SECM.
Engineering judgment must be exercised on all

applications 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.
177
SECM Wiring Diagrams for G420FE
CAUTIONPROPER WIRING
To prevent system faults be sure to follow good
wiring practices. Poor wiring may cause
unexpected or intermittent failures not related to
MI-07 components.
Figure 23. SECM Wiring Diagram for G420FE Engine Systems
178
Figure 23. SECM Wiring Diagram for G420FE Engine Systems
179
G420F EMS (Engine Management System) Overview

General Description
Engine speed is monitored by the SECM through a
Hall Effect sensor. Intake manifold 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 position sensor (APP) command.
Even engine coolant temperature and adequate oil
pressure are monitored by the SECM

integrated engine management system for naturally
aspirated engines.
spark and air over the service life of the engine in
the extreme operating environment found in heavyduty, under hood, on-engine electronic controls.
The SECM monitors the engine through a number of
different sensors to ensure optimal performance.
Figure 2. G420F Dual Fuel System

crank position sensor and throttle position is used by
the SECM to calculate load. Feedback from the
electronic throttle is provided to the SECM by the
throttle position sensors (TPS).
The LPG regulator and the mixer operate as an

open loop system since no mixture adjustments are
made by the SECM. The mixer does have an idle
mixture adjustment and a power valve adjustment.
Manifold pressure from the TMAP, rpm from the
180
Dual Fuel System of G420F

INPUT
OUTPUT
Crank Sensor
Throttle body
CAM sensor
4 Power TRs
4 Ignition coils
TMAP sensor
Coolant Temp
LP fuelock valve
EG oil pressure switch

T/M Temp switch
4 Injectors
SECM
Fuel Pump
CAN communication

Oxygen sensor
(Gasoline only)

switch

fuel engine. On gasoline, the camshaft sensor along
with the crankshaft sensor is used to control the fuel
injectors and feedback from oxygen sensor is used
by the SECM to adjust the gasoline delivery based
on the exhaust emissions.
181

engines:


Air throttle
for a G420F engine operating on LP fuel.
Open-loop fuel control with fuel specific controls

for LPG
for gasoline (MPI)
TPS limiting
Min/max governing
Spark timing modifiers for temperature and fuel
type
Key Components
components that affect engine
Qty
G420FE
G420F
-LP
-LP
1
1
1
1
1
1
1
1
1
1
None
1
2
1
None
1
DESCRIPTION
(SECM 48-pin)
TMAP Sensor
Fuel Temperature Sensor
Transmission Oil
Temperature Switch
Oxygen Sensors
Coolant Temperature
Sensor
Fuel Trim Valve
Ignition Coils
Power TR
LP Regulator
LP Mixer
1
1
2
None
4
4
4
4
1
1
N-2007
N-2001
CA-100
CA-100
(Certified)
1
1
emissions and performance. These key components
include the following:
Throttle body
LPG mixer
and calibration
and drivers
Gasoline injectors and fuel pressure regulator (dual
fuel system only)
182
Tamper-Resistance
Special tools,
and

components:
Fuel filter (supplied by customer)
Gas/Air mixer
fittings
Diagnostics

gas/air mixer. The mixer meters fuel delivery based
upon airflow into the engine.

following reset.
SECM
the LPG lock-off solenoid valve. The lock-off
solenoid is energized when fueling with LPG and the
engine is turning. The lock-off is de-energized when
engine rpm is not detected.
Limp Home Mode


The LP fuel filter of G420F engine is the same as
that of G420FE engine. See, G420FE EMS
overview
Service Tool

The LP fuel lock-off of G420F engine is the same as
overview
N-2001 Regulator/Converter
After passing through the electric fuel lock-off, liquid
propane enters the N-2001 regulator/converter
(Figure 4). The N-2001 functions as a fuel vaporizer,
converting liquid propane to vapor propane and as a
two-stage negative pressure regulator, supplying the
correct vapor propane fuel pressure to the mixer.
The regulator is normally closed requiring a vacuum
183

stage)
valve
closes.
Unlike
most
other
additional safety.
N-2001 Operation
Refer to Figure 6.
reaches 1.5 psi (10.342 kPa it causes a pressure/
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 primary valve.

the propane is reduced the liquid propane vaporizes
the large temperature drop inside the regulator from
Figure 5 shows the heat chamber and the coolant
passage in the N-2001 regulator.

pressure to 1.5 psi (10.342 kPa) the liquid propane
the regulator until the secondary valve is opened.
To open the secondary valve a negative pressure
fuel outlet connection of the regulator (9), which is
the regulator secondary chamber, and the vapor fuel
Figure 5. Heat Chamber and Coolant Passage
184


burned.

mixer.
CA100 Mixer

parts.


valve.
185

Throttle





186
SECM
The MPI Gasoline System of G420F engine is the

same as that of G420FE engine. See, MPI Gasoline System Operation of G420FE EMS overview
The SECM of G420F engine is the same as that of

G420FE engine. See, SECM of G420FE EMS overview

The electronic throttle system of G420F engine is
the same as that of G420FE engine. See, Electronic throttle system of G420FE EMS overview
Ignition System
The Ignition system of G420F engine is the same as
that of G420FE engine. See, Ignition system of
G420FE EMS overview
Exhaust System
G420F MPI Gasoline system utilizes one HEGO
(O2) sensor. It is a pre-catalyst sensor that detects
the amount of oxygen in the exhaust stream and is
a optimized air-fuel.
G420F LP system does not utilize HEGO sensor
because it is open-loop system.
187
SECM Wiring Diagrams for G420F
188
Fuel Temperature Sensor (FTS)

-40F to 266F (-40C to 130C) range,
48K ohm to 57 ohm sensor range
EMS Inspection and Repair

Engine Control Module (SECM)
HEGO (3) 0 to 1 V
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 control 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 maintaining efficient system operation and
auxiliary control.
Auxiliary Analog Input (2) 0 to 5 V

Battery Voltage (Vbatt) (1)
8-18 V
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
resolution of 0.5
Camshaft position
resistor for open collector sensors.
Digital Inputs
Oil pressure switch
Normally open, internal pull-up resistor provided
to detect external switch to ground
SECM/sensor inputs and control output specifications are specific to the application, but include a
selection of the following:
Transmission oil temperature switch

Analog Inputs
The 48-pin SECM is equipped with sufficient analog
inputs for the following sensors.
Manifold Absolute Pressure (MAP) 1bar MAP, 0 to
5V
Fuel select switch

Three-position switch for bi-fuel applications to
detect gasoline mode, LPG mode, and fuel off
(center switch position)
Manifold Air Temperature (MAT)

-40F to 266F (-40C to 130C) range, 48 kohm
to 85 ohm sensor range
Ground speed select switch

Permits selecting two different maximum engine
speeds
Throttle Position Sensor 1&2 (TPS1 & TPS2) 0 to

5V
Vswitched
Switched battery voltage
Foot Pedal Position 1&2 (FPP1 & FPP2) 0 to 5 V

Coolant Temperature Sensor (CTS)
-40F to 266F (-40C to 130C) range,
189
Outputs
Saturated injector drivers (4)
10A peak, 45 V max, 1 injector per channel
capable of continuous on-time
Driver circuit designed for minimum turn-on/turnoff 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 /turnoff 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 system
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 incandescent lamp continuously
CANBus
CAN 2.0b serial communication for J1939 communications, programming and diagnostics.
Requires proper termination resistance per CAN
2.0b.
190
Sensor Inspection
Component Location
1. Turn ignition switch to OFF position and then

disconnect CMPS connector.
2. Remove the CMPS from the engine.
Description
3. Turn ignition switch to ON position.
The Camshaft Position Sensor (CMPS) is a sensor

that detects the compression TDC of the NO.1
cylinder.
The CMPS consists of a hall type sensor and a
target on the end of the in take camshaft.
When the target triggers the sensor, the sensor
voltage is 5V. If not, the sensor voltage is 0V.
These CMPS signal is sent to the ECM and the
ECM uses the CMPS signal for synchronizing the
firing of sequential fuel injectors.
4. Apply battery voltage to the terminal 1 and ground

terminal 3 of CMPS as shown in the figure.
5. Install a LED between +5V power and CMPS
terminal 2, and then set a steel wheel (or anything
made of steel; hammer, wrench, bolt and nut etc.)
at the CMPSs tip.
6. Rotate the steel wheel slowly and check if the
LED flashes light.
Schematic Diagram
If the LED blinks, the CMPS works normally.

[CIRCUIT DIAGRAM]
CMPS
ECM
B1 - GND
2
1
B10 - CMPS
SIGNAL
After Main
Relay
A23_DRVP
[HARNESS CONNECTORS]
C14
CMPS
191
Crank Shaft Position Sensor
Schematic Diagram
Component Location
[CIRCUIT DIAGRAM]
CKPS
ECM
B1 - GND
B5 - CKPS
SIGNAL
After Main Relay

A23_DRVP
Description
3
The Crankshaft Position Sensor (CKPS) is a hall

effect type sensor that generates voltage using a
sensor and a target wheel mounted on the
crankshaft; there are 58 slots in the target wheel
where one is longer than the others.
When the slot in the wheel aligns with the sensor,
the sensor voltage out put slow.
When the metal (tooth) in the wheel aligns with the
sensor, the sensor voltage out puts high.
During one crankshaft rotation there are 58
rectangular signals and one longer signal. The ECM
calculates engine RPM by using the sensor signal
and controls the injection duration and the ignition
timing. Using the signal differences caused by the
longer slot, the ECM identifies which cylinder is at
top dead center.
C13
CKPS
Sensor Inspection

disconnect CKPS connector.
2. Remove the CKPS from the engine.
terminal 1 and ground terminal 3 of CKPS as
shown in the figure.
5. Install a LED between +5V power and CKPS
made of steel ; hammer, wrench, bolt and nut etc.)
at the CKPS's tip.
LED flashes light.
If the LED blinks, the CKPS works normally.
192
Sensor Inspection
MAP (Manifold Absolute Pressure)

Sensor
1. Measure the voltage between terminals 1 and 4 of

the MAP sensor connectors.
Terminal 4 : MAP sensor ground
Terminal 1 : MAP sensor output
Engine state
Ignition SW. ON
At idle
Test specification
4~5V
0.5~2.0V
2. If the voltage deviates from the standard value,

replace the MAP sensor assembly.
The manifold absolute pressure (MAP) sensor is a

pressure sensitive variable resistor. It measures
changes in the intake manifold pressure which result
from engine load and speed changes, and converts
this to a voltage output. The MAP sensor is also
used to measure barometric pressure at start up,
and under certain conditions, allows the ECM to
automatically adjust for different altitudes. The ECM
supplies 5 volts to the MAP sensor and monitors the
ECM supplies 5 volts to the MAP sensor and
monitors the voltage on a signal line. The sensor
provides a path to voltage on a signal line. The
sensor provides a path to ground through its
variable resistor. The MAP sensor in put affects fuel
delivery and ignition timing controls in the ECM.
Ciruit Diagram
IAT
Sensor
power
B24
MAP & IAT

sensor
MAP
IAT
Sensor
signal ground
B12
B1
MAP
signal
B18
ECM
193
IAT (Intake Air Temperature)

Sensor
Sensor Inspection
1. Using a multimeter, measure the IAT sensor
resistance between terminals 3 and 4.
IG.SW.ON
Temperature
(F)
Resistance(k)
0 (32)
4.5 ~ 7.5
20 (68)
2.0 ~ 3.0
40 (104)
0.7 ~ 1.6
80 (176)
0.2 ~ 0.4
2. If the resistance deviates from the standard value,

replace the intake air temperature sensor
assembly.
The intake air temperature sensor (IAT Sensor),

built in to the MAT sensor, is a resistor-based
sensor detect the intake air temperature. According
to the intake air temperature information frim the
sensor, the ECM will control the necessary amount
of fuel injection.
Ciruit Diagram
IAT
Sensor
power
B24
MAP & IAT

sensor
MAP
IAT
Sensor
signal ground
B12
B1
MAP
signal
B18
ECM
194
Oxygen Sensor (Pre-Catalyst)
Schematic Diagram
Component Location
[CIRCUIT DIAGRAM]
HO2S (B1/S1)
ECM
4
3
1
2
A23 - HO2S HEATER

(B1/S1)
B13 - HO2S SIGNAL
B1 - HO2S GND
After Main Relay

L4GC215A
Description
The heated oxygen sensor is mounted on the front
side of Catalytic Muffler, which detects the oxygen
concentration in the exhaust gas. The heated
oxygen sensor produces a voltage that varies
between 0V and 1V. When the air/fuel ratio is lean,
the oxygen concentration in the exhaust gas
increases and the front HO2S outputs a low voltage
(approximately0~0.1V). When the air/fuel ratio is
rich, the oxygen concentration in the exhaust gas
decreases and the front HO2S outputs a high
voltage (approximately0.8~1V). The ECM constantly
monitors the HO2S and increases or decreases the
fuel injection duration by using the HO2S signal,
which is called closed-loop fuel control operation.
2 1
4 3
C16
HO2S (B1/S1)
Signal Wave Form
Specification
Temperature
()
()
20
100
200
300
68
212
392
572
Front
HO2S
Heater
Resistance()
9.2
10.7
13.1
14.6
Temperature
()
()
Front HO2S
Heater
Resistance
()
400
500
600
700
752
932
1,112
1,292
17.7
19.2
20.7
22.5
If you release the accelerator pedal suddenly after

engine running about 2600 rpm, fuel supply will stop
for short period and the O2 sensor service data will
display values 200mV or lower. When you suddenly
press on the accelerator pedal down, the voltage will
reach 0.6 ~ 1.0 V. When you let the engine idle
again, the voltage will fluctuate between 200 mV or
lower and 0.6 ~ 1.0 V. In this case, the O2sensor
can be determined as good.
195
Oxygen Sensor (Post-Catalyst)
Signal Wave Form
Component Location
The amplitude of the signal output of the rear HO2S

is small compared to the front HO2S because the
rear HO2S detects emission gas purified by the
catalytic converter. This illustration is the normal
signal waveform of the rear HO2S at idle.
Description
The rear heated oxygen sensor is mounted on the
rear side of the Catalytic Muffler, which detects the
catalyst efficiency. The rear heated oxygen sensor
(HO2S) produces a voltage between 0V and 1V.
This rear heated oxygen sensor is used to estimate
the oxygen storage capability. If a catalyst has good
conversion properties, the oxygen fluctuations are
smoothed by the oxygen storage capacity of the
catalyst. If the conversion provided by the catalyst is
low due to aging, poisoning or misfiring, then the
oxygen fluctuations are similar to signals from the
front oxygen sensor.
Specification
Temperature
Schematic Diagram
Rear
HO2S
Heater
Resistance()
Temperature
()
()
Rear
HO2S
Heater
Resistanc
e()
()
()
20
68
9.2
400
752
17.7
10
212
10.7
500
932
19.2
200
392
13.1
600
1,112
20.7
300
572
14..6
700
1,272
22.5
[CIRCUIT DIAGRAM]
HO2S (B1/S2)
ECM
3
4
2
1
A23 - HO2S HEATER

(B1/S2)
B19 - HO2S SIGNAL
B1 - HO2S GND
After Main Relay
1 2
3 4
C22
196
ECT (Engine Coolant Temperature)

Sensor
Sensor Inspection
Component Location
1. Remove the engine coolant temperature sensor

from the intake intake manifold.
2. With the temperature sensing portion of the
engine coolant temperature sensor immersed in
hot water, check resistance.
Description
The Engine Coolant Temperature Sensor (ECTS) is
located in the engine coolant passage of the cylinder
head for detecting the engine coolant temperature.
The ECTS uses a the rmistor 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
temperature, 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.
Temperature ()
-20(-4)
0(32)
20(68)
40(104)
60(140)
80(176)
ECTS Resistance(k)
14.13~16.83
5.79
2.31~2.59
1.15
0.59
0.32
3. If the resistance deviates from the standard value

greatly, replace the sensor.
197
Schematic Diagram
[CIRCUIT DIAGRAM]
ECTS
ECM
1
B15 - ECTS SIGNAL
to Cluster
3
B1 - GND
C11
ECTS
Installation
1. Apply sealant LOCTITE 962T or equivalent to
threaded portion.
2. Install engine coolant temperature sensor and
tighten it to specified torque.
Tightning torque
Engine coolant temperature sensor "
15~20Nm (150~200 kg.cm, 11~15 lb.ft)
3. Connect the harness connector securely.
198
[Harness Connectors]
Location
Inspection
1. Remove the LP fuel temperature sensor from the
adapter connected to LP mixer.
Description
The LP Fuel Temperature Sensor (FTS) is located in
the LP fuel passage of the LP mixer for detecting the
LP fuel temperature. The FTS uses a thermistor
whose resistance changes with the temperature.
The electrical resistance of the FTS decrease as the
temperature increase, and increase as the
temperature decrease. The reference 5V in the ECM
is supplied to the FTS by way of a resister in the
thermistor in the FTS are connected in series. When
the resistance value of the thermistor in the FTS
changes according to the LP fuel temperature, the
output voltage also change.
2. With the temperature sensing portion of the LP

engine fuel temperature immersed in hot water,
check resistance.
Temperature C (F)
-20(-4)
0(32)
20(68)
40(104)
60(140)
80(176)

[Circuit Diagram]
FTS Resistance (Ohms)

15462
5896
2498
1175
596
323
199
Angle Sensor-Accelerator
Location
Inspection
1. Disconnect the Accelerator Pedals connector
from the main engine harness.
Description
Angle Sensor-Accelerator is located in the
accelerator pedal assembly. The engine speed
management deals with a Drive-by-wire system.
the throttle body. Instead, the ECM is electronically
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 correspond 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 foot pedal assembly uses
two potentiometers to detect pedal position. These
two signals, accelerator 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.
2. Inspect the electrical conditions with a follow

basic specification.
Signal output is on condition that input voltage
is 5V0.5%
Rated current : 20Ma,
Power : 100mW,
Wire width : 20AWG
- At start point : Signal A 0.4V0.1V
Signal B 4.5V0.1V
- At end point(Push for end) :
Signal A 3.60V0.15V
Signal B 1.39V0.15V
3. If the result value is out of the specification,
replace the Accelerator Pedal.
[Circuit Diagram]
200
Location
Inspection
1. Remove the Transmission Oil Temperature
Switch from the transmission.
Description
Transmission Oil Temperature Switch is located in
the adapter on transmission (T/M) for operating by
the transmission (T/M) oil temperature change. This
switch is normally open, and then it is closed as the
T/M oil temperature Increases to the 1253C.
Actually if the switch is closed by high T/M oil
temperature, the ECM makes engine shutdown with
fault set. If the T/M oil temperature decreases to the
118C, the switch is open again and the engine also
can run. This function can protect the engine of Tier3 and Non cert folk lift trucks from damage as
overheating.
2. Use an ohmmeter to check the continuity between

the 1 terminal and the 2 terminal. If there is
continuity,
replace the Transmission Oil
Temperature Switch.
3. The Transmission Oil Temperature Switch is the
ON/OFF switch. So during the normal status the
switch circuit should be open.
[Circuit Diagram]
201
Ground Speed Limit Switch (optional)

Location
Inspection
1. Remove the Ground Speed Limit Switch from the
transmission.
Description
Ground Speed Limit Switch is located in the
pressure port on transmission (T/M) for operating by
the transmission (T/M) oil pressure change. This
switch is normally opened, and then it is closed as
the T/M oil pressure increases. Actually the switch is
closed by increasing of the T/M oil pressure after
engine cranking. And if the inching pedal is pushed
by a driver the switch is opened again by decreasing
of the T/M oil pressure. ECM can control the travel
speed of the folk lift trucks with this switch. Also the
maximum travel speed of Tier-3 and Non cert fork lift
trucks is an optional feature that can be easily
activated using the MotoView Service Tool. This
feature may be of particular interest to customers
with indoor warehouse operations.

continuity, replace the Ground Speed Switch.
3. The Ground Speed Limit Switch is the ON/OFF
switch. So during the normal status the switch
circuit should be open.
[Circuit Diagram]
202

Location
Inspection
1. Check for loose, dirty or damaged connectors and
wires on the harness
Description
The MI-07 system uses electronic throttle control
(ETC). The SECM controls the throttle valve based
on engine RPM, engine load, and information
system is a Bosch 32mm electronic throttle body
DV-E5. The DV-E5 is a single unit assembly, which
includes the throttle valve, throttle-valve actuator
(DC motor) and two throttle position sensors (TPS).
The SECM calculates the correct throttle valve
opening that corresponds to the drivers demand,
makes any adjustments needed for adaptation to the
engines current operating conditions and then
generates a corresponding electrical (driver) signal
to the throttle-valve actuator.
2. Check the throttle assembly motor housing for

coking, cracks, and missing cover-retaining clips
3. Check the resistance of TPS sensor. (refer as
blow chart)
SENSOR
POINT TO POINT
TPS
(Throttle
Position
Sensor)
TPS PIN 2(GND) TO

PIN 6(TPS1 SIGNAL)
TPS PIN 3(PWR) TO
PIN 6(TPS1 SIGNAL)
TPS PIN 1(+DRIVER)
TO PIN 4(-DRIVER)
EXPECTED
RANGE
1.25K +/30%
1.25K +/30%
~3.0K +/30%
[Circuit Diagram]
203
Chapter 6. LPG FUEL DELIVERY SYSTEM

G420FE LP System Inspection and
Repair
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, dizziness
and unconsciousness and lead to injury or
death. Always operate the forklift in a well
ventilated area
Liquid propane may cause freezing of tissue or
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 disassembly,
service or replacement of the regulator/
converter or mixer.
204
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
reinstalling system components.
Certified System Connections
Figure 26. Hose Connections for Certified Systems

Diagram Notes
205
N-2007 Installation Steps
Removal and Installation of

N-2007 LP Regulator
Refer to Figure 28.
Follow the procedures below for removal and

reinstallation of the N-2007 regulator in certified
systems.
1. Install the nipple extension (6) with the lock-off to

the regulator.
N-2007 Removal Steps
2. Install the fuel vapor outlet hose (5) to the

regulator.
Refer to Figure 28.
3. Install the two cooling lines (4) to the regulator.
1. Close the liquid outlet valve in the forklift cylinder

or fuel storage container.
4. Install the four rear-mounting bolts that hold the

regulator to the support bracket. Use a torque
wrench and tighten each bolt to 60-70 lbf-in (6.787.91 N-m).
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.
5. Install the fuel inlet line (1) to the lock-off, the two
vacuum lines (2) to the branch-tee fitting in the
regulator vent and re-connect the lock-off
connector (3).
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 lock-off
connector (3).
6. Open the liquid outlet valve in the forklift cylinder

5. Remove the four rear-mounting bolts that hold the

regulator to the support bracket. This will allow
easier access to the remaining hose clamps.
6. Remove the two cooling lines (4) from the
regulator. NOTE: Either drain the coolant system
or clamp off the coolant lines as close to the
regulator as possible to avoid a coolant spill when
these lines are disconnected.
7. Remove the fuel vapor outlet hose (5) from the
regulator.
8. Remove the nipple extension (6) with the lock-off
from the regulator.
Figure 28. N-2007 Regulator in Certified System
206
Removal and Installation of CA100 Mixer for

G420FE


reinstallation of the CA100 mixer in certified systems.
CA100 Certified Mixer Removal Steps
4. Remove the air cleaner hose (1).

5. Mark the two vacuum lines to the mixer for
identification, as they must be installed correctly
for proper operation. Remove the two vacuum
lines (2).
6. Remove vapor fuel inlet line from the fuel

temperature sensor adapter (3).
10
7. Disconnect the fuel temperature sensor connector

(4).
11
9
8. Disconnect the wires leading to the electronic

throttle body by pinching the lock tabs on either
side of the wiring harness connector.
3
4
7
9. Loosen the four bolts that secure the

mixer/adapter/throttle body assembly to the intake
manifold.
6
1
10. Remove the mixer (7), the adapter, and the

throttle body (5) as an assembly by gently
pulling upwards. Take care not to drop anything
down the intake manifold.
1. Gasket-ITB
2. ITB
3. O-Ring
4. O-Ring Spacer
5. Mixer
6. Bolt
7. Fuel Temp Sensor
8. Adapter-Fuel Temp Sensor
9. Fitting-Vacuum Small
10. Apollo Adapter-ITB, Mixer
11. Bolt
11. Gently wiggle and pull to separate mixer and

adapter from the throttle body. Take note of the
adapter orientation on the mixer, as it must be
reinstalled correctly for proper fit on the throttle.
12. Remove the four mounting screws that attach
the throttle body adapter to the mixer.
13. Remove the fuel temperature sensor (not
shown) from the tee .
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.
15. Remove the short vacuum port barb from the
mixer. (See Figure 32 for location of port barb
on mixer.)
Figure 30. CA100 Mixer in Certified System

207
CAUTION
The 1/8 NPT x 1/4 hose barb fitting that is
installed in the mixer housing uses a specific
machined orifice size through the fitting. This
orifice fitting is part of the mixer assembly and is
an integral part of the MI-07 control. If this fitting
is damaged the mixer will need to be replaced.
DO NOT replace this fitting with a standard hose
barb fitting or use a drill bit to clean out the
fitting passage way.
NOTE : A plastic O-ring spacer and an O-ring are
inside the mixer/adapter assembly. Be careful not to
lose these items when removing the assembly from
the throttle (Figure 31).
Figure 31. O-Ring and Spacer Within Mixer Adapter

Assembly
208
CA100 Certified Mixer Installation Steps
Tests and Adjustments
Refer to Figure 30.
WARNINGPROPER USE
1. Install the vacuum port barb below the idle set

screw on the mixer (7).

2. Install the fuel temperature sensor adapter to the

mixer.
3. Install the fuel temperature sensor to the adapter
(6).

ventilated area
4. Install the four mount screws that attach the

throttle adaptor to the mixer. See Figure 32.
Torque bolts to 30-40 lbf-in (3.39-4.52 N-m).

5. Install the mixer/adapter assembly to the throttle

by gently pushing downwards.
6. Install the four bolts that mount the throttle
adapter to the electronic throttle body (5).
7. Re-connect the fuel temperature sensor
connector (4).
CAUTION
8. Install the vapor fuel inlet line to the fuel

temperature sensor adapter (3).

service or replacement of the
regulator/converter or mixer.
9. Install the two vacuum lines to the mixer using the

previous marks for identification. Vacuum lines
must be installed correctly for proper operation.
10. Install the air cleaner hose (1).
Figure 32. Throttle Adapter Mount Screws
209
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 transmitted from the
air/fuel mixer when the engine is running. See listing
below for required hardware.
Break-Off Test
Figure 34. Secondary Stage Test Connection
Secondary Stage Test Hardware

Pressure Test
1. Hand vacuum pump
Primary Stage Test Hardware
2. Regulator vapor outlet test fitting 3/4 NPT x 1/4
hose barb
1. Shop air pressure regulator adjusted to 100 psi

2. Shop air hose fitting (1/4 NPT to air hose)
3. Union Tee 1/4 NPT with three 1/4 NPT x 1/4

hose barb
3. Air hose
4. Vacuum hose
4. Test gauge fitting (1/16 NPT x 1/4 hose barb)
5. 0-3 WC Magnehelic gauge (inches of water
column)
5. Vacuum hose or vinyl tubing

column)
Secondary Stage (Break-Off) Test

1. Connect the vacuum pump, the Magnehelic
gauge and the regulator vapor outlet to the Union
Tee fitting (Figure 34). Make sure there is no
leakage at any of the fittings.
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 fitting (Figure 35).
2. Using the vacuum pump slowly apply enough

vacuum to measure above -2 WC on the gauge.
This vacuum signal opens the secondary valve in
the N-2007 regulator/converter.
2. Connect a compressed air line (shop air ~100psi)

to the liquid propane fuel inlet of the N-2007
regulator (Figure 35).
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 35. Primary Stage Test Connection
210
3. Apply compressed air, wait for air to exit the hose

barb in the test port, and then connect the
Magnehelic gauge (Figure 36) 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.
CAUTION
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.

ventilated area
Figure 36. Magnehelic Gauge Connection to Hose

Barb
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 leaking. 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
Chapter 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 N2007 primary pressure should be between 40 inH20
(99.635 mbar) and 55 inH20 (136.999 mbar) at 750
rpm, idle.
211
AVV (Air Valve Vacuum) Testing
Ignition Timing Adjustment
Purpose of Test
With the MI-07 system, ignition-timing advance is

controlled by the SECM.
Check for excessive or inadequate pressure drop

across CA100 mixer.
The initial ignition timing needs to be set by the

MOR. This setup requires a specific technique for
each engine installation.
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
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 38). The Crypt
Token acts as a security key allowing the laptop to
retrieve the necessary data from the SECM.
2. Vacuum hose
3. 0-20 H2O differential pressure Magnehelic gauge
AVV Test
1. Install the Crypt Token in an available USB port in

the computer (Figure 39).
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 37).
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
communications cable on the engine. (*If your
laptop computer does not have a second USB
port an appropriate USB hub will need to be used).
2. Leave high pressure port of the Magnehelic

gauge exposed to ambient pressure (Figure 37).
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.
3. Connect a timing light to the engine.
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.
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 40).
5. If the measured pressure drop is low, check for

vacuum leaks in the manifold, throttle, mixer,
TMAP sensor and attached hoses.
Figure 38. KVaser

Communication Adapter
Figure 37. Magnehelic Gauge Connection
212
Idle Mixture Adjustment

The CA100 mixer requires adjustment of the idle
mixture screw to assure optimal emissions and
performance. This adjustment accounts for minor
part-to-part variations in the fuel system and assures
stable performance of the engine at idle. Once
adjusted, the idle mixture screw is sealed with a
tamper proof cap, after which it need not be
adjusted for the life of the vehicle.
Therefore, the only situations in which the idle
mixture screw needs to be adjusted are when the
engine is initially fitted with a fuel system at the
factory and following the field replacement of the
mixer. Under these situations, follow the procedures
below for adjustment of the idle mixture screw.
Figure 39. Crypt Token Installed on Laptop
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.
Figure 40. Opening the Service Tool Display
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.
213
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.
Factory Adjustment Procedure:

NOTE : Be sure engine is fully warm (ECT>167F
[75C]) before performing the idle mixture
adjustment.
NOTE : If the FTV Duty Cycle reading is NOT

between 25-60%, check for possible vacuum leaks,
manifold leaks, or a faulty mixer.
1. Operating the engine on LPG fuel, start the

engine and permit it to warm up until the coolant
temperature (ECT on Mototune display) is
approximately 167F (75 oC).
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 41). 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%.
9. Turn the ignition key to the OFF position to shut

down the engine.
10. 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).
Figure 42. Installing Tamper Proof Cap
Figure 41. FTV Duty Cycle Percentage Displayed on

Service Tool
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 (3555%). Place your thumb over the adjustment port
for a more accurate reading by preventing air from
leaking past the mixture adjustment screw, which
may cause the duty cycle to decrease.
8. If the FTV duty cycle reading is above 55% adjust
the idle adjustment screw outward and re-check
the duty cycle reading. Continue to do this until
the FTV duty cycle reading is within the optimum
range (35-55%) and engine rpm is stable. DO
NOT adjust the screw so far outward that the
tamper proof cap cannot be installed. A duty cycle
214

range (35-55%). 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.
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 adjustment to a running engine is to
use the Service Tool software 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 percent sign (%) appears on
the right-hand side of the display. The multimeter
will then read the duty cycle percentage the same as
the Service Tool shown in Figure 41.

down the engine.
(Figure 42).
1. After installing a new mixer, operate the engine

Bon LPG fuel. Start the engine and permit it to
warm up until the coolant temperature (ECT on
Mototune display) is approximately 167F (75 oC).
2. Place the transmission in Neutral.
the duty cycle.
idle performance is unstable screw the idle screw
215
Parts Description
CA100 Mixer for G420FE Engine
Parts List of CA100 Mixer (Certified)
REF NO
DESCRIPTION
QTY
Torx Screws (T-25) #10-24 x 5/8
Lockwashers (T-210) #10 SST
Mixer Cover
Mixer Spring
Diaphragm
Air Valve Assembly
Gas Valve Cone (part of air valve assembly)
Mixer Body
Expansion Plug Cap 1/2 x 1/16 thick ( 12.7mm x 27mm)
10
Fuel Inlet
11
Air Horn Gasket
12
Air Horn Adapter 2-1/16 (52.37mm)
13
Fillister Head Screws SEMS Lockwasher 10-24 UNC x 5/8
14
Throttle Body Gasket
15
Fillister Head Screws SEMS Split Lockwasher #12-24 x 5/8
216
Exploded View of CA100 Mixer (Certified)
Figure 44. CA100 Certified Mixer Exploded View
217

Parts List of N-2007 Regulator (Certified)
REF NO
DESCRIPTION
QTY
N-2007 Body
Diaphragm, Primary Assembly
Springs, Primary Assembly
Cover, Primary Assembly
Spring, Secondary Seat, Red
Dowel Pin 0.094 x 1 L ( 2.39mm x 25.4mm L) Hardened Steel
Diaphragm, Secondary Assembly
Lever, Secondary
Seat, Secondary
10
Valve Primary
11
12
Pan Head Screw SEMS Ext. Tooth Lockwasher #12-24 x 1/4
13
Body Gasket
14
Back Plate
15
O-ring, Size 107 GLT Viton
16
Bottom Plate Gasket
17
Plate Cover
18
Fillister Head Screws SEMS Split Lockwasher #12-24 x 1-3/8
19
Hex Head Screws SEMS Split Lockwasher 1/4-20 x 5/8
20
Plug, Socket Head Pipe (T-086)
21
Cover, Secondary Diaphragm
22
Lockwasher, Int. Tooth (T-210) #8 SST
23
Torx Screws (T-15) #8-32 x 5/8
218
Exploded View of N-2007 Regulator (Certified)
Figure 46. N-2007 Certified Regulator Exploded View
219
G420F LPG System Inspection and

Repair
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.
ventilated area
CAUTION
220
G420F Fuel System Connections
Figure 27. Hose Connections for Non-Certified Systems
DIAGRAM NOTES
1
Only one 90 fitting permissible on vapor fuel line between mixer and regulator
Vapor fuel fittings (regulator and mixer) must have minimum ID of 0.46 (11.68mm)
Vapor hose length to be as short as possible and have no restrictions for best regulator
performance
Fuel outlet must be positioned vertically in the down position
NOTE: Preferred mounting of regulator is off engine
221

Regulator/Converter
Refer to Figure 29.

reinstallation of the N-2001 regulator.
1. Install the fuel vapor outlet hose (5) from the

regulator.
2. Install the two cooling lines (4) from the regulator.
Refer to Figure 29.
3. Install the two rear-mounting bolts that hold the

wrench and tighten each bolt to 50-60 lbf-in (5.656.78 N-m)

4. Install the fuel inlet line (1) from the lock-off, the
connector (3).
connector (3).

4. Remove the two rear-mounting bolts that hold the

regulator to the support bracket. This will permit
regulator.
NOTE: It will be necessary to either drain the
coolant system or clamp off the coolant lines as
close to the regulator as possible to avoid a coolant
spill when these lines are disconnected.
regulator.
Figure 29. N-2001 Regulator in Non-Certified

System
222

G420F


reinstallation of the CA100 mixer in non-certified
systems.

CA100 Mixer Removal Steps

5. Remove the vacuum line (2).

6. Remove the vapor fuel inlet line from the mixer (3).
side of the wiring harness connector.
4
3
8. Loosen the four bolts that secure the

mixer /adapter/throttle body assembly to the
intake manifold.
8
7
6
10
9. Remove the mixer (3) and the throttle body (4) as

an assembly by gently pulling upwards. Take
care not to drop anything down the intake
manifold.

11. Remove the four mounting screws that attach

the throttle adapter to the mixer.
1. Mixer-Non Cert
2. Fitting-To Regulator
5. ITB
6. O-Ring Spacer
7. O-Ring
8. Bolt-ITB.Conn
9. Gasket-ITB
10. Bolt
12. Remove the vapor fuel inlet fitting from the

mixer.
Figure 33. CA100 Mixer in Non-Certified System

223
CA100 Mixer Installation Steps
CAUTION
1. Install the vapor fuel inlet fitting onto the mixer.

The 1/8 NPT x 1/4 hose barb fitting that is
installed in the mixer housing uses a specific
2. Install the four mounting screws that attach the machined orifice size through the fitting. This
throttle adapter to the mixer. (See Figure 32). orifice fitting is part of the mixer assembly and is
an integral part of the MI-07 control. If this fitting
is damaged the mixer will need to be replaced.
DO NOT replace this fitting with a standard hose
3. Position the mixer/adapter assembly onto the
barb fitting or use a drill bit to clean out the
throttle body (4), then drop in the four mounting
fitting passage way.
bolts and gently push down on the assembly
until it rests on the throttle body. Be careful not
to pinch the O-ring.
4. Attach the mixer/throttle body assembly to the
intake manifold, making sure gasket is in place.
Tighten the four mounting bolts.
5. Connect the wiring harness to the throttle body.
6. Install the vapor fuel inlet line to the mixer.
7. Install the vacuum line (2) to the mixer.

Assembly
224

WARNING PROPER USE

the fuel system.


ventilated area

break-off pressure (-1.2 WC) of the secondary
spring, the needle should stop moving.



Chapter 5 for removal/installation of the N-2001). To
check the secondary regulation (output) a simple
vacuum hand pump can be used to simulate the
vacuum signal transmitted from the air/fuel mixer
when the engine is running. See listing below for
required hardware.
Break-Off Test
1. Hand vacuum pump
hose barb

hose barb
4. Vacuum hose
column)
225
Pressure Test

1. Hand vacuum pump
2. Connect a compressed air line (shop air ~100 psi)

2. Regulator fuel inlet test fitting 1/4 NPT standard

air coupling)
3. Test gauge fitting (1/4 NPT X 1/4 hose b)
column)

Barb

40-60 WC on the Magnehelic gauge and
maintain a constant pressure for 60 seconds.
also be tested at idle on a running engine. The N2001 primary pressure should be between
40 inH20 (99.635 mbar) and 55 inH20 (136.999
mbar) at 750 rpm, idle.
226
Purpose of Test

Bus) to CAN (Controller Area Network) communication adapter by KVaser will be required along with a
Crypt Token (Figure 38). The Crypt Token acts as a
security key allowing the laptop to retrieve the
necessary data from the SECM.

across CA100 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

AVV Test
(Figure 37).

Start the Engine).



pressure vacuum.
necessary.
Figure 38. KVaser Communication Adapter


227
Power Valve Adjustment

1. The power valve should only be adjusted after the
idle screw has been adjusted properly. The
engine and vehicle drive train and hydraulics
should also be at normal operating temperatures.
2. Apply a load to the engine while the engine is
operating above idle speed. Torque converter stall
is the preferred operating mode for this test. If a
torque converter speed test cannot be performed,
the engine can be run at another speed (max
governor), but a load must be applied by using
hydraulics.
NOTE : While adjusting the power valve, do not hold

engine at load point for longer than 5-10 seconds.
Holding for a longer period of time will cause the fuel
temperature to drop, which could adversely affect
the power valve setting.

adjustment.
G420F LP Fuel Systems With O2 Sensor
3. Monitor the output of the UEGO or HEGO sensor

while the engine is at the higher speed with the
load applied (phi = 1.00 to 1.05 is optimal).
Idle Adjustment
1. Install mixer and a UEGO or HEGO sensor. (A
UEGO sensor should be used when desired phi
settings are not at stoichiometric.)
4. If the phi reading is not at the desired level, bring

the engine back to idle and adjust the power valve.
5. Bring the engine back to the higher speed with a
load applied and verify the power valve setting.
Adjust further as needed.
2. After the mixer is installed, start and warm up the

engine to normal operating temperature
(ECT>167F [75C]). Also ensure that the vehicle
drive train and hydraulic systems are at normal
operating temperatures per vehicle manufacturer
recommendations.
6. Once the power valve is set, bring the engine

back to idle and verify the idle screw setting.
3. Allow the engine to reach steady state at idle.
G420F LP Fuel Systems Without O2 Sensor
4. While monitoring the output of the UEGO or

HEGO sensor adjust the idle screw using a
standard screwdriver until the desired phi reading
is achieved (phi = 1.00 to 1.01 is optimal). To
make the mixture richer, turn the screw clockwise;
to make the mixture leaner, turn the screw
counter-clockwise.
Idle Adjustment
recommendations.
5. Rev the engine to take it off of idle and let it return

to idle.
6. Once the engine has reached steady state at idle,

verify the phi reading. Adjust further as needed.
3. With the idle screw completely tightened

clockwise, use a standard screwdriver to adjust
the idle screw counterclockwise until a minimum
average MAP value has been reached. The MAP
value is displayed on the Service Tool screen.
228

hydraulics.
The power valve should be adjusted to obtain
maximum torque converter stall speed.
Figure 43. Main Mixture Adjustment on Bottom of

Mixer (partial view)
229
Parts Description
CA100 Mixer for G420F Engine
Refer to Figure 45 exploded view on facing page.
REF NO.
DESCRIPTION
QTY
Screws 10-24 x 5/8 SEMS
Mixer Cover
Air Valve Spring
Plate Backup
Diaphragm, Silicone
Air Valve Ring
Air Valve Assembly
Idle Screw 3/8-16 x 1-1/4
10
Idle Screw Spring
11
Plugs, 1/8 Pipe Hex Head
12
Mixer Body Assembly
13
Screws, 1/4-28 x 5/16
14
Plug, 1/4 Pipe
15
16
Air Horn
17
Air Horn Gasket
18
Throttle Body to Mixer Gasket
Parts List for CA100 Mixer
230
Exploded View
CA100 Mixer
Figure 45. CA100 Non-Certified Mixer Exploded View

231
CA100 Disassembly and Service
6
5
Figure M4
1. With the mixer/adapter assembly removed from the

engine, and the throttle adapter removed from the
mixer, remove the four cover retaining screws from
the top of the mixer (Figure M4).
9
14
2
8
7
Figure M5
1 15
2. Gently remove the diaphragm cover from the top of

the mixer. Take care not to loose the air-valve
spring shown in (Figure M5).
10
11
(1) BODY (2) VALVE

(5) WASHER
(3) SPRING
(4) COVER
(6) SCREW (7) GASKET
(8) ADAPTER
(9) SCREW (10)GASKET (11) SCREW

Figure M6
3. Remove the air-valve assembly from the mixer as

shown in (Figure M6).
232
CAUTION
The 1/8 NPT X hose barb fitting that
is installed in the mixer housing uses a
specific machined orifice size through the
fitting. This orifice fitting is part of the
mixer assembly and an integral part of
the MI-04 control. DO NOT replace this
fitting with a standard hose barb fitting or
use a drill bit to clean out the fitting
passage way. If this fitting is damaged
the mixer will need to be replaced.
Figure M7
4. Clean the heavy end deposits from the mixer body

with solvent. Be sure the mixer body is completely
dry before installing the new air-valve assembly.
Replace the air-valve assembly as shown (Figure
M7).
CA100 Disassembled Service

1. Clean the air valve assembly with soap and warm
water to remove heavy-end deposits. Inspect the
fuel metering valve and sealing ring for wear.
Replace worn components as necessary.
Replace all gaskets before assembly.
Clean the mixer body (casting) with a parts cleaning
solvent. Be sure to remove all seals and gaskets
before cleaning the casting with solvent. Make sure
all parts are completely dry before re-assembly.
NOTE
For re-assembly of the CA100
reverse the disassembly steps.
Figure M8
WARNING
DO NOT spray car carburetor cleaner or
solvent into the mixer while installed on
the engine. These chemicals may damage
the oxygen sensor and cause pre-mature
failure of the catalytic muffler.
5. Place the alignment mark on top of the air valve

assembly toward the fuel inlet of the mixer; this
places the small notches in the fuel metering valve
(fuel cone) inline with the fuel inlet and the large
notches of the fuel metering valve cone,
perpendicular to the fuel inlet of the mixer. Now
reinstall the air-valve spring and diaphragm cover
(Figure M8).
Figure M9
6. Tighten the cover fastners and reinstall the mixer

on the engine (Figure M9).
233

Parts List
N-2001-RSA Regulator
REF NO.
DESCRIPTION
QTY
Cover Screws 8-32 x 5/8 SEMS
Torx Screws (T-15) 8-32 x 5/8 Tamper Resistant
Lockwasher #8 Internal Tooth
Secondary Cover
Secondary Diaphragm Assembly
Pan Head Screw 10-24 x 1/4 w/Star Washer
Secondary Lever
Secondary Valve
Secondary Lever Fulcrum Pin
10
Red Secondary Spring
11
Pilot Valve Lever
12
Pilot Valve Lever Fulcrum Pin
13
Internal Hex Head Set Screw 8-32 x 1/4
14
15
Primary Diaphragm Cover
16
Primary Regulator Springs
17
Primary Diaphragm Assembly
18
1/8 NPT Hex Pipe Plug Fitting
19
Body Assembly
20
Body Seal O-ring
21
Body Gasket
22
Regulator Back Plate
23
Primary Seal O-Ring
24
Primary Regulator Valve
25
26
Inlet Seal O-Ring
27
Inlet Plug
28
Hex Head Screws 1/4-20 UNC-2A x 5/8 SEMS
234
Exploded View
Figure 47. N-2001 Regulator Exploded View
235
N2001 Regulator Disassembly Steps:
4
Figure R5
Figure R3
5
2
3
Figure R5
Remove the six primary diaphragm cover screws (4)

and the primary cover assembly (5).
Figure R4
1. Remove the six secondary cover screws (1), the

secondary cover (2) and the secondary
diaphragm (3).
2. Remove the six primary diaphragm cover screws
(4) and the primary cover assembly (5).
Figure R6
Remove the primary diaphragm by sliding the

diaphragm to one side, releasing the primary valve
pin (Figure R6).
236
10
3
11
Figure R7
6. Remove the body gasket (10), body o-ring seal

(11) and the fuel inlet plate, exposing the fuel inlet
expansion chamber and the coolant passage.
NOTE
For re-assembly of the N2001
regulator/converter, reverse the steps for
disassembly. Tighten all fasteners to
recommended torque values and test the
regulator before installing in the vehicle.
Torque primary cover screws to (40-50
inch lbs.), secondary cover screws to (1518 inch lbs.).
8
9
Figure R8
Figure R9
Turn the regulator body over with the rear fuel inlet
plate facing up. Remove the primary valve access
plug (7), the primary valve (8) and the primary valve
o-ring seal (9). The primary valve goes through the
inlet plate, then through the body assembly and is
retained by the primary diaphragm (Figure R9).
237
N2001 Disassembled Service

1. Clean the primary and secondary valves with
soap and warm water to remove heavy-end
deposits. Inspect the valve seats and o-rings for
wear. Replace worn components as necessary.
2. Clean the primary and secondary diaphragms
with soap and warm water. Inspect for wear, tears
or pinholes and deformations that may cause
leaks
or
poor
performance
of
the
3. Replace the body gasket of the coolant chamber

and body o-ring seal when servicing the N2001 to
avoid coolant leaks from the fuel expansion
chamber to the coolant passage.
4. Clean the regulator body (casting) with a parts
cleaning solvent. Be sure to remove all seals and
gaskets before cleaning the casting with solvent.
Figure R11
5. Make sure all parts (Figure R11) are completely

dry before re-assembly.
238
Chapter 7. MPI GASOLINE FUEL DELIVERY SYSTEM

Specification
Items
Specification
Fuel Retrun System
Type
Returnless
Fuel Filter
Type
High pressure type (built in Fuel

Pump Assembly)
Type
Built in fuel pump assembly
Fuel Pressure Regulator

Fuel Pump
Regulated Fuel Pressure

Type
350 kpa (3.5kg/cm2, 49.8psi)

Electrical, in-tank type
Special Tools
Tool
(Numberandname)
Illustration
Application
09353-24100
FuelPressureGauge
Measuring the fuel line

pressure
09353-38000
Fuel Pressure Gage Adapter
Connection between the

delivery pipe and fuel feed
line
09353-24000
Fuel Pressure Gage Connector
Connection between Fuel

Pressure Gage (0935324100) and Fuel Pressure
Gage Adapter (0935338000)
239
Chapter 7. MPI Gasoune Fuel Delivery System
Components Location
1. Fuel Tank
2. Fuel Pump (Including full pressure regulator and fuel filter)
3. Fuel Hose Assy
4. Fuel Rail
5. Injector
240
Fuel Pressure Test
Install The Special Service Tool (SST)

For Measuring The Fuel Pressure
Release The Internal Pressure
1. Disconnect the fuel pump connector.

2. Start the engine and wait until fuel in fuel line is
exhausted.
3. After the engine stalls, turn the ignition switch to
OFF position
and diconnect the negative (-) terminal from the
battery.
NOTE: Be sure to reduce the fuel pressure before
disconnecting the fuel feed hose, otherwise fuel will
spill out.
1. Disconnect the fuel feed hose from the delivery

pipe.
CAUTION
Cover the hose connection with a shop towel to
prevent splashing of fuel caused by residual
pressure in the fuel line.
2. Install the Fuel Pressure Gage Adapter (0935338000) between the delivery pipe and the fuel
feed hose.
3. Connect the Fuel Pressure Gage Connector
(09353-24000) to the Fuel Pressure Gage
Adapter (09353-38000).
4. Connect the Fuel Pressure Gage and Hose
(09353-24100) to Fuel Pressure Gage Connector
(09353-24000).
5. Connect the fuel feed hose to the Fuel Pressure
Gage Adapter (09353-38000).
241
Inspect Fuel Leakage On Connection
Observing the declination of the fuel pressure

when the gage reading drops and perform the
necessary repairs using the table below.
1. Connect the battery negative (-) terminal.

2. Apply battery voltage to the fuel pump terminal
and activate the fuel pump. With fuel pressure
applied, check that there is no fuel leakage from
the fuel pressure gauge or connection part.
Fuel Presure Test

1. Diconnect the negative (-) terminal from the
battery.
2. Connect the fuel pump connector.
4. Start the engine and measure the fuel pressure at
idle.
Condition
Probable
Cause
Supected
Area
Fuel pressure
drops slowly
after engine is
stopped
Injector leak
Injector
Fuel pressure
drops
immediately
after engine is
stopped
The check
valve within
the fuel pump
is open
Fuel Pump
Standard Value: 350 kpa (3.5 kg/, 49.8 psi)

If the measured fuel pressure differs from the
standard value, perform the necessary repairs
Condition
Probable Cause
Clogged fuel filter
Fuel
Pressure too
low
Fuel
Pressure too
High
Supected
Area
Fuel filter
Fuel leak on the

fuel-pressure
regulator that is
assembled on fuel
pump because of
poor seating of the
fuel-pressure
regulator.
Fuel Pressure
Regulator
Sticking fuel
pressure regulator
Fuel Pressure
Regulator
1. Disconnect the fuel pump connector.

exhausted.
OFF position and diconnect the negative (-)
terminal from the battery.
spill out.
5. Stop the engine and check for a change in the

fuel pressure gauge reading.
After engine stops, the gage reading should hold for
about 5 minutes
242
Injector
Remove The Special Service Tool (SST)

And Connect the Fuel Line
Component Location
1. Disconnect the Fuel Pressure Gage and Hose

(09353-24100) from the Fuel Pressure Gage
Connector (09353-24000).
2. Disconnect the Fuel Pressure Gage Connector
(09353-24000) from the Fuel Pressure Gage
Adapter (09353-38000).
3. Disconnect the fuel feed hose from the Fuel
Pressure Gage Adapter (09353-38000).
4. Disconnect the Fuel Pressure Gage Adapter
(09353-38000) from the delivery pipe.
CAUTION
Description

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 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 deenergizes the injector by opening control circuit, the
fuel injector is closed and circuit voltage should be
peak for a moment.
5. Conenct the fuel feed hose to the delivery pipe.

3. If the vehicle is normal, connect the fuel pump
connector.
243
Specification
Temperature
Temperature
()
()
Injector
Resistance()
()
()
Injector
Resistance()
-20
-4
12.2 ~ 12.3
60
140
16.6 ~ 16.8
32
13.3 ~ 13.5
80
176
17.7 ~ 17.9
20
68
14.4 ~ 14.6
100
212
18.8 ~ 19.0
40
104
15.5 ~ 15.7
120
248
19.9 ~ 20.1
Schematic diagram
244
Injector Inspection
Resistance Measurement Between

Terminals
Operation check
Operation Sound Check
1. Disconnect the connector at the injector and

measure the resistance between the two
terminals.
1. Using a stethoscope, check the injectors for a
clicking sound at idle. Check that the sound is
produced at shorter intervals as the engine speed
increases.
Standard value : 14.5 0.35 [at 20 (68)]

2. Re-connect the connector to the injector.
Removal
NOTE: Ensure that the sound from an adjacent

injector is not being transmitted along the delivery
pipe to an inoperative injector.
1. Release residual pressure from the fuel line to

prevent fuel from spilling.
CAUTION
Cover the hose connection with rags to prevent
splashing of fuel that could be caused by
residual pressure in the fuel line.
2. If a stethoscope is not available, check the

injector operation with your finger. If no vibrations
are felt, check the wiring connector, injector, or
injection signal from ECM.
2. Remove the delivery pipe with the fuel injectors.
CAUTION
Be careful not to drop any injectors when
removing the delivery pipe.
Be aware that fuel may flow out when removing
the injector.
245
Inspection
1. Measure the resistance of the injectors between
the terminals using an ohmmeter.
Resistance : 14.5 0.35 [at 20 (68)]
4. Be sure the injector turns smoothly.

NOTE: If it does turn smoothly, the O-ring may be
jammed : Remove the injector and re-insert it into
the delivery pipe and recheck.
2. If the resistance is not within specifications,
replace the injector.
Installation
1. Install a new grommet and O-ring to the injector.
2. Apply a coating of solvent, spindle oil or gasoline

to the O-ring of the injector.
3. While turning the injector to the left and right, fit it
on to the delivery pipe.
246
Fuel Pump
Removal (Including Fuel Filter And Fuel
Pressure Regulator)
1. Release the internal pressure of the fuel lines and

hoses as following :
a. Disconnect the fuel pump assembly harness
connector (A).
4. Remove the fuel pump assembly.
b. Start the engine and wait until fuel in fuel line is

exhausted. After the engine stalls, turn the
ignition switch to OFF position.
c. Disconnect the negative (-) terminal from the
battery.
2. Disconnect the fuel feed line.
CAUTION
3. Unfasten the fuel pump cap (D) counter clock
wise.
247

Preliminary Checks
Visual/Physical check
MI-07 systems are equipped with built-in fault

diagnostics. Detected system faults can be
displayed by the Malfunction Indicator Lamp (MIL)
and are covered in Chapter 9, 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 troubleshooting steps described on the
following pages.
Several of the procedures call for a Careful

Visual/Physical Check which should include:
If engine or drivability problems are encountered

with your MI-07 system, perform the checks in this
section before referring to Advanced Diagnostics.
Exhaust system leaks
SECM grounds for being clean and tight

Vacuum hoses for splits, kinks, and proper
connection.
Air leaks at throttle body mounting and intake
manifold
Ignition wires for cracking, hardness, proper

routing, and carbon tracking
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.
Wiring for pinches and cuts

Also check:
Connections to determine that none are loose,
cracked, or missing
Before Starting
1. Determine that the SECM and MIL light are
operating. Verify operation by keying on engine
and checking for flash of MIL light. 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 illuminate and remain ON.
This signals the operator that a fault has been
detected by the SECM.
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
condition and vehicle is safe to operate
NOTE: The Visual/Physical check is very important,
as it can often correct a problem without further
troubleshooting and save valuable time.
2. Determine that there are no diagnostic codes

stored, or there is a diagnostic code but no MIL
light.
248
Chapter 8. Basic Troubleshooting
Basic Troubleshooting Guide

Customer Problem Analysis Sheet
1. Forklift Information
(I) VIN:
(II) ProductionDate:
(III) Hour meter Reading: (hrs)
2. Symptoms
Unable to start
Engine does not turn over Incomplete combustion

Initial combustion does not occur
Difficult to start
Engine turns over slowly Other_________________
Poor idling
Rough idling Incorrect idling

Unstable idling (High: ______ rpm, Low: ______ rpm)
Other__________________________________
Engine stall
Soon after starting After accelerator pedal depressed

After accelerator pedal released
Shifting from N to D-range
Other_______________________________________________
Others
Poor driving (Surge) Knocking Poor fuel economy

Back fire After fire Other____________________________
3. Environment
Problem frequency
Constant Sometimes (_________________) Once only

Other___________________________________________
Weather
Fine Cloudy Rainy Snowy Other__________________
Outdoor temperature
Approx._____ /
Place
Suburbs Inner City Uphill Downhill

Rough road Other___________________________________
Engine temperature
Cold Warming up After warming up Any temperature
Engine operation
Starting Just after starting (____min) Idling Racing

Driving Constant speed Acceleration Deceleration
Other_____________________________
4. MIL/DTC
MIL (Malfunction Indicator Lamp)
Remains ON Sometimes lights up Does not light
DTC
Normal DTC(_______________________________________)
249
4. Repair or replace the component that has a

problem.
Basic Inspection Procedure

Measuring Condition Of Electronic Parts
Resistance
5. Verify that the problem has disappeared with the

road test.
The measured resistance at high temperature after

vehicle running may be high or low. So all resistance
must be measured at ambient temperature (20, 68
), unless there is any notice.
SIMULATING VIBRATION
NOTE: The measured resistance in except for

ambient temperature (20, 68) is reference value.
1) Sensors and Actuators

: Slightly vibrate sensors, actuators or relays
with finger.
WARNING
Intermittent Problem Inspection Procedure
Strong vibration may break sensors, actuators

or relays.
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,
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.
2) Connectors and Harness

: Lightly shake the connector and wiring
harness vertically and then horizontally.
Simulating Heat
1) Heat components suspected of causing the
malfunction with a hair dryer or other heat
sourre.
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 components.
Simulatingelectricalload
1. Clear Diagnostic Trouble Code (DTC).
1) Turn on all electrical systems to simulate

excessive electrical loads (Radios, fans, lights,
etc.).
2. Inspect connector connection, and check terminal

for poor connections, loose wires, bent, broken or
corroded pins, and then verify that the connectors
are always securely fastened.
3. Slightly shake the connector and wiring harness
vertically and horizontally.
250
Connector Inspection Procedure

Handling of Connector
4. When a tester is used to check for continuity, or to

measure voltage, always insert tester probe from
wire harness side.
1. Never pull on the wiring harness when
disconnecting connectors.
5. Check waterproof connector terminals from the

connector side. Waterproof connectors cannot be
accessed from harness side.
2. When removing the connector with a lock, press
or pull locking lever.
NOTE: Use a fine wire to prevent damage to the

terminal. Do not damage the terminal when inserting
the tater lead.
3. Listen for a click when locking connectors. This

sound indicates that they are securely locked.
251
Wire Harness Inspection Procedure
Checking Point for Connector
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.
1. While the connector is connected:

Hold the connector, check connecting condition
and locking efficiency.
5. Check the connection between the wire harness

and any installed part.
2. When the connector is disconnected:

Check missed terminal, crimped terminal or
broken core wire by slightly pulling the wire
harness. Visually check for rust, contamination,
deformation and bend.
6. If the covering of wire harness is damaged;

secure, repair or replace the harness.
3. Check terminal tightening condition:

Insert a spare male terminal into a female terminal and then check terminal tightening
conditions.
4. Pull lightly on individual wires to ensure that each
wire is secured in the terminal.
Repair Method of Connector Terminal
1. Clean the contact points using air gun and/or
shop rag.
NOTE: Never uses and paper when polishing the
contact points, otherwise the contact point may be
damaged.
2. In case of abnormal contact pressure, replace the
female terminal.
252
normal). To find exact break point, check sub line of

line 1as described in next step.
Electrical Circuit Inspection Procedure

Check Open Circuit
b. 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 1 and
the open circuit is between terminal 1 of
connector (C) and terminal 1 of connector (B1).
1. Procedures for Open Circuit

Continuity Check
Voltage Check
If an open circuit occurs (as seen in [FIG.1]), it can
be found by performing Step 2 (Continuity Check) 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.
Specification (Resistance)
1 or less Normal Circuit
1 or Higher Open Circuit
3. Voltage Check Method

a. With each connector still connected, measure
the voltage between the chassis ground and
terminal1 of each connectors (A), (B) and (C)
as shown in [FIG.4].
The measured voltage of each connector is 5V,
5V and 0V respectively. So the open circuit is
between connector (C) and (B).
a. Disconnect connectors (A), (C) and measure

resistance between connector (A) and (C) as
shown in [FIG.2].
In [FIG.2.] the measured resistance of line1and
2 is higher than 1 and below 1 respectively.
Specifically the open circuit is line 1(Line 2 is
253
Check Short Circuit
b. Disconnect connector (B), and measure the

resistance between connector (A) and chassis
ground, and between (B1) and chassis ground
1. Test Method for Short to Ground Circuit

Continuity Check with Chassis Ground
The measured resistance between connector (B1)

and chassis groundis1 or less. The short to
ground circuit is between terminal 1 of connector (C)
and terminal 1 of connector (B1).
If short to ground circuit occurs as shown in [FIG.5],

the broken point can be found by performing below
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 or less Short to Ground Circuit
1 or Higher Normal Circuit

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 1
respectively. Specifically the short to ground circuit
is line 1 (Line 2is normal). To find exact broken point,
check the sub line of line1 as described in the
following step.
254
Symptom Troubleshooting Guide Chart for MPI Gasoline Engine

Engine Is Not Starting
Engine Is Difficult To Start(Cranking OK)
255
Irregular Idling Or Engine Is Suddenly Stopped
256
Engine Hesitation Or Insuffient Accelelation
257
258
Troubleshooting Guide for MPI Gasoline Engine

The following number represents inspection order.
259
260
Basic Troubleshooting
An intermittent Service Engine Soon light with no

stored diagnostic code may be caused by:
Intermittents
Ignition coil shortage to ground and arcing at

spark plug wires or plugs
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.
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.
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.
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.
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.
261
Surges and/or Stumbles

Engine power varies under steady throttle or cruise. Feels like the vehicle speeds up and slows down with no
change in the acceleration pedal.
Preliminary Checks
Perform the visual checks as described at start of Basic Troubleshooting chapter.
Be sure driver understands vehicle operation as explained in the operator manual.
PROBABLE CAUSE
CORRECTIVE ACTION
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 Precatalyst O2 sensor should cause an O2 sensor fault that can be diagnosed with
the MIL lamp or Service Tool.
Fuel system malfunction
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 pre-catalyst
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 distributor cap, rotor and spark plug wires (where
applicable).
Check ignition timing. Refer to application manual for specs.
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).
(*) 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
262
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
troubleshooting.
PROBABLE CAUSE
CORRECTIVE ACTION
CORRECTIVE ACTION
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 2 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 2 Fuel Lock-off.
Pressure regulator/converter
malfunction
Incorrect air/fuel or ignition/spark
control
No crankshaft position sensor signal
Test regulator/converter operation and pressure.

See Chapter 6 Tests and Adjustments.
See Chapter 8 Advanced Diagnostics.
Verify the crankshaft position signal is present
263
Engine Cranking but Will Not Start / Difficult to Start (contd.)

PROBABLE CAUSE
CORRECTIVE ACTION
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.
Ignition system malfunction
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:
Moisture in distributor cap*
Bare or shorted wires
Worn distributor shaft/rotor*
Loose ignition coil ground
Pickup coil resistance and connections*
(*) Where present
Related MIL Faults:

ETC spring check / ETC faults / EST faults / TPS conflict
APP faults / Encoder error / MAP faults
Injector faults / Oil pressure faults
264
Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During
Acceleration
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.
PROBABLE CAUSE
CORRECTIVE ACTION
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:
Using caution, disconnect the fuel line (some propane may escape).
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.
265
Acceleration (contd.)
PROBABLE CAUSE
CORRECTIVE ACTION
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 system backpressure on each
side at engine. Check backpressure by removing
Pre-catalyst O2 sensor and measuring
backpressure with a gauge.
Engine mechanical
See Chapter 3 Engine Mechanical System.

Check engine valve timing and compression
Check engine for correct or worn camshaft.
Related MIL Faults:

EST faults
ETC faults
ETC spring check
TPS faults
APP faults
Encoder error
Delayed Shutdown faults
266
Detonation / Spark Knock

A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change
with throttle opening (similar to the sound of hail striking a metal roof).
PRELIMINARY CHECKS
PROBABLE CAUSE
CORRECTIVE ACTION
Fuel system
malfunction
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
equivalent) and water
High coolant temperature
Ignition system
malfunction
Check ignition timing. See application manual.

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.
Related MIL Faults:

EST faults
Encoder error
High coolant temperature faults
267
Backfire
Fuel ignites in intake manifold or in exhaust system, making loud popping noise.
PRELIMINARY CHECKS
Simulate condition by reviewing operation procedure practiced by vehicle operator.
PROBABLE CAUSE
CORRECTIVE ACTION
Fuel system
malfunction
Perform fuel system diagnosis check:

Check for fuel leaks
Check for MIL faults
Check for damaged components
Ignition system
malfunction
Check proper ignition coil output voltage with spark tester.

necessary.
Check spark plug wires for crossfire; also inspect distributor cap, spark plug
wires, and proper routing of plug wires.
Check ignition timing. Refer to application manual.
Engine mechanical
Check compression: look for sticking or leaking valves.

Check intake and exhaust manifold for casting flash and gasket
misalignment.
Refer to Chapter 3 Engine Mechanical System.
Related MIL Faults: EST faults / ETC faults / Encoder error

Pre-catalyst O2 sensor faults
Dieseling, Run-on
Engine continues to run after key is turned OFF, but runs very roughly. If engine runs smoothly, check
ignition switch and adjustment.
PRELIMINARY CHECKS
PROBABLE CAUSE
CORRECTIVE ACTION
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.
Check spark advance at idle.
Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults
268
Rough, Unstable, Incorrect Idle, or Stalling

PRELIMINARY CHECKS
Check for vacuum leaks.
Check that SECM grounds are clean and tight. See SECM wiring diagram
PROBABLE CAUSE
CORRECTIVE ACTION
Fuel system
malfunction
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.
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.

269
Rough, Unstable, Incorrect Idle, or Stalling (contd.)

PROBABLE CAUSE
CORRECTIVE ACTION
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

Using caution, disconnect the fuel line (some
propane may escape).
Slowly open liquid fuel valve & leak test.

See Chapter 4 Fuel Lock-Off.
Faulty vapor connection

between the pressure regulator/converter and the
mixer
Check connection.
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

Between mixer and throttle body
Between throttle body and intake manifold
Between intake manifold and cylinder head
Related MIL Faults:

EST faults
ETC Sticking fault
Pre-catalyst adapts error
270
Cuts Out, Misses

Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases,
sometimes above 1500 rpm. The exhaust has a steady spitting sound at idle or low speed.
PRELIMINARY CHECKS
PROBABLE CAUSE
CORRECTIVE ACTION
Fuel system
malfunction
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 connector 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.
Ignition system
malfunction
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.
Related MIL Faults:

EST faults
ETC Sticking fault
271
Poor Fuel Economy / Excessive Fuel Consumption LPG Exhaust Smell

Fuel economy, as measured during normal operation, is noticeably lower than expected. Also, economy is
noticeably lower than what it has been in the past. Propane fuel smell near vehicle sets off carbon monoxide
sensors.
PRELIMINARY CHECKS
Verify operator complaint: identify operating conditions.
Check 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 as shown on application
manual.
PROBABLE CAUSE
Fuel system
malfunction
CORRECTIVE ACTION
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.
Cooling system
malfunction
Check engine coolant level.

Check engine thermostat for faulty part (always open) or for
wrong heat range.
Ignition system
malfunction

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 necessary.
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.

Pressure regulator malfunction /
fuel pressure too high
Engine mechanical
Check mixer.
Check compression.
Related MIL Faults:

Pre-catalyst O2 sensor faults / Low side driver / Dither valve duty cycle
EST faults / Fuel adapt faults / Low coolant temperature
272
High Idle Speed

Engine idles above the range of 700-1000 rpm.
PRELIMINARY CHECKS
PROBABLE CAUSE
Incorrect idle speed control
Throttle sticking
Foot pedal sticking or incorrect pedal signal
Engine mechanical
CORRECTIVE ACTION
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
Replace throttle.
See Fault Code 461: ETC_Sticking
Check pedal return spring travel for binding.
Check APP function with Service Tool.
Verify smooth change of APP reading with pedal movement.
Check for vacuum hose leak.
Check for PCV malfunction.
Check for defective intake gasket.
Related MIL Faults:

ETC Sticking fault
Idle adapt out of range
MAP Sticking fault
MAP high value
273
Excessive Exhaust Emissions or Odors

Vehicle has high CO emissions.
NOTE: Excessive odors do not necessarily indicate excessive emissions.
PRELIMINARY CHECKS
Verify that no stored codes exist.
If emission test shows excessive CO and HC, check items that cause vehicle to run rich.
If emission test shows excessive NOx, check items that cause vehicle to run lean or too hot.
PROBABLE CAUSE
CORRECTIVE ACTION
Cooling system
malfunction
If the Service tool indicates a very high coolant temperature and the system
is running lean:
Check engine thermostat for faulty part (always open) or for wrong heat
range.
Check fan operation
Fuel system
malfunction
Ignition 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.
Check spark plugs, plug wires, and ignition components.
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.
Related MIL Faults:

Low side driver
Fuel adapt faults
EST faults
274
Diagnostic Aids for Rich / Lean Operation

SERVICE TOOL ITEM
RICH
LEAN
Pre-catalyst O2 A/ D counts
Consistently > 250
Consistently < 170
Pre-catalyst O2 sensor switching

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 failed

lean
Closed loop operation
Pre-catalyst O2 sensor high
Pre-catalyst O2 sensor low
(*) The duty cycle injector pulse width criteria for lean or rich operation apply only if the O2 sensor is
functioning properly. If the sensor is not operating properly the criteria may be reversed.
Check trim valves for proper operation, replace as
necessary
Rich Operation
LP (Trim valve duty cycle>90%)
Check regulator out pressure, replace if out of

spec
Inspect hoses from AVV port (port on bottom of

mixer) to trim valves and regulator for leaks or
blockages, replace as necessary.
Gasoline (Injector Pulse Width>8 msec)
Inspect in-line orifices for blockages (in wye),

replace as necessary
Check system voltage

Check fuel pressure

necessary
Check injectors for sticking or obstructions

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
275
4. Inspect the entire exhaust system for a collapsed

pipe, heat distress, or possible internal damage,
split welds, or cracked pipe.
Chart T-1 Restricted Exhaust System

Check
Proper diagnosis for a restricted exhaust system is
essential before replacement of any components.
The following procedures may be used for diagnosis,
depending upon engine or tool used.
5. If there are no obvious reasons for the excessive

backpressure, the catalytic converter is restricted
and should be replaced using current
recommended procedures.
Check Atpre - Catalystoxygen (O2) Sensor

1. Carefully remove pre-catalyst oxygen (O2) sensor.
2. Install exhaust backpressure tester or equivalent
in place of O2 sensor using Snap-On P/N
EEVPV311A kit and YA8661 adapter or Mac tool
(see illustration).
3. After completing test described below, be sure to
coat threads of O2 sensor with anti-seize
compound prior to re-installation.
Illustration Notes
1. Backpressure gage
2. Pre-catalyst Oxygen (O2) sensor
3. Exhaust manifold
Diagnosis:
1. With the engine idling at normal operating
temperature, observe the exhaust system
backpressure reading 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
specification, a restricted exhaust system is
indicated.
276

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 illuminate and remain ON. This
signals the operator that a fault has been detected
by the SECM.
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.
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
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 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.
277
Chapter 9. Advanced Diagnostics
Fault Action Descriptions
Fault List Definitions
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.
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).
Engine Shutdown: The most severe action is an

Engine Shutdown. The MIL will light and the engine
will immediately 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.
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 normal expected range of
the sensor (e.g. APP1AdaptLoMin).
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
possible 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
correction of air fuel ratio based on the Pre-catalyst
O2 sensor 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.
278
Table 1. Fault List Definitions

DESCRIPTION
CODE
(MI04 CODE)
APP1AdaptHiMax
Learned full pedal end of APP1 sensor range higher than

expected
641
(64)
APP1AdaptHiMin
Learned full pedal end of APP1 sensor range lowe
651
APP1AdaptLoMax
than expected
661
APP1AdaptLoMin
Learned idle end of APP1 sensor range higher than

expected
631
(63)
APP1RangeHigh
Learned idle end of APP1 sensor range lower than

expected
621
(62)
APP1RangeLow
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
611
(61)
APP2AdaptHiMax
APP1 sensor voltage out of range low, normally set if the

APP1 signal has shorted to ground, circuit has opened or
sensor has failed
642
(68)
FAULT
279
Table 1. Fault List Definitions (contd.)

DESCRIPTION
CODE
(MI04 CODE)
APP2AdaptHiMin
Learned full pedal end of APP2 sensor range lower than

expected
652
APP2AdaptLoMax

expected
662
APP2AdaptLoMin

expected
632
(67)
APP2RangeHigh

sensor has opened
622
(66)
APP2RangeLow

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)
CamEdgesFault
No CAM signal when engine is known to be rotating, broken

CAM sensor leads or defective CAM sensor
191
CamSyncFault
Loss of synchronization on the CAM sensor, normally due

to noise on the signal or an intermittent connection on the
CAM sensor
192
CrankEdgesFault
No crankshaft signal when engine is known to be rotating,

broken crankshaft sensor leads or defective crank sensor
193
CrankSyncFault
Loss of synchronization on the crankshaft sensor, normally

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

measured an excessive coolant temperature typically due to
the engine overheating.
161
(16)
ECTRangeHigh
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)
FAULT
280

DESCRIPTION
CODE
(MI04 CODE)
ECTRangeLow
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
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
FAULT
281

DESCRIPTION
CODE
(MI04 CODE)
EST7_Short
EST7 output shorted high or low, EST7 signal shorted to ground

or power or defective spark module
437
EST8_Open
EST8 output open, possibly open EST8 signal or defective spark

module
428
EST8_Short
EST8 output shorted high or low, EST8 signal shorted to ground

or power or defective spark module
438
FAULT
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.
481
(28)
NOTE: Throttle assembly is not a serviceable item and can only

be repaired by replacing the DV-EV throttle assembly.
ETC_Open_Fault
ETC_Sticking
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.
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.
471
461
(26)

FuelSelectConflict
Conflict in fuel select signals, normally set if one or both of the

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

temperature sensor wire has been disconnected or the circuit
932
282

DESCRIPTION
CODE
(MI04 CODE)
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.
931
GasFuelAdaptRangeHi
In LPG mode, system had to adapt lean more than expected
731
(73)
GasFuelAdaptRangeLo
In LPG mode, system had to adapt rich more than expected
721
(72)
GasO2FailedLean
Pre-catalyst O2 sensor indicates extended lean operation on

LPG
751
GasO2FailedRich
Pre-catalyst O2 sensor indicates extended rich operation on

LPG
771
(77)
GasO2NotActive
Pre-catalyst O2 sensor inactive on LPG, open O2 sensor

signal or heater leads, defective O2 sensor, or defective FTVs
741
(74)
GasPostO2FailedRich
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
GasPostO2FailedLean
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
GasPostO2Inactive
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
FAULT
Reserved for Future Use
743
283

DESCRIPTION
CODE
(MI04 CODE)
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
491
(29)
HardOverspeed
Engine speed has exceeded the third level (3 of 3) of

overspeed protection
571
(57)
IATRangeHigh
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)
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.
371
(37)
IAT_IR_Fault
Intake Air Temperature not changing as expected
391
Inj1Open
Gasoline Injector 1 open circuit, broken injector 1 wire or

defective injector
131
Inj2Open

defective injector
132
Inj3Open

defective injector
133
Inj4Open

defective injector
134
Inj5Open

defective injector
135
Inj6Open

defective injector
136
Inj7Open

defective injector
137
Inj8Open

defective injector
138
LSDFault_CSValve
Cold Start Valve Fault, signal has opened or shorted to

ground or power or defective cold start valve
713
FAULT
284

FAULT
DESCRIPTION
CODE
(MI04 CODE)
LSDFault_CheckEngine
Check Engine Lamp Fault, signal has opened or shorted to

ground or power or defective check engine lamp
714
LSDFault_CrankDisable
Crank Disable Fault, signal has opened or shorted to ground or

power or defective crank disable relay
715
LSDFault_Dither1
Dither Valve 1 Fault, signal has opened or shorted to ground or

power or defective dither 1 valve
711
(71)
LSDFault_Dither2

712
LSDFault_FuelPump
Fuel Pump Fault, signal has opened or shorted to ground or

power or defective fuel pump
716
LSDFault_LockOff
Fuel lock off Valve Fault, signal has opened or shorted to ground
or power or defective Fuel lock off valve
717
LSDFault_MIL
Malfunction Indicator Lamp Fault, signal has opened or shorted

to ground or power or defective MIL lamp
718
LiqFuelAdaptRangeHi
In Gasoline mode, system had to adapt rich more than expected
821
LiqFuelAdaptRangeLow
In Gasoline mode, system had to adapt lean more than expected
831
LiqO2FailedLean

gasoline
851
LiqO2FailedRich

gasoline
871
LiqO2NotActive
Pre-catalyst O2 sensor inactive on gasoline, open O2 sensor

signal or heater leads, defective O2 sensor
841
LiqPostO2FailedRich
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
LiqPostO2FailedLean
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
285

DESCRIPTION
CODE
(MI04 CODE)
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
842
FAULT
LiqPostO2Inactive
Reserved
843
LowOilPressureFault
Low engine oil pressure
521
(52)
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.
342
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
332
MAPTimeRangeHigh

SECM has failed
341
(34)
MAPTimeRangeLow

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
MediumOverspeed
Engine speed has exceeded the second level (2 of 3) of

572
O2RangeHigh
Pre -catalyst O2 sensor voltage out of range high, sensor

signal shorted to power
921
O2RangeLow
Pre-catalyst O2 sensor voltage out of range low, sensor signal

shorted to ground
911
O2_PostCatRangeHigh
Post-catalyst O2 sensor voltage out of range high, sensor

signal shorted to voltage source (5V or battery)
922
O2_PostCatRangeLow
Post -catalyst O2 sensor voltage out of range low, sensor

signal shorted to ground
912
SensVoltRangeHigh
Sensor reference voltage XDRP too high
561
(56)
286

FAULT
CODE
(MI04 CODE)
DESCRIPTION
SensVoltRangeLow
Sensor reference voltage XDRP too low
551
(55)
ServiceFault1
Service Interval 1 has been reached
991
ServiceFault2
992
ServiceFault3
993
ServiceFault4
Service Interval 4 has been reachedtime to replace HEGO

sensors
994
ServiceFault5
Service Interval 5 has been reachedtime

engine timing belt
995
SoftOverspeed
TPS1AdaptHiMin
to replace
Engine speed has exceeded first level (1 of 3) of overspeed

protection
Learned WOT end of TPS1 sensor range lower than
expected
573
271
SysVoltRangeHigh
System voltage too high
541
(54)
SysVoltRangeLow
System voltage too low
531
(53)
Learned WOT end of TPS1 sensor range higher than

expected
expected
Learned closed throttle end of TPS1 sensor range higher
than expected
251
(25)
TPS1AdaptLoMin
Learned closed throttle end of TPS1 sensor range lower than

expected
241
(24)
TPS1RangeHigh
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)
TPS1RangeLow
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)
TPS1AdaptHiMax
TPS1AdaptHiMin
TPS1AdaptLoMax
TPS2AdaptHiMax
TPS2AdaptHiMin
TPS2AdaptLoMax

expected
expected
than expected
271
281
252
272
282
TPS2AdaptLoMin

expected
242
TPS2RangeHigh

has opened
232
287

DESCRIPTION
CODE
(MI04 CODE)

has failed
222
FAULT
TPS2RangeLow
TPS sensors differ by more than expected amount.

TPS_Sensors_Conflict
TransOilTemp
NOTE: The TPS is not a serviceable item and can only be

repaired by replacing the DV-EV throttle assembly
Excessive transmission oil temperature
288
291
933

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
132
Inj2Open
TurnOnMil
133
Inj3Open
TurnOnMil
134
Inj4Open
TurnOnMil
Check INJ4 wiring for an open circuit

SECM (Signal) A7 to Injector 4 Pin A
Switched 12V to Injector 4 Pin B
135
Not Used
Inj5Open
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
151
(15)
ECTRangeHigh
Coolant sensor disconnected
or open circuit
(1) TurnOnMil
(2) Delayed Engine
Shutdown
(3) CheckEngineLight

Switched 12V to Injector 1 Pin B Check
Injector 1 Resistance, 12 to14 ohms
(cold)
(cold)
(cold)
Check if ECT sensor connector is

disconnected or for an open ECT
circuit
SECM (Signal) Pin B15 to ECT Pin 3
SECM (Sensor GND) Pin B1 to
ECT Pin 1
(*) Fault actions shown are default values specified by the OEM.
289
Table 2. Diagnostic Fault Codes (Flash Codes) contd.

DFC
PROBABLE FAULT
161
(16)
ECTOverTempFault
Engine coolant temperature
is high. The sensor has
measured
an
excessive
coolant temperature typically
due
to
the
engine
overheating.
171
ECT_IR_Fault
not changing as expected
181
FuelSelectConflict
Conflict in fuel select signals,
normally set if both of the fuel
select signals are shorted to
ground
191
CamEdgesFault
No CAM signal when engine
is known to be rotating,
broken crankshaft sensor
leads or 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
193
CrankEdgesFault
No crankshaft signal when
engine is known to be
rotating, broken crankshaft
sensor leads or defective
crank sensor
194
CrankSyncFault
the
crankshaft
sensor,
normally due to noise on the
signal or an intermittent
connection on the crankshaft
sensor
FAULT ACTION *
(1) TurnOnMil
(2) DelayedEngine
Shutdown
CORRECTIVE ACTION
FIRST CHECK
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 (Sensor GND) Pin B1 to ECT
Pin 1 SECM (System GND) Pin A16,
B17 Check regulator for coolant leaks
None
Check for coolant system problems,

e.g. defective or stuck thermostat
TurnOnMil
Check fuel select switch connection for

a short to GND
SECM (SIGNAL) Pin A12
SECM (Sensor GND) Pin B1
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
None
Check CAM sensor connections

SECM (SIGNAL) Pin B10 to
sensor Pin 2
sensor Pin 3 Switched 12V to
sensor Pin 1 Check for defective
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
None

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
CAM
CAM
CAM
CAM
290

FAULT
ACTION *
CORRECTIVE ACTION
FIRST CHECK
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
TurnOnMil

GND
SECM Pin B4 (signal) to ETC Pin 5
SECM Pin B1 (sensor GND) to ETC Pin 2
TurnOnMil
Check throttle connector and TPS1 sensor

wiring for a shorted circuit
TurnOnMil

SECM pin B1 (sensor GND) to ETC Pin 2
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
242
TPS2AdaptLoMin
Learned closed throttle end of
TPS2 sensor range lower than
expected
None

corrosion.
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
range lower than expected
None
N/A
DFC
PROBABLE FAULT
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
222
TPS2RangeLow
231
(23)
232
241
(24)
TPS1RangeHigh
high, normally set if the TPS1
signal has shorted to power or the
ground for the sensor has opened
TPS2RangeHigh
TPS1AdaptLoMin
expected
291

DFC
PROBABLE FAULT
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
272
TPS2AdaptHiMin
Learned WOT end of TPS2
sensor range lower than
expected
None
N/A
281
TPS1AdaptLoMax
Learned closed throttle end
of TPS1 sensor range higher
than expected
None
N/A
282
TPS2AdaptLoMax
than expected
None
N/A
291
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.
331
(33)
332
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
MAPRangeLow
signal
wire
has
been
opened to the SECM
(1) TurnOnMil
(2) Engine Shutdown
None
(1) TurnOnMil
(2) CutThrottle
Perform checks for DFCs 241 & 242
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
GND)
TMAP Pin 3 to SECM Pin B24
(XDRP +5 Vdc)
Check the MAP sensor by disconnecting the TMAP connector and
292

DFC
PROBABLE FAULT
FAULT
ACTION *
341
(34)
MAPTimeRangeHigh
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
342
MAPRangeHigh
Sensor
Input
is
High,
SECM has failed
(1) TurnOnMil
(2) CutThrottle
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
None
353
MAP_STICKING
MAP sensor not changing as
expected
None
Check that TMAP sensor is mounted

properly. Possible defective TMAP
sensor.
TurnOnMil
Check TMAP connector and IAT signal

TMAP Pin 2 to SECM Pin B12 (signal)
GND)
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.
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.
CORRECTIVE ACTION
FIRST CHECK
signal wiring for a shorted circuit
GND)
+5 Vdc) Check the MAP sensor by
GND)
+5 Vdc)
Check
the
MAP
sensor
by
293

FAULT ACTION *
CORRECTIVE ACTION,
FIRST CHECK
381
(38)
IATRangeHigh
Intake
Air
Temperature
Sensor Input is High normally
sensor wire has been
disconnected or the circuit
TurnOnMil

GND)
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.
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
TurnOnMil

for open circuit SECM Pin A10 (EST2)
to OEM ignition system.
See application note. Verify GND on
ignition module Pin A (of both
connectors)
engine details.
TurnOnMi

for open circuit
engine details.
DFC
421
422
423
PROBABLE FAULT
EST1_Open EST1
output open, possibly open
EST1 signal or defective
spark module
EST2_Open EST2
spark module
EST3_Open EST3
spark module
294

FAULT
ACTION *
CORRECTIVE ACTION
FIRST CHECK
424
EST4_Open EST4
spark module
TurnOnMil

for open circuit
system.
See application manual. Verify GND on
connectors)
engine details.
425
EST5_Open EST5
spark module
None
N/A
426
EST6_Open EST6
spark module
None
N/A
427
EST7_Open EST7
spark module
None
N/A
428
EST8_Open EST8
spark module
None
N/A
TurnOnMil

for shorts
SECM Pin A9 (EST1) to ignition
module Pin D (4-pin connector)
(of both connectors) Verify +12
Vdc on ignition module Pin B (of both
connectors)
engine details.
DFC
431
PROBABLE FAULT
EST1_Short EST1
output shorted high or low,
EST1 signal shorted to
ground or power or defective
spark module
295

FAULT
ACTION *
CORRECTIVE ACTION
FIRST CHECK
TurnOnMil

for shorts
engine details.
TurnOnMil

for shorts
(of both connectors) Verify +12 Vdc on
ignition module
Pin B (of both connectors) Refer to
application manual for specific engine
details.
434
EST4_Short EST4
spark module
TurnOnMil

for shorts
engine details.
435
EST5_Short EST5
spark module
None
N/A
436
EST6_Short EST6
spark module
None
N/A
DFC
432
433
PROBABLE FAULT
EST2_Short EST2
spark module
EST3_Short EST3
spark module
296

DFC
437
438
PROBABLE FAULT
EST7_Short
EST7 output shorted high or low,
EST7 signal shorted to ground or
power or defective spark module
EST8_Short
FAULT ACTION *
CORRECTIVE ACTION FIRST

CHECK
None
N/A
None
N/A
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
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
481
(28)
ETCSpringTest
defective.
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
Check for debris or obstructions

inside the throttle body
Check throttle-plate shaft for bearing
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
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
Perform throttle spring test by

cycling the ignition key and re-check
for fault
297

DFC
PROBABLE FAULT
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
521
(52)
LowOilPressureFault
531
(53)
541
(54)
SysVoltRangeLow
SysVoltRangeHigh
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
TurnOnMil
Check ETC driver wiring for a shorted

circuit
Check the ETC internal motor drive by
Pin 4 (-DRIVER) ~3.0-4.0
(1) TurnOnMil
(2) DelayedEngine
Shutdown
(3) CheckEngine Light

Check electrical connection to the oil
pressure switch
SECM Pin B9 to Oil Pressure Switch
TurnOnMil
Check battery voltage

Perform maintenance check on
electrical connections to the battery
and chassis 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)
TurnOnMil
Check battery and charging system

voltage
and with the engine running
Check voltage regulator, alternator,
and charging system
Check battery and wiring for
overheating and damage
A23 (DRVP) to
SECM Pin A16 (DRVG)
SECM Pin B17 (DRVG)
298

DFC
551
(55)
PROBABLE FAULT
SensVoltRangeLow
Sensor reference voltage
XDRP too low
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
(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.
(1) TurnOnMil
(2) EngineShutdown

Pin 1 XDRG GND
with a multimeter
XDRG GND
Verify transducer power to the foot
pedal with a multimeter.
(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
(1) TurnOnMil
(2) MediumRevLimit

faults
down a steep grade
561
(56)
SensVoltRangeHigh
XDRP too high
571
(57)
HardOverspeed
Engine speed has exceeded
the third level (3 of 3) of
572
MediumOverspeed
the second level (2 of 3) of
573
SoftOverspeed
the first level (1 of 3) of
(1) TurnOnMil
(2) SoftRevLimit

faults
down a steep grade
611
(61)
APP1RangeLow
APP1 sensor voltage out of
range low, normally set if the
APP1 signal has shorted to
ground, circuit has opened or
sensor has failed
(1) TurnOnMil
Check foot pedal connector

Check APP1 signal at SECM PIN B7
299

DFC
612
(65)
621
(62)
622
(66)
PROBABLE FAULT
APP2RangeLow
APP2 sensor voltage out of range
low, normally set if the APP2
signal has shorted to ground,
circuit has opened or sensor has
failed
APP1RangeHigh
high, normally set if the APP1
APP2RangeHigh
FAULT ACTION *
TurnOnMil
(1) TurnOnMil
TurnOnMil
631
(63)
APP1AdaptLoMin
Learned idle end of APP1 sensor
None
632
(67)
APP2AdaptLoMin
None
641
(64)
642
(68)
651
652
661
662
691
(69)
APP1AdaptHiMax
Learned full pedal end of APP1
sensor
range
higher
than
expected
APP2AdaptHiMax
sensor
range
higher
than
expected
APP1AdaptHiMin
sensor range lower than expected
APP2AdaptHiMin
APP1AdaptLoMax
APP2AdaptLoMax
APP position sensors do no not
track well, intermittent connections
to APP or defective pedal
assembly
CORRECTIVE ACTION
FIRST CHECK
Check APP2 signal at SECM PIN
B16


B16
Check APP connector and pins for
corrosion
Cycle the pedal several times and
check APP1 signal at SECM Pin B7
corrosion
None
N/A
None
N/A
None
N/A
None
N/A
None
N/A
None
N/A
(1) TurnOnMil
(2) Level1PowerLimit

corrosion
300

FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
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
dither 2 valve
TurnOnMil

connector being disconnected or signal
shorted to GND
FTV2 Pin 1 (signal) to SECM Pin A2
Pin A23 Check
resistance (~26 2 )
714
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
Crank Disable Fault, signal
crank disable relay
None
N/A
717
LSDFault_LockOff
Fuel lock off Valve Fault,
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
measuring
the
resistance (~26 3 )
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 for vacuum leaks. Check fuel

trim valves, e.g. leaking valve or hose
Check for missing orifice(s).
DFC
711
(71)
PROBABLE FAULT
LSDFault_Dither1
dither 1 valve
301

DFC
PROBABLE FAULT
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
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).
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
742
GasPostO2NotActive
Post-catalyst O2 sensor
leads,
defective
O2
sensor.
(1) TurnOnMil
(2) DisableGasPost O2Ctrl
743
Reserved
751
GasO2FailedLean
indicates extended lean
operation on LPG
752
GasPostO2FailedLean
operation on LPG
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)
Check that Post-catalyst O2 sensor
connections are OK.
O2 (signal) Pin 3 to SECM Pin B19
O2 Pin 2 (HEATER GND) to SECM
(DRVG GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to Post O2
Heater Relay. Relay pin 87. This relay
only turns on after engine has been
running for some time and SECM 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.
operating
by
measuring
heater
resistance (2.1 0.4 )
O2 Pin 2 (HEATER GND) to Pin 1
(HEATER PWR)
(1) TurnOnMil

trim valves, e.g. leaking valve or hose.
(1) TurnOnMil
Correct other faults that may contribute

to 752 (e.g. faults pertaining to dither
valves, Pre-Cat 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).
302

DFC
PROBABLE FAULT
771
(77)
GasO2FailedRich
indicates extended rich
operation on LPG
772
GasPostO2FailedRich
operation on LPG
821
LiqFuelAdaptRangeHi
In Gasoline mode, system
had to adapt lean more
than expected
831
had to adapt rich more
than expected
841
LiqO2NotActive
inactive on gasoline, open
O2 sensor signal or
heater leads, defective
O2 sensor
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
(1) TurnOnMil

valve or hose.
Check for plugged orifice(s).
(1) TurnOnMil
(2) DisableGasPostO2Ctrl
Correct other faults that may

contribute to 772 (e.g. faults pertaining
to FTVs, Pre-Cat O2, Post Cat O2
sensor)
Look for leaks in exhaust, catalytic
converter, HEGO sensors; repair
leaks.
Check all sensor connections (see
fault 742 corrective actions).
TurnOnMil
Check for vacuum leaks. Low gasoline

fuel pressure, perform gasoline
pressure test. Injector problems, e.g.
plugged, defective injector.
TurnOnMil
Low gasoline fuel pressure, perform

gasoline
pressure
test
Injector
problems, e.g. leaking, defective
injector.
(1) TurnOnMil
(2) DisableLiquid O2Ctrl

connections are OK. O2 (signal) Pin 3
to SECM Pin B13 O2 Pin 2 (HEATER
GND) to SECM (DRVG GNG)
PWR) to SECM (DRVP + 12V) PIN
A23
operating by measuring heater
PWR)
303

DFC
PROBABLE FAULT
842
LiqPostO2NotActive
O2 sensor signal or
O2 sensor.
843
Reserved
851
LiqO2FailedLean
operation on gasoline
FAULT ACTION *
(1) TurnOnMil
(2) DisableLiqPost O2Ctrl
CORRECTIVE ACTION
FIRST CHECK
connections are OK. O2 (return) Pin 4
to SECM Pin B1 O2 Pin 2 (HEATER
GND) to SECM (DRVG GNG)
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
controlled by SECM Pin A20 to
activate the relay to flow current
through the post O2 heater. Verify O2
sensor heater circuit is operating by
measuring heater resistance (2.1
0.4 ) O2 Pin 2 (HEATER GND) to
Pin 1 (HEATER PWR)
(1) TurnOnMil
Check for vacuum leaks. Low gasoline

fuel pressure, perform gasoline
pressure test. Injector problems, e.g.
plugged, defective injector
852
LiqPostO2FailedLean
(1) TurnOnMil

to Injectors, MAP, IAT, Pre-Cat O2,
Post Cat O2 sensor.
leaks. Check all sensor connections
(see fault 842 corrective actions).
871
LiqO2FailedRich
(1) TurnOnMil
High gasoline fuel pressure, perform

gasoline
pressure
test
Injector
injector
(1) TurnOnMil
(2) DisableLiqPostO2Ctrl

Post Cat O2 sensor.
leaks. Check all sensor connections
(see fault 842 corrective actions).
872
LiqPostO2FailedRich
304

FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
DFC
PROBABLE FAULT
911
O2RangeLow
voltage out of range low,
sensor signal shorted to
ground
(1) TurnOnMil
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
ground
(1) TurnOnMil
(2) Disable Gasoline Post
catalyst 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
voltage out of range high,
power
(1) TurnOnMil
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
ground
(1) TurnOnMil
catalyst O2Ctrl
catalyst O2Ctrl
Check if O2 sensor installed after

Possible voltage sources: SECM
(XDRP + 5V) Pin B24 and SECM
(DRVP + 12V) Pin A23
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.
932
FuelTempRangeHigh
Fuel
Temperature
Sensor Input is High
has been disconnected
or the circuit has opened
to the SECM.
TurnOnMil
Check fuel temp sensor connector and

SECM (signal) Pin B14 to FTS Pin 1
SECM (sensor GND) Pin B1 to FTS
Pin 2
TurnOnMil
Check if fuel temp sensor connector is

disconnected or for an open FTS circuit
Pin 2
305

DFC
PROBABLE FAULT
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
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
reached
None

OEM)
993
ServiceFault3
reached
None

OEM)
994
ServiceFault4
reachedreplace
HEGO
sensors
TurnOnMil
Replace Pre-catalyst HEGO sensor

Replace Post-catalyst HEGO sensor
995
ServiceFault5
reachedreplace timing belt
TurnOnMil
Replace engine timing belt
306
Appendix
Service Tool Software
(MotoView)
Service Tool Software Kit
Service tool software kit consists of USB-CAN
converter, Service tool software (MotoView) and
Extension cable.
A334071
Extension Cable (L=200 cm)
A334082
A343079
USB (Universal Serial Bus) to CAN (Controller Area
Network) Converter Assembly
A343080
Service Tool Software (includes CD and Crypt
Token (License Dongle))
307
Appendix
Service Tool Connection to SECM

Communications to the SECM from the Service Tool
is through a CAN port using a two wire connection.
High-speed CAN reaches 1Mbps and is used for
engine control and power-train applications.
Laptop Computer Running Service Tool

Software
308
Appendix
Parameters specific to Air/Fuel Ratio Control are

displayed in the AFR block.
Service Tool Display

Service Tool Display consists of Service Screen,
Fault Screen, Ground speed select option, Fault list
and Override screen.
Service Screen
Key parameters of a running engine are grouped
together for easy reference in the ENGINE block.
Throttle and Foot Pedal parameters are displayed

together in the CNTRL Block
309
Appendix
Fault Screen
Active faults are displayed as they are occurring.
They ability to clear faults
A fault history list of all 10 fault records
Fault records are recorded as FIFO (First In First
Out)
Once a fault is recorded a repeat of the same fault
will not be written to the history list
Flash Codes begin at record 1 not record 10
310
Appendix
Ground Speed Select Option

Speed Limits are set by entering RPM values in the
red boxes
Values are restricted by Upper and Lower Limits
311
Appendix
Fault List
A FAULT LIST screen provides a complete list of
faults including Fault Codes with monitored
parameters so the technician does not have to refer
to the manual for fault descriptions or codes while
using the service tool.
312
Appendix
Override Screen
1. Click on the Manual Value for the component.
2. Enter a new manual value that will be used when
manually overriding the component.
3. Click the Override Select box for the component
4. Select Pass-Through for normal operation or
Override to manually control the component.
WARNING
Be aware of fuel flow and ignition during manual
mode or engine damage may result.
313
Appendix
SECM field update with Service Tool

SECM controllers can be upgraded in the field using
MotoUpdate software. Typically, MotoUpdate and
MotoViewer applications are packaged together in
the MotoService software application. Software
upgrade files may be released to the field to
enhance performance, provide additional features,
and/or correct software problems.
This document provides step-by-step instructions for
upgrading a SECM using MotoUpdate software. In
order to illustrate the process, the following example
upgrade is used throughout this document.
Current SECM software version:
VARSPEDDRAAF-01-2-5-D-000-000.siz (calibration ID)
Upgrade to software version:
VARSPEDDRAAG-01-2-5-D-000-000.siz (calibration ID)
Using field update file:
VARSPEDDRAAG -01-1-5-D-000.mfu
NEW Corresponding DLL file:
VARSPEDDRAAG.dll
STEP1 - LOAD UPDATE FILES INTO THE

APPROPRIATE DIRECTORY
Software upgrade packages include an upgrade file
(.mfu) and translation file (.dll). The (.mfu) file is
required to upgrade the module, and the (.dll) is
required by MotoViewer software to communicate
with the module after the upgrade. Therefore, both
files are provided together. Copy the field update
file (.mfu) to the C:/ECUF Files/Updates directory,
and the corresponding (.dll) file to C:/ECU
Files/TDBDLL.
Copy the .dll file to the

TDDBLL directory
Copy the .mfu update file to
the Updates directory
314
Appendix
STEP 2 - CONNECT THE COMPUTER

Prior to launching the MotoUpdate software, a valid
Criptoken must be installed in one of the available
USB ports on the update computer. A second
available USB port will be used by the USB to CAN
converter. The USB to CAN coverter must then be
connected to the SECM. (A USB hub must be
used with computers that do not have two USB
ports).
STEP 3 - LAUNCH THE MOTOUPDATE
APPLICATION
Launch the MotoUpdate application. You will see a
Welcome scree.
Select SECM-1 in the

location field, then select
Next
315
Appendix
The next screen will provide a list of all of the

available software upgrades available for the current
engine, based upon what update files have been
placed in the Update directory (as shown in Step-1
above). Please note that during this process, the
software must query the SECM for the current
software version, and therefore, the computer must
be connected to the SECM and the ignition key must
be in the ON position.
In general, it is usually best to see the latest revision
(e.g. 001 is later than 000) in situations where
multiple revisions are available. Additional
information is provided in the revision matrix and/or
service bulletins.
This Upgrade Options screen shows

that there are no upgrades available
for the listed Calibration ID. Note: If
no upgrades are shown, consult the
revision matrix for latest software
versions.
No Upgrader Available for this Engine
This calibration ID has one (1)

available upgrade
Selecting the Details button on the

pervious screen will bring up the
Upgrade Details screen
316
Appendix
STEP 4 - PROGRAM THE MODULE

Once the desired upgrade is located and highlighted,
select Next to upgrade ithe module.
Highlight the upgrade option desired,

then select Next
Follow the on-screen instructions to complete the

update process. Once the programming process
begins, it must run to completion. If power is
interrupted or the process fails, the SECM may be
rendered unusable. Several update screens will
provide a running status of the upgrade process, as
shown below.
Note 1: After successfully upgrading the SECM,

MotoViewer software will not function without the
appropriate translation file (.dll) discussed in Step-1
above.
Once the upgrade process is complete, a complete
message will appear and will give the operator the
option of upgrading another module. If another
module is to be upgraded, select the Upgrade
again button and select next. If another upgrade is
not required, select finish.
Note 2: If the programming is unsuccessful, the

programming process may be repeated. If
repeatedly unsuccessful, please contact .
317
Appendix
Ground Speed Limits (Option)

The maximum allowable speed of Doosan forklifts is
an optional feature that can be easily activated using
the MotoView service tool. This feature is very
useful to customers with indoor warehouse
operations.
Heres how you can activate the speed-limiting
feature.
1) Install Speed control option onto the trucks
2) Set the new speed limit using the MotoView
Service tool, if required.
HOW TO INSTALL SPEED LIMIT OPTION
1) Switch assy-pressure
2) Jumper Harness assy
3) Elbow
4) O-ring
1. Assemble the pressure switch assy onto the main
pressure port of transmission using elbow and oring like [Figure 1].
[Figure 1] Speed control option
2. Assemble the harness assy between the pressure

switch and engine wiring harness.
How To Set New Speed Limit

Default Engine Maximum Speed
Once speed control option is assembled, the default
engine maximum speed is as followed;
Forklift
Model
G(C)15/18S-5
G(C)20SC-5
G(C)20/25/30E-5
G(C)20/25/30/33P-5
G35C-5
G(C)35/40/45S-5
G(C)50/55C-5
G50/60/70S-5
Engine
Model
Engine max.
speed (rpm)
Neutral
In-Gear
G420F(E)
2,450
2,000
G420F(E)
2,600
2,000
G424F(E)
2,600
2,000
G643(E)
2,500
2,000
Note :
Neutral: The inching pedal is pressed by a driver.
In-Gear: The inching pedal is NOT pressed by a
driver.
318
Appendix
How to Set New Speed Limit

Maximum RPM for both the NEUTRAL state
(Normal) and IN-GEAR state (Speed Limiting) are
configurable using the MotoView Service Tool.
[Figure 2] Ground Speed Select Screen of the MotoView Service Tool

[Figure 2] shows the Speed Limit screen of the
MotoView service tool. The green boxes are
configurable for both the NEUTRAL MAX RPM
Setpoint and the IN-GEAR MAX RPM Setpoint. The
pressure switch state is displayed at the bottom of
the screen and labeled NEUTRAL SWITCH STATE.
Allowable Range of RPM Limits

Software limits of both Neutral and In-Gear are
displayed on the right side of the Speed Limit screen.
Values that are entered in the configurable green
boxes cannot exceed the upper limit value or fall
below the lower limit value.
For example, as Figure 2 depicts:

With pushing of inching pedal, the maximum RPM
for normal speed governing (Neutral State) is set at
2600.
With release of inching pedal, the maximum RPM
for limited speed governing (In-Gear State) is set at
2000.
319
Appendix
The same principle is applied to LPG in a container,

commonly referred to as an LPG tank or cylinder.
Typically an LPG tank is not filled over 80% capacity
allowing for a 20% vapor expansion space. Outside
air temperature effects an LPG tank and must be
considered when using an LPG system. (Figure 2)
shows the relationship between pressure and
temperature in a LPG tank at a steady state
condition.
LPG And LPG Fuel Tanks

LPG Fuel Supply
Liquefied petroleum gas (LPG) consists mainly of
propane, propylene, butane, and butylenes in
various mixtures. 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 compound of hydrogen and carbon,
commonly called hydrocarbons.
LPG Tank Pressure VS Temperature

300
In its natural state, propane is colorless and

odorless; an odorant (ethyl mercaptan) is added to
the fuel so its presence 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
mixture.
Pressure, psig
250
Propy
lene
5%
max.
Butane
(C4H10)
IsoButane
Methane
(CH4)
TOTAL
2.0%
1.5%
1.5%
100%
100
Figure 2
0
-20
20
40
60
80
100
120
140
Temperature, deg F
With 128 PSIG vapor pressure acting against the

liquid propane the boiling point has been raised to
slightly more than 80 deg. F / 27 deg. C.
Compressed
Vapor
128 PSIG
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 deg. C / -42 deg. 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.
Liquid
Propane
LPG Tank
Figure 3
NOTE: Vapor pressure inside an LPG tank depends

on the ambient air temperature outside the tank, not
the amount of liquid inside the tank. A tank that is
full of liquid propane at 80 deg. F will contain the
same vapor pressure as a tank that is only full of
liquid propane.
This process operates similarly to an engine coolant

system 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 deg. F / 100 deg. C. If an
engines operating temperature is approximately 230
deg. F / 110 deg. C, then the water in an open unpressurized 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 radiator, pressurizing the cooling system
to 10 PSIG, the boiling point of the water increases
to 242 deg. F / 117 deg. C, which will cause the
water to remain in liquid state at the engines
operating temperature.
150
50
APPROXIMATE COMPOSITION OF HD5

PROPANE BY VOLUME
Propane
(C3H8)
90.0%
min.
200
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 (-44F), 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.
320
Appendix
LPG Fuel Tanks
Installing LPG Fuel Tanks
The two styles of LPG storage containers available

for industrial use and lift truck applications are
portable universal 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
horizontal position (Figure 4).
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
creates two problems. 1). When the liquid
withdrawal tube is exposed to the vapor space, it
may give a false indication that the tank is empty,
when it actually 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
When empty, the tank is exchanged with a prefilled replacement tank. When exchanging a tank,
safety glasses and gloves should be worn.
Figure 4
NOTE: A 375-psig, relief valve is used on a DOT

forklift tank. The relief valve must be replaced with a
new valve after the first 12 years and every 10 years
thereafter.
LPG Fuel Tank Components
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.
7 8
6
Figure 5
12
11
10
(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 (Only used with Vapor Withdrawal)
(8) 80% Limiter Tube (9) Liquid Withdrawal Tube
(10) Foot Ring (11) Fuel Level Float (12) Collar
321
Appendix
Fuel Gauge
Service Valve
In figure 5 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 monitoring 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, WITH FUEL IN THE TANK!
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 (3/8 NPT) male pipe thread on the
service valve outlet for attachment of a quick
disconnect coupler.
An excess flow valve is built into the inlet side of the
service valve as a safety device in case of an
accidental opening 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
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%
liquid 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 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.
Outlet
Excess Flow
Valve
Figure 6
CAUTION
When the tank is in use the service valve should
be completely open. If the valve is partly open,
the vehicle may not be getting 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.
322
Appendix
Most liquid service valves have an internal

hydrostatic relief valve and are usually labeled
LIQUID WITH INTERNAL RELIEF. The
hydrostatic relief valve protects 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 type of relief
valves have an advantage over external relief valves
because the propane is returned to the tank in the
event of an over pressurization instead of venting
the propane to atmosphere.
Filler Valve
The liquid filler valve (Figure 9) 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.
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 8).
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.
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.
Weakness
Ring
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. The extra washer or
o-ring must be removed from the shaft and the
coupling reconnected.
Figure 9
Figure 8
323
Appendix
Regulatory Compliance
WARNINGEXPLOSION HAZARD
EPA / CARB Emissions Certification
Do not connect or disconnect while circuit is live

unless area is known to be non-hazardous.
When properly applied and calibrated, s MI-07

control system is capable of meeting EPA 2007 LSI
emission standards (40 CFR Part 1048.101) when
operating properly with an approved three-way
catalyst. The emission standards, including
appropriate deterioration factors over the useful life
of the system, are as follows:
Substitution of components may impair suitability for Class I, Division 2, or Zone 2 applications.
Electrostatic Discharge Awareness
HC+NOx: 2.0 g/hp-hr [2.7 g/kW-hr]

CO: 3.3 g/hp-hr [4.4 g/kW-hr]
All electronic equipment is static-sensitive, some

components more than others. To protect these
components from static damage, you must take
special precautions to minimize or eliminate
electrostatic discharges.
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.
Follow these precautions when working with or near

the control.
North American Compliance
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.).
The N-2007 regulator is UL listed per Category ITPV

LP-Gas Accessories, Automotive Type.
The N-2007 regulator and CA100 mixer have
tamper-resistant features approved by CARB.
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.
Special Conditions for Safe Use
3. Keep plastic, vinyl, and Styrofoam materials (such

as plastic or Styrofoam cups, cup holders,
cigarette packages, cellophane wrappers, vinyl
books or folders, plastic bottles, and plastic ash
trays) away from the control, the modules, and the
work area as much as possible.
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.
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.
SECM-48 inputs and outputs may only be
connected to other circuits certified as SELV (Safety
Extra Low Voltage).
324
Appendix
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
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
HEGO
Gallons per minute of flow

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
VDC
Voltage of direct current type
VE
WOT
Volumetric efficiency
Wide open throttle
325
Appendix
SB4251E00
May. 2007
Service Manual
G424FE LP/Dual Fuel Engine
G424F LP Engine
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5
GC20P-5, GC25P-5, GC30P-5, GC33P-5

WARNING
publication.
Fuel System Maintenance ................................. 26
Index
Precautions before Service ................................. 7
Replace LP Fuel Filter Element..................... 26

Testing Fuel Lock-off Operation .................... 26
Pressure Regulator/Converter Inspection...... 27
Inspect Air/Fuel Valve Mixer Assembly ......... 27
Inspect for Intake Leaks................................ 27
Inspect Throttle Assembly............................. 27
Checking the TMAP Sensor.......................... 27
Tightening Torque ............................................. 10
Exhaust System Maintenance........................... 27
Recommended Lubricants and Capacities....... 11
Inspect Engine for Exhaust Leaks................. 27
Engine Model and Engine Serial Number ......... 12
Maintenance Schedule ...................................... 28
General Specification ........................................ 13

G424F/G424FE ENGINE POWER AND TORQUE
Chapter 3. ENGINE MECHANICAL
............................................................................ 15
SYSTEM
Chapter 2. RECOMMENDED
General Information........................................... 30
MAINTENANCE
Engine Outline.............................................. 30
Technical Specifications ............................... 31
Shells Selection Table .................................. 32
Recommended Torque Values...................... 35
Troubleshooting............................................ 37
General Maintenance......................................... 16
Test Fuel System for Leaks........................... 16
Inspect Engine for Fluid Leaks ...................... 16
Inspect Vacuum Lines and Fittings................ 16
Inspect Electrical System .............................. 16
Inspect Foot Pedal Operation........................ 16
Engine Oil Classification................................ 17
Checking Engine Oil Level ............................ 18
Replacing Engine Oil and Filter ..................... 18
Checking Compressed Pressure ................... 19
Engine Exploded View....................................... 38

Intake manifold and gasket ............................... 40
Exhaust Manifold and Gasket ........................... 43
Timing Belt......................................................... 45
Timing Belt Tensioner ....................................... 48
Cooling System Maintenance............................ 20
PCV Valve .......................................................... 49
Coolant Recommendation............................. 20
Check Coolant Level ..................................... 20
Inspect Coolant Hoses .................................. 20
Checking coolant leaks ................................. 21
Specific gravity test ....................................... 21
Relation between Coolant concentration and
Specific Gravity............................................. 21
Checking and Adjusting Drive Belt ................ 22
Adjusting....................................................... 22
Checking Belt for Damage ............................ 22
Camshaft Timing Pulley and/or Seal................. 52

Crankshaft Timing Pulley.................................. 52
Crankshaft Front Seal ....................................... 53
Camshaft Case Cover and Gasket .................... 54
Crankshaft Accessory Pulley............................ 55
Timing Belt Rear Cover ..................................... 55
Rocker Arms, Linkage, Valve Lifters With
Cylinder Head and Eegine .............................. 56
Ignition System Maintenance ............................ 23
Cooling System ................................................. 57
Inspect Battery System ................................. 23

Inspect Ignition System ................................. 23
Inspection of Ignition Timing.......................... 23
Inspection of Spark Plug ............................... 24
Thermostat Housing.......................................... 62
Water Pump ....................................................... 63
Lubrication System ........................................... 64
Index
Oil Pan................................................................ 67
Chapter 5. ENGINE MANAGEMENT
Oil Pump............................................................. 68
SYSTEM (EMS)
Oil Pump Assembly ........................................... 69

Camshaft Case Assembly ................................. 70
General Information..........................................118
Cylinder Head..................................................... 75
Specifications ..............................................118
Valve, Spring or Seal ......................................... 75
Service Standard .........................................123
Engine Disassembly .......................................... 77
Component Location....................................124
Engine Assembly............................................... 81
Cylinder Block.................................................... 86
G424FE EMS (Engine Management System)
Crankshaft.......................................................... 88
Overview ...........................................................128
Pistons and/or Connecting Rods ...................... 94
Rings .................................................................. 96

Chapter 4. ENGINE ELECTRICAL
SYSTEM
Ignition System............................................140
Exhaust System...........................................141
SECM..........................................................143
Specifications .................................................... 98
SECM Wiring Diagrams for G424FE ............146
Ignition System .................................................. 99

Wasted Spark DIS Ignition System................ 99
G424F EMS (Engine Management System)
Inspection of Ignition Coil ............................ 100
Overview ...........................................................149
Spark Plug Wire Inspection ......................... 101
Spark Plug Wire Replacement .................... 101
Spark Plug Replacement............................. 102
Spark Plug Inspection ................................. 102

Ignition System............................................156
Charging System ............................................. 104
SECM..........................................................156
SECM Wiring Diagrams for G424F LP Engine
Troubleshooting Procedure ......................... 107
....................................................................157
STARTING SYSTEM......................................... 112
Diagnosis Procedure................................... 113
Start Relay Tests ........................................ 115
Troubleshooting .......................................... 116
Index
EMS Inspection and Repair ............................. 158
G424F LPG System Inspection and Repair .....191
Engine Control Module (SECM) .................. 158
Removal and Installation..............................191
Camshaft Position Sensor........................... 160
G424F Fuel System Connections .........192
(G424FE- Duel Only) .................................. 160
IAT (Intake Air Temperature)....................... 164
Regulator/Converter .............................193
Sensor ........................................................ 164
Removal and Installation of CA100 Mixer
Oxygen Sensor (Pre-Catalyst)..................... 165
for G424F .............................................194
Oxygen Sensor (Post-Catalyst) ................... 166
Tests and Adjustments ................................196
ECT (Engine Coolant Temperature) Sensor 167
N-2001 Regulator Service Testing ........196
LP Fuel Temperature Sensor ...................... 169
AVV (Air Valve Vacuum) Testing ..........198
Angle Sensor-Accelerator ........................... 170
Connection of the MI-07 Service Tool ...198
Transmission Oil Temperature Switch ......... 171
Idle Mixture Adjustment ........................199
Ground Speed Limit Switch (optional) ......... 173
Parts Description .........................................201
Electronic Throttle Body .............................. 173
CA100 Mixer for G424F Engine ............201

N-2001 Regulator for G424F Engine.....205
Chapter 6. LPG FUEL DELIVERY

Chapter 7. MPI GASOLINE FUEL
SYSTEM
DELIVERY SYSTEM
G424FE LP System Inspection and Repair ..... 174
Specification .....................................................210
Hose Connections................................ 175
Components Location......................................211
Removal and Installation of .................. 177
Fuel Pressure Test ...........................................212
N-2007 LP Regulator ........................... 177
Injector ..............................................................214
Removal and Installation of CA100 Mixer
Schematic diagram...........................................214
for G424FE .......................................... 178
Injector Inspection............................................215
Fuel Pump.........................................................217
N-2007 Regulator Service Testing........ 181

AVV (Air Valve Vacuum) Testing.......... 182
AVV (Air Valve Vacuum) Testing.......... 183

Connection of the MI-07 Service Tool... 183
Preliminary Checks ..........................................218
Idle Mixture Adjustment........................ 184
Before Starting ............................................218
Parts Description......................................... 187
Visual/Physical check ..................................218
CA100 Mixer for G424FE Engine ......... 187

N-2007 Regulator for G424FE Engine.. 189
Index
Basic Troubleshooting Guide ......................... 219
Appendix
Customer Problem Analysis Sheet .............. 219

Basic Inspection Procedure......................... 220
Service Tool Software (MotoView)...................277
Connector Inspection Procedure ................. 221
Service Tool Connection to SECM...............278
Symptom Troubleshooting Guide Chart....... 225
Service Tool Display ....................................279

SECM field update with Service Tool ...........283
Basic Troubleshooting .................................... 231
SECM field update with Service Tool ...........284
Intermittents................................................ 231
Surges and/or Stumbles.............................. 232
Ground Speed Limits (Option).........................288
Engine Cranking but Will Not Start / Difficult to
LPG And LPG Fuel Tanks ................................290
Start............................................................ 233
Regulatory Compliance....................................294
Lack of Power, Slow to Respond / Poor High
Special Conditions for Safe Use ......................294
Speed Performance / Hesitation During
Abbreviations ...................................................295
Acceleration................................................ 235
Detonation / Spark Knock............................ 237
Backfire ...................................................... 238
Dieseling, Run-on ....................................... 238
Rough, Unstable, Incorrect Idle, or Stalling.. 239
Cuts Out, Misses......................................... 241
Poor Fuel Economy / Excessive Fuel
Consumption LPG Exhaust Smell ............... 242
High Idle Speed .......................................... 243
Excessive Exhaust Emissions or Odors....... 244
Diagnostic Aids for Rich / Lean Operation ... 245
Chart T-1 Restricted Exhaust System Check.....
................................................................... 246

Reading Diagnostic Fault Codes..................... 247
Displaying Fault Codes (DFC) from SECM
Memory............................................................. 247
Clearing Fault (DFC) Codes............................. 247
Fault Action Descriptions................................ 248
Fault List Definitions........................................ 248
Table 1. Fault List Definitions ...................... 249
................................................................... 259
Index

Precautions before Service
Tightening Torque
Removal and Disassembly
Tighten the part properly to specified torque.
Sealant
For prevention of wrong installation or reassembly

and for ease of operation, put mating marks to the
parts where no function is adversely affected.
Special Tool
Use specified brand of sealant.

Use of sealant other than specified sealant may
cause water or oil leaks.
Be sure to use Special Tools when their use is
specified for the operation.
Use of substitute tools will result in malfunction of
the part or damage it.
Replacement Part
Genuine Part
When oil seal, O-ring, packing and gasket have

been removed, be sure to replace them with new
parts.
However, rocker cover gasket may be reused if it is
not damaged.
When the part is to be replaced, be sure to use

genuine part.
For selection of appropriate parts, refer to the Parts
Catalog.
Electrical System
Rubber Parts
1. Be sure to disconnect the battery cable from the

negative (-) terminal of the battery.
Do not stain timing belt and V-belt with oil or water.

Therefore, do not clean the pulley and sprocket with
detergent.
2. Never pull on the wires when disconnecting

connectors.
Oil and Grease
3. Locking connectors will click when the connector

is secure.
4. Handle sensors and relays carefully. Be careful
not to drop them or hit them against other parts.
Before reassembly, apply specified oil to the rotating

and sliding parts.
Precautions for catalytic Converter
CAUTION
If a large amount of unburned gasoline flows
into the converter, it may overheat and create a
fire hazard. To prevent this, observe the
following precautions and explain them to your
customer.
1. Use only unleaded gasoline.
2. Do net run the engine while the truck is at rest for
a long time. Avoid running the engine at fast idle
for more than 5 minutes and at idle speed for
more than 10 minutes.
3. Avoid spark-jump tests. Do spark-jumps only
when absolutely necessary. Perform this test as
rapidly as possible and, while testing, never race
the engine.
4. Do not measure engine compression for an
extended time. Engine compression tests must be
made as rapidly as possible
5. Do not run the engine when the fuel tank is nearly
empty. This may cause the engine to misfire and
create and extra load on the converter.
6. Avoid coasting with the ignition turned off and
during prolonged braking
7. Do not dispose of a used catalytic converter
together with parts contaminated with gasoline or
oil.
Tightening Torque
Tightening Torque Table of Standard Parts
Torque (kgm)
Bolt nominal
diameter(mm)
Pitch(mm)
M5
Head mark 4
Head mark 7
0.8
0.3 ~ 0.4
0.5 ~ 0.6
M6
1.0
0.5 ~ 0.6
0.9 ~ 1.1
M8
1.25
1.2 ~ 1.5
2.0 ~ 2.5
M10
1.25
2.5 ~ 3.0
4.0 ~ 5.0
M12
1.25
3.5 ~ 4.5
6~8
M14
1.2
7.5 ~ 8.5
12 ~ 14
M16
1.5
11 ~ 13
18 ~ 21
M18
1.5
16 ~ 18
26 ~ 30
M20
1.5
22 ~ 25
36 ~ 42
M22
1.5
29 ~ 33
48 ~ 55
M24
1.5
37 ~ 42
61 ~ 70
M5
0.8
0.3 ~ 0.4
0.5 ~ 0.6
M6
1.0
0.5 ~ 0.6
0.9 ~ 1.1
M8
1.25
1.2 ~ 1.5
2.0 ~ 2.5
M10
1.25
2.5 ~ 3.0
4.0 ~ 5.0
NOTE: The torques shown in the table are standard

vales under the following conditions.
1. When spring washers, toothed washers and the

like are inserted.
1. Nuts and bolt are made of steel bar and

galvanized.
2. If plastic parts are fastened.

3. If oil is applied to threads and surfaces.
2. Galvanized plain steel washers are inserted.

3. All nuts, bolts, plain washers are dry.
NOTE: If you reduce the torques in the table to the

percentage indicated below under the following
conditions, it will be the standard value.
NOTE: The torques shown in the table are not

applicable,
1. If spring washers are used : 85%

2. If threads and bearing surfaces are stained with
oil: 85%
10
Recommended Lubricants and Capacities

Recommended Lubricants
Lubricant
Specification
Remarks
Engine Oil
API Classification SJ or above
SAE 10W30 or SAE 5W30
Coolant (Antifreeze)
Automotive antifreeze
suitable for gasoline engines
having aluminum alloy parts
Concentration level 50%(normal)

Concentration level 40%(tropical)
Lubricant Capacities
Description
Engine Oil (liters)
Coolant (liters)
G(C)20/25/30/33P-5
Oil Pan
4.2
Oil Filter
0.3
Total
4.5
Engine
3.0
Radiator & Hoses
6.0
Total
9.0
11
Engine Model and Engine Serial

Number
Engine
Model
G424FE
G424F
Emission
Regulation
Fuel Type
LP/Dual Fuel
Indication of Engine Model and Serial

Number
EPA/CARB*
2007
Compliant
LP
* EPA: Environmental Protection Agency

* CARB: California Air Resources Board
G424FE Engine
Engine Model
Comply with EPA 2007 Emission Regulation
G424FE/G424F

Certified LP/Dual Fuel System available
Engine Serial Number

30700001 to 39999999
Features and Benefits of G424FE/G424F Engine
Closed loop LP Carburetion system

Al head with valve seat inserts

Aluminum head and valve seat system
3-way Catalytic Muffler is standard
SOHC 8 valve system
G424F Engine
Timing belt system
Not comply with EPA 2007 Emission Regulation
Distributorless Ignition system
Electronic control system by ECM (Engine control

module)
Standard LP System available

Open loop LP Carburetion system
Drive-by-wire system
Muffler is standard
Higher efficiency and lower fuel consumption

Min./Max. governor control
Automatic engine protection from overheating
and/or low engine oil pressure
Automatic transmission protection from
overheating
Engine diagnostics by service-tool software
Forklift ground speed limit (optional)
12
G424FE Engine
G424F Engine
GENERAL DESCRIPTION
ENGINE TYPE:
Water-cooled, Inline 4-Cycle, 4-Cylinders
COMBUSTION SYSTEM:
INTAKE MANIFOLD
Squish Combution Chamber

Cast Aluminum (with injector ports)
EXHAUST MANIFOLD
Cast Iron (dual channel)
VALVE CONFIGURATION:
VALVE LIFTER/LASH ADJUSTER
SOHC, 2 Valves per Cylinder

Stationary Hydraulic Lash Adjusters
VALVE ROTATOR
Exhaust Rotator
CAMSHAFT DRIVE
Timing belt system (20 mm Toothed Belt)
DISPLACEMENT:
2,405 cc (147 cid)
BORE x STROKE
87 mm (3.44 in) x 100 mm (3.94 in)
BLOCK STRUCTURE
Grey Cast Iron
HEAD STRUCTURE
Aluminum with seat inserts
COMPRESSION RATIO:
9.6:1
COMPRESSION PRESSURE:
VALVE TIMING:
1,240 kPa (180psi) Minimum

Intake Valve: 1730' BTDC/ 7630' ABDC
Exhaust Valve: 5830' BBDC/ 3530' ATDC
FIRING ORDER:
1-3-4-2
WEIGHT:
120 kg
ENGINE ROTATION:
Counter-Clockwise (CCW) when viewed from Flywheel End
FUEL TYPE:
LPG, Dual Fuel (LPG or Gasoline)
CRANK VENTILATION
Foul Air System with PCV
IGNTION SYSTEM
IGNITION TYPE:
Distributorless (waste spark)
IGNITIOIN TIMING:
Electronic controlled by ECM
IGNITION COIL:
12 V operation volt
SPARK PLUGS:
0.035" (0.8-0.9 mm) Air Gap
LUBRICATION SYSTEM
OIL PRESSURE:
OIL TEMPERATURE:
282 - 324 kPa @ 1400 rpm

Upper Limit: 125 C (257F)
Recommended: 99 110 C (210 - 230F)
Lower Limit:80 C (176 F)
OIL PAN
Cast Aluminum
OIL PAN CAPACITY
4.25 L (EXCLUDES OIL FILTER)
OIL FILTER:
ENGINE OIL SPECIFICATION:
0.3 L
API - SJ, SAE 10W30 or SAE 5W30
13
G424FE Engine
COOLING SYSTEM
WATER PUMP ROTATION:
THERMOSTAT:
G424F Engine
G424FE Engine
G424F Engine
Toothed Timing Belt Drive- Clockwise from front of engine

Opening Temperature: 82C (180F)
Fully Open Temperature: 95C (203F)
COOLING WATER CAPACITY:
3.0 L
LP FUEL SYSTEM
LP FUEL SYSTEM
Closed loop LP Carburetion

System
Open loop LP Carburetion

System
MIXER:

(Model: CA-100)

(Model: CA-100)


Dual Dither System
None
40 Microns Maximum
40 Microns Maximum
REGULATOR:
FUEL TRIM VALVE (FTV):
FUEL FILTRATION:
Closed loop MPI System and In-Tank Fuel Pump System

Electric Fuel Pump (12V)
FUEL PUMP MODULE
Fuel Filter & Strainer

Gasoline Pressure Regulator (3.5 bar)
FUEL INJECTOR ASSY
Electric Fuel Injector (12V)
ENGINE ELECTRIC
ENGINE CONTROL
MODULE(ECM):
12 V operation volt, 48 pins of I/O
CRANK SENSOR
VR (Variable Reluctance)
CAM SENSOR
Hall sensor (Dual fuel engine only)
TMAP:
Intake Air Temp. & Manifold Absolute Press. Sensor
PEDAL ANGLE SENSOR:
Two-Output Signals (Installed on Accelerator Pedal)
OXYGEN SENSOR:
ECT-ECM:
ECT-GAUGE
TPS:
Dual Oxygen Sensor System
None
Engine Coolant Temperature Sensor for ECM

Engine Coolant Temp. Sensor for GAUGE on Instrument Panel
Throttle Position Sensor (built in Throttle Body)
THROTTLE BODY:
LP FUEL LOCK-OFF:
12 V operation volt
ENGINE OIL PR. S/W:
14-41 kPa
STARTING MOTOR:
12 Volts, 1.4 kW
ALTERNATOR:
13.5 Volts, 80 A
EXHAUST SYSTEM
Muffler
Catalytic Muffler
14
Muffler (without catalyst)
G424F/G424FE ENGINE POWER AND TORQUE

G424FE
ENGINE MODEL
unit
G424F
G424FE-LP
G424FE-DF(LP)
G424FE-DF(GAS)
G424F-LP
kW
46.2
44.7
46.2
hp
62
60
62
PS
62.9
60.8
62.9
rpm
2,550
2,550
2,550
N-m
181
172
181
ibf-ft
134
127
134
Kgf-m
18.5
17.5
18.5
rpm
2,200
2,200
2,200
GOVERNED SPEED
rpm
2,600
2,600
2,600
LOW IDLE
rpm
750
750
750
RATED POWER
MAX TORQUE
15
Chapter 2. RECOMMENDED MAINTENANCE

Suggested maintenance requirements for an engine equipped with an MI-07 fuel system are contained in this
section. The operator should, however, develop a customized maintenance schedule using the requirements
listed in this section and any other requirements listed by the engine manufacturer.
General Maintenance
Test Fuel System for Leaks

temperatures.
Turn the engine off.
Inspect the entire engine for oil and/or coolant
leaks.
Repair as necessary before continuing.

Visually inspect vacuum lines and fittings for
physical damage such as brittleness, cracks and
Solvent or oil damage may cause vacuum lines to
become soft, resulting in a collapsed line while
the engine is running.
Obtain a leak check squirt bottle or pump spray

bottle.
Fill the bottle with an approved leak check solution.
If abnormally soft lines are detected, replace as

necessary.
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
Check for loose, dirty or damaged connectors and

wires on the harness including: fuel lock-off,
TMAP sensor, O2 sensors, electronic throttle,
control relays, fuel trim valves, crank position
sensor, and cam position sensor.
Smell for LPG odor which may indicate a leak
Repair and/or replace as necessary.
Repair any leaks before continuing.
Crank the engine through several revolutions. This

will energize the fuel lock-off 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.
Verify foot pedal travel is smooth without sticking.
Repair any fuel leaks before continuing.
16
Engine Oil Classification

Recommended API classification: Above SJ
Recommended SAE viscosity classification
*1. 10W-30 engine oil is recommended

If 10W-30 is not applicable, proper engine oil will be possible according to temperature ranges.
The following lubricants should be selected for all

engines to enhance excellent performance and
maximum effect.
1. Observe the API classification guide.
2. Proper SAE classification number should be
selected within ambient temperature ranges. Do
not use the lubricant with SAE classification
number and API grade not identified on the
container.
17
Checking Engine Oil Level
Replacing Engine Oil and Filter

CAUTION
Prolonged and repeated contact with mineral oil
will result in the removal of natural fats from the
skin, leading to dryness, irritation 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.
In order to preserve the environment, used oil
and used oil filter must be disposed of only at
designated disposal sites.
1. Check that the oil level is between MIN and

Max marks on the engine oil level gauge.
2. If the oil level is below MIN mark, add oil until
the level is within the specified ranges.

1) Remove the oil filler cap.
3. Check the engine for oil contamination and

viscosity and replace if necessary.
2) Remove the oil drain plug, and drain the oil into
a container.
2. Replace 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 an additional 3/4 turn.
18
3. Refill with engine oil filter.
CAUTION
1) Clean and install the oil drain plug with a new

gasket.
Torque
At this time, necessarily screen the spark plug

hole with a rag. Because hot coolant, oil, fuel,
and other foreign material, being penetrated in
the cylinder through cracks can come into the
spark hole during checking compressed
pressure.
When cranking the engine to test compressed
pressure, necessarily open the throttle valve before cranking.
40~70 Nm
2)Fill with fresh engine oil.

Capacity Drain and refill
4.3 L
Oil filter
0.3 L
6. Install the compression gauge to the spark plug

hole.
3) Install the oil filler cap.

4. Start engine and check for oil leaks.
7. With the throttle valve opened, crank the engine

to measure the compressed pressure.
5. Recheck engine oil level.
Standard (250~400 rpm)
Checking Compressed Pressure
Limit
1,240 kPa
8. Follow the procedures (no.6-7) to each cylinder

and check that compressed pressure values of all
cylinders are within the limit.
Limit
100 kPa
9. If any of all cylinders is out of limit, add a small

amount of engine oil to the spark plug hole, and
re-proceed the procedures (no.6-7) to the cylinder.
At this time, if the compressed pressure is increased,
it means that the piston, piston ring or cylinder
surface are worn or damaged, and if the
compressed pressure is decreased, it means that
the valve is clogged, the valve contact is faulty, or
the pressure leaks through gasket.
1. Prior to inspection, check that the engine oil,

starter motor and battery are normal.
2. Start the engine and run it until the engine coolant
temperature reaches 80 ~ 95C.
CAUTION
3. Stop the engine and disconnect the ignition coil

and air cleaner element.
If a large amount of incomplete combustion

gasoline comes into the catalytic converter,
emergency such as a fire can occur due to
overheating. So this job should be done quickly
with the engine not operated.
4. Remove the spark plug.

5. After opening the throttle valve completely, crank
the engine to remove foreign material from the
cylinder.
19
Antifreeze
Cooling System Maintenance

Coolant Recommendation
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.
CAUTION
WARNINGPROPER USE

specified range.
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.

Coolant Water
Visually inspect coolant hoses and clamps.


phosphates.
Replace any hose that shows signs of leakage,

swelling, cracking, abrasion or deterioration.

Acceptable Water
Water Content
Limits (ppm)
Chlorides (CI)
40 maximum
Sulfates (SO4)
50 maximum
Total Hardness
80mg/ maximum
Total Solids
250 maximum
pH
6.0 ~ 8.0
20
Checking coolant leaks

1. After the coolant temperature drops below 38C
loosen the radiator cap.
2. Check that the coolant level reaches filler neck.
3. Install the radiator cap tester to the radiator filler
neck and apply a pressure of 1.4kg/cm2 .
While maintaining it for 2 minutes, check the radiator,
hose, and connecting part for leak.
CAUTION
Because the coolant in the radiator is too hot,
never open the cap when it hot, or injury may
occur due to an outburst of hot water.
Dry out the inspection part.
When removing the tester, take care not to spill
the coolant.
When removing/installing the tester as well as
testing, take care not to deform the filler neck.
4. Replace parts if leak is detected.
Specific gravity test

1. Measure specific gravity of the coolant using a
hydrometer.
2. After measuring the coolant temperature,
calculate specific gravity using the following table.
Relation between Coolant concentration and Specific Gravity

Temperature and Specific gravity of coolant (Temp.:)
10
20
30
40
50
Freezing
temp()
Coolant Concentration
Specific Volume
1.054
1.063
1.071
1.079
1.087
1.095
1.103
1.050
1.058
1.067
1.074
1.082
1.090
1.098
1.046
1.054
1.062
1.069
1.076
1.084
1.092
1.042
1.049
1.057
1.064
1.070
1.077
1.084
1.036
1.044
1.052
1.058
1.064
1.070
1.076
-16
-20
-25
-30
-36
-42
-50
30%
35%
40%
45%
50%
55%
60%
21
3. Tighten the bolt A and then tighten B to the

specified torque.
Checking and Adjusting Drive Belt
CAUTION
If the belt tension is too excessive, noise as well
as early wear of belt occurs and the water pump
bearing and alternator bearing are damaged.
If the belt is too loose, due to early wear of belt
and insufficient power of alternator, battery and
water pump become inefficient and finally
engine is overheated or damaged.
1. Checking tension
Checking Belt for Damage
1) Press the middle of the water pump pulley and

alternator pulley with 10kgf.
2) Inspect the belt deflection by pressing it.
3) If the belt deflection is out of the standard,
adjust it as follows.
Item
Drive belt deflection (L)
Standard
New belt
Used belt
4.0~4.4mm
5.1~5.7mm
Check the following items and replace the belt if
defective.
Adjusting
1. Check the belt surface for damage, wear and

crack.
2. Check the belt surface for oil or grease
contamination.
3. Check the rubber part for wear or hardening.
4. Check the pulley surface for crack or damage.
Crank
pulley
1. Loosen the alternator support bolt A nut and

adjusting lock bolt B.
2. Adjust the belt tension by moving the alternator
brace adjusting bolt to T direction.
Alternator adjusting lock bolt B
1.2~1.5kgm
Alternator support bolt A
2~2.5kgm
22
Ignition System Maintenance

CAUTION

purpose.
Fist, check that sensors send output properly to
Clean battery outer surfaces with a mixture of

Inspect battery outer surfaces for damage and
NOTE: Affective ECU input to Ignition timing control
Remove battery cables and clean, repair and/or

Inspect Ignition System

Remove and inspect the spark plugs. Replace as
required.
Inspect the ignition coil for cracks and heat

Oxygen sensor
Battery voltage
MAP sensor (Engine load)

Coolant temperature : 80-90C(At normal
Temperature)
Parking brake : ON
2. Inspection
2) Measure RPM.
RPM
Low Idle
75015rpm

a normal RPM.
BTDC
55

23


1) Insulator broken
1) Ignition cable
2) Terminal worn
2) Ignition coil
3) Carbon deposit
1. Disconnect the ignition cables from ignition coil

assy.

using a sparkplug wrench.
CAUTION

24
0.7~0.8mm
Spark Plugs

torque.
Tightening torque
2 ~ 2.5 kgm
SPARK PLUG ANALYSIS

State
Contact point is
black
Contact point is
white
Description
Density of the
fuel mixture is
thick
Density of the
fuel mixture is
thin
Lack of air
intake
Ignition timing is
fast
Spark plug is
tight
Lack of torque
25
Fuel System Maintenance


screws in an opposite sequence across the cover.
Park the lift truck in an authorized refueling area with

the forks lowered, parking brake applied and the
transmission in Neutral.

counterclockwise.
11. Crank the engine several revolutions to open the
fuel lock-off. DO NOT START THE ENGINE.
12. Check the filter housing, fuel lines and fittings for
leaks. Repair as necessary.

Start engine.
Locate the electrical connector for the fuel lock (A).
1. Close the fuel shutoff valve on the LP-fuel tank.
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
FUEL FILTER DISASSEMBLY (Steps 4-7)
Turn the ignition key switch off and re-connect the

fuel lock-off connector.

5. Remove top cover (2), magnet (3), spring (4), and
filter element (7) from bottom cover (5).
26
Pressure Regulator/Converter
Inspection

Verify that the TMAP sensor (F) is mounted tightly
into the manifold or manifold adapter (E), with no
leakage.
Visually inspect the pressure regulator/converter

(B) housing for coolant leaks.
If the TMAP is found to be loose, remove the

TMAP retaining screw and the TMAP sensor from
the manifold adapter.
Refer to Chapter 5 if the pressure

regulator/converter requires replacement.
Fuel Trim Valve Inspection (FTV)
Visually inspect the TMAP O-ring seal for damage.

Replace as necessary.
Visually inspect the fuel trim valves (C) for

Apply a thin coat of an approved silicon lubricant

to the TMAP O-ring seal.
To ensure a valve is not leaking a blow-by test can

be performed.
Re-install the TMAP sensor into the manifold or

manifold adapter and securely tighten the
retaining screw.

connector to the FTVs.
2. Disconnect the vacuum line from the FTVs to the
pressure regulator/converter at the converters
tee connection.
Exhaust System Maintenance

3. Lightly blow through the vacuum line connected to

the FTVs.
Air should not pass through the FTVs when deenergized.
If air leaks past the FTVs when de-energized,
replace the FTVs.

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.
Inspect Air/Fuel Valve Mixer Assembly

Refer to Chapter 5 for procedures regarding the
LP mixer (D).
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.
Visually inspect the intake throttle assembly (E),

and intake manifold for looseness and leaks.
Repair as necessary.

Visually inspect the throttle assembly motor
housing for coking, cracks, and missing coverretaining clips. Repair and/or replace as
necessary.
NOTE: Refer to Chapter 5 for procedures on
removing the mixer and inspecting the throttle plate.
27
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 non-compliant LPG fuel may require more frequent service intervals and will disqualify the
user from warranty claims.
28
29
Chapter 3. ENGINE MECHANICAL SYSTEM

General Information
Engine Outline
30
Lower groove ............................... 0.035 0.008
Technical Specifications
Gap between the oil scraper-type control oil.............

...............................................................0.20 0.55
CRANKSHAFT
Maximum saddle taper............................. 0.005 mm
CYLINDER HEAD
Maximum saddle out-of-roundness .......... 0.004 mm
Valve seat angle (all) ...................................90 1
Crankshaft maximum warping .................... 0.03 mm

INTAKE AND EXHAUST VALVES
Trunnion diameter................ 57.9820 57.9950 mm
Seat angle ...............................................92 15
Journal diameter ........................48971 49987 mm
Stem lash in the guides ...0.015 a 0.042 mm (intake)

e 0.030 a 0.060 mm (exhaust)
Maximum clearance between trunnion and shell

....................................................0.015 0.041 mm
Available oversize............0.075 a 0.150 e 0.250 mm
Clearance between journal and connecting rod shell

....................................................0.012 0.062 mm
Valve seat eccentricity tolerance (between

maximum and minimum readings) ............0.050 mm
Connecting rod journal end clearance ......................

....................................................0.070 0.242 mm
Valve seat widths:
Reboring number ................................................... 2
Intake.......................................... 1.3 1.4 mm
Crankshaft end clearance ..............0.02 0.352 mm
Exhaust ..................................... 1.7 1.8 mm

CAMSHAFT
Shells: See color definitions below, under Table of

Spare Shells
End clearance ................................. 0.04 0.16 mm

Camshaft maximum warping.......................0.04 mm
CYLINDERS AND PISTONS
OIL PUMP
Clearance between piston and cylinder (skirt lower

area)............................................0.010 a 0.030 mm
Clearance between:
Maximum saddle out-of-roundness .......... 0.127 mm
Driven gear and case ................ 0.11 a 0.19 mm
Crankshaft maximum warping ................ 0.127 mm
Drive gear and crescent ............ 0.35 a 0.45 mm
Piston stroke............................................... 100 mm
Gear and cover ......................... 0.03 a 0.10 mm
Piston bore ................................................ 87.5 mm
Pressure @ 1400 RPM......................282 324 kPa

(41 47 lbfpul)
Distance between piston head in the TDC and block

surface ............................................0.11 a 0.43 mm
Angle between the compression ring openings.........
.........................................................................100
Gap between compression ring tips .........................
............................................. 1st groove 0.25 0.45
............................................ 2nd groove 0.15 0.45
Gap between compression rings and grooves
Upper groove ...............................0.005 0.085
31
Shells Selection Table

MAIN BEARINGS STANDARD SIZE (*)
(*) ALL MEASURES ARE IN MILLIMETERS
32
MAIN BEARINGS 0.50 UNDERSIZE (*)
33
CONNECTING ROD BEARINGS

0.25 UNDERSIZE
CONNECTING ROD BEARINGS

0.50 UNDERSIZE
34
Recommended Torque Values

nuts
Nm
Starter to transmission
40
Starter to cylinder block
25
Crankcase breather tube
20-30
Exhaust manifold to cylinder head
18-22 1)
Dipstick oil tube to cylinder block
20-30
Camshaft sensor fastening bolt to camshaft housing
16
DIS Ignition Module to camshaft housing carrier
Throttle body to intake manifold
11-13
Pressure plate to camshaft housing
Intake manifold to cylinder head
18-22 1)
Alternator to alternator support
35
Alternator to alternator shackle
20
Transmission to cylinder block
60
Alternator support to cylinder block
40-50
Engine mount to cylinder block
50
Bowden cable bracket to intake manifold
Wiring harness bracket to intake manifold
20
Rear toothed belt cover bolts
Rear toothed belt cover nuts
Heat shield to exhaust manifold
6-8
bolts
Nm
Wiring trough to cylinder head
Vbelt tensioner to alternator support
25
Knock sensor to cylinder block
20
Fuel distributor tube to intake manifold
22-30
Fuel supply and return line to throttle valve guards
15
Water pump to cylinder block
25
Coolant pipe to transmission
60
Coolant pipe to cylinder block
20
Crankshaft main bearing cap to cylinder block
50 Nm + 45 + 15
Oxygen sensor to exhaust manifold
25-30
Crankcase oil baffle plate and bridge bolts
20
Alternator shackle to intake manifold
20
Camshaft housing cover to camshaft housing
Camshaft sprocket to camshaft
45
Oil drain bolt to oil pan

40-70
35
bolts
Nm
Oil pressure switch to oil pump
30-50
Oil filter to oil pump
Hand Tight
Oil pump to cylinder block
10
Oil pump cover to oil pump
Oil intake pipe to oil pump
10
Oil intake pipe to cylinder block
Oil baffle plate to oil pan
Oil pan to transmission
40
Oil pan to cylinder block
18-223
Conrod bearing cap to conrod
30-40+40+45
Flywheel to crankshaft
35 + 30 + 15 2)
Coolant temperature sensor to intake manifold
20
Support to alternator and intake manifold
20
Thermostat housing to cylinder head
15
Carrier plate (DIS ignition module) to camshaft housing
12
Relief valve plug to oil pump
45 - 60
Front exhaust pipe to exhaust manifold (hex bolts)
35 4)
Front exhaust pipe to exhaust manifold (hex nuts)
45 1)
Toothed belt cover, lower part to rear toothed belt cover
Toothed belt tension roller to oil pump
20
Spark plug to cylinder head
25
Cylinder head and camshaft housing to cylinder block
25 + 180+ 10 2)
1. Use new nuts.

2. Use new bolts.
3. Rectum thread before reuse and insert bolts with
screw locking compound (red). The installation
time including the torque check is maximum 10
minutes.
4. Insert bolts with mounting paste (white).
36
Troubleshooting
Symptom
Possible cause
Remedy
Cylinder head gasket damaged

Worn or damaged piston ring
Worn piston or cylinder
Worn or damaged valve seat
Oil pressure switch defective
Oil filter clogged
Worn oil pump gear or cover
Oil relief valve clogged(Open)
Oil relief valve clogged(Closed)
Replace gasket
Replace ring
Repair or replace piston and cylinder block
Repair or replace valve and seat ring
Replace oil pressure switch
Install new filter
Replace
Replace engine oil
Replace or inspect
Replace bearing
Repair relief valve

Faulty HLA
Worn belt stem or valve guide
Replace engine oil

Replace HLA
Replace belt stem or valve guide

Low oil pressure
Incorrect belt tension

Refer to too low oil pressure
Replace engine oil
Replace bearing
Correct belt tension
Low coolant level
Coolant leak from Heater or radiator

hose
Defective radiator cap
Thermostat housing
Radiator
Water pump
Repair or replace parts

Retighten clamp or replace
Replace gasket or housing
Replace
Replace parts
Radiator clogged
Foreign material into coolant
Replace coolant
Abnormally high
coolant temperature
Radiator cap defective
Abnormal flow in cooling system
Loose or missing driving belt
Loose water pump
Water temperature wiring defective
Cooling pan defective
Radiator or thermostat switch defective
Inefficient coolant
Replace parts
Replace parts
Clean or replace parts
Correct or replace
Replace
Repair or replace
Repair or replace
Replace
Add coolant
Water wiring defective
Cracked or damaged hose, pipe, and oil
cooler
Replace
Repair or replace
Breakaway exhaust plate in muffler

Rubber hanger damaged
Pipe or muffler with body Interfered
Catalytic converter damaged
Each connecting gasket damaged
Replace
Replace
Repair
Repair or replace
Replace
Replace
Low compression
Low oil pressure
High oil pressure

Noisy valve
Noisy connecting rod

or timing belt
Noisy timing belt
Abnormally low
coolant temperature
Oil cooling system
leak
Exhaust gas leak
Abnormal noise
37
Retighten Replace
Retighten
Repair or replace
Engine Exploded View (1 of 2)
1) RING KIT 2) PISTON 3) BEARING KIT 5) ROD 6) BOLT 13) INDICATORK,OIL LVL 14) HOSE 16) GASKET 17) BOLT
20) PLUG 21) ENGINE 22) SEAL 23) BOLT 24) GEAR 25) GEAR 26) SEAL 27) COVER 28) BOLT 41) PAN,OIL
42) BOLT 47) CAP 57) BEARING 58) BOLT 59) CRANKSHAFT 60) RING 61) KEY 62) BEARING KIT 80) FILTER
81) FITTING 86) VALVE 87) SENSOR 90) BOLT 91) BOLT 92) SEAL 97) PIN 98) BEARING KIT 99) PLATE 100) CAP
101) BOLT 102) PUMP 103) SEAL 104) PIN 105) GASKET 106) PUMP 107) BOLT 108) SEAL 109) SEAL 110)PIPE
111) BOLT 112) BOLT 113) BAFFLE 114) SEAL 115) PLUG 117) CLAMP 118) HOSE 120) SPRING 121) PLUG
122) SEAL 123) PLUG 124) VALVE 125) GASKET 126) PIN 129) SEAL 130) SWITCH 131) BOLT 132) PLATE 133) BOLT
134) STARTER 135) SENSOR 136) PLUG 139) BOLT 143) BOLT 145) BOLT
38
Engine Exploded View (2 of 2)
1) ENGINE 3) SPARK PLUG 4) ARM 5) SEAT 6) ADJUSTER 7) KEY 8) CAP 9) SPRING 10) SEAL 11) SEAT
12) GUIDE 28) STUD 29) NUT 31) MANIFOLD 32) GASKET 33) VALVE 34) SEAT 35) VALVE 36) SEAT 37) GASKET
38) HEAD 40) BOLT 49) STUD 66) PIN 67) HOUSING 69) WASHER 71) CAMSHAFT 72) PIN 73) STUD 74) CAP
75) SEAL 76) COVER 77) GASDET 78) BAFFLE 79) TUBE 80) BOLT 81) BRACKET 82) BRACKET 83) BRACKET
86) BOLT 87) BRACKET 88) COVER 89) SEAL 90) BOLT 91) RETAINER 92) RETAINER 93) RETAINER 94) RETAINER
95) WIRE 96) WIRE 97) WIRE 98) WIRE 99) WIRE KIT 100) STRAP 104) COIL 105) BOLT 107) GASKET
108) MANIFOLD 113) HOSE 115) COVER 116) BOLT 117) ADAPTER 118) BOLT 119) COVER 120) BOLT
121) SPROCKET 122) WASHER 123) BOLT 124) BELT 125) TENSIONER 126) BOLT 128) SPACER 129) KEY 130) SEAL
131) SPROCKET 132) WASHER 133) BOLT 134) SEAL 135) HOUSING 136) SENSOR 137) BOLT 140) SEAL
141) THERMOSTAT 142) BOLT 143) INJECTOR 144) SEAL 145) INJETOR 146) REGULATOR 148) SEAL 149) SEAL KIT
150) CLIP 151) BOLT 152) BOLT 153) COVER 154) GASKET 160) TUBE 161) TUBE 162) FITTING 164) BOLT 165) INLET
166) STUD 167) SEAL 168) VALVE 169) HOSE 170) CLAMP 171) CLAMP 172) HOSE 173) BALANCER 174) BOLT
175) PIPE 176) BOLT 177) TUBE 180) ADAPTER 181) WASHER 183) STUD 184) NUT
39
Intake manifold and gasket

Components
1) Gasket 2) Intake Manifold Assy 3) Stud Bolt 4) Nut 5) Fitting 6) Tmap 7) Bolt 8) Bracket-Stay 9) Washer 10) Bolt
11) Washer 12) Bolt 13) Pipe 14) Plug 15) Hose 16) Hose 17) Clamp 18) Washer 19) Bolt 20) Hose 21) Clamp
22) Washer 23) Bolt 24) Hose 25) Clamp 26) Block 27) Bracket 28) Fitting 29) Plug
40
16. Electric harness support from the intake

manifold front upper area, with a 10-mm socket
wrench and handle.
Removal
Remove or Disconnect
1. Relieve of fuel line pressure:
Fuel-off solenoid valve disconnect.
Run the engine and leave it running until
stopping by lack of fuel.
Run the engine for about 5 seconds so as to fully
depressurize the fuel system.
Fuel pump electric connection, from the tank
upper area
Run the engine and let it idle until it stops by lack
of fuel.
Start the engine for about 5 seconds, so as to
obtain full pressure relief in the fuel system.
2. Battery negative cable.
3. Drain the coolant, releasing the radiator lower
hose.
4. Fuel delivery pipe feed and return hose, with tool
S-9401234.
17. Generator support attaching bolt from the intake

manifold, with a 6-mm Allen wrench and handle.
5. Map Sensor connector.
18. Generator support attaching bolts from the

cylinder block, not removing but observing a
space which makes possible for the intake
manifold removal.
6. Map sensor.
7. Electronic throttle valve electric connections.
8. Vacuum hose (mixer).
19. Intake manifold-to-cylinder head attaching nuts,

with a 13-mm socket wrench, extension and
handle.
9. Fuel supply hose (LP gas).

10. Mixer assembly (13mm bolts x 4).
20. Intake manifold.
11. Mixer assembly gasket
21. Intake manifold gasket
12. Intake manifold support, loosening the manifold

bolt with a 13-mm combination wrench.
Clean
Gasket residues from the intake manifold and
cylinder head, taking care not to scratch the
gasket mating surfaces.
13. Intake manifold-to-valve cover breather hose,

PCV hose and manifold-to-fuel delivery pipe
hose.
Installation
14. Fuel delivery pipe-to-intake manifold attaching

bolts, with a 13-mm combination wrench.
Install or connect
15. Fuel delivery pipe, raising it and loosening the
injection nozzle connections.
1. A new gasket between intake manifold and

cylinder head.
41
2. Intake manifold and its attaching nuts, without

tightening.
Tighten
Bolt: 7 8 Nm (5 6 lbft.).
Obs.: Do not install the last intake manifold lower

nut.
13. A new gasket between mixer assembly and

intake manifold.
3. With a 13-mm socket wrench, extension and

proper torque wrench; tighten.
14. Mixer assembly and its attaching nuts, without

tightening.
Tighten
15. With a 10-mm socket wrench and torque
wrench; tighten.
Nuts: 18 22 Nm (13 16 lbft.).

Obs.: Tighten the intake manifold nuts in a
crisscross sequence, from the center to the ends.
Tighten
Nuts: 11 13 Nm (8 9,5 lbft.)

proper torque wrench; tighten.
16. Mixer assembly electric connections and hoses.

17. Fuel feed and return hoses to the fuel delivery
pipe.
Tighten
Nuts: 18 22 Nm (13 16 lbft.).
18. Generator support in its place and install the

support-to-cylinder block lower bolts without
tightening.
Bolts: 12 18 Nm (8.8 13 lbft.).

5. MAP sensor electric connector in the intake
manifold rear area.
19. With a Torx T-50 socket wrench and torque

wrench; tighten.
6. Connectors to injection nozzles.

Tighten
7. Delivery pipe together with the injection nozzles in
its place.
Bolt: 40 50 Nm (29 36 lbft.).
8. Delivery pipe attaching bolt; with a 13-mm socket

wrench and torque wrench; tighten.
20. Support-to-intake manifold attaching bolt;

without tightening.
Tighten
21. With a 6-mm Allen wrench and torque wrench;

tighten.
Bolts: 22 30 Nm (16 22 lbft.).

Tighten
9. Hot air hoses to the pipe and installs its clamps
with special pressure clamp pliers and connects
the DIS coil electric connection.
Bolts: 40 50 Nm (29 36 lbft.).

22. Radiator lower hose and refill the cooling system.
10. Hose and harness routing support and generator

support in the intake manifold side area, without
tightening.
23. V pulley belt; see V Pulley Belt Installation, in

this section.
11. Electric harness support to the intake manifold

upper area and its attaching bolt, without
tightening.
wrench; tighten.
42
Exhaust Manifold and Gasket

Components
1) Gasket 2) Adapter-Exhaust Manifold

10) Shield 11) Gasket
3) Bolt
4) Washer
5) O2 Sensor
43
6) Stud Bolt
7) Washer
8) Bolt 9) Exhaust Manifold
Removal
Installation
Remove or disconnect
Install or connect
1. Spark plug cable terminals;
1. New gasket between the exhaust manifold and

cylinder head.
2. Exhaust manifold heat shield and remove dipstick

tube (to allow removal of #3 plug wire).
2. Exhaust manifold and attaching nuts, without

tightening.
3. Adapter-Manifold
torque wrench; tighten.
4. Oxygen sensor (O2) electric connection.

5. Exhaust manifold oxygen sensor, with a 13-mm
combination wrench.
Tighten
Nuts: 18 22 Nm (13 16 lbft.)
6. Exhaust manifold pipe-to-exhaust manifold

attaching nuts below the vehicle, with a 13-mm
socket wrench, extension and handle.
4. Exhaust pipe to exhaust manifold, with a new

gasket and attaching bolts, without tightening.
7. Exhaust manifold-to-cylinder head attaching nuts,

handle.

8. Exhaust manifold and gasket.
Tighten
Bolts: 14 20 Nm (10 15 lbft.).
Clean
6. Oxygen sensor to the exhaust manifold, with a

22-mm adapter and proper torque wrench; tighten.
Exhaust manifold and cylinder head gasket

residues, taking care not to scratch the gasket
mating surfaces.
Tighten
Nuts: 25 30 Nm (18 22 lbft.).
7. Heat shield and attaching bolts, without tightening.
8. With a 10-mm socket and torque wrench; tighten.
Tighten
Bolts: 6 8 Nm (4.4 5.8 lbft.).
9. Spark plug cables, observing their sequence.
44
Timing Belt
Components
1) Cover
Belt
2) Bolt
3) Adapter
12) Bolt 13) Spacer
4) Bolt
14) Key
5) Cover
6) Bolt
7) Sprocket 8) Washer
15) Seal 16) Sprocket 17) Washer
45
18) Bolt
9) Bolt
19) Bolt
10) Belt-timing 11) Tensioner-Timing

20) Stud 21) Nut
Removal
Timing Belt
Inspection
1. Crankshaft pulley; see Crankshaft Pulley

Removal, in this section.
2. V pulley belt automatic Tensioner; see V Pulley
Belt Automatic Tensioner Removal, in this
section.
3. Timing belt front cover attaching bolt, with an E10
Torx socket wrench, extension and handle
4. Timing belt front cover.
Important
1. Check the belt for oil or dust deposit and replace
it if necessary. In case of small amount of oil or
dust, clean it with a rag or paper instead of a
solvent.
Note the camshaft pulley alignment with the

timing mark on the timing belt cover.
Turn the crankshaft until aligning the timing
pulley mark with the oil pump case flange, in the
no. 1 cylinder combustion stroke.
2. After overhauling the engine or readjusting the

belt, inspect the belt in detail and replace it with a
new one if the following defects are detected.
5. Loosen the timing belt Tensioner bolt with a 13mm combination wrench, releasing belt tension.
CAUTION
6. Timing belt, marking the running direction/front

edge of the belt in case of using the same belt.
Do not bend or twist the timing belt.

Take care not to contact the timing belt with oil,
water, grease and steam.
46
Description
1. Back side rubber is hardened
Specification
Glossy back side. Due to
non-elasticity and hardening,
when pressing it with the tip of
a finger, there is no sign of it.
2. Back side rubber is cracked
3. Canvas is cracked or detached
4. Tooth is excessively worn out (initial step)
5. Tooth is excessively worn out (final step)

worn (elastic canvas fiber rubber
is worn, color is faded in white,
canvas structure is deformed)

Worn and rubber is worn off
(tooth width is narrowed)
6. Tooth bottom is cracked
7. Tooth is missing
8. The side of belt is severely worn out
9. The side of belt is cracked
NOTE: In case of normal

belt, it is cut precisely as
if cut with a sharp cutter
47
Installation
Install or connect
Important
Align the camshaft timing pulley mark with the
timing belt rear cover mark.
Align the crankshaft timing pulley mark with the
oil pump case flange, in the no. 1 cylinder
combustion stroke.
1. Timing belt
2. Belt Tensioner adjustment: with a 6-mm Allen
wrench, so as to keep steady the Tensioner shaft,
loosen the Tensioner shaft attaching bolt until the
same becomes steady.
With a 6-mm Allen wrench, turn clockwise the
Tensioner installation shaft up to the NEW
marking point ( mm) (Detail B). The needle may
move from the right side up to the final adjusting
position. Tighten the bolt. For used timing belts,
follow the same procedure, but with the belt
adjustment in the USED position.
This change is suggested due to the used belt
presenting a different course of action regarding
the new belt.
3. Timing belt front cover.
4. Timing belt front cover attaching bolts, with a 10mm socket wrench and handle.
5. V pulley belt automatic Tensioner; see V Pulley
Belt Automatic Tensioner Installation, in this
Section.
6. Crankshaft pulley; see Crankshaft Pulley
Installation, in this section.
48
Timing Belt Tensioner

Removal
1. Timing belt; see instructions under Timing Belt
2. Timing belt Tensioner bolt, in the oil pump case,
with a 13-mm socket wrench and handle.
3. Timing belt Tensioner.
Install or connect
1. Tensioner in the oil pump case.
Important
The lug (1) in the Tensioner base should be
lodged in the hole (2) of the oil pump case.
2. Tensioner attaching bolt, without tightening.
3. Timing belt; see Timing Belt Installation, in this
section.
49
PCV Valve
Outline and Operation Principle
Engine condition
PCV valve
Vacuum path
No operating
No operating
Clogged
Engine condition
PCV valve
Vacuum path
At idle or deceleration
Full operating
Small
Engine condition
PCV valve
Vacuum path
Proper operating
Proper operating
Big
Engine condition
PCV valve
Vacuum path
High speed and overload

Light operating
Very big
50
Crankcase Ventilation
Oil Fill Cap
Secondary Vent
(Fresh Air Port)
Primary Vent
to PCV
Hi C/C
Pressure
Herringbone separator lies on horizontal.

Shown here in vertical for viewing ease.
Cover Assy
External
Crankcase
Breather Tube
Cam
Carrier
Cylinder
Head
Liquid Oil
Oil Drainbacks (7 total)

(2 at front, 2 at rear, &
3 mid on exhaust side)
Foul Air
Engine
Block
Oil Pump
Assy
Fresh Air
Oil Pan
Oil Pan Baffle
* Note: Diagram does not reflect

actual engine geometry
51
TROUBLESHOOTING
Service Procedure
REMOVAL
1. Disconnect the vacuum hose from the PCV valve.

2. With the engine at idle, Check the intake manifold
for vacuum when clogging the opened end of PCV
valve.
1. After disconnecting the vacuum hose (A), remove

the PCV valve (B).
INSTALLATION
NOTE: The plunger in PCV valve will move back

and forth.
Install the PCV valve and connect the vacuum hose.
3. If vacuum is not detected, clean or replace PCV

valve and vacuum hose.
INSPECTION
1. Remove the PCV valve.
2. Check the plunger for movement by inserting a
thin stick (A) toward the valve (B) nut.
3. If the plunger is not moved, it means that PCV
valve is clogging, so, clean or replace PCV valve.
52
Camshaft Timing Pulley and/or

Seal
Installation
Removal
1. New seal in the camshaft case, with the aid of tool

KM-422, camshaft pulley washer and bolt.
Install or connect
1. Timing belt; see Timing Belt Removal, in this
section.
2. Camshaft timing pulley and its bolt, with a 22-mm

wrench, to lock the camshaft and a 17-mm socket
2. Camshaft case cover; see Camshaft Case Cover

Tighten
Bolt: 40 50 Nm (30 37 lbft.).
3. Camshaft timing pulley attaching bolt, holding the

camshaft with a 22-mm wrench and use a 17-mm
combination wrench to loosen the camshaft timing
pulley attaching bolt.

Installation, in this Section.
Important

section.
Mark the orientation of the camshaft timing

pulley before removal.
Crankshaft Timing Pulley
4. Camshaft timing pulley.
Removal
5. Camshaft seal; for this operation, drill a hole in

the seal front face and install a fine thread bolt.
With the aid of pliers, pull the seal.
1. V pulley belt; see V Pulley Belt Removal, in
this section.
2. Timing pulley attaching bolt, with a 13-mm socket.
3. Timing pulley; if it is locked, use tool 6-8604028 to
remove the same.
4. Timing pulley key.
Installation
Install or connect
1. Key in the timing pulley.
2. Timing pulley and attaching bolt, without
tightening.
3. Use a 13-mm socket wrench; tighten.
Tighten
Bolt: 135 + 30 + 15 (99 lbft. + 30 + 15).
this section.
53
Install the seal in the protecting sleeve.

Place installer KM-417 and bolt and install the
seal in its lodging.
2. Remove tool and protecting sleeve.
3. Timing pulley in the crankshaft; see Crankshaft
Timing Pulley Installation, in this section.
section.
Crankshaft Front Seal

Removal
1. Timing belt; see Timing Belt Removal, in this
section.
2. Crankshaft timing pulley; see Crankshaft Timing
Pulley Removal, in this section.
3. Crankshaft seal. For this operation, drill a hole in
the seal front face and install a fine threaded bolt
(arrow).
With the aid of pliers, remove the seal.
Installation
Install or connect
1. New seal to the crankshaft.
Important
Install tool KM-417 protecting sleeve on the
crankshaft end with its outer surface lubricated
and the chamfered area turned to the outside of
the vehicle.
54
Camshaft Case Cover and

Gasket
Crankshaft Accessory Pulley

Removal
Removal
1. V pulley belt; see V Pulley Belt Removal, in

this section.
1. Spark plug cables from the support.

2. Breather hose from the valve cover.
2. Crankshaft accessory pulley attaching bolt, with a

13-mm socket wrench and handle.
3. Camshaft case cover attaching bolts, with a 10mm socket wrench and handle.
3. Crankshaft pulley.
4. TDC sensor and CAS sensor.
4. Camshaft case cover and gasket.

Installation
Install or connect
1. A new gasket and camshaft case cover.
2. Camshaft cover attaching bolts, without tightening.
Obs.: Install the spark plug cables together with the
bolts.
Installation
Tighten
Install or connect
Bolts: 4 10 Nm (3 7 lbft.).
1. Accessory pulley with attaching bolts, without

tightening.
2. With a 13-mm socket wrench and torque wrench;
tighten the pulley attaching bolts.
4. Breather hoses in the camshaft case cover.

5. Spark plug cables on the supports.
Tighten
Bolts: 15 25 Nm (11 18 lbft.).
this section.
55
Timing Belt Rear Cover

Removal
1. Timing belt; See Timing Belt Removal, in this
section.
2. Camshaft timing pulley; see Camshaft Timing
4. Timing belt rear cover attaching bolts and nuts,
with a T30 Torx socket wrench; extension and
handle.
5. Timing belt rear cover.
Installation
Install or connect
1. Timing belt rear cover and attaching bolts and
nuts, without tightening.
2. With a T30 Torx wrench, and extension; tighten.
Tighten
Nuts: 5 10 Nm (4 7 lbft.).
Pulley Installation, in this section.
4. Camshaft timing pulley; see Camshaft Timing
Pulley Installation, in this section.
section.
56
Rocker Arms, Linkage, Valve

Lifters With Cylinder Head and
Eegine
Removal
1. Camshaft case cover; see Camshaft Cover
2. Attach tool KM-565-A in the camshaft case,
supporting it over the spring plate corresponding
to the rocker arm to be removed.
3. Drive the tool pressing the valve spring.
4. Rocker arm, linkage.
5. Valve lifter.
Installation
Install or connect
1. Valve lifter, linkage and rocker arm.
2. Release the valve spring.
3. Remove tool KM-565-A.
- Installation, in this section.
57
Cooling System
General Description
Water Outlet Assy
(attaches to cyl head)
Upper outlet to
ancillary device
Lower outlet
to water
pump inlet
Cam
Carrier
Cylinder
Head
(1)
Coolant
Sensor
(2)
Blocking
t/stat
(bypass
open cold)
Note: Cylinder head gasket orifices control water

flow from block to head.
- Large opening (max flow) at rear of engine
- Small venting passages between cylinders
Water inlet
(Actual pump inlet
thru rear of pump)
Oil Pump
Assy
(4)
Engine
Block
(3)
Belt Driven
Cassette
Water Pump
Water out
Oil Pan
* Note: Diagram does not reflect actual engine geometry
Cooling System Schematic

1) Cylinder head.
2) Thermostat.
3) Cylinder walls.
4) Water pump.
thermostat (2) is open the coolant will go through

radiator top hose and into the top tank of radiator.
Coolant then goes through the cores of the radiator.
The air from the fan will make the coolant cool as
the coolant flows to the bottom of the radiator and
out hose where the coolant returns to water pump.
The radiator is equipped with a shroud to increase
the efficiency of the fan and cause the air to be
pushed through the radiator and away from the lift
truck.
If the coolant is hot and the cooling system pressure
is too high, some coolant flows to the top of radiator
through the tube to recovery tank. The cooling
system pressure is controlled by cap. When the
cooling system pressure goes above its rated
pressure, a valve opens in pressure cap which
releases the cooling system pressure to the
atmosphere. After the engine is at normal
temperature for operation, a development of vacuum
is present in the cooling system. Pressure cap
permits air in the radiator to remove the vacuum at
the same time coolant from recovery tank is pulled
back into the radiator.
Water pump (4) is installed on the front of the

cylinder block. The water pump is driven by timing
bolt.The inlet opening of the water pump is
connected to the radiator lower hose. The outlet flow
from the water pump goes through passages inside
the cylinder block.
The coolant from the water pump through the
cylinder block passages has primary coolant flow to
and around the seats for the exhaust valves. This
method gives the coolant with the coolest
temperature flow to the hottest area during engine
operation.
Cylinder walls (3) are cooled by the coolant flow
through the block. After the coolant goes through the
cylinder block it flows through cylinder head (1) to
the thermostat housing, where the bypass type
thermostat (2) is installed. The thermostat controls
the opening to radiator to control the temperature in
the cooling system.
If the coolant is cold (cool), the thermostat will be
closed. The coolant circulates (makes a complete
circuit) from the water pump and through the
cylinder block until the temperature of the coolant is
warm enough to make the thermostat open. When
58
5. Inspect the drive belts for the fan.

any tests or adjustments while the engine is running:
6. Check for damage to the fan blades.

7. Look for air or combustion gas in the cooling
system.
WARNING
8. Inspect the filler cap and the surface that seals

the cap. This surface must be clean.
9. Look for a large amount of dirt in the radiator core
and on the engine.
WARNING
10. Check for loose or missing fan shrouds that

cause poor flow of cooling air.

the outside.
Cooling System Tests
This engine has a pressure type cooling system. A

pressure type cooling system gives two advantages.
The first advantage is that the cooling system can
have safe operation at a temperature that is higher
than the normal boiling (steam) point of water. The
second advantage is that this type system prevents
cavitation (the sudden making of low pressure
bubbles in liquids by mechanical forces ) in the
water pump. With this type system, it is more difficult
for an air or steam pocket to be made in the cooling
system.
The cause for an engine getting too hot is generally
because regular inspections of the cooling system
were not made. Make a visual inspection of the
cooling system before testing with testing equipment.
Cooling System Visual Inspection
WARNING
Do not loosen the filler cap or pressure cap on a
hot engine. Steam or hot coolant can cause
severe burns.
Remember that temperature and pressure work

together. When making a diagnosis of a cooling
system problem, temperature and pressure must
both be checked. Cooling system pressure will have
an effect on cooling system temperatures. For an
example, look at the chart to see the effect of
pressure and height above sea level on the boiling
(steam) point of water.
1. After the engine is cool, loosen the filler cap (on a

radiator with a pressure cap, turn it to the first
stop) to let pressure out of the cooling system.
Then remove filler or pressure cap.
2. Check coolant level in the cooling system.
3. Look for leaks in the system.
4. Look for bent radiator fins. Be sure that air flow
through the radiator does not have a restriction.
59
Cooling System Leak Check
Pressure Cap Test
To test the cooling system for leaks, use the

WARNING
Pressure Cap Diagram
(A) Sealing surface of cap and radiator.
2. Make sure the radiator is full (hot) or nearly full

(cold) of coolant.
One cause for a pressure loss in the cooling system

can be a bad seal on the pressure cap of the system.
Inspect the pressure cap carefully. Look for damage
to the seal or the sealing surface. Any foreign
material or deposits on the cap, seal or seal or
sealing surface must be removed.
3. Attach the Cooling System Pressurizing Pump

Tool to the radiator filler neck.
4. Pump the pressure to 20 kPa (3 psi) more than
the rated pressure of the cap.
5. Check the radiator for outside leakage.
To check the pressure cap opening pressure, do the

following procedure.
6. Check all connections and hoses of the cooling

system for outside leakage.
WARNING
7. If there is no outside leakage and the pressure

reading on the gauge is still the same after 5
minutes, the radiator and cooling system do not
have leakage. If the reading on the gauge goes
down and there is no outside leakage, there is
leakage on the inside of the cooling system. Make
repairs as necessary

2. Put the pressure cap on the Cooling System
Pressurizing Pump Tool.
3. Look at the gauge for the pressure that makes the
pressure cap open. It must be as follows:
A40365876 to 100 kPa (11 to 14.5 psi)
4. If the pressure cap is bad, install a new pressure
cap.
60
Thermostat
Cooling System Heat Problems
The thermostat is the wax pellet type. A jiggle

valve (which improves air bleeding during water
supply) is provided on the flange part. When the
thermostat is closed, the circulation of coolant is
stopped, thereby making warm-up faster.
To check if there is a good reason for heat problems

do the checks that follow:
1. The indications of a heat problem are as follows:
a. High coolant temperature indicator light is on or
needle of coolant temperature gauge is in red
range.
Operation
When the temperature of the coolant is low, the
valve is closed by the spring, with the result that the
coolant circulates within the engine, without passing
When the temperature of the coolant rises and
opens and the coolant also circulates through the
radiator.
b. Coolant boils out (comes out because of too

much heat) of the cooling system during
operations.
c. Coolant boils out on the floor when the engine
is stopped.
d. Coolant must be added at the end of each shift
but Steps b and c are not present.
When the temperature increases further and

opens fully, allowing even more coolant to circulate
2. If indication in Step 1 a is only present. It is

possible the problem is only a damaged gauge,
light or sender. Make a replacement of the
defective part.
Thus, in this way the degree of valve opening is

varied according to the temperature of the coolant,
and the temperature of the coolant is adjusted by
varying the amount of coolant caused to circulate
3. If indication in Step 1b is present, do the

a. Run the engine at medium idle (1200 rpm) for
three minutes after high idle operation. This
cools off the hottest parts of the engine before it
is stopped.
Thermostat Test
To test the thermostat opening temperature, use the
b. Install a coolant recovery system on the truck, if

not already equipped.
WARNING
4. If indications in Step 1b, 1c or 1d are present, but

Step 1a is not and the high temperature indicator
light does work, the problem can be a damaged
radiator cap seal or there can be a leak in the
cooling system. Complete the procedure that
follows:
The pan, water and thermostat will be very hot

and can cause burns. Do not touch the pan,
water or thermostat. Handle the components
with an insulated device for protection.
1. Remove the thermostat from the engine.
a. Do the Pressure Cap Test, Cooling System

Leak Check, Thermostat Test and Belt
Adjustment in the Testing And Adjusting.
2. Hang the thermostat in a pan of water. Put a

thermometer in the water. Put the thermostat
completely under water. Do not let the thermostat
make contact with the pan.
b. Clean the radiator with hot water (steam clean)

at low pressure and use detergent or air
according to the different types of debris that
caused the radiator to be dirty (plugged).
3. Put heat to the pan of water. Make the water in

the pan move around. This keeps all of the water
at the same temperature.
c. Check the engine high idle setting.
4. The thermostat must start to open when the

temperature is 82C (180F). The thermostat must
be fully open at 96C (205F).
61
Filling at over 20 liters per minute can cause air

pockets in the cooling system.
NOTE: Another condition that can cause heat

problems is the ignition timing. Retarded (late)
timing causes the engine to send more heat to the
cooling system. Advanced (early) timing causes the
engine to send less heat to the cooling system.

Cooling System Recommendation

level.
Coolant Information
Operate with a thermostat in the cooling system all

year-round. Cooling system problems can arise
without a thermostat.
Coolant Water
phosphates.
WARNING


specified range.

To prevent damage to your engine, never add

coolant to an overheated engine. Allow the engine to
cool first.
If the lift truck is to be stored in, or shipped to, an
Acceptable Water
Water Content
Limits (ppm)
Chlorides (CI)
40 maximum
Sulfates (SO4)
50 maximum
Total Hardness
80mg/ maximum
Total Solids
250 maximum
pH
6.0 ~ 8.0
The engine cooling system is protected with a

commercially available automotive antifreeze, when
shipped from the factory.

protection.

Clean the cooling system if it is contaminated, if the

engine overheats or if foaming is observed in the
radiator.
Antifreeze
Old coolant should be drained, system cleaned and

new coolant added as recommended with the
commercially available automotive antifreeze.
62
9. Thermostat housing.

cooling system top-up is an unacceptable practice. It
increases the concentration of antifreeze in the
cooling system which increases the concentration of
dissolved solids and undissolved chemical inhibitors
in the cooling system. Add antifreeze mixed with
water to the same freeze protection as your cooling
system.
Installation
Thermostat Housing
3. Use a 10-mm socket wrench and torque wrench

to tighten the clamp.
Install or connect
1. A new O ring in the thermostat housing to the
cylinder head.
2. Lower hose to the thermostat housing and clamps.
Components
Tighten
Clamp: 4 5 Nm (3 3,6 lbft).
4. Thermostat housing and attaching bolts; without
tightening.
Obs.: When installing the thermostat housing, the
heater pipe upper hose should be placed below the
manifold.
tighten the attaching bolts.
Tighten
1) Seal 2) Housing 3) Sensor 4) Bolt 5) Seal

6) Thermostat 7) Bolt 8) Inlet-Water 9) Stud
10 20 Nm (7 15 lbft.).
Removal
6. Using special clamp pliers, install the upper hose

clamp below the intake manifold.
7. Timing belt rear cover; see Timing Belt Installation, in this section.
2. Drain the coolant, loosening the radiator lower

hose.
8. Radiator-to-thermostat upper hose and clamp.
3. Electric connection from the temperature sensor.

tighten the clamp.
4. Radiator-to-thermostat upper hose, with a 6-mm

socket wrench and handle.
Tighten
Bolts: 4 5 Nm (3 3,6 lbft.).
5. Timing belt rear cover; see Timing Belt Rear

Cover Removal, in this section.
10. Temperature sensor electric connection.
6. With special clamp pliers, loosen the upper hose

from the cab heating pipe, below the intake
manifold.
11. Refill the cooling system.

7. Thermostat housing-to-cylinder head attaching

bolts, with a 13-mm socket and handle.
8. Pull out the thermostat housing and remove the
lower hose to the thermostat housing, with a 10mm socket wrench and handle.
63

Cover Installation, in this section.
Water Pump
Removal
1. Drain the coolant loosening the radiator lower
hose.
3. Timing belt Tensioner attaching bolt, with a 13mm combination wrench.
4. Mark the water pump regarding the cylinder block
so as to identify the assembly position.
5. Water pump attaching pump, with a 6-mm Allen
wrench and handle.
6. Water pump and O ring.
Installation
Install or connect
1. New O ring in the water pump.
2. Water pump, observing the mark made in the
disassembly to identify the proper assembly
position.
3. Water pump attaching bolts, without tightening.
4. With a 6-mm Allen wrench and torque wrench;
tighten.
Tighten
Bolts: 20 30 Nm (15 22 lbft);
5. Timing belt Tensioner and attaching bolt, without
tightening.
64
Lubrication System
General Description
Lubricating system is the full-flow filtered pressurefeed oil system and the oil reserved in the oil pan is
fed with pressure to each part of engine. After the
oil pressure is adjusted through the relief valve, the
oil is fed to the cylinder blocks and cylinder head.
In the cylinder head the oil is forcibly fed to the
camshaft journals, rocker arm pivots and further
cam surfaces.
OIl Filter
65

any tests or adjustments while the engine is running.
WARNING
WARNING
Engine Oil Viscosity Recommendation

the outside.
NOTE: In normal case, the recommended engine oil

for G424F(E) engine is SAE 10W - 30.
But, if the excessive valve noise occurs up to five
minutes after a cold start and if the maximum
ambient temperature is lower than 10C (50F), it is
recommended to change engine oil to SAE 5W - 30
for that application.
Engine Oil
Engine Oil Recommendation
Synthetic Oils
The following oil specifications provide the

guidelines for the selection of commercial products :
Use gasoline engine oil. Recommended API service
classification is class SJ grade.
Synthetic engine oils are not recommended for use

in G424F(E) Engine. Synthetics may offer
advantages in cold-temperature pumpability and
high-temperature oxidation resistance.
However, synthetic oils have not proven to provide
operational or economic benefits over conventional
petroleum-based oils in G424F(E) Engine. Their use
does not permit the extension of oil change intervals.
NOTICE
shortened engine life due to carbon deposits or
excessive wear.
Lubrication System Problems

One of the problems in the list that follows will
generally be an indication of a problem in the
lubrication system for the engine.
Prior to changing oil, select an oil based on the

prevailing daytime temperature in the area in which
the engine is operated. The chart in figure is a guide
to selection the proper crankcase oil.
Too much oil consumption.

Low oil pressure.
IMPORTANT: Oils containing solid additives, nondetergent oils, or low-quality oils are not
recommended for use in G424F(E) Engine.
High oil pressure.

Too much component wear.
66
Too Much Oil Consumption
the engines internal parts.
Engine outside oil leakage
If the oil light comes on, indicating the pressure is

low, check for the causes that follow:
Check for leakage at the seals at each end of the

crankshaft. Look for leakage at the oil pan gasket
and all lubrication system connections. Check to see
if oil comes out of the crankcase breather. This can
be caused by combustion gas leakage around the
pistons. A dirty crankcase breather will cause high
pressure in the crankcase, and this will cause
gasket and seal leakage.
1. Low oil level in the crankcase.

2. Defect in the oil pressure indicator light or oil
pressure sensor unit.
3. Restriction to oil pump screen.
4. Leakage at the oil line connections.
Combustion area oil leakage

5. Worn connecting rod or main bearings. Worn
gears in the oil pump.
Oil leakage into the combustion area of the cylinders

can be the cause of blue smoke. There are three
possible ways for oil leakage into the combustion
area of the stems.
6. Oil pressure relief valve worn or stuck in the

OPEN position.
1. Oil leakage between worn valve guides and valve

stems.
7. Oil filter bypass valve stuck open. Oil filter is

restricted. Replace oil filter.
2. Worn or damaged piston rings, or dirty oil return

holes.
High Oil Pressure

Oil pressure will be high if the oil pressure relief
valve in the oil pump cannot move from the closed
position.
3. Compression ring and/or intermediate ring not

installed correctly.
NOTE: Too much oil consumption can also be the
result if oil with the wrong viscosity is used. Oil with
a thin viscosity can be caused by fuel leakage into
the crankcase, or by increased engine temperature.
Too Much Component Wear

When some components of the engine show
bearing wear in a short time, the cause can be a
restriction in an oil passage. A broken oil passage
can also be the cause.
If an oil pressure check is done and the oil pressure
is correct, but a component is worn because it does
not get enough lubrication, look at the passage for
oil supply to that component. A restriction in a
supply passage will not let enough lubrication get to
a component and this will cause early wear.
Low Oil Pressure
Instrument Panel
(1) Engine Oil Light
Before starting the engine, the engine oil light(1) on

the instrument panel will turn on when the key
switch is turned to the ON position. The light will turn
off after the engine is started and while the engine is
running, lidicating normal oil pressure. The light will
turn on during operation only when there is
insufficient engine oil pressure to properly lubricate
67
Installation
Oil Pan
Install or connect
Removal
1. Adhesive sealant in the oil pan.
2. Oil pan-to-engine attaching bolts, without

tightening.
1. Drain the oil on a proper container, removing the

oil pan drain plug, with Torx T45 wrench.
3. Transmission flange-to-oil pan attaching bolts,

without tightening.
2. Position the vehicle on an elevator and raise it.

3. Oil pan guard attaching bolts; with a 13-mm
socket wrench, extension and handle, remove the
guard.
4. With an 18-mm socket wrench, extension and

torque wrench, tighten the transmission flange-tooil pan bolts.
4. Transmission flange-to-oil pan attaching bolts,

Tighten
Bolts: 18 22 Nm (13 16 lbft.)
5. Oil pan-to-cylinder block attaching bolts; with a

Torx E12 wrench and handle, remove the oil pan.
5. With a Torx E12 wrench and torque wrench,

tighten the oil pan-to-cylinder block bolts.
Tighten
Bolts: 18 22 Nm (13 16 lbft.)
6. Oil pan plug
7. With the Torx E12 wrench and torque wrench;
tighten.
Tighten
Bolts: 40 70 Nm (29 51 lbft)
8. Oil pan guard and attaching bolts, without
tightening.
tighten.
Tighten
Clean
Bolts: 27 38 Nm (20 30 lbft).
Gasket residues from the cylinder block and oil

pan, taking care not to scratch the mating
surfaces of the new gasket.
10. Lower the vehicle.

11. Refill with specified oil up to the level.
Inspect
Oil pan for warping.
68
Oil Pump
Removal
1. Timing pulley rear cover; see Timing Pulley Rear
2. Crankshaft timing pulley, use a 17-mm socket
wrench and handle to remove the attaching bolt.
3. Oil filter.
Installation
4. Position the vehicle on an elevator and raise it.
Install or connect
5. Engine oil pan; see Oil Pan Removal, in this

Section.
1. Oil pump new gasket to the cylinder block.

2. Oil pump to the cylinder block and attaching bolts,
without tightening.
6. Oil screen, with a 10-mm socket wrench and

handle, to remove the oil screen-to-oil pump bolt
and a Torx 13-mm wrench and handle to remove
the oil screen-to- framing grille bolt.
3. With a 5-mm Allen wrench and torque wrench,

tighten the oil pump attaching bolts.
7. Oil pressure sensor electric connection.
Tighten
8. Timing belt Tensioner attaching bolt, with a 13mm combination wrench and remove the
Tensioner.
Bolts: 6 10 Nm (4.4 7 lbft.).

4. Oil screen to the oil pump and attaching bolts,
without tightening.
9. Oil pump attaching bolt, with a 5-mm Allen

wrench.
5. Oil screen-to-framing grille attaching bolt, without

tightening.
10. Oil pump.

tighten the oil screen-to-framing grille attaching
bolt.
Tighten
Bolt: 4 10 Nm (3 7 lbft.).
7. With a 10-mm socket wrench and torque wrench,
tighten the oil screen-to-oil pump attaching bolts.
Tighten
Bolts: 6 12 Nm (4.4 8.8 lbft.).
8. Oil filter.
9. Oil pan; see Oil Pan Installation, in this section.
10. Oil pressure sensor electric connection.
11. Timing belt automatic Tensioner and attaching
bolt, without tightening.
69
8. Sealing washer.
Important
9. Spring.
The Tensioner roller lug (1) should be positioned

in the guide housing (2) of the oil pump case.
10. Valve plunger.

12. Crankshaft timing pulley and attaching bolt,
without tightening.
Clean
13. With a 17-mm socket and torque wrench.
All pump parts.
Tighten
Inspect
Bolts: 135 + 30 + 15 (99 lbft. + 30 + 15).
Parts for wear.
14. Timing pulley rear cover; see Timing Pulley
Rear Cover Installation, in this section.
Measure
Play between the following parts:
Driven gear and case, which should be 0.11
0.19 mm.
Drive gear and crescent, which should be 0.35
0.45 mm.
Gear and cover, which should be 0.03 0.10
mm.
Assemble
1. Plunger in the valve. (1)
2. Spring. (2)
3. Sealing washer. (3)
4. Relief valve plug, with a 24-mm socket wrench
and torque wrench.(4)
Oil Pump Assembly
Tighten
Disassemble
Valve plug: 45 60 Nm (33 44 lbft).
1. Remove the oil pump; see Oil Pump Removal,

in this section.
5. Driven gear. (5)
2. Pump cover, with a proper posi-drive screwdriver.
6. Drive gear. (6)
3. Drive gear.
7. Oil pump cover and attaching screws, with a posidrive screwdriver. (7)
4. Driven gear.
8. Oil pump gallery plug, with a torque wrench. (8)
5. Oil pressure switch, with a 26-mm wrench.
Tighten
6. Oil filter gallery plug, with a 19-mm combination

wrench.
Gallery plug: 30 35 (22 25,7 lbft)
7. Relief valve plug, with a 24-mm combination

wrench.
9. Oil pressure switch, with a 26-mm socket and

torque wrench.
70
Tighten
Camshaft Case Assembly
Switch: 30 50 Nm (22 36,7 lbft)
Removal
10. Install the oil pump; see Oil Pump Installation,

in this section.
1. Depressurize the fuel system:
Fuel-off solenoid valve disconnect.
Run the engine and leave it running until
stopping by lack of fuel.
Run the engine for about 5 seconds so as to fully
depressurize the fuel system.
Fuel pump electric connection, from the tank
upper area
Run the engine and let it idle until it stops by lack
of fuel.
Start the engine for about 5 seconds, so as to
obtain full pressure relief in the fuel system.
3. Hose connecting the Mixer assembly to the air
cleaner, with an 8-mm socket wrench, extension
and handle; loosen the clamps.
4. Electric harness-to-intake manifold front area
support, with a 10-mm socket wrench, extension
and handle; position the harness so that it does
not obstruct the manifold removal.
5. MAP electric connection, located on the intake
manifold rear area.
6. DIS coil electric connection and spark plug cables.
7. DIS coil attaching bolts, with a 10-mm
combination wrench and handle; remove the DIS
coil.
71
21. Hot air pipe hose clamp-to-radiator lower hose

attaching bolt, with a 7-mm socket wrench and
handle.
22. Hot air pipe hose.
23. Thermostat pipe; see Thermostat Pipe
Removal, in this Section.
24. Cylinder head-to-cylinder block bolts, with a Torx
T-55 wrench, extension and handle; for the front
bolts, use a 19-mm socket wrench, extension
and handle.
8. Camshaft cover-to-cylinder block breather hose,
with special clamp pliers.
Obs.: Loosen the bolts in the sequence shown,

loosening 1/4 of a turn, 1/2 turn and next removing
them.
9. Ground cable from the camshaft case lower rear

area with a Torx E12 wrench.
10. Harness support and hose support from the
intake manifold side, with a 13-mm combination
wrench.
12. Generator support-to-intake manifold attaching
bolt, with a 6-mm Allen wrench.
13. Air conditioning upper support, with a Torx E12
wrench to loosen the attaching bolt, support-tomanifold stud upper nuts, with a 15-mm socket
wrench and handle.
25. Camshaft case.
14. Drain the coolant, loosening the radiator lower

hose.
26. Rocker arms, linkages and valve lifters, without

mixing them, so that they may be assembled in
the same position.
15. Radiator-to-thermostat upper hose, loosening

the thermostat clamp with a 6-mm socket wrench
and handle.
27. Cylinder head with intake and exhaust manifolds,

which are attached on the same, and the cylinder
head gasket.
16. Hot air hose from cab to pipe, with special clamp
pliers.
Obs.: The cylinder head should be removed due to

the replacement of the gasket by a new one.
17. Heat sink attaching bolts, with a 10-mm socket

wrench and handle.
18. Exhaust heat sink.
19. Exhaust pipe-to-exhaust manifold attaching bolts,
20. Hot air pipe attaching bolt, from the cylinder
block, with a 13-mm socket wrench, extension
and handle.
72
2. Camshaft lock and attaching bolt, without

tightening.
3. With a 5-mm Allen wrench and torque wrench,
give the final tightening.
Tighten
Bolts: 4 10 Nm
4. Camshaft case rear cover, with a new gasket and
attaching bolts, without tightening.
28. Attach the camshaft case on a vise.

Obs.: Use protecting jaws in the vise.
Tighten
29. Camshaft rear cover attaching bolt, with a 10mm wrench combination wrench.
Bolts: 6 10 Nm
30. Camshaft case rear cover and gasket.
6. New cylinder head gasket to the cylinder block.
31. Camshaft lock-to-case attaching bolts, with a 5mm Allen wrench.
7. Cylinder head together with the exhaust and

intake manifolds, positioning them in the cylinder
block.
32. Lock; for that, displace the camshaft a little to

the outside.
8. Valve lifters, pad and rocker arms.
33. Camshaft, by its rear side.
9. Camshaft case with the camshaft assembled.

10. Camshaft and cylinder head new attaching bolts,
without tightening.
Installation
Install or connect
1. Camshaft in the case.
Important
Despite the camshaft end being chamfered, take
care not to damage the seal.
When installing a new camshaft, drain the
engine oil, apply zinc ditiophosphate additive in
the camshaft lobes and rocker arms and add the
remaining additive to the new engine oil.
73
10
16. Thermostat; see Thermostat Installation, in

this section.
17. Hot air pipe hose, together with clamp, in the
radiator lower hose.
Tighten
Clamp: 4 5 Nm (3 3,6 lbft)
19. Hot air pipe support, in the cylinder block, with
the attaching bolt, without tightening.
11. With a Torx T-55 or 19-mm socket wrench,

according to the bolt and a torque wrench, give
the final tightening to the bolts, observing the
tightening sequence.

Tighten
Tighten
Bolts: 25 Nm (18 lbft) + 180 + 10
Bolt: 12 18 Nm (8,8 13 lbft)
12. Camshaft cover and attaching bolts, without
tightening, observing that on the left side, the
center bolts should be installed together with
bolts and spark plug cable support.
21. Cab-to-hot air pipe hoses and clamp, with

special clamp pliers.
22. Radiator-to-thermostat upper hose, with its
clamp.


tighten.
Tighten
Bolts: 4 10 Nm (3 7 lbft.)
Tighten
Clamp: 4 5 Nm (3 3,6 lbft)
14. New gasket between exhaust pipe and exhaust

manifold and attaching bolts, without tightening.
24. Air conditioning upper support and attaching

bolts.


tighten the bolt attaching the upper support to the
air compressor support.
Tighten
Bolts: 14 20 Nm (10 15 lbft.)
74
Tighten
Bolt: 18 28 Nm (13 20.5 lbft.)
41. Change the engine oil, in view of possible water
contamination.

tighten the nuts attaching the upper support to
the cylinder head.
Cylinder Head
Tighten
Removal
Nuts: 25 30 Nm (18 22 lbft.)

Cover Installation, in this section.
1. Camshaft case assembly; see Camshaft Case

Assembly Removal, in this section.
28. Harness and hose supports and attaching bolt,

without tightening, to the intake manifold side.
2. Intake manifold-to-cylinder head attaching bolts,

handle.

wrench; tighten.
3. Exhaust manifold-to-cylinder head attaching nuts,

handle.
Tighten
Bolt: 7 8 Nm (5 5,8 lbft)
Clean
30. Ground cable, to the camshaft case lower rear

area and attaching nut, without tightening.
Gasket residues from the exhaust and intake

manifolds, taking care not to scratch the gasket
mating surfaces.
31. With a Torx E12 wrench and torque wrench;

tighten.
Installation
Tighten
Install or connect
Bolt: 18 22 Nm (13 16 lbft)

32. DIS coil together with the spark plug cables and
attaching bolt, attaching it with a 10-mm
combination wrench.
1. A new exhaust manifold-to-cylinder head gasket.

2. Exhaust manifold to cylinder head and attaching
nuts, without tightening.
33. DIS coil electric connection.

34. MAP sensor electric connection.

35. Electric harness support to the intake manifold

front area and attaching bolt, without tightening.
Tighten
Nuts: 18 22 Nm (13 16 lbft.)

4. A new gasket between intake manifold and

cylinder head.
Tighten
Bolt: 7 8 Nm (5 5,8 lbft)
5. Intake manifold and attaching bolts, without

tightening.
37. Radiator lower hose, with clamp, with special

clamp pliers.
Obs.: Do not install the last intake manifold lower

nut.
38. Hose connecting the throttle valve body (mixer)

to the air cleaner, with its clamp.
6. With a 13-mm wrench, extension and proper

39. Refill the cooling system.

75
Tighten
Nuts: 18 22 Nm (13 16 lbft.)
Obs.: Tighten the intake manifold nuts in a
crisscross sequence, from the center to the ends.
Assembly Installation, in this section.
Valve, Spring or Seal

Removal
1. Camshaft case assembly, as per instructions
under Camshaft Case Assembly Removal, in
this section.
2. Intake manifold-to-cylinder head nuts, with a 13mm socket wrench, extension and handle and
remove the manifold.
3. Exhaust manifold-to-cylinder head nuts, with a 13mm socket wrench, extension and handle; remove
the exhaust manifold.
Inspect
Cylinder head for cracks in the exhaust
passages and combustion chambers.
4. Valve lock, with the aid of valve spring

compressor.
Valves for head burning, face cracks and

damaged stems.
5. Spring plate.
Stem lash in the guide, as follows:

Measure the stem diameter in the upper, center
and lower areas.
6. Spring.
7. Seal, with seal pliers.
With the telescope gauge in the valve guide,

measure in the upper, center and lower areas. The
difference in the guide and stem measurements is
the lash.
8. Valve.
76
Important
Important
If necessary use a 45 3 Valves for corrosion.

Corroded valves, once not excessively worn,
can be refaced by special equipment, as
follows:
Reface them until obtaining a 92 15 angle.
The face angle can also be considered
regarding the valve head, which should be 44.
If the lash is out of the specification, which is

0.015 0.042 mm (intake) and 0.038 0.072
mm (exhaust), ream the guide to install an
oversize valve.
Valve seat for:
Concentricity between maximum and minimum
readings, which should be 0.05 mm (0.002 in.)
Width, which should be 1.3 1.4 mm (intake A) and
1.7 1.8 mm (exhaust B)
Installation
Install or connect
1. Valve seal, with the aid of tool KM-352.
2. Spring and spring plate.
3. Valve lock, with the aid of valve spring
compressor.
4. Exhaust manifold with a new gasket to the
cylinder head and use new nuts, without
tightening.
torque wrench, tighten.
Tighten
Nuts: 18 22 Nm (13 16 lbft.)
6. Intake manifold with a new gasket to the cylinder
head and use new nuts, without tightening.
torque wrench, tighten.
Tighten
Nuts: 18 22 Nm (13 16. lbft.)
Assembly Installation, in this section.
77
9. Timing pulley front cover attaching bolts, with a

10- mm socket wrench, extension and handle;
remove the front cover.
10. Timing belt Tensioner bolt, to relieve the tension
of the belt, with a 13-mm combination wrench;
remove the timing belt.
Obs.: Turn the crankshaft 45 clockwise, so as to
prevent damaging the engine and cylinder head
inner components.
11. Camshaft cover attaching bolts, with a 10-mm
socket and handle; remove the camshaft cover.
12. Camshaft pulley attaching bolt, using a 17-mm
combination wrench and a 22-mm wrench to
attach the camshaft; remove the camshaft pulley.
13. Install tool S-9407182 and attach the engine
flywheel; with a 19-mm combination wrench,
attach the tool bolt.
14. Crankshaft timing pulley attaching bolt, with a
17-mm socket wrench and handle; remove the
bolt.
Engine Disassembly
15. Crankshaft timing pulley.
Removal
Obs.: If necessary, install gear puller using proper

bolts which are supplied with the tool. With a 19-mm
combination wrench, turn the tool bolt until removing
the crankshaft timing pulley.
1. Engine assembly, as per instructions under
Engine Assembly Removal, in this Section.
16. Timing belt expander, removing the already

loose attaching bolt.
2. Generator attaching bolts, with a 13-mm wrench;

remove the generator.
17. Timing pulley rear cover attaching bolts, with a

10-mm socket wrench; remove the rear cover.
3. Power steering pump attaching bolts, with a 13mm wrench; remove the pump.
18. Thermostat housing attaching bolts, with a 13mm socket wrench and handle; remove the
thermostat housing.
4. Exhaust manifold nuts, with a 13-mm socket

wrench, extension and handle; remove the
exhaust manifold.
19. Thermostat housing seal ring.
5. Intake manifold nuts, with a 13-mm socket wrench,

extension and handle; remove the intake manifold.
20. Water pump attaching bolt, with a 6-mm Allen

wrench and handle; remove the water pump and
seal washer.
6. Crankcase vent tube attaching bolt, with a 13-mm

socket wrench, extension and handle; remove the
crankcase vent tube.
Obs.: Put a mark on the water pump to engine block,

to identify the assembly position.
7. Align the camshaft timing pulley mark with the

timing belt rear cover mark.
21. Crankshaft position sensor attaching bolt, with a

Torx E10 and handle; remove the crankshaft
position sensor.
8. Align the crankshaft timing pulley mark with the oil

pump case flange mark.
78
29. Turn the engine 180 to have access to the

engine oil pan.
30. Oil pan attaching bolts, with a Torx E12 wrench,
extension and handle; remove the engine oil pan.
22. Spark plugs, with a proper wrench.

23. Clutch assembly attaching bolts, with a 10-mm
socket wrench, extension and handle. Remove
the whole clutch assembly.
24. Flywheel attaching bolt, with a 17-mm socket
wrench and handle; remove the flywheel.
10
Obs.: Remove tool S-9407182 with a 19-mm

combination wrench.
25. Cylinder head attaching bolts, with a Torx T-55
wrench, extension and handle.
Important:
Loosen the bolts in the indicated sequence at of
a turn, turn and then removing them.
31. Oil strainer attaching bolt, with a 10-mm socket
wrench and handle. Remove the oil strainer
flange bolts and Torx E12. Loosen the oil
stranger stem attaching bolt.
Obs.: Two bolts are removed by using a 19-mm

socket wrench, extension and handle.
26. Camshaft case.
32. Baffle plate and balancer attaching bolts, with a

Torx E12 wrench and handle. Remove the baffle
plate and balancer.
27. Rocker arms, linkages and valve lifters, without

mixing them, so that they may be further
assembled in the same position.
33. Oil pump attaching bolts, with a 5-mm Allen

wrench; remove the oil pump.
28. Camshaft and gasket.
79
34. Install two flywheel attaching bolts in the

crankshaft, to rotate the latter and ease the
access to the connecting rod attaching bolts.
35. With a punch, identify the connecting rod
bearing and connecting rod, according to the
cylinder regarding the connecting rod.
36. Turn the crankshaft until the first and four th
connecting rods remain with their attaching bolts
turned upward.
37. First and fourth connecting rod bearing attaching
bolts, with a 14-mm socket wrench, extension
and handle; remove the connecting rod caps.
38. Install tool T-9806681 in the connecting rod and
remove the piston.
Obs.: Repeat this procedure to remove the other
piston.
39. Turn the crankshaft until the second and third
connecting rods stay with the attaching bolt
turned upward.
40. Second and third connecting rod bearing
attaching bolt, with a 14-mm socket wrench,
extension and handle; remove the connecting
rod caps.
remove the piston.
Obs.: Repeat this procedure to remove the other
piston.
42. Crankshaft seal.
43. Crankshaft bearing attaching bolts, with a 12mm Torx Bit wrench, extension and handle;
remove the crankshaft bearings.
Obs.: If the bearings are stuck, slightly tap with a
plastic mallet in both directions, so as to release
them.
44. Remove the crankshaft.
80
Important:
Whenever the crankshaft is removed, it should
be positioned standing up in the flywheel, to
prevent it from warping.
81
Engine Assembly
Installation
Install or connect
1. Upper shells in the block; lubricate the surface
turned toward the saddle with engine oil.
2. Crankshaft in the cylinder block.
3. Main bearing caps with the shells lubricated on
the surfaces turned to the saddle.
Important
The bearing caps should be installed so that the
cast number bases (1) stay turned to the engine
rear side. Pay also attention to the engraved
sequence numbers (2).
Fill the rear bearing cap side grooves with
sealant.
4. Main bearing attaching bolts, without tightening,
with a Torx E12 wrench, extension and handle.
7. Piston-connecting rod assembly in block, with the
aid of the universal band, position the piston arrow
turned toward the front end of the engine.
Important
With a plastic mallet, slightly tap the crankshaft,
on both directions, so as to mainly seat the
thrust bearing rear face.
Important
Lubricate the rings and cylinders.
5. Tighten the main bearing attaching bolts with a

Torx E12 wrench, extension and torque wrench.
Simultaneously, guide the connecting rod

bearing with tool T-9806681.
Tighten
Install the connecting rod upper shell lubricated

only in the face turned to the bearing journal
and pull the connecting rod until it touches the
journal.
Bolts: 50 Nm + 45 + 15.
6. Crankshaft seal, with tool KM-658.
82
Tighten
13. Balancer and baffle plate and attaching bolts,
with a Torx E12 wrench and torque wrench.
Tighten
Bolts: 19 21N.m (14 15.5 lbft.)
Obs.: One of the bolts only can be installed and
tightened after the oil strainer is installed.
14. Oil strainer and attaching bolts in the oil pump,
with a 10-mm socket wrench and torque wrench;
tighten.
Tighten
Bolts: 4 10 Nm (3 7 lbft.)
15. Adhesive sealant in the cylinder block and install
the oil pan and attaching bolts, with a Torx E12
Tighten
Bolts: 6 10 Nm (4.5 7 lbft.).
16. Oil filter
Obs.: Tighten only with the hands.
8. Connecting rod cap with the lower shell lubricated
only in the face turned to the bearing journal.
17. Turn engine stand 180 so that the engine stay

with the pistons turned upward.
9. Connecting rod cap bolts, without fully tightening,

18. A new gasket in the cylinder head, with the TOP

mark turned upward and to the engine front end.
Important
Obs.: Whenever necessary to remove the cylinder
head, a new gasket and new bolts should be used
for the reassembly.
Rotate the crankshaft some turns so as the

connecting rods stay perfectly seated.
19. Cylinder head.
10. Tighten the connecting rod cap attaching bolts

with a 14-mm socket wrench and torque wrench.
20. Valve lifters, linkages and rocker arms,

lubricated with molybdenum bisulfate compound.
Tighten
Connecting rod cap bolts: ...............30 40 Nm
(22 29.5 lbft.)
+ 40 to 45
Important
Apply sealing compound in the surface where
the camshaft will be seated.
11. A new gasket to the oil pump.

12. Oil pump to cylinder block and attaching bolts,
with a 5-mm Allen wrench and torque wrench.
83
Tighten
Bolts: 20 30 Nm (14,7 22 lbft.)
25. New seal ring in the thermostat housing.
26. Thermostat housing in the cylinder block and its
attaching bolts, with a 13-mm socket wrench and
torque wrench.
Tighten
Bolts: 10 20 Nm (7 15 lbft.).
21. Camshaft case.

22. New cylinder head attaching bolts, in the
indicated sequence, with a Torx E55 wrench and
torque wrench.
Tighten
Bolts: 25 Nm (18 lbft.) + 180 + 10.
23. A new O ring in the water pump.
24. Water pump and attaching bolts, with a 6-mm
Allen wrench and torque wrench.
27. Belt rear cover and bolts and attaching nut, with
a 10-mm socket wrench and torque wrench.
Obs.: See the reference mark between water pump

and block.
84
34. Remove tool S-9406182 from the flywheel with a

17-mm combination wrench.
Tighten
Bolts: 6 10 Nm (4.4 7 lbft.).
35. Belt expander with attaching bolt, without

tightening.
Nut: 6 8 Nm (4.4 5.8 lbft.).

28. Flywheel and bolts, without giving the final
tightening; use a 17-mm socket wrench and
handle.
36. Camshaft timing pulley and attaching bolt, with a

22-mm wrench to lock the camshaft and a 17mm socket wrench with torque wrench.
Obs.: Use new bolts.
Tighten
Bolt: 40 50 Nm (30 37 lbft.).
29. Lock the flywheel with tool S-9407182.
37. Camshaft cover and attaching bolts, with a 10mm socket wrench and torque wrench.
Tighten
Bolt: 4 10 Nm (3 7 lbft.).
38. Timing pulley.
Important
Timing pulley, keeping stretched the side
opposite to the water pump, observing the
engine RPM direction, if using the same belt.
timing pulley rear cover mark.
oil pump case flange mark, on the no. 1 cylinder
combustion stroke.
Adjust the belt Tensioner; with a 6-mm Allen
wrench, so as to keep steady the Tensioner
shaft, loosen the Tensioner shaft attaching bolt,
use a 13-mm combination wrench until it
remains steady. With a 6-mm Allen wrench, turn
counterclockwise the Tensioner shaft up to the
NEW marking point ( 1 mm) (detail B). The
needle can move from the right side up to the
final adjusting position. Tighten the bolt with a
13-mm combination wrench; for old timing belts,
follow the same procedure, but adjusting the
belt in the USED position.
30. Tighten the flywheel bolts, with a 17-mm socket

wrench and torque wrench.
Tighten
Bolts: 35 Nm (26 lbft.) + 30 + 15.
31. Thrust washer in the crankshaft.
We recommend this change to the used belt,

which presents a different operation regarding a
new one.
32. Thrust key in the crankshaft.

33. Timing pulley, thrust washer and attaching bolt,
Tighten
Bolt: 135 Nm (99 lbft.) + 30 + 15.
85
43. Exhaust manifold in the cylinder head and

attaching nuts, with a 13-mm socket wrench and
torque wrench.
Tighten
Nuts: 18 22 Nm (13 16 lbft.).
44. A new O ring in the crankcase breather tube.
45. Crankcase breather tube and dipstick oil tube in
the cylinder block and attaching bolts, with a 13mm socket wrench and torque wrench.
Tighten
Bolts: 20 30 Nm (15 22 lbft.).
46. Crankcase breather tube hose to the valve cover,
with clamp pliers; attach the same.
47. A new phase and reference sensor seal ring in
the crankshaft.
48. Crankshaft position sensor in the cylinder block
together with its attaching bolts, with a Torx Bit
E10 wrench and torque wrench; tighten.
Tighten
Bolt: 4 8 Nm (3 5.8 lbft.).
49. Spark plugs, with a spark plug wrench.
50. Power steering pump and attaching bolts, with a
13-mm socket wrench and torque wrench;
tighten
Tighten
39. Timing pulley front cover and attaching bolts,
Bolts: 20 30 Nm (15 22 lbft.)

51. Generator and attaching bolts, with a 14-mm
socket wrench and torque wrench; tighten.
Tighten
Bolts: 6 8 Nm (4.4 5.8 lbft.).
40. A new gasket in the intake manifold.
Tighten
Bolts: 20 30 Nm (15 22 lbft.).
41. Intake manifold in the cylinder head and

attaching nuts, with a 13-mm socket wrench,
extension and torque wrench.
52. Belt automatic tensioner and attaching bolt, with

a 16-mm socket wrench and torque wrench;
tighten.
Tighten
Nuts: 18 22 Nm (13 16 lbft.).
Tighten
Bolt: 18 22 Nm (13 16 lbft.) 53. Clutch; see
Clutch Installation, Section 7C.
42. A new gasket in the exhaust manifold.
86
54. Engine assembly; see Engine Assembly

Cylinder Honing
Note: Some of the services that are next presented
are not necessarily performed when reconditioning
an engine.
The performance should depend on the inspections
to which the engines will be submitted before
reconditioning.
Cylinder Block
Removal
The finish after reboring should be made with a

cylinder hone. The initial honing should be
performed with thick stones and finish with thin
stones. It should not remain glistened, but with light
strokes, so as to help the lubrication.
1. Disassemble the engine as per instructions under

Engine Disassembly, in this section.
2. Water and oil gallery bolts, with a 7-mm Allen
wrench and handle.
Install the cylinder hone and lean the stones the

maximum as possible, so that the hone does not
remain blocked from being manually turned.
Connect a 19 mm (3/4 in.) electric driller to the hone,
make it rotate and, at the same time, slowly actuate
the hone upward and downward, all along the
cylinder length, until it freely turns.
3. Cylinder block seals.

Clean
Cylinder block, thoroughly.
Inspect
When honing, insert into the cylinder a good amount

of kerosene, so as to keep the stones and cylinders
clean and lubricated.
Cylinder block for cracks and wear.

Cylinder Reconditioning
Expand the hone stones and repeat the honing until

obtaining the required diameter.
If the cylinder block inspection discloses that only

the cylinder are out of roundness and that the
cylinder block may be reused, the cylinders can be
reconditioned by honing or by grinding or honing or
reboring.
Note: Stop once in a while the honing and insert the

piston into the corresponding cylinder, so as to
check the play. Before inserting the piston,
thoroughly clean the cylinder.
If the wear or out-of-roundness is over 0.127 mm

(0.005 in.), the cylinders should be rebored and
honed until it is possible to install an oversize piston
after the reconditioning is finished.
After servicing the block, clean it thoroughly.

Install or connect
1. Water and oil gallery bolts, with a 7-mm Allen
Tighten
Bolts: 25 35 Nm (18 25,7 lbft.).
2. Cylinder block seals, with tool 3-0006774 and
universal handle M-740463A.
3. Assemble the engine, as per instructions under
Engine Assembly, in this section.
87
Crankshaft
Removal
Engine and Transmission Assembly Removal,
in this section.
2. Install the engine on the engine stand.
3. Disassemble the engine as per instructions under
Engine Disassembly, in this section.
Clean
Parts and dry with blown air.
Inspect
Crankshaft saddles for scratches, roughness or
other abnormalities.
Measure
Crankshaft warping, as follows:
Support the crankshaft by bearings 1 and 5 of
the cylinder block, leaving the shells only over
these 2 bearings.
On bearing 3, support the probe of a dial gauge.
The total reading indicated on a 360 turn can
be 0.003 mm, at the maximum.
88
Note the trunnions and journals maximum

concentricity, which could be 0.005 mm.
Note the maximum out-of-rounds, which could
be 0.004 mm.
Note the trunnions and journals diameter and
check in the shell table that should be used. If
the diameters are not between those indicated
in the table, the crankshaft should be rebored or
replaced.
Installation
Install or connect
1. Upper shells in the block; lubricate the surface
turned toward the saddle with engine oil.
2. Crankshaft.
3. Main bearing caps with the shells lubricated on
the surfaces turned toward the saddle.
Important
Important
The bearing caps should be installed so that the
cast numbers base (1) stays turned toward the
engine rear side. Pay attention also to the
sequential engraved numbers.
If necessary to determine the saddle-to-shell

play, use Plastigage.
If Plastigage is not available, remove the
crankshaft, install the bearing cap with shells
and bolts and tighten to the specification.
Measure the shell inner bore and saddle
diameter corresponding to the bearing in the
crankshaft.
Fill the rear bearing cap side grooves with

sealant.
4. Main bearing attaching bolts, without tightening.
Important
With a plastic mallet, slightly tap the crankshaft,
in two directions, so as to mainly seat the thrust
bearing rear face.
89
5. Tighten the main bearing attaching bolts, with a

Torx E12 wrench, extension and torque wrench.
Tighten
Bolts: 50 Nm + 45 + 15.
Measure
Crankshaft end clearance, as follows:
Install a dial gauge so that the probe touches
the crankshaft end.
6. A new seal in the crankshaft, with tool KM-658.
With the aid of a screwdriver, displace the
crankshaft to and fro and read the dial gauge
7. Piston-connecting rod assembly with the aid of

the universal band, positioning the piston arrow
turned toward the engine front end.
The specified clearance is .....0.070 0.302 mm

(0.003 0.012 in.).
Important
Install the connecting rod upper shell, lubricated
only in the face turned to the journal, and pull
the connecting rod until it touches the journal.
8. Connecting rod cap, with the lower shell
lubricated only in the face turned to the journal.
90

18. A new cylinder head gasket, with the TOP mark

turned upward and toward the engine front side.
Important
Obs.: Whenever is necessary to remove the

cylinder head, a new gasket should be used.
Rotate the crankshaft some turns, so that the

connecting rods are properly seated.
19. Cylinder head in the engine.
10. Tighten the connecting rod cap bolts, with a 14mm socket wrench and torque wrench.
20. Valve lifters, linkages and rocker arms,

lubricated with molybdenum bisulfate compound.
Tighten
Important
Apply sealing compound in the surface where
the camshaft case will be seated.

(22.0 29.5 lbft.)
+ 40 to 45.
21. Camshaft case.

11. A new gasket in the oil pump.
12. Oil pump to cylinder block and attaching bolts,
with a 5-mm Allen wrench and torque wrench.
Tighten
13. Balancer and baffle plate and attaching bolts,
with a Torx E12 wrench and torque wrench.
Tighten
Bolts: 20 24 Nm (15 17.6 lbft.).
tightened after installing the oil strainer.
14. Oil strainer and attaching bolts in the oil pump,
tighten.
Tighten
Bolt: 4 10 Nm (3 7 lbft.).
the crankcase and attaching bolts; tighten with a
Torx E12 wrench and torque wrench.
Tighten
Bolts: 6 10 Nm (4.5 7 lbft.).
16. Oil filter.
Obs.: Only tighten with your hands.
17. Turn tool M-780668 180, so that the engine
stay with the pistons turned upward.
91
34. Remove tool S-9406182 from the flywheel with a

17-mm combination wrench.
22. New cylinder head attaching bolts, in the

indicated sequence, with a Torx E55 wrench and
torque wrench.
35. Belt expander with attaching bolt, without

tightening.
Tighten
Bolts: 25 Nm (18 lbft.) + 180 + 10.
23. A new O ring in the water pump.
24. Water pump and attaching bolts, with a 6-mm
Allen wrench and torque wrench.
Tighten
Bolts: 20 30 Nm (14,7 22 lbft.).
25. A new O ring in the thermostat housing.
26. Thermostat housing in the cylinder block and
attaching bolts, with a 13-mm socket wrench and
torque wrench.
Tighten
Bolts: 10 20 Nm (7 15 lbft.).
27. Belt rear cover and bolts and one attaching nut,
with a 10-mm wrench and torque wrench.
Tighten
Bolts: 6 10 Nm (4.4 7 lbft.).
Nut: 6 8 Nm (4.4 5.8 lbft.).
28. Flywheel and bolts, without tightening; use a 17mm wrench and handle.
Obs.: Use new bolts.
29. Attach the flywheel with tool S-9407182.
30. Tighten the flywheel bolts with a 17-mm socket
wrench and torque wrench.
Tighten
36. Camshaft timing pulley and attaching bolt, with a

22-mm box-end wrench to lock the camshaft and
Bolts: 35 Nm (26 lbft.) + 30 + 15.

31. Thrust washer in the crankshaft.
Tighten
32. Thrust key in the crankshaft.
Bolt: 40 50 Nm (30 77 lbft.).
33. Timing pulley, thrust washer and attaching bolt,
37. Camshaft cover and attaching bolts, with a 10mm socket wrench and torque wrench; tighten.
Tighten
Bolt: 40 50 Nm (30 37 lbft.).
92
Tighten
38. Timing belt.
Important
Timing pulley, keeping stretched the side
opposite to the water pump, observing the
engine RPM direction, if using the same belt.
timing pulley rear cover mark.
oil pump case flange mark, on the no. 1 cylinder
combustion stroke.
Adjust the belt Tensioner; with a 6-mm Allen
wrench, so as to keep steady the Tensioner
shaft, loosen the Tensioner shaft attaching bolt,
use a 13-mm combination wrench until it
remains steady.
40. A new gasket in the intake manifold.
With a 6-mm Allen wrench, turn counterclockwise

the Tensioner shaft up to the NEW marking point (
1 mm) (detail B). The needle can move from the
right side up to the final adjusting position. Tighten
the bolt with a 13-mm combination wrench; for old
timing belts, follow the same procedure, but
adjusting the belt in the USED position.
This change is suggested due to the old belt
presenting a different course of action regarding the
new belt.
41. Intake manifold in the cylinder head and

attaching nuts, with a 13-mm socket wrench,
Tighten
Nuts: 18 22 Nm (13 16 lbft.).
42. A new gasket in the exhaust manifold.
39. Timing belt front cover and attaching bolts, with

43. Exhaust manifold in the cylinder head and

attaching nuts; use a 13-mm socket wrench,
Tighten
Bolts: 6 8 Nm (4.4 5.8 lbft.).
Tighten
Nuts: 18 22 Nm (13 16 lbft.)
44. A new O rings in the crankcase breather tube.
45. Crankcase breather tube and oil dipstick tube in
the cylinder block and attaching bolts, with a 13mm socket wrench and torque wrench.
Tighten
Bolts: 20 30 Nm (15 22 lbft.).
46. Crankcase breather tube-to-valve covers hose,
with clamp pliers; attach the same.
93
47. A new seal ring in the crankcase phase and

reference sensor.
5. Cylinder head; see Cylinder Head Removal, in

this section.
48. Crankshaft phase and reference sensor in the

cylinder block and attaching bolt; use a Torx E10
wrench and torque wrench to tighten.
6. Turn the engine 180 to have access to the

engine crankcase.
7. Engine crankcase attaching bolts, with a Torx E12
wrench, extension and handle; remove the
crankcase from the engine.
Tighten
Bolt: 4 8 Nm (3 5.8 lbft.).
8. Oil strainer attaching bolt, with a 10-mm socket

wrench and handle. Remove the oil strainer bolts
and Torx E12 wrench. Loosen the attaching bolt
from the oil strainer stem.
49. Spark plugs, with a proper wrench

.
50. Power steering pump and attaching bolts, with a
13-mm socket wrench and torque wrench.
9. Baffle plate and balancer attaching bolts, with a

Torx E12 wrench and handle; remove the baffle
plate and balancer.
Tighten
Bolts: 20 30 Nm (15 22 lbft.).
10. Install two flywheel attaching bolts to the

crankshaft to rotate the latter and ease the
access to the connecting rod attaching bolts.
51. Generator and attaching bolts, with a 14-mm

socket wrench and torque wrench; tighten.
11. With a punch identify the connecting rod bearing

and connecting rod, according to the
corresponding cylinder.
Tighten
Bolts: 20 30 Nm (15 22 lbft.).
52. Belt automatic tensioner with attaching bolt, with
a 16-mm socket wrench and torque wrench;
tighten.
12. Turn the crankshaft until the first and fourth

connecting rod remains with the attaching bolts
upward.
Tighten
13. First and fourth connecting rod bearing attaching

bolts, with a 14-mm wrench, extension and
handle; remove the connecting rod caps.
Bolt: 18 22 Nm (13 16 lbft.).

remove the piston.
53. Clutch; see Clutch Installation, section 7C.

54. Engine assembly; see Engine Assembly
15. Turn the crankshaft until the second and third

connecting rods have the attaching bolt turned
upward.
Pistons and/or Connecting Rods

Removal
1. Engine and transmission assembly, as per
instructions under Engine and Transmission
Assembly Removal, in this section.
2. Clutch; see Clutch Removal, on Section 7C.
3. Power steering pump attaching bolts, with a
13-mm box-end wrench; remove the pump.
4. Generator attaching bolt, with a 14-mm box-end
wrench; remove the generator.
94
Clean
The piston varnish; clean the grooves with a
proper scraper; unclog the oil grooves and
holes.
2. Piston pin; for this, proceed as follows:
Warm the connecting rod from 280 C to 320 C,
in the piston pin hole area. The heating should be
made preferably in oil bath. Cool the pin with dry
ice.
Attach the warmed connecting rod in the vise, this
with aluminum jaws.
By keeping the piston touching the connecting rod
face, on the side where the pin is to be assembled,
insert it into its lodgment with the aid of tool T806680/20, and guide.
16. Second and third connecting rod bearing

attaching bolts, with a 14-mm socket wrench,
extension and handle; remove the connecting
rod caps.
remove the piston.
Measure
Clearance between pistons and cylinders, which
should be 0.010 0.030 mm.
Important
The pistons are available in standard size and
0.50-mm (0.020 in.) oversize.
Inspect
Pistons for cracked walls, grooves, skirts or
supports.
Waving in the rings fitting.
Warping, damages or corroded areas in piston
head.
Disassemble
1. Piston pin, placing the piston in the support base
J-8606014 and using puller T-9806680-1 with
universal handle M-840911A and press.
2. Connecting rod in the piston.
Assemble
1. Connecting rod in the piston.
95
D. Oil control ring.
Obs.: This procedure should be performed with

protecting gloves.
These procedures should be followed so that the
connecting rod projection is located opposite the
arrow in the piston head.
E. Lower compression ring.

F. Upper compression ring.
Rings
Measure
Gap between the tips of the selected ring, according
to the piston size; install the ring into the cylinder
and push it with a piston so that it stays flush with
the cylinder wall.
The gap should be:
Compression ring: ...................0.30 0.50 mm
(0.012 0.020 in.).
Scrape-type oil control ring: .......0.40 1.40 mm
(0.016 0.055 in.).
Measure
Gap between rings and grooves, which should be:
Upper compression ring: 0.060 0.092 mm.
Lower compression ring: 0.030 0.062 mm.
Installation
2. Piston-connecting rod assembly in the block, with

the aid of the universal band, positioning the
piston arrow turned toward the engine front end.
Install or connect
1. Rings in the piston, following the installation
sequence of the openings and considering that
the vertical dash line (C) corresponds to the pin
position.
Important
B. Oil control ring.

C. Spacer ring.
96
Install the connecting rod upper shell lubricated

only in the face turned toward the journal and
pull the connecting rod until it touches the
journal.
Tighten
Bolt: 4 10 Nm (3 7 lbft.)
the crankcase and attaching bolts, with a Torx
E12 wrench and torque wrench; tighten.
Tighten
Bolts: 5 10 Nm (4.5 7 lbft.)
9. Turn tool M-780668 180 so that the engine stay
with the pistons turned upward.
10. Cylinder head; see Cylinder Head Installation,
in this section.
11. A new O ring in the crankshaft phase and
reference sensor.
12. Crankshaft phase and reference sensor in the
cylinder block and attaching bolt, with a Torx E10
3. Connecting rod cap, with the lower shell lubricate

only in the face turned toward the journal.
Tighten
Bolt: 4 8 Nm (3 5.8 lbft.)

13. Generator and attaching bolts, with a socket

Important
Tighten
Rotate the crankshaft some turns so that the
connecting rods are properly seated.
Bolts: 20 30 Nm (15 22 lbft.)

14. Power steering pump and attaching bolts with a
13- mm socket wrench and torque wrench;
tighten.
5. Tighten the connecting rod cap attaching bolts

with a 14-mm socket and torque wrench.
Tighten
Tighten
(22 29.5 lbft.)
+ 40 to 45.
Bolts: 20 30 Nm (15 22 lbft.)

15. Clutch; see Clutch Installation, section 7C.
6. Balancer and baffle plate and attaching bolts, with

a Torx E12 wrench and torque wrench.

Engine Assembly Installation, in this section.
Tighten
Bolts: 20 24 Nm (15 17.6 lbft.).
tightened after the installation of the oil strainer.
7. Oil strainer and attaching bolts to the oil pump,
97
Chapter 4. ENGINE ELECTRICAL SYSTEM

Specifications
Ignition Coil
Item
Specification
Primary resistance
0.15
Secondary Load resistance
2,500
Spark Plug
Item
Type
Specification
NGK
BPR5EY
Spark plug gap
0.7 ~ 0.8mm
Starter Motor
Item
Specification
Output
12V- 1.4 kW
Pinion tooth number
Item
Specification
Rated output
13.5V - 80A
RPM
1,000 ~ 18,000rpm
Voltage regulator type
Electronic, Built-in type
Alternator
98
Ignition System
Wasted Spark DIS Ignition System

components:
The G424F and G424FE engine has a wasted spark

ignition system (2 cylinders per coil).
Wasted spark ignition is a type of distributor-less
ignition system where a pair of multi tower coils is
mounted near the spark plugs. The DIS system
eliminates the wear associated with most distributor
type ignition systems. The wasted spark ignition
fires pairs of cylinders at each ignition event. One
cylinder fires on the compression stroke as is normal.
However, the complementary pair in the firing order
is fired simultaneously while that particular cylinder
is on the exhaust stroke. Since the ionized exhaust
gases require little spark energy, the majority of the
ignition energy from the coil goes to the spark plug
in the cylinder on the compression stroke.
SECM
Ignition coil(s) *
The DIS coil pack can be mounted close to the

spark plugs, thereby improving ignition lead routing
and length. There are fewer parts to malfunction on
the DIS system when compared to a distributor type
system.
Cam timing wheel *

Spark plugs *
DIS COMPONENTS

In a typical DIS ignition system, a crankshaft

spark plug.
It is a direct connection that delivers the hottest
spark possible. Resistor plugs are generally used to
suppress electromagnetic interference (EMI).
99
Magnetic crankshaft position sensors can be tested

with an ohmmeter, and the sensor output voltage
and waveform can be read with an oscilloscope. The
output voltage of a Hall Effect crankshaft position
sensor can be checked with a voltmeter. On most
vehicles, a defective crank position sensor will
usually set a fault code that can be read with the
Service Tool.
MISFIRES
DIS problems can include many of the same
and detonation.
individual coils and prevent two cylinders from firing.
Inspection of Ignition Coil

spark plug.

possibilities should all be ruled out before a DIS unit
is replaced.

A DIS engine that cranks but fails to start, in many

DIS CHECKS
Individual ignition coils can be tested with an
ohmmeter the same as those on a conventional
distributor system. Measure primary and secondary
resistance and compare to specifications. If
resistance is out of specifications, the coil is bad and
needs to be replaced.
Terminal A : EST 2 (Fires 2 & 3)
Terminal B : EST 1 (Fires 1& 4)
Terminal C : Ground
Terminal D : B+
Also, pay close attention to the tube that wraps

around the spark pug. Cracks can allow voltage to
jump to ground causing a misfire. The spark plug
terminal should also fit tightly.
Primary Resistance: 0.15 ohms

Secondary Load Resistance: 2,500 ohms
If a coil tests bad and is replaced, cleaning the

connector and wiring harness terminals can often
avoid future problems. Corrosion at either place can
cause intermittent operation and loss of continuity,
which may contribute to component failure. Applying
dielectric grease to these connections can help
prevent corrosion and assure a good electrical
connection.
100
Spark Plug Wire Inspection
a. Twist each spark plug boot 1/2 turn.
Sparking plug wire integrity is vital for proper engine

operation. A Thorough inspection will be necessary
to accurately identify conditions that may affect
engine operation. Inspect for the following condition:
b. Pull only on the boot or use a tool designed for

this purpose in order to remove the wires from
the coil pack.
Installation
1. Correct routing of the spark plug wires. Incorrect

routing may cause cross-firing
Install or connect
2. Any signs of cracks or splits in the wires
Note: If the boot-to-wire movement has occurred,

the boot will give a false visual impression of being
fully seated. Ensure that the boots have been
properly assembled by pushing sideway on the
installed boots. Failure to properly seat the terminal
onto the spark plug will lead to wire core erosion an
result in an engine misfire or crossfire condition and
possible internal damage to the engine.
3. Inspect each boot for the following conditions:

Tearing
Piercing
Arcing
Carbon tracking
Corroded terminal
If corrosion, carbon tracking, or arcing is indicated
on a spark plug boot or on a terminal, replace the
wire and the component connected to the wire.
1. Install the spark plug wires at the coil pack. You

should feel the terminal snap onto the coil.
Spark Plug Wire Replacement
2. Install the spark plug wire to each spark plug. You

should feel the terminal snap onto the spark plug.
See Figure 81.
Removal
3. Inspect the wires for proper installation:
1. Disconnect the spark plug wire at each spark plug.
See Figure 81
a. Twist the boots 1/2 turn before removing the
boots
b. Pull only on the boot or use a tool designed for
this purpose in order to remove the wire from
each spark plug.
a. Push sideways on each boot in order to inspect

the seating.
b. Reinstall any loose boot. You should feel the
terminal snap onto the spark plug or coil when
installing the spark plug wire. Inspect and
replace component that is damaged
c. Wire routing must be kept intact during service
and followed exactly when wires have been
disconnected or when replacement of the wires
is necessary. Failure to route the wires
properly can lead to radio ignition noise and
cross firing of the plugs or shorting of the leads
to the ground.
d. Any time the spark plug wires or boots are
installed on the spark plug, new dielectric
grease needs to be applied inside the boot.
2. Disconnect the spark plug wire from the coil pack.
101
Spark Plug Replacement

CAUTION
Removal
Only use a spark plug socket or wrench to

tighten the spark plugs. Do not force the spark
plug into the cylinder head. Any misalignment
can damage the aluminum threads in the
cylinder head and may required the replacement
of the cylinder head.
1. Remove the spark plug wires. Refer to spark Plug
Wire Replacement.
2. Loosen each spark plug 1 or 2 turns.
4. Tighten the spark plug to 20 Nm (15 Ibf ft)
3. Brush or air blast away any dirt form around the

spark plugs.
Spark Plug Inspection
4. Remove the spark plugs 1 at a time. Place each

plug in a tray marked with the corresponding
cylinder number. See Figure 82.
Usage
1. Ensure that the correct spark plug is installed. An
incorrect spark plug causes driveability conditions.
The correct spark plug type is NGK BPR5EY.
5. Inspect each spark plug. See Spark Plug

Inspection
2. Ensure that the spark plug has the correct heat

range. An incorrect heat range the following
conditions:
Spark plug fouling Colder plug
Pre-ignition causing spark plug and/or engine
damage Hotter plug
Inspect
1. Inspect the terminal post for damage.
a. Inspect for a bent or broken terminal post.
Installation
Install or connect
1. Properly position each spark plug washer.
2. Inspect each spark plug gap. Adjust each plug as
needed.
Specification
Spark plug gap: 0.8 to 0.9 mm (0.031 to 0.035 in.)
3. Head start the spark plugs in the corresponding
cylinders. See Figure 82.
102
b. Best for a loose terminal post by twisting and

pulling the post. The terminal post should NOT
move.
c. Inspect for sign of tracking that occurred near

the insulator tip instead of the center electrode
(4).
2. Inspect the insulator for flashover or carbon

tracking soot. See Figure 84. This is caused by
the electrical charge traveling across the insulator
between the terminal post and ground. Inspect for
the following conditions:
d. Inspect for a broken or worn side electrode (3).

e. Inspect for a broken, worm, or loose center
electrode (4) by shaking the spark plug.
a. Inspect the spark plug boot for damage.
(1) A rattling sound indicates internal damage.

(2) A loose center electrode (4) reduces the spark intensity.
f. Inspect for bridged electrodes (3, 4). Despites

in the electrode (3, 4) reduce or eliminate the
gap.
g. Inspect for worn of missing platinum pads on
the electrodes (3, 4), if equipped.
h. Inspect for excessive fouling.
b. Inspect the spark plug recess area of the

cylinder head for moisture, such as oil, coolant,
or water. A spark plug boot that is saturated
causes arcing to ground.
5. Inspect the spark plug recess area of the cylinder

head for debris. Dirty or damaged threads can
cause the spark plug not to seat correctly during
installation.
3. Inspect the cylinder for cracks. All or part of the

electrical charge may arc through the crack
instead of the electrodes. See Figure 85.
Visual Inspection
1. Normal operation Brown to grayish-tan with
small amounts of white powdery deposits are
normal combustion by-products from fuels with
additives.
4. Inspect for evidence of improper arcing. See

Figure 86.
a. Measure the gap between the center electrode
(4) and the side electrode (3) terminals. An
excessively wide electrode gap can prevent
correct spark plug operation. Refer to Engine
Speculations for the proper gap. Adjust as
necessary.
2. Carbon fouled Dry, fluffy, black carbon or soot

caused by the following conditions:
Rich fuel injectiors
- Leaking fuel injectiors
- Excessive fuel pressure
- Restricted air filter element
- Incorrect combustion
b. Inspect for the correct spark plug torque. The

correct torque is 20 Nm (15 lbf ft). Insufficient
torque can prevent correct spark plug
operation. An over-torqued spark plug causes
the insulator to crack.
103
Charging System
Reduced ignition system voltage output

- Weak coil pack
- Worn ignition wires
- Incorrect combustion
- Excessive idling or slow speeds under light
loads can keep spark plug temperatures so
low that normal combustion deposits may not
burn off.
General Description
components driven by a belt from engine rotation. It
is used to charge the storage battery during the
engine operation. The alternator is cooled by an
external fan mounted behind the pulley. The fan
pulls air through the holes in the back of the
alternator. The air exits the front of the alternator,
cooling it in the process. The valeo alternator also
has an internal fan. This fan is mounted on the rotor.
This fan pulls air through the holes in the back of the
alternator to cool the rectifier bridge and regulator.
The air exits the front of the alternator.
3. Deposit fouling Oil, coolant, or additives that

include substances such as silicone, very whit
coating, reduce the spark intensity. Most powdery
deposits will not effect spark intensity underless
they form into a glazing over the electrode.

process is done by rotating a direct current (DC)
electromagnetic field (rotor) inside a three phase
stator. The alternating current and voltage
using six silicone rectifier diodes. Some alternators
have three exciter diodes or a diode trio. They rectify
the current needed to start the charging process.
Direct current flows to the alternator output terminal.
A solid state regulator is installed in or on the back
of the alternator. Two brushes conduct current,
through two slip rings, to the rotor field. Some
alternators have a capacitor mounted on them. The
capacitor protects the rectifier from high voltages. It
also suppresses electrical noise through a radio, if
equipped.
the ignition switch for alternator turn on. Therefore,
alternator excitation occurs when the switch is
turned on.
104
Alternators
Troubleshooting
The alternators used on these engines have three

phase, full-wave, rectified output. They are the brush
type. Refer to the Alternator Coverage chart for
detailed systems operation information
Charging system defect is almost caused by lack of

pan belt tension and faulty function of wiring,
connector, and voltage regulator.
One of most important thing during troubleshooting
of charging system is determining the reason
between overcharging and lack of charging. So,
prior to inspection of alternator, check the battery for
charging. Faulty alternator causes the following
symptoms.
ALTERNATOR COVERAGE
Alternator
Part Number
Manufacturer/
Series
D167411
Korea-Delphi CS121D
D187478
MICO/K1 Sealed
1. Faulty battery charging

1) IC regulator fault (Short circuit)
2) Field coil fault
3) Main diode fault
4) Stator coil fault
5) Brush contact fault
2. Overcharging : IC regulator fault(Short circuit)
Other faults such as voltage adjusting problem
except above symptoms rarely happen.
D187478
105
Refer to the following troubleshooting table

Symptom
With ignition
switch ON,
charging
warning lamp
does not
illuminate
With the
engine started,
warning lamp
is not turned
off (Battery
needs often
charging)
Overcharged
Battery is
discharged
Possible cause
Remedy
Fuse cut off
Replace
Bulb burnt out
Replace
Retighten
Bad connection of L terminal
Inspect and replace wiring
Correct or replace
Fuse cut off
Replace
Fuse link cut off
Replace
Faulty voltage regulator or alternator
Inspect alternator
Faulty wiring
Repair
Corrosion or wear of battery cable
Repair or replace
Replace
Voltage detection wring fault
Replace
Correct or replace
Retighten
Short circuit
Repair
Fusible link cut off
Replace
Ground fault
Repair
Inspect alternator
Battery out
Replace
106
Troubleshooting Procedure
Inspection before Starting
1. Alternator and drive belt tension inspection.
107
2. Alternator and outer terminal connection inspection.
108
3. Battery outer terminal inspection.

Inspection after Starting
1. When starting, belt slip and noise inspection
13.2~15.4V
2. Inspection of battery voltage at idling (At this time charge battery only)
109
Drop of Electric Pressure Test of Alternator

Output Wire
Test
This test is to check that wiring is correctly

connected between the alternator B terminal and
battery (+) terminal.
2. Repeating ON and OFF of headlight and small

light, adjust the engine speed until an ammeter
reads 20A and at that time measure voltage.
Result
1. If voltmeter reading is within the standard, it is
normal.
2. If voltmeter reading is more than the standard,
mostly wiring is faulty. In this case, inspect
wirings between the alternator and the battery (+)
terminal as well as between the alternator B
terminal and the fusible link.
3. Also prior to re-test, check and repair the
connecting part for looseness and the harness for
discoloration by overheating.
Preparation




Output Current Test
4. Connect a DC ampere meter (0-100A) between

the terminal and the disconnected output wire.
This test is to check that the alternator output

current is identified with the rated current.
Preparation
NOTE: In case of using a clamp type ammeter, it is

possible to measure current without disconnecting
the harness.
1. Prior to test, inspect the following items and repair

if necessary.
1) Be sure that the battery installed in the vehicle
is normal. (See Battery)
5. Connect a digital voltmeter between the alternator

B terminal and the battery (+) terminal.
Connect (+) lead wire to the terminal and (-) lead
wire to the battery (+) terminal.
NOTE: When measuring output current, necessarily

use a slightly discharged battery. Fully charged
battery is not enough to use for correct test owing to
insufficient load.

2) Inspect the drive belt for tension. (See Engine

body )
110
3. With the engine running at 2,500 rpm, turn ON the

high beam headlights, place the heater blower
switch at HIGH measure the maximum output
current using a ammeter.

NOTE: This test should be done as soon as

possible to measure the exact maximum current
because output current drops rapidly after starting
the engine.
Result
1. Ammeter reading should be as same as the load.
If the reading is low even though the alternator
output wire is normal, remove the alternator from
the vehicle and inspect it.
Output current
As same as Elecrical load
NOTE: Output current varies according to electrical

load or temperature of the alternator, so during test,
lack of electrical load causes impossibility of
measuring the rated output current. In this case, turn
on headlight to induce the battery discharging or
turn on other lights to increase the electrical load. If
alternator temperature or ambient temperature is too
high, it is impossible to measure the rated output
current, so prior to re-test, necessarily drop the
temperature.
5. Connect a DC ampere meter (0-100V) between

B terminal and the disconnected output wire.
NOTE: Do not use clips or equivalent owing to high
current and Use bolts and nuts to tighten each
connecting part securely.
6. Connect a volt meter (0-20V) between B
terminal and the ground.
Connect (+) lead wire to the alternator B
terminal and (-) lead wire to the proper position.
Ambient temperature
of voltage regulator()
Voltage adjust(V)
-30
14.5 ~ 15.4
25
14.3 ~ 14.9
60
14.0 ~ 14.8
90
13.6 ~ 14.6
7. Connect the engine tachometer and then battery

ground cable.

Test
1. Be sure that voltmeter reading is identified with

battery voltage.
If voltmeter reading is 0V, it means short circuit of
wire between B terminal and the battery (-)
terminal, fusible link cut off or ground fault.

2. Turn the headlight ON and start the engine.
111
STARTING SYSTEM
General Description
The starting motor is used to turn the engine
flywheel lfast enough to make the engine run. The
starting motor has a solenoid. When the ignition
switch is activated, voltage from the electrical
system will cause the solenoid to move the pinion
toward the flywheel ring gear of the engine. The
electrical contacts in the solenoid close the circuit
between the battery and the starting motor just
before the pinion engages the ring gear. This
causes the starting motor to rotate. This type of
motor "turn on" is a positive shift starting motor.
When the engine begins to run, the overrunning
clutch portion of the pinion drive prevents damage to
the armature caused by excessive speeds. The
clutch does this by breaking the mechanical
connection. The pinion will stay meshed with the
ring gear until the ignition switch is released. A
return spring in the overrunning clutch returns the
clutch to its rest position.
Components
112
Diagnosis Procedure
The starting motor solenoid has two functions:
The following simplified procedure is intended to

help the serviceman determine if a starting motor
needs to be removed and replaced or repaired. It is
not intended to cover all possible problems and
conditions, but to serve only as a guide. The most
common 12 volt circuit is shown and discussed.
1. Engages the pinion with flywheel.

2. Is a high current switch rated about 1000 amps
that actually turns on the starting motor.
General Information
All starting systems are made up of four elements.
They are the ignition switch, start relay, the starting
motor solenoid and starting motor.
Start switches are relatively low current devices.
They are rated to switch approximately 5 to 20 amps.
Because the coil of a start relay [between test point
(1)and (2)] draws about 1 amp, the start switch can
easily turn on the start relay and have long life.
The switch contacts of a typical start relay are rated
to switch 30 amps. Because the solenoid requires 5
to 20amps the start relay can easily switch this load.
113
The starting motor solenoid has two coils. Pull-in coil

(W) draws about 40 amps and hold-in coil (X)
requires about 5 amps. The instant the start relay
closes, both coils (W) and (X) receive power. Battery
voltage is applied to the high end of both coils, at
test point (3) which is the start (S) terminal. The low
end of hold-in coil (X) is permanently grounded to
the ground post or motor housing of the starting
motor. Grounding for the low end, test point (4), of
pull-in coil (W) is momentary, and takes place
through the DC resistance of the starting motor. As
soon as magnetic force builds in both coils, the
pinion moves toward the flywheel ring gear. The
pinion will stop short of engagement of the flywheel
ring gear. Only then will the solenoid contacts close
to power the starting motor. This temporarily
removes the ground from pull-in coil (W), and puts
battery voltage on both ends of it while the starting
motor cranks. During this period, the pull-in coil is
out of the circuit. Cranking continues until power to
the solenoid is broken by releasing the ignition
switch.
The result of these switches and relays is to permit a

5 amp dash-mounted switch to turn on a 500 to
1000amp motor used to crank an engine. Battery
voltage (power) available during cranking varies
according to the temperature of the batteries. The
following chart is a guide as to what to expect from a
normal system.
NOTICE
Do not operate the starting motor for more than
30seconds at a time. After 30 seconds, the cranking
must be stopped for two minutes to allow the
starting motor to cool. This will prevent damage to
the starting motor due to excessive heat buildup.
TYPICALSYSTEM VOLTAGE DURING

CRANKING AT VARIOUS AMBIENT
TEMPERATURES
Temperature
12V System
-23 to -7 C (-10 to 20 F)
6 to 8 Volts
-7 to 10 C (20 to 50 F)
7 to 9 Volts
10 to 27 C (50 to 80 F)
8 to 10 Volts
If the starting motor cranks real slow or does not

crank at all, do the following procedure:
1. Measure battery voltage at the battery posts with
the multimeter while cranking or attempting to
crank the engine. Make sure to measure the
battery posts. Do not measure the cable post
clamps.
Figure 1
The next chart shows maximum acceptable voltage
loss in the high current battery circuit feeding the
starting motor. These values are maximums for
machines of approximately 2000 SMH and up.
Newer machines would be less than those shown.
2. Is battery voltage equal to or greater than shown

in Figure 1?
If the battery voltage is correct, go to Step 3.
MAXIMUM ACCEPTABLE SYSTEM VOLTAGE

DROPS DURING CRANKING
Circuit
If the battery voltage is too low, Charge or

replace the battery.
12V System
Battery(-) post to starting motor (-)

terminal
0.7 Volts
Battery (+) post to solenoid (+)

terminal
0.5 Volts
Solenoid Bat terminal to solenoid

Mtr terminal
0.4 Volts
NOTE: Alow battery can be caused by battery

condition or a shorted starting motor.
3. Measure current draw on the (+) battery cable
between the battery and the starting motor
solenoid with the clamp-on ammeter. The
maximum current draw allowed is 350 Amp. At
temperatures below27C (80F), the voltage will
be less and the current draw will be higer. If
current draw is too much, the starting motor has a
problem and must be removed for repair or
replacement.
Figure 2
Voltages greater than those shown are most often
caused by loose and/or corroded connections or
defective switch contacts.
NOTE: If voltage at the battery post is within

approximately 2 volts of the lowest value in the
applicable temperature range of Figure1 and if the
large starting motor cables get hot, then the starting
motor has a problem and the Ammeter test is not
needed.
Diagnosis Procedure
TOOLS NEEDED
DC Clamp-On Ammeter or Equivalent
4. Measure starting motor voltage from test point (4)

to (5) with the multimeter while cranking or
attempting to crank the engine.
114
Start Relay Tests
5. Is voltage equal to or greater than shown in

Figure1?
Relay
If the starting motor voltage is correct, the

battery and starting motor cables down to the
motor are within specifications. Go to Step 8.
1. Put the multimeter on the 200 ohm scale.

2. Put the multimeter lead to the 85 and 86 terminals.
If the starting motor voltage is low, the voltage

drop between the battery and the starting motor
is too great. Go to Step 6.
3. The indication on the meter must be 82 5 ohms. If

the indication is not correct, the start relay must
be replaced.
6. Measure the voltage drops in the cranking circuits

with the multimeter. Compare the results with
maximum voltage drops allowed in Figure 2.
4. Put the multimeter leads to the 30 and 87

terminals.
7. Are all the voltages within specifications ?
5. The indication must be "OL"(Over Load). If the

indication is not correct, the start relay must be
replaced.
If the voltage drops are correct, go to Step 8, to

check the engine.
6. Connect WH wire to 86 and BK wire to 85

terminal with the ignition switch to start position.
Put the meter lead to 30 and 87 terminal.
If the voltage drops are too high, repair and/ or

replace the faulty electrical component.
8. Rotate the crankshaft by hand to make sure it is
not locked up. Check oil viscosity and any
external loads that would affect engine rotation.
7. The indication must be Zero ohm. If the indication

is not correct the start relay must be replaced.
9. Is the engine locked up or hard to turn ?

If it is, repair the engine as required. If the
engine is not hard to turn, go to Step 10.
10. Does the starting motor crank?
If it does crank, remove the starting motor for
repair and/or replacement.
If it does not crank, check for blocked
engagement of the pinion and flywheel ring
gear.
NOTE: Blocked engagement and open solenoid
contacts will give the same electrical symptoms.
115
Troubleshooting
Starting system problem can be classified into Start
motor is not operating, Start motor is operating but
engine is not starting , and There is a lot of time
taken to start engine.
When the starting system has problems, before
removing the start motor, find where the problem
happens. Generally if it is difficult to start, there are
problems in ignition system, fuel system, and
electrical system. In this case, necessarily inspect
and repair step by step, or the same problem will
happen.
Symptom
Impossible cranking
Slow cranking
Continuous rotating of start

motor
Start motor is rotating but

engine is not cranking
Possible cause
Remedy
Charge or replace
Repair or replace
Inhibitor switch fault
Adjust or replace
Short circuit of fusible link
Replace
Start motor fault
Repair
Replace
Charge or replace
Repair or replace
Start motor fault
Repair
Start motor fault
Repair
Replace
Short circuit of wiring
Repair
Worn or broken pinion gear tooth or motor fault
Repair
Worn or broken ring gear tooth
Replace flywheel ring gear

or torque converter
116
Starter Repair
Removal
WARNING
Always disconnect the cable at the battery
before you make repairs to the engine.
Disconnect the cable at the negative terminal
first. Install a tag on the battery terminals first.
Install a tag on the battery terminals so that no
one connects the cable on the terminal.
1. Discount battery negative cable at negative
terminal.
2. Disconnect the battery positive cable at positive
terminal.
3. Put labels on wires and cables prior to
disconnecting to aid in correct installation.
4. Disconnect wires and cables from starter.
5. Hold starter so it wont fall. Remove capscrews
that fasten the starter to the flywheel housing.
Install capscrews to fasten the starter to the
flywheel housing.
Installation
Install or connect
1. Place starter in position in flywheel housing.
Install capcrews to fasten the starter to the
flywheel housing. Tighten cap screws to 38 NM
(28 lbft)
2. Connect wires and cables as labeled in removal.
3. Connect the battery positive cable at positive
terminal.
4. Connect battery negative cable at negative
terminal.
117
Chapter 5. ENGINE MANAGEMENT SYSTEM (EMS)

General Information
Specifications
SECM and Sensor/Switch Inputs
Qty
Components
G424FE
Environmental /
Electrical
Specifications
None
Items
Specifications
G424F
None
Ambient Operating
Temperature
-20 F to 221F [-29 C to 105 C]

8-16 Vdc
Operating Voltage
(SECM 48)
Camshaft Position
Sensor
Crankshaft Position
Sensor
0 (LP)
1 (Dual
Fuel)
N one
TMAP Sensor
LP Fuel Temperature
Sensor
Oxygen Sensor
Coolant Temperature
Sensor
None
None
-20 F to 221F [-29 C to 105 C]
Operating Voltage
8-16 Vdc
SECM microprocessor may reset at
voltages below 6.3 Vdc
Operating Environment
On-engine mounting, underhood

automotive
Type
Output Voltage
VR sensor
58X
Type
Tooth wheel
Hall effect sensor

0 5 Volts
MAP sensor
Piezo- Resistivity type

0-5V output
Thermistor type
(built in MAP sensor)
2.0-3.0kohms at 20C
Intake Air Temp Sensor
Type
Resistance
Thermister
Type
Output Voltage
Zirconia Sensor (Heated)

0 - 1V
Type
Resistance
Thermistor Type
1.0-4.0 kohms at 20C
Type
APP1(Low idle)
APP2(Low idle)
APP1(Hi idle)
APP2(Hi idle)
Hall IC
0.4 0.1 V
4.5 0.1 V
3.6 0.15 V
1.39 0.15 V
Actuation Pressure
0.3 +/- 0.1 kgf/cm^2
Acceleration Pedal
Angle Sensor
Engine Oil Pressure

Switch
118
2.5k@20
243@90
Qty
Components
Items
G424FE
G424F
Transmission Oil
Temperature Switch
Ground speed limit

switch
option
option
Specifications
Actuation Temperature
125C
Type
Actuation Pressure
Normal Open
145 28 kPa

Qty
Components
Electronic Throttle
System
Items
G424FE
G424F
Minimum Electrical
Resistance of Throttle
Actuator
Specifications
1.5 ohms
Ignition System Components Specification

Qty
Components
Ignition Coil Assy
Spark Plug
Items
Specifications
G424FE
G424F
Coil Type
Coil Supply Voltage
Primary Resistance
Inductive
8-16 Vdc
0.15 ohm
Air Gap
0.7-0.8 mm
119
LP Fuel Components Specification

Qty
Components
G424FE
Items
Specifications
G424F
LP Fuel System
Requirements
-20 F to 221F [-29 C to 105 C]
LPG Composition
Requirements
HD5 / HD10 LPG. Failure to use fuel

compliant with
HD5 or HD10 standards will void the
user warranty.
LP Fuel Filter
Fuel Filter Micron Size
40 micron
LP Fuel Lock-off
Electrical Resistance
20~25
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
N-2007 LP Regulator
For G424FE
Fuel Supply
-20 F to 120 F [-29 C to 49 C]
Temperature at Tank Outlet
None
1/8 NPT with plug
Max Flow
50 lbm/hr LPG
> 1.0 gpm/100bhp, equipped with

140 F (60 C) thermostat

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
oriented.
120
Qty
Components
G424FE
Items
N-2001 LP Regulator
For G424F
None
CA100 Mixer
For G424FE
Specifications
G424F
None
10 psi to 250 psi (69 kPa to 1724 kPa)
Fuel Inlet Fitting
1/4 NPT
Fuel Outlet Fitting
One 3/4 NPT and one 1/8 NPT fitting

with plug
Fuel Supply
Temperature
At Tank Outlet
-20 F to 120 F [-29 C to 49 C]
1/8 NPT with plug
Max Flow
50 lbm/hr LPG
>1.0 gpm/100bhp, equipped with

140 F (60C) thermostat

Setpoints
-0.5 0.35 inH2O@1.7 lbm/hr LPG

(-1.25 0.87 mbar)@1.7 lbm/hr LPG)
-1.35 0.5 inH2O@32.1 lbm/hr LPG
(-3.36 1.25 mbar)@32.1 lbm/hr
LPG)
Fuel
LPG
Fuel Inlet Fitting
1/2 NPT Fuel inlet fitted with Delphi

temperature sensor
Air Intake Flange
2.25 (57.15mm) ID inlet, four #1024 screws in

1.94 (49.28mm) square pattern

pattern
Reference Pressure Ports
Two 1/8-NPT ports. Pressure

airflows.

Port Size
1/4-28 UNF
None
Idle Air Adjustment
None
Mounting

121
Qty
Components
G424FE
Items
CA100 Mixer
For G424F
None
Specifications
G424F
None
Fuel
LPG
Fuel Inlet Fitting
1/2 NPT
Fuel inlet fitted with Delphi
temperature sensor
Air Intake Flange
2.25 (57.15mm) ID inlet, four #1024 screws in 1.94 (49.28mm)

square pattern

pattern
Reference Pressure
Ports
1/4-1/8 NPT ports. Pressure

airflows.

Port Size
1/4-28 UNF
Power valve
Idle Air Adjustment
Idle adjustment screw
Mounting

Actuator Type
Operating Voltage
On/off two-position valve compatible

with LPG 8-16 Vdc
Gasoline Fuel Components Specification

Qty
Components
Items
G424FE
G424F
Gasoline System
Requirements
Gasoline Fuel Pump
None
None
None
None
Gasoline Fuel Filter

Gasoline Pressure
Regulator
Fuel Injector
Gasoline
Requirements
Specifications
Unleaded gasoline of 87 octane or
higher is recommended
Electrical, In-Tank
Type
Type
High pressure type (built in Fuel Pump

Assembly)
Pressure
350 kPa (49.8 psi)

built in Fuel Pump Assembly
Type
Coil resistance
Electric-magnetic
14.5 +/- 0.35 ohms
122
Service Standard
Basic Idle rpm (After warm up)
No Load
Ignition Timing (After warm up, at idle)
75015 rpm
BTDC 55
Sealants
Engine Coolant Temperature Sensor (ECTS) assembly
LOCTITE 962T or equivalent
Tightening Torques
Items
Nm
kgfm
1bfft
50 ~ 60
50 ~ 60
36. 2 ~ 43.4
50 ~ 60
5.0 ~ 6.0
36.2 ~ 43.4
Crankshaft Position Sensor (CKPS)
0.6
4.3
Camshaft Position Sensor (CMPS)
4~6
0.4 ~ 0.6
2.9 ~ 4.3
Engine Coolant Temperature Sensor (ECTS)
15 ~ 20
1.5 ~ 2.0
10.8 ~ 14.5
Delivery pipe installation
22 ~ 28
2.2 ~ 2.8
15.7 ~ 20.3
123
Component Location
Engine Control Module (SECM48)
TMAP Sensor
Coolant Temperature Sensor
124
Pre-Catalyst Oxygen Sensor
Post-Catalyst Oxygen Sensor
Pedal Angle Sensor
Ground speed limit switch (option)
125
Fuel Trim Valve(FTV)
Ignition Coil
LP Fuel Lock-off
N-2007 LP Regulator
CA100 Mixer
126
Gasoline Fuel Pump Ass'y
Gasoline Injectors and fuel rail
127
G424FE EMS (Engine Management System) Overview

General Description
MI-07 is a closed loop system utilizing a catalytic
muffler to reduce the emission level 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 oxygen 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.

integrated engine management system that meets
or exceeds 2007 emission standards for Large
Spark Ignited (LSI) engines established by the
California Air Resources Board (CARB) and the
Environmental Protection Agency (EPA).
The control system is applicable to naturally
aspirated engines running on LPG and/or gasoline.
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.
Ignition
Switch
Dual
Dither
Fuel Select
Switch
Ignition
Coils
CAM Sensor
CAN
SECM 48
CA100 Mixer
Fuel
Temp
Coolant Temp
MIL
Fuel
Lockoff
PrePre-CAT O2 Sensor
PostPost- CAT O2 Sensor
Ground
Speed Switch
(Optional)
Oil
Light
Foot
Pedal
Fuel
Pump
Catalytic Muffler
Bosch Electronic
Throttle
N-2007
Regulator
Crankshaft Sensor
Transmission Oil Temp Switch
Oil Pressure Switch

Fuel Injectors (Gasoline)
Manifold Pressure/Temperature Sensor
[Figure 1] MI-07 Dual Fuel System for G424FE Engine

cables are not used. A throttle position sensor (TPS)
monitors throttle position in relation to the
pressure are monitored by the SECM. The SECM
controller has full adaptive learning capabilities,
allowing it to adapt control function as operating
conditions change. Factors such as ambient
temperature, fuel variations, ignition component
wear, clogged air filter, and other operating variables
are compensated.

by the SECM through a Variable reluctance (VR)
sensor. Intake manifold air temperature and
absolute pressure are monitored with a TMAP
128
Dual Fuel System of G424FE (certified engine system)

INPUT
OUTPUT
Crank Sensor
Throttle body
CAM sensor
(Dual Fuel Only)
2 Ignition coils
TMAP sensorv
2 Fuel trim valves
Coolant Temp
LP fuelock valve
EG oil pressure switchv

T/M Temp switch
4 Injectors
SECM
Fuel Pump
CAN communication

Pre Oxygen sensor
Post Oxygen sensor
LP fuel temp sensor
switch ( Optional)

G424FE dual fuel engine. On gasoline, the camshaft
sensor along with the crankshaft sensor is used to
control the fuel injectors and feedback from oxygen
sensor is used by the SECM to adjust the gasoline
delivery based on the exhaust emissions.

129

Fuel trim valves
Fuel trim orifices
and calibration
and drivers
Gasoline injectors and fuel pressure regulator
(dual-fuel systems only)

engines:
Air throttle

for a G424F (E) engine operating on LP fuel.
G424FE
1
Qty
G424F-LP
1
DESCRIPTION
0(LP)
1(DF)
1
0(LP)
1
1
1
None
2
1
None
1
2
2
1
N-2007
CA-100
(Certified)
1
None
2
1
N-2001
CA-100

(SECM 48-pin)
Camshaft Position
Sensor
Crankshaft Position
Sensor
TMAP Sensor
Fuel Temperature
Sensor
Transmission Oil
Temperature Switch
Oxygen Sensors
Coolant Temperature
Sensor
Engine Oil Pressure
Switch
Fuel Trim Valve
Ignition Coils
LP Regulator
LP Mixer

for LPG, and gasoline (MPI) fuels
TPS 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
component drift. The post-catalyst oxygen sensor
includes adaptive learn to compensate the precatalyst oxygen sensor setting for pre-catalyst
oxygen sensor drift and catalyst aging. The precatalyst oxygen sensor function includes
parameters for transport delay, O2 set point,
excursion rich/lean, jump back rich/lean, and
perturbation.
LPG fuel temperature compensation
Min/max governing
Fuel enrichment and spark timing modifiers for
temperature and fuel type
Transient fuel enrichment based on rate of change
of TPS
Key Components
components that affect engine emissions and
performance. These key components include the
following:
Catalytic converter and exhaust system
Throttle body
LPG mixer
130

Tamper-Resistance
Special tools,
and

components:
Fuel filter
Two orificed fuel trim valves
Gas/Air mixer with fixed orifice for trim system and
fuel temperature sensor
fittings
Diagnostics

gas/air mixer.

following reset.
Limp Home Mode
Service Tool
131
Dual Dither Valve

The key to meeting emissions requirements when
operating in LPG is the dual dither valve hardware in
the fuel system. Similar to the 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 pressure
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
arrangement, 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.

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.
SECM
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 varied 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 stoichiometric air-fuel
ratio. Commands are based primarily on feedback
from the exhaust gas oxygen sensor, with an offset
for fuel temperature.
Figure 4. Electric Fuel Lock Assembly

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
connection. 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, wiring failure or module failure.

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 manufactured by Century. The primary
function of the fuel filter is to remove particles and
sediments that have found their way into the tank.
The LP fuel filter will not remove heavy end solids
and paraffins that build up in LPG fuel systems as a
result of vaporization.
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 propane 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 creating a magnetic field. The
strength of this magnetic field is sufficient to lift the
lock-off valve off of its seat against spring pressure.
When the valve is open liquid propane, at tank
pressure, flows through the lock-off outlet to the
pressure regulator/converter. A stall safety shutoff
sensor detects any engine revolutions; Stall, when
position sensor detects no engine revolutions; and
the Run state, when the engine reaches pre-idle rpm.
Figure 3. Inline LP Fuel Filter
132
the propane is reduced, the liquid propane vaporizes

When an operator turns on the key switch the lockoff 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 sufficient to
offset the latent heat of vaporization of the LPG. A
thermostat provided in the coolant supply line to
maintain regulator outlet coolant temperature at or
below 140oF (60C) will minimize the deposit of fuel
contaminants and heavy ends in the regulator and
assure a more controlled vaporization process with
reduced pressure pulsations.
N-2007 Operation
reaches 1.5 psig (10.3 kPa) it causes a
pressure/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 primary valve.
A higher flow pressure regulator is required on

larger engines.

pressure to 1.5 psig (10.3 kPa) the liquid propane
the regulator until the secondary valve is opened. To
open the secondary valve, a negative pressure
fuel outlet connection of the regulator, which is the
regulator secondary chamber, and the vapor fuel

The regulator is normally closed, requiring a vacuum
stage)
valve
closes.
Unlike
most
other
additional safety.
133


mixer.

burned.
CA100 Mixer
The mixer fuel inlet is fitted with a thermistor-type
temperature sensor. This permits the SECM to
correct fuel pressure to compensate for variations in
fuel temperature. Left uncorrected, fuel temperature
variations can cause significant variations in air fuel
ratio.

134

parts.
valve.

Throttle




135
exists across the diaphragm, reducing fuel flow and

leaning the air/fuel mixture.

(with tamper proof cap removed)
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 regulator
diaphragm. An orifice balance line connected to the
air inlet side of the mixer provides atmospheric
reference to the N-2007 when the FTV is closed.
The SECM uses feedback voltage from the O2
sensor to determine the amount of bias needed to
the regulator/converter.
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
secondary diaphragm is reduced, the diaphragm will
close the secondary valve until a balance condition
136
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
secondary 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
modulation (duty cycle) enriches the mixture.
Branch-Tee Fitting
A branch-tee fitting is installed in the atmospheric

vent port of the N-2007 with one side of the branchtee connected to the intake side of the mixer forming
Figure 13. Fuel Trim Valves Connected to MI-07 System
137
exactly calculated
fuel as a spray to engine to
best combustion under the condition of various
engine load and speed.

G424FE dual fuel engine. An electric fuel pump in
gasoline fuel tank supplies the fuel and generates
the injection pressure. The gasoline fuel pressure
regulator is a one-way, non-return configuration. All
gasoline specific components are automotive
production parts and validated to strict automotive
standards. Four (4) sequential injection channels are
supported. Injector as an electronic controlled fuel
injection unit, is solenoid valve which supplies
For fuel consumption reduction, engine performance

enhancement and emission reduction, ECM controls
fuel injection to satisfy air fuel ratio required by
system by reflecting induced airflow and air fuel ratio
among emission and adjusting injector operating
time. To enhance these control characteristics, quick
response of injector is required, and spray feature of
injector is important for perfect combustion.
Use of unleaded gasoline of 87 octane or higher is recommended for optimal performance of the MI-07
system.
A gasoline fuel system includes the following components:
Gasoline fuel pump
Fuel filter
Pressure regulator
Fuel rail
Fuel injectors
Small engine control module (SECM) and related sensors and equipment
138
MI-07 Electronic Throttle

Conventional throttle systems rely on a mechanical
linkage 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.
The electronic throttle system controls engine output

(speed and torque) through electronic control of
mass airflow 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.
In contrast, the MI-07 system uses electronic throttle

control (ETC). The SECM controls the throttle valve
based on engine RPM, engine load, and information
system is a Bosch 32mm or 40mm electronic throttle
body DV-E5 (Figure 14). The DV-E5 is a single unit
assembly, which includes the throttle valve, throttlevalve actuator (DC motor) and two throttle position
sensors (TPS). The SECM calculates the correct
throttle valve opening that corresponds to the
drivers demand, makes any adjustments needed for
adaptation to the engines current operating
conditions and then generates a corresponding
electrical (driver) signal to the throttle-valve actuator.
A commonly used throttle is the Bosch DV-E5. This

throttle is available in a variety of bore sizes to meet
specific 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 aluminum housing.
In the event of an electrical disconnection or other
related failure, the throttle plate returns to a limphome 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
opening and closing in less than 50 msec. Position
resolution and steady state control should be 0.25%
of full travel or better.
Figure 14. Bosch Electronic Throttle Body

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 encountered, the
SECMs initial response is to revert to redundant
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.
139
There are multiple limp-home modes available with

electronic 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.
Ignition System
components:
SECM
Ignition coil(s) *
(sequential ignition or fuel injection only)
Cam timing wheel *
(sequential ignition or fuel injection only)
Spark plugs *
Picture courtesy of Robert Bosch GmbH

Figure 15. Throttle Body Assembly Exploded View
Wasted Spark DIS Ignition System

The G424F and G424FE engine has a wasted spark
ignition system (2 cylinders per coil).
Wasted spark ignition is a type of distributor-less
ignition system where a pair of multi tower coils is
mounted near the spark plugs. The DIS system
eliminates the wear associated with most distributor
type ignition systems. The wasted spark ignition
fires pairs of cylinders at each ignition event. One
cylinder fires on the compression stroke as is normal.
However, the complementary pair in the firing order
is fired simultaneously while that particular cylinder
is on the exhaust stroke. Since the ionized exhaust
gases require little spark energy, the majority of the
ignition energy from the coil goes to the spark plug
in the cylinder on the compression stroke.
The DIS coil pack can be mounted close to the
spark plugs, thereby improving ignition lead routing
140
and length. There are fewer parts to malfunction on

the DIS system when compared to a distributor type
system.
Exhaust System
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
a stoichiometric air-fuel ratio to the catalytic
converter. The catalytic converter then reduces
emissions to the required levels. The second sensor
is a post-catalyst sensor that detects the amount of
oxygen after the catalyst. This sensor is used as a
secondary control point to adjust the pre-catalyst
setpoint to ensure proper catalyst conversion
efficiency.
DIS COMPONENTS
In a typical DIS ignition system, a crankshaft
spark plug.
MISFIRES
DIS problems can include many of the same
and detonation.

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 relatively high.
Conversely, in a lean situation, more oxygen will be
present and a smaller electrical potential will be
noticed.

individual coils and prevent two cylinders from firing.
possibilities should all be ruled out before a DIS unit
is replaced.
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 necessary 12 Vdc and ground signal for
the heater element. A fourth wire provides an
independent ground for the sensor. The pre-catalyst
sensor heater is powered by the main power relay
and is always powered. The post-catalyst sensor
heater is powered from an additional relay that is
controlled 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.
A DIS engine that cranks but fails to start, in many

141
converter. It reduces the unburned hydrocarbons

and carbon monoxide by burning (oxidizing) them
over a platinum and palladium catalyst. Cerium is
also used to promote oxygen storage and improve
oxidation efficiency.
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 interprets 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 alternate
sensors may impact performance and the ability
of the system to diagnose rich and lean
conditions.
As exhaust and catalyst temperatures rise the

following reaction occurs:
Oxides of nitrogen (NOx) are reduced into simple
nitrogen (N2) and carbon dioxide (CO2).
Hydrocarbons (HC) and carbon monoxide (CO)
are oxidized to create water (H2O) and carbon
dioxide (CO2).
Catalytic Muffler
In order to meet 2007 emission requirements a 3way catalyst is necessary.
All exhaust gases pass through a catalyst that is
mounted in the catalytic muffler. It filters the harmful
gases through a dense honeycomb structure coated
with precious metals such as platinum, palladium,
and rhodium. Chemical reactions occur on these
surfaces to convert the pollutants into less harmful
gases. Catalysts store oxygen on lean mixtures
(less than optimal amount of fuel) and release
oxygen on rich mixtures (more than optimal amount
of fuel). The primary pollutant produced on the lean
swing is nitrous oxide. Oxygen is removed from
nitrous oxide by the converter, resulting in nitrogen
gas, a harmless emission. On the rich cycle, the
primary pollutant is carbon monoxide. By adding the
oxygen that was stored on the lean cycle to the
carbon monoxide, carbon dioxide is produced.
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
correct air to fuel ratio so that the catalyst can
perform as required to meet the emissions
certification.
Inside the catalytic muffler is a three-way catalyst as

well as sound dampening and spark arresting
features. The three-way catalyst section consists of
a honeycomb coated with a mixture of platinum,
palladium and rhodium. As engine exhaust gases
flow through the converter passageways, they
contact the coated surface, which initiate the
catalytic process. The reduction catalyst is the first
stage of the catalytic converter. It uses platinum and
rhodium to help reduce the NOx emissions. The
oxidation catalyst is the second stage of the catalytic
142
The SECM provides a transducer ground for all the

sensors, and a low side driver signal controlling the
fuel lock-off, MIL, gasoline injectors, gasoline fuel
pump, and FTVs.
SECM
General Description
The Small Engine Control Module (SECM) controller
has full authority over spark, fuel and air. Utilizing 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 control in three main
categories:
Fuel Management
Load/Speed Management
Ignition Management
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
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
revolutions
Run state, when the engine reaches pre-idle RPM.
When an operator turns on the key switch the lockoff 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 content 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) sensor.
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 threshold.
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 energized 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
actuator, 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, throttle
position sensor (TPS), and the accelerator pedal
position sensors (APP1 & APP2).

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-fuel mixture. Control is achieved by
modulating the fuel trim valves.
143
NOTE : The DV-E5 throttle is not a serviceable

assembly. If a TPS sensor fails, the assembly
should be replaced.
Speed Management
the throttle body. Instead, the SECM is electronically
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 correspond 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 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 Figure 21. When the engine speed
reaches the max governing 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.
Figure 19. Foot Pedal

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 20.
SECM self-calibration and cross checking
compares both signals and then checks for errors.
Figure 21. Peak Torque and Power Available with

MI-07 System
Figure 20. Throttle Position Sensor (TPS) on DV-E5

Throttle
144
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 control.
Drive-By-Wire Signal Flow Process
SECM Electrical Mounting

Recommendations
In order to prevent the possibility of any SECM
malfunctions due to EMI/RFI emissions 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
recommended 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
negative () 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 connection is sound.
Figure 22. Drive-By-Wire Signal Flow Process

Figure 22 describes the signal flow process of the
MI-07 DBW section. The foot pedal assembly uses
two potentiometers to detect pedal position.
These two signals, accelerator 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 (Proportional, Integral,
Derivative) controller in the SECM to achieve the
appropriate motor-current response then passed to
the throttle. The throttle moves to the commanded
position and provides a feedback signal from the
throttle position sensors (TPS1 and TPS2) to the
SECM.
145
SECM Wiring Diagrams for G424FE
CAUTIONPROPER WIRING
To prevent system faults be sure to follow good
wiring practices. Poor wiring may cause
unexpected or intermittent failures not related to
MI-07 components.
The schematics on the next pages are wiring
diagrams for G424FE engines.
Figure 21: Dual fuel certified system
Figure 22: LP certified system
146
Figure 21. SECM Wiring Diagram for G424FE Dual Fuel System.
147
Figure 22. SECM Wiring Diagram for G424FE Dual Fuel System.
148
G424F EMS (Engine Management

System) Overview
General Description
Engine speed is monitored by the SECM through a
Variable reluctance (VR) sensor. Intake manifold 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 position sensor (APP)
command. Even engine coolant temperature and
adequate oil pressure are monitored by the SECM

integrated engine management system for naturally
aspirated engines.
spark and air over the service life of the engine in
the extreme operating environment found in heavyduty, under hood, on-engine electronic controls.
The SECM monitors the engine through a number of
different sensors to ensure optimal performance.
Ignition
Switch
CAN
Fuel
Lockoff
Ignition
Coils
SECM
N-2001
Regulator
Coolant Temp
MIL
Ground
Speed Switch
(Optional)
CA100 Mixer
Bosch
Electronic
Oil
Light
Muffler
Crankshaft Sensor
Foot
Pedal
Transmission Oil Temp Switch
Oil Pressure Switch
Manifold Pressure/Temperature Sensor
Figure 2. G424F LP System

crank position sensor and throttle position is used by
the SECM to calculate load. Feedback from the
electronic throttle is provided to the SECM by the
throttle position sensors (TPS).
The LPG regulator and the mixer operate as an

open loop system since no mixture adjustments are
made by the SECM. The mixer does have an idle
mixture adjustment and a power valve adjustment.
Manifold pressure from the TMAP, rpm from the
149
LP System of G424F
INPUT
OUTPUT
Crank Sensor
Throttle body
TMAP sensor
2Ignition coils
Coolant Temp
EG oil pressure switch
T/M Temp switch
LP fuelock valve
SECM
CAN communication

switch (option)
150

engines:


Air throttle
for a G424F engine operating on LP fuel.
Open-loop fuel control with fuel specific controls

for LPG
TPS limiting
Min/max governing
Spark timing modifiers for temperature and fuel
type
Key Components
components that affect engine
emissions and performance. These key components
include the following:
Throttle body
LPG mixer
and calibration
and drivers
Qty
G424FE
G424F
-LP
-LP
1
1
None
1
1
None
1
1
None
1
None
1
2
1
N-2007
CA-100
(Certified)
1
1
None
2
1
N-2001
CA-100
1
DESCRIPTION
(SECM 48-pin)
TMAP Sensor
Transmission Oil
Temperature Switch
Oxygen Sensors
Coolant Temperature
Sensor
Fuel Trim Valve
Ignition Coils
LP Regulator
LP Mixer
151
Tamper-Resistance
Special tools,
and

components:
Fuel filter (supplied by customer)
Gas/Air mixer
fittings
Diagnostics

gas/air mixer. The mixer meters fuel delivery based
upon airflow into the engine.

following reset.
SECM
the LPG lock-off solenoid valve. The lock-off
solenoid is energized when fueling with LPG and the
engine is turning. The lock-off is de-energized when
engine rpm is not detected.
Limp Home Mode


The LP fuel filter of G42F engine is the same as that
of G424FE engine. See, G424FE EMS overview
Service Tool

The LP fuel lock-off of G42F engine is the same as
overview
N-2001 Regulator/Converter
After passing through the electric fuel lock-off, liquid
propane enters the N-2001 regulator/converter
(Figure 4). The N-2001 functions as a fuel vaporizer,
converting liquid propane to vapor propane and as a
two-stage negative pressure regulator, supplying the
correct vapor propane fuel pressure to the mixer.
The regulator is normally closed requiring a vacuum
152
stage)
valve
closes.
Unlike
most
other
additional safety.
N-2001 Operation
Refer to Figure 6.
reaches 1.5 psi (10.342 kPa it causes a pressure/
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 primary valve.

the propane is reduced the liquid propane vaporizes
the large temperature drop inside the regulator from
Figure 5 shows the heat chamber and the coolant
passage in the N-2001 regulator.

pressure to 1.5 psi (10.342 kPa) the liquid propane
the regulator until the secondary valve is opened.
To open the secondary valve a negative pressure
fuel outlet connection of the regulator (9), which is
the regulator secondary chamber, and the vapor fuel
Figure 5. Heat Chamber and Coolant Passage
153


burned.

mixer.
CA100 Mixer

parts.


valve.
154

Throttle





155

The MPI Gasoline System of G424F engine is the
same as that of G424FE engine. See, MPI Gasoline System Operation of G424FE EMS overview

The electronic throttle system of G424F engine is
the same as that of G424FE engine. See, Electronic throttle system of G424FE EMS overview
Ignition System
The Ignition system of G424F engine is the same as
that of G424FE engine. See, Ignition system of
G424FE EMS overview
SECM
The SECM of G424F engine is the same as that of
G424FE engine. See, SECM of G424FE EMS overview
156
SECM Wiring Diagrams for G424F LP Engine
157
Fuel Temperature Sensor (FTS)

-40F to 266F (-40C to 130C) range,
EMS Inspection and Repair

Engine Control Module (SECM)
HEGO (3) 0 to 1 V
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 control 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 maintaining efficient system operation and
auxiliary control.
Auxiliary Analog Input (2) 0 to 5 V

Battery Voltage (Vbatt) (1)
8-18 V
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
resistor for open collector sensors Permits speed
resolution of 0.25 rpm and crankshaft position
resolution of 0.5
Camshaft position
resistor for open collector sensors.
Digital Inputs
Oil pressure switch
SECM/sensor inputs and control output specifications are specific to the application, but include a
selection of the following:
Transmission oil temperature switch

Analog Inputs
The 48-pin SECM is equipped with sufficient analog
inputs for the following sensors.
Manifold Absolute Pressure (MAP) 1bar MAP, 0 to
5V
Fuel select switch

Three-position switch for bi-fuel applications to
detect gasoline mode, LPG mode, and fuel off
(center switch position)
Manifold Air Temperature (MAT)

-40F to 266F (-40C to 130C) range, 48 kohm
to 85 ohm sensor range
Ground speed select switch

Permits selecting two different maximum engine
speeds
Throttle Position Sensor 1&2 (TPS1 & TPS2) 0 to

5V
Vswitched
Switched battery voltage
Foot Pedal Position 1&2 (FPP1 & FPP2) 0 to 5 V

Coolant Temperature Sensor (CTS)
-40F to 266F (-40C to 130C) range,
158
Outputs
Saturated injector drivers (4)
10A peak, 45 V max, 1 injector per channel
capable of continuous on-time
Driver circuit designed for minimum turn-on/turnoff 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 /turnoff 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 system
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 incandescent lamp continuously
CANBus
CAN 2.0b serial communication for J1939 communications, programming and diagnostics.
Requires proper termination resistance per CAN
2.0b.
159

(G424FE- Duel Only)
Sensor Inspection
Component Location
CAM shaft Position Sensor

3

disconnect CMPS connector.
2. Remove the CMPS from the engine.
Description
The Camshaft Position Sensor (CMPS) is a sensor

that detects the compression TDC of the NO.1
cylinder.
The CMPS consists of a hall type sensor and a
target on the end of the in take camshaft.
When the target triggers the sensor, the sensor
voltage is 5V. If not, the sensor voltage is 0V.
These CMPS signal is sent to the ECM and the
ECM uses the CMPS signal for synchronizing the
firing of sequential fuel injectors.

terminal 3 of CMPS as shown in the figure.
5. Install a LED between +5V power and CMPS
made of steel; hammer, wrench, bolt and nut etc.)
at the CMPSs tip.
LED flashes light.
If the LED blinks, the CMPS works normally.
Schematic Diagram
Removal
1. Disconnect the negative battery cable.
2. Disconnect the CMP sensor electrical connector.
3. Remove harness clamp from CMP sensor
support plate.
4. Remove the screw and lock washer retaining
the CMP sensor.
5. Remove the CMP sensor and O-ring.
6. Remove O-ring from CMP sensor and discard.
160
Installation
1. Install new O-ring on CMP sensor.
2. Lubricate O-ring with clean engine oil.
3. Install the CMP sensor into the CMP sensor
support plate.
Note: Before installing retaining screw, verify the
CMP sensor is fully seated.
4. Install retaining screw and lock washer. Tighten
retaining screw.
Tighten
Bolts: 6 Nm(53lbf in).
5. Connect the electrical connectors. Verify that the
connectors click/lock into place.
6. Install harness clamp to CMP sensor support
plate.
161
Removal
Component Location
1. Remove the timing belt front cover. See Timing

Belt Front Cover, Remove.
2. Disconnect the crankshaft/rpm sensor electrical
harness.
3. Remove the capscrew retaining the crankshaft /
rpm sensor.
4. Remove the crankshaft/rpm sensor.
Install
1. Install the crankshaft/rpm sensor into the engine
block.
Crank Position Sensor
2. Install the capscrew to retain the crankshaft/rpm

sensor. Tighten capscrew to 8 Nm (71 lbf ft).
3. Connect the crankshaft/rpm sensor electrical
harness.
4. Install the timing belt front cover. See Timing
Belt Front Cover, Install
Connector
Specification
Terminal 1: Signal (+)
Terminal 2: Signal (-)
Terminal 3: Ground
162
MAP (Manifold
Sensor
Absolute
Sensor Inspection
Pressure)
1. Measure the voltage between terminals 1 and 4 of

the MAP sensor connectors.
Terminal 4 : MAP sensor ground
Terminal 1 : MAP sensor output
Engine state
Ignition SW. ON
At idle
Test specification
4~5V
0.5~2.0V
2. If the voltage deviates from the standard value,

replace the MAP sensor assembly.
Removal
Map sensor
1. Disconnect the negative battery cable.
The manifold absolute pressure (MAP) sensor is a

pressure sensitive variable resistor. It measures
changes in the intake manifold pressure which result
from engine load and speed changes, and converts
this to a voltage output. The MAP sensor is also
used to measure barometric pressure at start up,
and under certain conditions, allows the ECM to
automatically adjust for different altitudes. The ECM
supplies 5 volts to the MAP sensor and monitors the
ECM supplies 5 volts to the MAP sensor and
monitors the voltage on a signal line. The sensor
provides a path to voltage on a signal line. The
sensor provides a path to ground through its
variable resistor. The MAP sensor in put affects fuel
delivery and ignition timing controls in the ECM.
2. Disconnect the electrical connector from the

MAP/MAT sensor.
3. Remove the two screws retaining the MAP/MAT
sensor to the intake manifold.
4. Remove MAP/MAT sensor.
Installation
1. Place the MAP/MAT Sensor in position on the
intake manifold and install the two retaining
screws. Tighten retaining screws to 6 Nm (53
lbf ft)
2. Connect the electrical connector to the
MAP/MAT sensor. Verify that the connector
clicks/locks into place.
Ciruit Diagram
IAT
Sensor
power
B24
MAP
IAT
Sensor
signal ground
B12
B1
3. Connect the negative battery cable.
MAP & IAT

sensor
MAP
signal
B18
ECM
163
IAT (Intake Air Temperature)

Sensor
Sensor Inspection
1. Using a multimeter, measure the IAT sensor
resistance between terminals 3 and 4.
IG.SW.ON
Temperature
(F)
Map sensor
Resistance(k)
0 (32)
4.5 ~ 7.5
20 (68)
2.0 ~ 3.0
40 (104)
0.7 ~ 1.6
80 (176)
0.2 ~ 0.4
2. If the resistance deviates from the standard value,

replace the intake air temperature sensor
assembly.
The intake air temperature sensor (IAT Sensor),

built in to the MAT sensor, is a resistor-based
sensor detect the intake air temperature. According
to the intake air temperature information frim the
sensor, the ECM will control the necessary amount
of fuel injection.
Ciruit Diagram
IAT
Sensor
power
B24
MAP & IAT

sensor
MAP
IAT
Sensor
signal ground
B12
B1
MAP
signal
B18
ECM
164
Oxygen Sensor (Pre-Catalyst)

Schematic Diagram
Component Location
[CIRCUIT DIAGRAM]
HO2S (B1/S1)
ECM
4
3
1
2
Dre - Catalyst Oxygen Sensor

Description
A23 - HO2S HEATER

(B1/S1)
B13 - HO2S SIGNAL
B1 - HO2S GND
After Main Relay
The heated oxygen sensor is mounted on the front

side of Catalytic Muffler, which detects the oxygen
concentration in the exhaust gas. The heated
oxygen sensor produces a voltage that varies
between 0V and 1V. When the air/fuel ratio is lean,
the oxygen concentration in the exhaust gas
increases and the front HO2S outputs a low voltage
(approximately0~0.1V). When the air/fuel ratio is
rich, the oxygen concentration in the exhaust gas
decreases and the front HO2S outputs a high
voltage (approximately0.8~1V). The ECM constantly
monitors the HO2S and increases or decreases the
fuel injection duration by using the HO2S signal,
which is called closed-loop fuel control operation.
2 1
4 3
C16
HO2S (B1/S1)
Signal Wave Form
Specification
Temperature
()
()
20
100
200
300
68
212
392
572
Front
HO2S
Heater
Resistance()
9.2
10.7
13.1
14.6
Temperature
()
()
Front HO2S
Heater
Resistance
()
400
500
600
700
752
932
1,112
1,292
17.7
19.2
20.7
22.5
If you release the accelerator pedal suddenly after
engine running about 2600 rpm, fuel supply will stop
for short period and the O2 sensor service data will
display values 200mV or lower. When you suddenly
press on the accelerator pedal down, the voltage will
reach 0.6 ~ 1.0 V. When you let the engine idle
again, the voltage will fluctuate between 200 mV or
lower and 0.6 ~ 1.0 V. In this case, the O2sensor
can be determined as good.
165
Oxygen Sensor (Post-Catalyst)
Signal Wave Form
Component Location
The amplitude of the signal output of the rear HO2S

is small compared to the front HO2S because the
rear HO2S detects emission gas purified by the
catalytic converter. This illustration is the normal
signal waveform of the rear HO2S at idle.
Description
The rear heated oxygen sensor is mounted on the
rear side of the Catalytic Muffler, which detects the
catalyst efficiency. The rear heated oxygen sensor
(HO2S) produces a voltage between 0V and 1V.
This rear heated oxygen sensor is used to estimate
the oxygen storage capability. If a catalyst has good
conversion properties, the oxygen fluctuations are
smoothed by the oxygen storage capacity of the
catalyst. If the conversion provided by the catalyst is
low due to aging, poisoning or misfiring, then the
oxygen fluctuations are similar to signals from the
front oxygen sensor.
Specification
Temperature
Schematic Diagram
Rear
HO2S
Heater
Resistance()
Temperature
()
()
Rear
HO2S
Heater
Resistanc
e()
()
()
20
68
9.2
400
752
17.7
10
212
10.7
500
932
19.2
200
392
13.1
600
1,112
20.7
300
572
14..6
700
1,272
22.5
[CIRCUIT DIAGRAM]
HO2S (B1/S2)
ECM
3
4
2
1
A23 - HO2S HEATER

(B1/S2)
B19 - HO2S SIGNAL
B1 - HO2S GND
After Main Relay
1 2
3 4
C22
166
ECT (Engine Coolant Temperature)

Sensor
Sensor Inspection
Component Location
1. Remove the engine coolant temperature sensor

from the intake intake manifold.
Description
The Engine Coolant Temperature Sensor (ECTS) is
located in the engine coolant passage of the cylinder
head for detecting the engine coolant temperature.
The ECTS uses a the rmistor 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
thermistor in the ECTS are connected in series.
When the resistance value of the thermistor in the
ECTS changes according to the engine coolant
temperature, 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.
2. With the temperature sensing portion of the

engine coolant temperature sensor immersed in
hot water, check resistance.
Temperature ()
-20(-4)
0(32)
20(68)
40(104)
60(140)
80(176)
ECTS Resistance(k)
14.13~16.83
5.79
2.31~2.59
1.15
0.59
0.32

167
Schematic Diagram
[CIRCUIT DIAGRAM]
ECTS
ECM
1
B15 - ECTS SIGNAL
to Cluster
3
B1 - GND
C11
ECTS
Installation
1. Apply sealant LOCTITE 962T or equivalent to
threaded portion.
2. Install engine coolant temperature sensor and
tighten it to specified torque.
Tightning torque
Engine coolant temperature sensor "
15~20Nm (150~200 kg.cm, 11~15 lb.ft)
3. Connect the harness connector securely.
168

Location
Inspection
1. Remove the LP fuel temperature sensor from the
adapter connected to LP mixer.
Description
The LP Fuel Temperature Sensor (FTS) is located in
the LP fuel passage of the LP mixer for detecting the
LP fuel temperature. The FTS uses a thermistor
whose resistance changes with the temperature.
The electrical resistance of the FTS decrease as the
temperature increase, and increase as the
temperature decrease. The reference 5V in the ECM
is supplied to the FTS by way of a resister in the
thermistor in the FTS are connected in series. When
the resistance value of the thermistor in the FTS
changes according to the LP fuel temperature, the
output voltage also change.
2. With the temperature sensing portion of the LP

engine fuel temperature immersed in hot water,
check resistance.
Temperature C (F)
-20(-4)
0(32)
20(68)
40(104)
60(140)
80(176)
FTS Resistance (Ohms)

15462
5896
2498
1175
596
323
[Circuit Diagram]
169
Angle Sensor-Accelerator
Location
Inspection
1. Disconnect the Accelerator Pedals connector
from the main engine harness.
Description
Angle Sensor-Accelerator is located in the
accelerator pedal assembly. The engine speed
management deals with a Drive-by-wire system.
the throttle body. Instead, the ECM is electronically
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 correspond 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 foot pedal assembly uses
two potentiometers to detect pedal position. These
two signals, accelerator 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.
2. Inspect the electrical conditions with a follow

basic specification.
Signal output is on condition that input voltage
is 5V0.5%
Rated current : 20Ma,
Power : 100mW,
Wire width : 20AWG
- At start point : Signal A 0.4V0.1V
Signal B 4.5V0.1V
- At end point(Push for end) :
Signal A 3.60V0.15V
Signal B 1.39V0.15V
3. If the result value is out of the specification,
replace the Accelerator Pedal.
[Circuit Diagram]
170

Location
Description
Transmission Oil Temperature Switch is located in
the adapter on transmission (T/M) for operating by
the transmission (T/M) oil temperature change. This
switch is normally open, and then it is closed as the
T/M oil temperature Increases to the 1253C.
Actually if the switch is closed by high T/M oil
temperature, the ECM makes engine shutdown with
fault set. If the T/M oil temperature decreases to the
118C, the switch is open again and the engine also
can run. This function can protect the engine of Tier3 and Non cert folk lift trucks from damage as
overheating.
Inspection
1. Remove the Transmission Oil Temperature
Switch from the transmission.
continuity,
replace the Transmission Oil
Temperature Switch.
3. The Transmission Oil Temperature Switch is the
ON/OFF switch. So during the normal status the
switch circuit should be open.
[Circuit Diagram]
171
Ground Speed Limit Switch (optional)

Location
Description
Ground Speed Limit Switch is located in the
pressure port on transmission (T/M) for operating by
the transmission (T/M) oil pressure change. This
switch is normally opened, and then it is closed as
the T/M oil pressure increases. Actually the switch is
closed by increasing of the T/M oil pressure after
engine cranking. And if the inching pedal is pushed
by a driver the switch is opened again by decreasing
of the T/M oil pressure. ECM can control the travel
speed of the folk lift trucks with this switch. Also the
maximum travel speed of Tier-3 and Non cert fork lift
trucks is an optional feature that can be easily
activated using the MotoView Service Tool. This
feature may be of particular interest to customers
with indoor warehouse operations.
Inspection
1. Remove the Ground Speed Limit Switch from the
transmission.
continuity, replace the Ground Speed Switch.
3. The Ground Speed Limit Switch is the ON/OFF
switch. So during the normal status the switch
circuit should be open.
[Circuit Diagram]
172

Location
Description
The MI-07 system uses electronic throttle control
(ETC). The SECM controls the throttle valve based
on engine RPM, engine load, and information
system is a Bosch 32mm electronic throttle body
DV-E5. The DV-E5 is a single unit assembly, which
includes the throttle valve, throttle-valve actuator
(DC motor) and two throttle position sensors (TPS).
The SECM calculates the correct throttle valve
opening that corresponds to the drivers demand,
makes any adjustments needed for adaptation to the
engines current operating conditions and then
generates a corresponding electrical (driver) signal
to the throttle-valve actuator.
Inspection
1. Check for loose, dirty or damaged connectors and
wires on the harness
2. Check the throttle assembly motor housing for
coking, cracks, and missing cover-retaining clips
3. Check the resistance of TPS sensor. (refer as
blow chart)
SENSOR
POINT TO POINT
TPS
(Throttle
Position
Sensor)
TPS PIN 2(GND) TO

PIN 6(TPS1 SIGNAL)
TPS PIN 3(PWR) TO
PIN 6(TPS1 SIGNAL)
TPS PIN 1(+DRIVER)
TO PIN 4(-DRIVER)
EXPECTED
RANGE
1.25K +/30%
1.25K +/30%
~3.0K +/30%
[Circuit Diagram]
173

G424FE LP System Inspection and
Repair
WARNING - PROPER USE
ventilated area
CAUTION
service or replacement of the regulator/
converter or mixer.
174
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
reinstalling system components.
NOTE: Preferred mounting of regulator is off engine.
Hose Specifications
Vacuum hose to comply to SAE 1403 Type I or SAE J30 R7 R8 / EPDM textile reinforced / -40 F to +257 F
(-40 C +125 C / Inside Diameter: 7/32 (5.56mm)
Certified System Connections
DWG NO 5555-1201
Figure 26. Hose Connections for Certified Systems
175
DIAGRAM NOTES
Trim valves must be positioned
1
shown
2
vertically with flow arrows in position

2
Fuel outlet must be min 15

below horizontal position
Only one 90 fitting permissible on
3
4
sensor adaptor is considered the

one 90 fitting.)
Vapor fuel fittings (regulator and
4
for 7/32 (5.56mm) ID Tube
Valve (TEV Bosch Canister)

Plastic WYE Fitting (blue color)
10
11
for 7/32 (5.56mm) ID Tube
Brass Tee Fitting. 1/4 Tube x 1/8

NPTF x 1/4 Tube
Adapter (temperature sensor)
CA100 Mixer
1/4 (6.35mm) hose barb to 1/8
(3.2mm) male pipe, 125HBL, .062
flow ID
Hose
12
1/4-28 UNF x 1/4 (6.35mm)

hose barb
mixer) must have minimum ID of

0.46 (11.68mm)
Vapor hose length to be as short as
possible and have no restrictions for
Plastic WYE Fitting (black color)
Solenoid (AFS Lock Off Valve)
Hose
vapor fuel line between mixer and

regulator (As shown the temp
N-2007 Regulator
Sensor (coolant, temperature)

Nipple (.625 hex 4mp, 2.5L
steel)
best regulator performance
176

N-2007 LP Regulator
Refer to Figure 28.

reinstallation of the N-2007 regulator in certified
systems.
1. Install the nipple extension (6) with the lock-off to

the regulator.
2. Install the fuel vapor outlet hose (5) to the

regulator.
Refer to Figure 28.
3. Install the two cooling lines (4) to the regulator.

4. Install the four rear-mounting bolts that hold the

wrench and tighten each bolt to 60-70 lbf-in (6.787.91 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
regulator vent and re-connect the lock-off
connector (3).

connector (3).

5. Remove the four rear-mounting bolts that hold the

regulator to the support bracket. This will allow
regulator. NOTE: Either drain the coolant system
or clamp off the coolant lines as close to the
regulator as possible to avoid a coolant spill when
these lines are disconnected.
regulator.
8. Remove the nipple extension (6) with the lock-off
from the regulator.
Figure 28. N-2007 Regulator in Certified System
177


G424FE
reinstallation of the CA100 mixer in certified systems.
CA100 Certified Mixer Removal Steps
5. Mark the two vacuum lines (2) to the mixer for

identification, as they must be reinstalled
correctly for proper operation. Remove the two
vacuum lines (2).
6. Remove vapor fuel inlet line (3) from the fuel
temperature sensor fitting (4).
10
7.
11
9
fuel
temperature
sensor

side of the wiring harness connector. (See Figure
31 for location of connector)
4
7
Disconnect the
connector (5).
9. Loosen the four bolts (6) that secure the

mixer/adapter/throttle body assembly to the
intake manifold.
6
1
10. Remove the mixer (9), the adapter (7), and the
throttle body (8) as an assembly by gently pulling
upwards. Take care not to drop anything down
the intake manifold.
1. Gasket-ITB
2. ITB
3. O-Ring
4. O-Ring Spacer
5. Mixer
6. Bolt
7. Fuel Temp Sensor
8. Adapter-Fuel Temp Sensor
9. Fitting-Vacuum Small
11. Bolt

12. Remove the four mounting screws that attach the
throttle body adapter to the mixer.
13. Remove the fuel temperature sensor (not shown)
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.
15. Remove the short vacuum port barb from the
mixer. (See Figure 32 for location of port barb
on mixer.)
Figure 30. CA100 Mixer in Certified System

178

CA100 Certified Mixer Installation Steps

Refer to Figure 30.
1. Install the vacuum port barb onto the mixer (9).
2. Install the fuel temperature sensor fitting (4) onto
the mixer.
3. Install the fuel temperature sensor into the fitting.
4. Ins tall the four mounting screws that attach the
throttle adapter (7) to the mixer. See Figure 32.
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 31.)

Assembly

(See Figure 31 for location of connector.) Connect
the fuel temperature sensor connector (5) to the
sensor.
8. Install the vapor fuel inlet line (3) to the fuel
temperature sensor fitting.
9. Install the two vacuum lines (2) to the mixer using
the previous marks for identification. Vacuum lines
VACUUM PORT BARB
Used only on certified

systems. Location may
vary depending upon
application.
ALTERNATE
PORT BARB
VACUUM
179
1. Install the vacuum port barb onto the mixer (9).
2. Install the fuel temperature sensor fitting (4) onto

the mixer.
WARNINGPROPER USE
3. Install the fuel temperature sensor into the fitting.

4. Install the four mounting screws that attach the
throttle adapter (7) to the mixer. See Figure 32.

ventilated area

pinch the O-ring. ( See Figure 31.)


(See Figure 31 for location of connector.) Connect
the fuel temperature sensor connector (5) to the
sensor.
CAUTION
service
or
replacement
of
the
8. Install the vapor fuel inlet line (3) to the fuel

temperature sensor fitting.
9. Install the two vacuum lines (2) to the mixer using
the previous marks for identification. Vacuum lines
180

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 transmitted from the
air/fuel mixer when the engine is running. See listing
below for required hardware.
Break-Off Test

Pressure Test
1. Hand vacuum pump
hose barb
1. Shop air pressure regulator adjusted to 100 psi

2. Shop air hose fitting (1/4 NPT to air hose)

hose barb
3. Air hose
4. Vacuum hose
4. Test gauge fitting (1/16 NPT x 1/4 hose barb)
column)

column)



2. Connect a compressed air line (shop air ~100psi)


break-off pressure (-0.5 +/- 0.35 WC) of the
secondary spring, the needle should stop moving.
181

CAUTION

40-60 of water column on the Magnehelic gauge
and maintain a constant pressure for 60 seconds.

ventilated area
tissue;
always
wear
appropriate
safety

Barb
also be tested at idle on a running engine. The N2007 primary pressure should be between 40 inH20
(99.6mbar) and 55 inH20 (137 mbar) at 750 rpm,
idle.
182
Purpose of Test


across CA100 mixer.

AVV Test Hardware
Bus)
to CAN (Controller
Area Network)
communication adapter by KVaser will be required
along with a Crypt Token (Figure 38). The Crypt
Token acts as a security key allowing the laptop to
retrieve the necessary data from the SECM.
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

AVV Test


(Figure 37).

pressure vacuum.

Start the Engine).

necessary.


Figure 38. KVaser

Communication Adapter
183

The CA100 mixer requires adjustment of the idle
mixture screw to assure optimal emissions and
performance. This adjustment accounts for minor
part-to-part variations in the fuel system and assures
stable performance of the engine at idle. Once
adjusted, the idle mixture screw is sealed with a
tamper proof cap, after which it need not be
adjusted for the life of the vehicle.
Therefore, the only situations in which the idle
mixture screw needs to be adjusted are when the
engine is initially fitted with a fuel system at the
factory and following the field replacement of the
mixer. Under these situations, follow the procedures
below for adjustment of the idle mixture 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.
184
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.
Factory Adjustment Procedure:

adjustment.

1. Operating the engine on LPG fuel, start the

engine and permit it to warm up until the coolant
temperature (ECT on Mototune display) is
approximately 167F (75 oC).
2. Adjust the load until MAFPort equals 3.3 to 3.5
g/sec.
the duty cycle.
idle performance is unstable, screw the idle screw

down the engine.
(Figure 42).
Figure 42. Installing Tamper Proof Cap
Figure 41. FTV Duty Cycle Percentage Displayed on

Service Tool
range (35-55%) and engine rpm is stable. DO
NOT adjust the screw so far outward that the
tamper proof cap cannot be installed. A duty cycle
185

range (35-55%). 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.
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 adjustment to a running engine is to
use the Service Tool software 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 percent sign (%) appears on
the right-hand side of the display. The multimeter
will then read the duty cycle percentage the same as
the Service Tool shown in Figure 41.

down the engine.
(Figure 42).
1. After installing a new mixer, operate the engine

Bon LPG fuel. Start the engine and permit it to
warm up until the coolant temperature (ECT on
Mototune display) is approximately 167F (75C).
2. Place the transmission in Neutral.
the duty cycle.
idle performance is unstable screw the idle screw
186
Parts Description
CA100 Mixer for G424FE Engine
Parts List of CA100 Mixer (Certified)
REF NO
DESCRIPTION
QTY
Torx Screws (T-25) #10-24 x 5/8
Lockwashers (T-210) #10 SST
Mixer Cover
Mixer Spring
Diaphragm
Air Valve Assembly
Mixer Body
Expansion Plug Cap 1/2 x 1/16 thick ( 12.7mm x 27mm)
10
Fuel Inlet
11
Air Horn Gasket
12
Air Horn Adapter 2-1/16 (52.37mm)
13
Fillister Head Screws SEMS Lockwasher 10-24 UNC x 5/8
14
15
187
Exploded View of CA100 Mixer (Certified)
Figure 44. CA100 Certified Mixer Exploded View
188

Parts List of N-2007 Regulator (Certified)
REF NO
DESCRIPTION
QTY
N-2007 Body
Diaphragm, Primary Assembly
Springs, Primary Assembly
Cover, Primary Assembly
Spring, Secondary Seat, Red
Dowel Pin 0.094 x 1 L ( 2.39mm x 25.4mm L) Hardened Steel
Diaphragm, Secondary Assembly
Lever, Secondary
Seat, Secondary
10
Valve Primary
11
12
Pan Head Screw SEMS Ext. Tooth Lockwasher #12-24 x 1/4
13
Body Gasket
14
Back Plate
15
O-ring, Size 107 GLT Viton
16
Bottom Plate Gasket
17
Plate Cover
18
Fillister Head Screws SEMS Split Lockwasher #12-24 x 1-3/8
19
Hex Head Screws SEMS Split Lockwasher 1/4-20 x 5/8
20
Plug, Socket Head Pipe (T-086)
21
Cover, Secondary Diaphragm
22
Lockwasher, Int. Tooth (T-210) #8 SST
23
Torx Screws (T-15) #8-32 x 5/8
189
Exploded View of N-2007 Regulator (Certified)
Figure 46. N-2007 Certified Regulator Exploded View
190
G424F LPG System Inspection and

Repair
WARNING PROPER USE
the fuel system.
ventilated area
CAUTION
191
G424F Fuel System Connections

NOTE: Preferred mounting of regulator is off engine.
Hose Specifications
Vacuum hose to comply to SAE 1403 Type I or SAE J30 R7 R8 / EPDM textile reinforced / -40 F to +257 F
(-40 C +125 C / Inside Diameter: 7/32 (5.56mm)
DWG NO 5555-1243
Figure 27. Hose Connections for Non-Certified Systems
DIAGRAM NOTES
Only one 90 fitting permissible on vapor fuel line between mixer and regulator
Vapor fuel fittings (regulator and mixer) must have minimum ID of 0.46 (11.68mm)
Vapor hose length to be as short as possible and have no restrictions for best regulator performance
Fuel outlet must be positioned vertically in the down position
192

Regulator/Converter
Refer to Figure 29.

reinstallation of the N-2001 regulator.
1. Install the fuel vapor outlet hose (5) from the

regulator.
2. Install the two cooling lines (4) from the regulator.
Refer to Figure 29.
3. Install the two rear-mounting bolts that hold the

wrench and tighten each bolt to 50-60 lbf-in (5.656.78 N-m)

4. Install the fuel inlet line (1) from the lock-off, the
connector (3).
connector (3).

4. Remove the two rear-mounting bolts that hold the

regulator to the support bracket. This will permit
regulator.
NOTE: It will be necessary to either drain the
coolant system or clamp off the coolant lines as
close to the regulator as possible to avoid a coolant
spill when these lines are disconnected.
regulator.
Figure 29. N-2001 Regulator in Non-Certified

System
193

G424F


reinstallation of the CA100 mixer in non-certified
systems.

CA100 Mixer Removal Steps

5. Remove the vacuum line (2).
6. Remove vapor fuel inlet line (3) from the mixer (6).
side of the wiring harness connector (8).
4
8
8. Loosen the four bolts (4) that secure the

mixer/adapter/throttle body assembly to the intake
manifold.
7
6
10
9. Remove the mixer (6) and the throttle body (7) as

an assembly by gently pulling upwards. Take care
not to drop anything down the intake manifold.

1. Mixer-Non Cert
5. ITB
6. O-Ring Spacer
7. O-Ring
8. Bolt-ITB.Conn
9. Gasket-ITB
10. Bolt
11. Remove the four mounting screws that attach the

throttle adapter to the mixer.
12. Remove the vapor fuel inlet fitting from the mixer.
Figure 33. CA100 Mixer in Non-Certified System

194

CA100 Mixer Installation Steps

1. Install the vapor fuel inlet fitting onto the mixer.
2. Install the four mounting screws that attach the
throttle adapter (5) to the mixer. (See Figure 32).
pinch the O-ring. (See Figure 31.)

Assembly
5. Connect the wiring harness (8) to the throttle body.

6. Install the vapor fuel inlet line (3) to the mixer.
7. Install the vacuum line (2) to the mixer.
195

WARNING PROPER USE

the fuel system.


ventilated area

break-off pressure (-1.2 WC) of the secondary
spring, the needle should stop moving.



operation, the following tests can be performed. To
check the secondary regulation (output) a simple
vacuum hand pump can be used to simulate the
vacuum signal transmitted from the air/fuel mixer
when the engine is running. See listing below for
required hardware.
Break-Off Test
1. Hand vacuum pump
hose barb

hose barb
4. Vacuum hose
column)
196
Pressure Test

1. Hand vacuum pump
2. Connect a compressed air line (shop air ~100 psi)

2. Regulator fuel inlet test fitting 1/4 NPT standard

air coupling)
3. Test gauge fitting (1/4 NPT X 1/4 hose b)
column)

Barb

40-60 WC on the Magnehelic gauge and
maintain a constant pressure for 60 seconds.
also be tested at idle on a running engine. The N2001 primary pressure should be between
40 inH20 (99.635 mbar) and 55 inH20 (136.999
mbar) at 750 rpm, idle.
197
Purpose of Test

Bus) to CAN (Controller Area Network) communication adapter by KVaser will be required along with a
Crypt Token (Figure 38). The Crypt Token acts as a
security key allowing the laptop to retrieve the
necessary data from the SECM.

across CA100 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

AVV Test
(Figure 37).

Start the Engine).



pressure vacuum.
necessary.
Figure 38. KVaser Communication Adapter


198

hydraulics.


adjustment.
G424F LP Fuel Systems With O2 Sensor
3. Monitor the output of the UEGO or HEGO sensor

while the engine is at the higher speed with the
load applied (phi = 1.00 to 1.05 is optimal).
Idle Adjustment
1. Install mixer and a UEGO or HEGO sensor. (A
UEGO sensor should be used when desired phi
settings are not at stoichiometric.)
4. If the phi reading is not at the desired level, bring

the engine back to idle and adjust the power valve.
5. Bring the engine back to the higher speed with a
load applied and verify the power valve setting.
Adjust further as needed.

recommendations.

G424F LP Fuel Systems Without O2 Sensor
4. While monitoring the output of the UEGO or

HEGO sensor adjust the idle screw using a
standard screwdriver until the desired phi reading
is achieved (phi = 1.00 to 1.01 is optimal). To
make the mixture richer, turn the screw clockwise;
to make the mixture leaner, turn the screw
counter-clockwise.
Idle Adjustment
recommendations.
5. Rev the engine to take it off of idle and let it return

to idle.
6. Once the engine has reached steady state at idle,

verify the phi reading. Adjust further as needed.
3.
199
With the idle screw completely tightened

clockwise, use a standard screwdriver to adjust
the idle screw counterclockwise until a minimum
average MAP value has been reached. The MAP
value is displayed on the Service Tool screen.

hydraulics.
The power valve should be adjusted to obtain
maximum torque converter stall speed.
Figure 43. Main Mixture Adjustment on Bottom of

Mixer (partial view)
200
Parts Description
CA100 Mixer for G424F Engine
REF NO.
DESCRIPTION
QTY
Mixer Cover
Air Valve Spring
Plate Backup
Diaphragm, Silicone
Air Valve Ring
Air Valve Assembly
Idle Screw 3/8-16 x 1-1/4
10
Idle Screw Spring
11
Plugs, 1/8 Pipe Hex Head
12
Mixer Body Assembly
13
Screws, 1/4-28 x 5/16
14
Plug, 1/4 Pipe
15
16
Air Horn
17
Air Horn Gasket
18
Throttle Body to Mixer Gasket
Parts List for CA100 Mixer

REF NO.
DESCRIPTION
QTY
Screws 10-24 x 5/8 T-25 Button Head SEMS
Mixer Cover
Mixer Spring
Diaphragm
Mixer
Screws 12-24 x 5/8 Fillister Head SEMS
Air Horn Adapter
10
Air Horn Gasket
201
Exploded View
CA100 Mixer
Figure 44. CA100 Non-Certified Mixer Exploded View

202
CA100 Disassembly and Service
6
5
Figure M4
1. With the mixer/adapter assembly removed from the

engine, and the throttle adapter removed from the
mixer, remove the four cover retaining screws from
the top of the mixer (Figure M4).
9
14
2
8
7
Figure M5
1 15
2. Gently remove the diaphragm cover from the top of

the mixer. Take care not to loose the air-valve
spring shown in (Figure M5).
10
11
(1) BODY (2) VALVE

(5) WASHER
(3) SPRING
(4) COVER
(6) SCREW (7) GASKET
(8) ADAPTER
(9) SCREW (10)GASKET (11) SCREW

Figure M6
3. Remove the air-valve assembly from the mixer as

shown in (Figure M6).
203
CA100 Disassembled Service

1. Clean the air valve assembly with soap and warm
water to remove heavy-end deposits. Inspect the
fuel metering valve and sealing ring for wear.
Replace worn components as necessary.
Replace all gaskets before assembly.
Clean the mixer body (casting) with a parts cleaning
solvent. Be sure to remove all seals and gaskets
before cleaning the casting with solvent. Make sure
all parts are completely dry before re-assembly.
Figure M7
4. Clean the heavy end deposits from the mixer body

with solvent. Be sure the mixer body is completely
dry before installing the new air-valve assembly.
Replace the air-valve assembly as shown (Figure
M7).
NOTE
For re-assembly of the CA100
reverse the disassembly steps.
WARNING
DO NOT spray car carburetor cleaner or
solvent into the mixer while installed on
the engine. These chemicals may damage
the oxygen sensor and cause pre-mature
failure of the catalytic muffler.
Figure M8
5. Place the alignment mark on top of the air valve

assembly toward the fuel inlet of the mixer; this
places the small notches in the fuel metering valve
(fuel cone) inline with the fuel inlet and the large
notches of the fuel metering valve cone,
perpendicular to the fuel inlet of the mixer. Now
reinstall the air-valve spring and diaphragm cover
(Figure M8).
Figure M9
6. Tighten the cover fastners and reinstall the mixer

on the engine (Figure M9).
204

Parts List
REF NO.
DESCRIPTION
QTY
Torx Screws (T-15) 8-32 x 5/8 Tamper Resistant
Lockwasher #8 Internal Tooth
Secondary Cover
Secondary Diaphragm Assembly
Pan Head Screw 10-24 x 1/4 w/Star Washer
Secondary Lever
Secondary Valve
Secondary Lever Fulcrum Pin
10
Red Secondary Spring
11
Pilot Valve Lever
12
Pilot Valve Lever Fulcrum Pin
13
Internal Hex Head Set Screw 8-32 x 1/4
14
15
Primary Diaphragm Cover
16
Primary Regulator Springs
17
Primary Diaphragm Assembly
18
1/8 NPT Hex Pipe Plug Fitting
19
Body Assembly
20
Body Seal O-ring
21
Body Gasket
22
Regulator Back Plate
23
Primary Seal O-Ring
24
Primary Regulator Valve
25
26
Inlet Seal O-Ring
27
Inlet Plug
28
Hex Head Screws 1/4-20 UNC-2A x 5/8 SEMS
205
Exploded View
Figure 47. N-2001 Regulator Exploded View
206
N2001 Regulator Disassembly Steps:
4
Figure R5
Figure R3
5
2
3
Figure R5
Remove the six primary diaphragm cover screws (4)

and the primary cover assembly (5).
Figure R4
1. Remove the six secondary cover screws (1), the

secondary cover (2) and the secondary
diaphragm (3).
2. Remove the six primary diaphragm cover screws
(4) and the primary cover assembly (5).
Figure R6
Remove the primary diaphragm by sliding the

diaphragm to one side, releasing the primary valve
pin (Figure R6).
207
10
3
11
Figure R7
6. Remove the body gasket (10), body o-ring seal

(11) and the fuel inlet plate, exposing the fuel inlet
expansion chamber and the coolant passage.
NOTE
For re-assembly of the N2001
regulator/converter, reverse the steps for
disassembly. Tighten all fasteners to
recommended torque values and test the
regulator before installing in the vehicle.
Torque primary cover screws to (40-50
inch lbs.), secondary cover screws to (1518 inch lbs.).
8
9
Figure R8
Figure R9
Turn the regulator body over with the rear fuel inlet
plate facing up. Remove the primary valve access
plug (7), the primary valve (8) and the primary valve
o-ring seal (9). The primary valve goes through the
inlet plate, then through the body assembly and is
retained by the primary diaphragm (Figure R9).
208
N2001 Disassembled Service

1. Clean the primary and secondary valves with
soap and warm water to remove heavy-end
deposits. Inspect the valve seats and o-rings for
wear. Replace worn components as necessary.
2. Clean the primary and secondary diaphragms
with soap and warm water. Inspect for wear, tears
or pinholes and deformations that may cause
leaks
or
poor
performance
of
the
3. Replace the body gasket of the coolant chamber

and body o-ring seal when servicing the N2001 to
avoid coolant leaks from the fuel expansion
chamber to the coolant passage.
4. Clean the regulator body (casting) with a parts
cleaning solvent. Be sure to remove all seals and
gaskets before cleaning the casting with solvent.
Figure R11
5. Make sure all parts (Figure R11) are completely

dry before re-assembly.
209
Chapter 7. MPI GASOLINE FUEL DELIVERY SYSTEM

Specification
Items
Specification
Fuel Retrun System
Type
Returnless
Fuel Filter
Type
High pressure type (built in Fuel Pump Assembly)
Type
Built in fuel pump assembly
Regulated Fuel Pressure
350 kPa (3.5kg/cm, 49.8psi)
Fuel Pressure Regulator

Fuel Pump
Type
Electrical, in-tank type
210
Components Location
1. Fuel Tank
2. Fuel Pump (Including full pressure regulator and fuel filter)
3. Fuel Hose Assy
4. Fuel Rail
5. Injector
211
Fuel Pressure Test
Install Service Tool For Measuring The

Fuel Pressure
1. Disconnect the fuel pump connector (1).

exhausted.
spill out.
1. Disconnect the fuel feed hose from the delivery

pipe.
CAUTION
2. Install the Fuel Pressure Gage Adapter between
the delivery pipe and the fuel feed hose.
3. Connect the Fuel Pressure Gage Connector to
the Fuel Pressure Gage Adapter.
4. Connect the Fuel Pressure Gage and Hose to
Fuel Pressure Gage Connector.
5. Connect the fuel feed hose to the Fuel Pressure
Gage Adapter.
212
Observing the declination of the fuel pressure

when the gage reading drops and perform the
necessary repairs using the table below.

Fuel Pressure Test

1. Diconnect the negative (-) terminal from the
battery.
2. Connect the fuel pump connector.
4. Start the engine and measure the fuel pressure at
idle.
Condition
Probable
Cause
Supected
Area
Fuel pressure
drops slowly
after engine is
stopped
Injector leak
Injector
Fuel pressure
drops
immediately
after engine is
stopped
The check
valve within
the fuel pump
is open
Fuel Pump
Standard Value: 350 kPa (3.5 kg/, 49.8 psi)

If the measured fuel pressure differs from the
standard value, perform the necessary repairs
Condition
Fuel
Pressure too
low
Fuel
Pressure too
High
Probable Cause
Supected
Area
Clogged fuel filter
Fuel filter
Fuel leak on the

fuel-pressure
regulator that is
assembled on fuel
pump because of
poor seating of the
fuel-pressure
regulator.
Fuel Pressure
Regulator
Sticking fuel
pressure regulator
Fuel Pressure
Regulator
1. Disconnect the fuel pump connector (1).

exhausted.
spill out.
5. Stop the engine and check for a change in the

fuel pressure gauge reading.
After engine stops, the gage reading should hold for
about 5 minutes
213
Remove Service Tool And Connect the

Fuel Line
Description
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 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 deenergizes the injector by opening control circuit, the
fuel injector is closed and circuit voltage should be
peak for a moment.
1. Disconnect the Fuel Pressure Gage and Hose

from the Fuel Pressure Gage Connector.
2. Disconnect the Fuel Pressure Gage Connector
from the Fuel Pressure Gage Adapter.
3. Disconnect the fuel feed hose from the Fuel
Pressure Gage Adapter.
4. Disconnect the Fuel Pressure Gage Adapter from
the delivery pipe.
Specification
CAUTION
Injector resistane : 12~14

Schematic diagram
5. Conenct the fuel feed hose to the delivery pipe.

3. If the vehicle is normal, connect the fuel pump
connector.
Injector
Component Location
214
Injector Inspection
Resistance Measurement Between

Terminals
Operation check
Operation Sound Check
1. Disconnect the connector at the injector and

measure the resistance between the two
terminals.
1. Using a stethoscope, check the injectors for a
clicking sound at idle. Check that the sound is
produced at shorter intervals as the engine speed
increases.
Standard value : 12-14 [at 20 (68)]

2. Re-connect the connector to the injector.
Removal
NOTE: Ensure that the sound from an adjacent

injector is not being transmitted along the delivery
pipe to an inoperative injector.
1. Release residual pressure from the fuel line to

prevent fuel from spilling.
CAUTION
Cover the hose connection with rags to prevent
splashing of fuel that could be caused by
residual pressure in the fuel line.
2. If a stethoscope is not available, check the

injector operation with your finger. If no vibrations
are felt, check the wiring connector, injector, or
injection signal from ECM.
2. Remove the delivery pipe with the fuel injectors.
CAUTION
Be careful not to drop any injectors when
removing the delivery pipe.
Be aware that fuel may flow out when removing
the injector.
215
Inspection
1. Measure the resistance of the injectors between
the terminals using an ohmmeter.
Resistance : 12-14 [at 20 (68)]
4. Be sure the injector turns smoothly.

NOTE: If it does turn smoothly, the O-ring may be
jammed : Remove the injector and re-insert it into
the delivery pipe and recheck.
2. If the resistance is not within specifications,
Installation
1. Install a new grommet and O-ring to the injector.
2. Apply a coating of solvent, spindle oil or gasoline

to the O-ring of the injector.
3. While turning the injector to the left and right, fit it
on to the delivery pipe.
216
Fuel Pump
Removal (Including Fuel Filter And Fuel
Pressure Regulator)
1. Release the internal pressure of the fuel lines and

hoses as following :
a. Disconnect the fuel pump assembly harness
connector (A).
4. Remove the fuel pump assembly.
b. Start the engine and wait until fuel in fuel line is

exhausted. After the engine stalls, turn the
ignition switch to OFF position.
c. Disconnect the negative (-) terminal from the
battery.
2. Disconnect the fuel feed line.
CAUTION
3. Unfasten the fuel pump cap (D) counter clock
wise.
217

Preliminary Checks
Visual/Physical check

and are covered in Chapter 9, 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 troubleshooting steps described on the
following pages.
Several of the procedures call for a Careful

Visual/Physical Check which should include:
If engine or drivability problems are encountered

with your MI-07 system, perform the checks in this
section before referring to Advanced Diagnostics.
SECM grounds for being clean and tight

Vacuum hoses for splits, kinks, and proper
connection.
Air leaks at throttle body mounting and intake
manifold
Ignition wires for cracking, hardness, proper

routing, and carbon tracking
NOTE: Locating a problem in a propane engine is

done exactly the same as with a gasoline engine.
Wiring for pinches and cuts

Also check:
Connections to determine that none are loose,
cracked, or missing
Before Starting
1. Determine that the SECM and MIL light are
operating. Verify operation by keying on engine
and checking for flash of MIL light. 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 illuminate and remain ON.
This signals the operator that a fault has been
detected by the SECM.
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
condition and vehicle is safe to operate
NOTE: The Visual/Physical check is very important,
as it can often correct a problem without further
troubleshooting and save valuable time.
2. Determine that there are no diagnostic codes

stored, or there is a diagnostic code but no MIL
light.
218
Basic Troubleshooting Guide

Customer Problem Analysis Sheet
1. Forklift Information
(I) VIN:
(II) ProductionDate:
(III) Hour meter Reading: (hrs)
2. Symptoms
Unable to start
Engine does not turn over Incomplete combustion

Initial combustion does not occur
Difficult to start
Engine turns over slowly Other_________________
Poor idling
Rough idling Incorrect idling

Unstable idling (High: ______ rpm, Low: ______ rpm)
Other__________________________________
Engine stall
Soon after starting After accelerator pedal depressed

After accelerator pedal released
Shifting from N to D-range
Other_______________________________________________
Others
Poor driving (Surge) Knocking Poor fuel economy

Back fire After fire Other____________________________
3. Environment
Problem frequency
Constant Sometimes (_________________) Once only

Other___________________________________________
Weather
Fine Cloudy Rainy Snowy Other__________________
Outdoor temperature
Approx._____ /
Place
Suburbs Inner City Uphill Downhill

Rough road Other___________________________________
Engine temperature
Cold Warming up After warming up Any temperature
Engine operation
Starting Just after starting (____min) Idling Racing

Driving Constant speed Acceleration Deceleration
Other_____________________________
4. MIL/DTC
MIL (Malfunction Indicator Lamp)
Remains ON Sometimes lights up Does not light
DTC
Normal DTC(_______________________________________)
219
4. Repair or replace the component that has a

problem.
Basic Inspection Procedure

Measuring Condition Of Electronic Parts
Resistance
5. Verify that the problem has disappeared with the

road test.
The measured resistance at high temperature after

vehicle running may be high or low. So all resistance
must be measured at ambient temperature (20, 68
), unless there is any notice.
SIMULATING VIBRATION
NOTE: The measured resistance in except for

ambient temperature (20, 68) is reference value.
1) Sensors and Actuators

: Slightly vibrate sensors, actuators or relays
with finger.
WARNING
Intermittent Problem Inspection Procedure
Strong vibration may break sensors, actuators

or relays.
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,
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.
2) Connectors and Harness

: Lightly shake the connector and wiring
harness vertically and then horizontally.
Simulating Heat
1) Heat components suspected of causing the
malfunction with a hair dryer or other heat
sourre.
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 components.
1. Clear Diagnostic Trouble Code (DTC).
Simulatingelectricalload
2. Inspect connector connection, and check terminal

for poor connections, loose wires, bent, broken or
corroded pins, and then verify that the connectors
are always securely fastened.
1) Turn on all electrical systems to simulate

excessive electrical loads (Radios, fans, lights,
etc.).
3. Slightly shake the connector and wiring harness

vertically and horizontally.
220
Connector Inspection Procedure

Handling of Connector
4. When a tester is used to check for continuity, or to

measure voltage, always insert tester probe from
wire harness side.
1. Never pull on the wiring harness when
disconnecting connectors.
5. Check waterproof connector terminals from the

connector side. Waterproof connectors cannot be
accessed from harness side.
2. When removing the connector with a lock, press
or pull locking lever.
NOTE: Use a fine wire to prevent damage to the

terminal. Do not damage the terminal when inserting
the tater lead.
3. Listen for a click when locking connectors. This

sound indicates that they are securely locked.
221
Wire Harness Inspection Procedure
Checking Point for Connector
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.
1. While the connector is connected:

Hold the connector, check connecting condition
and locking efficiency.
5. Check the connection between the wire harness

and any installed part.
2. When the connector is disconnected:

Check missed terminal, crimped terminal or
broken core wire by slightly pulling the wire
harness. Visually check for rust, contamination,
deformation and bend.
6. If the covering of wire harness is damaged;

secure, repair or replace the harness.
3. Check terminal tightening condition:

Insert a spare male terminal into a female terminal and then check terminal tightening
conditions.
4. Pull lightly on individual wires to ensure that each
wire is secured in the terminal.
Repair Method of Connector Terminal
1. Clean the contact points using air gun and/or
shop rag.
NOTE: Never uses and paper when polishing the
contact points, otherwise the contact point may be
damaged.
2. In case of abnormal contact pressure, replace the
female terminal.
222
normal). To find exact break point, check sub line of

line 1as described in next step.
Electrical Circuit Inspection Procedure

Check Open Circuit
b. 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 1 and
the open circuit is between terminal 1 of
connector (C) and terminal 1 of connector (B1).
1. Procedures for Open Circuit

Continuity Check
Voltage Check
If an open circuit occurs (as seen in [FIG.1]), it can
be found by performing Step 2 (Continuity Check) 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 or less Normal Circuit
1 or Higher Open Circuit
3. Voltage Check Method

a. With each connector still connected, measure
the voltage between the chassis ground and
terminal1 of each connectors (A), (B) and (C)
The measured voltage of each connector is 5V,
5V and 0V respectively. So the open circuit is
between connector (C) and (B).

resistance between connector (A) and (C) as
shown in [FIG.2].
In [FIG.2.] the measured resistance of line1and
2 is higher than 1 and below 1 respectively.
Specifically the open circuit is line 1(Line 2 is
223
Check Short Circuit
b. Disconnect connector (B), and measure the

resistance between connector (A) and chassis
ground, and between (B1) and chassis ground
1. Test Method for Short to Ground Circuit

Continuity Check with Chassis Ground
The measured resistance between connector (B1)

and chassis groundis1 or less. The short to
ground circuit is between terminal 1 of connector (C)
and terminal 1 of connector (B1).
If short to ground circuit occurs as shown in [FIG.5],

the broken point can be found by performing below
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 or less Short to Ground Circuit
1 or Higher Normal Circuit

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 1
respectively. Specifically the short to ground circuit
is line 1 (Line 2is normal). To find exact broken point,
check the sub line of line1 as described in the
following step.
224
Symptom Troubleshooting Guide Chart for MPI Gasoline System

Engine Is Not Starting
Engine Is Difficult To Start (Cranking OK)
225
Irregular Idling Or Engine Is Suddenly Stopped
226
Engine Hesitation Or Insuffient Accelelation
227
228
Troubleshooting Guide for MPI Gasoline System

The following number represents inspection order.
229
230
Basic Troubleshooting
An intermittent Service Engine Soon light with no

stored diagnostic code may be caused by:
Intermittents
Ignition coil shortage to ground and arcing at

spark plug wires or plugs
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.
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.
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.
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.
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.
231
Surges and/or Stumbles

Engine power varies under steady throttle or cruise. Feels like the vehicle speeds up and slows down with no
change in the acceleration pedal.
Preliminary Checks
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 Precatalyst O2 sensor should cause an O2 sensor fault that can be diagnosed with
the MIL lamp or Service Tool.
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 pre-catalyst
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.
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 distributor cap, rotor and spark plug wires (where
applicable).
Check ignition timing. Refer to application manual for specs.
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).
(*) 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
232
Engine Cranking but Will Not Start / Difficult to Start

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
troubleshooting.
PROBABLE CAUSE
CORRECTIVE ACTION
CORRECTIVE ACTION
Verify selected fuel with Service Tool. Make sure fuel select switch
is in proper position.
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

Using caution, disconnect the fuel line (some propane may
escape).
Slowly open liquid fuel valve.
Leak test.
Clogged fuel filter
Repair/replace as required.
See Chapter 2 Fuel Filter replacement.
Faulty vapor connection between the

pressure regulator/converter and the
mixer
Check connection

See Chapter 5 Fuel Lock-off.
Pressure regulator/converter
malfunction
control
No crankshaft position sensor signal
Test regulator/converter operation and pressure.

Verify the crankshaft position signal is present
233
Engine Cranking but Will Not Start / Difficult to Start (contd.)

PROBABLE CAUSE
CORRECTIVE ACTION
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 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.

necessary.
Check for:
Bare or shorted wires
Loose ignition coil ground
Pickup coil resistance and connections
Related MIL Faults:

ETC spring check / ETC faults / EST faults / TPS conflict
APP faults / Encoder error / MAP faults
Injector faults / Oil pressure faults
234
Acceleration
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.
PROBABLE CAUSE
CORRECTIVE ACTION
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:
Using caution, disconnect the fuel line (some propane may escape).
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.
235
Acceleration (contd.)
PROBABLE CAUSE
CORRECTIVE ACTION
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 system backpressure on each
side at engine. Check backpressure by removing
Pre-catalyst O2 sensor and measuring
backpressure with a gauge.
Engine mechanical

Check engine valve timing and compression
Check engine for correct or worn camshaft.
Related MIL Faults:

EST faults
ETC faults
ETC spring check
TPS faults
APP faults
Encoder error
Delayed Shutdown faults
236
Detonation / Spark Knock

A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change
with throttle opening (similar to the sound of hail striking a metal roof).
PRELIMINARY CHECKS
PROBABLE CAUSE
CORRECTIVE ACTION
Fuel system
malfunction
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
equivalent) and water
High coolant temperature
Ignition system
malfunction
Check ignition timing. See application manual.

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.
Related MIL Faults:

EST faults
Encoder error
High coolant temperature faults
237
Backfire
Fuel ignites in intake manifold or in exhaust system, making loud popping noise.
PRELIMINARY CHECKS
Simulate condition by reviewing operation procedure practiced by vehicle operator.
PROBABLE CAUSE
CORRECTIVE ACTION
Fuel system
malfunction
Perform fuel system diagnosis check:

Check for fuel leaks
Check for MIL faults
Check for damaged components
Ignition system
malfunction
Check proper ignition coil output voltage with spark tester.

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.
Related MIL Faults: EST faults / ETC faults / Encoder error

Pre-catalyst O2 sensor faults
Dieseling, Run-on
Engine continues to run after key is turned OFF, but runs very roughly. If engine runs smoothly, check
ignition switch and adjustment.
PRELIMINARY CHECKS
PROBABLE CAUSE
CORRECTIVE ACTION
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.
Check spark advance at idle.
Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults
238
Rough, Unstable, Incorrect Idle, or Stalling

PRELIMINARY CHECKS
Check that SECM grounds are clean and tight. See SECM wiring diagram
PROBABLE CAUSE
CORRECTIVE ACTION
Fuel system
malfunction
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.
Ignition system
malfunction
Check ignition system; wires, plugs, rotor, etc.
LPG pressure regulator malfunction

See Chapter 6 Tests and Adjustments
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.

239
Rough, Unstable, Incorrect Idle, or Stalling (contd.)

PROBABLE CAUSE
CORRECTIVE ACTION
Reset excess flow valve.

Close liquid valve.
Wait for a click sound. Slowly open liquid valve.
Clogged fuel filter
See Chapter 4 Fuel Filter Replacement
Plugged fuel line

Using caution, disconnect the fuel line (some
propane may escape).
Slowly open liquid fuel valve & leak test.

See Chapter 4 Fuel Lock-Off.
Faulty vapor connection

between the pressure regulator/converter and the
mixer
Check connection.
Check level in cooling system:

-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

Between throttle body and intake manifold
Between intake manifold and cylinder head
Related MIL Faults:

EST faults
ETC Sticking fault
Pre-catalyst adapts error
240
Cuts Out, Misses

Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases,
sometimes above 1500 rpm. The exhaust has a steady spitting sound at idle or low speed.
PRELIMINARY CHECKS
PROBABLE CAUSE
CORRECTIVE ACTION
Fuel system
malfunction
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 connector 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.
Ignition system
malfunction
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.
Related MIL Faults:

EST faults
ETC Sticking fault
241
Poor Fuel Economy / Excessive Fuel Consumption LPG Exhaust Smell

Fuel economy, as measured during normal operation, is noticeably lower than expected. Also, economy is
noticeably lower than what it has been in the past. Propane fuel smell near vehicle sets off carbon monoxide
sensors.
PRELIMINARY CHECKS
Verify operator complaint: identify operating conditions.
Check 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 as shown on application
manual.
PROBABLE CAUSE
Fuel system
malfunction
CORRECTIVE ACTION
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.
Cooling system
malfunction

Check engine thermostat for faulty part (always open) or for
wrong heat range.
Ignition system
malfunction

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 necessary.
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.

Pressure regulator malfunction /
fuel pressure too high
Engine mechanical
Check mixer.
Check compression.
Related MIL Faults:

Pre-catalyst O2 sensor faults / Low side driver / Dither valve duty cycle
EST faults / Fuel adapt faults / Low coolant temperature
242
High Idle Speed

Engine idles above the range of 750-1100 rpm.
PRELIMINARY CHECKS
PROBABLE CAUSE
Incorrect idle speed control
Throttle sticking
Foot pedal sticking or incorrect pedal signal
Engine mechanical
CORRECTIVE ACTION
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
Replace throttle.
See Fault Code 461: ETC_Sticking
Check pedal return spring travel for binding.
Check APP function with Service Tool.
Verify smooth change of APP reading with pedal movement.
Check for vacuum hose leak.
Check for PCV malfunction.
Check for defective intake gasket.
Related MIL Faults:

ETC Sticking fault
Idle adapt out of range
MAP Sticking fault
MAP high value
243
Excessive Exhaust Emissions or Odors

Vehicle has high CO emissions.
NOTE: Excessive odors do not necessarily indicate excessive emissions.
PRELIMINARY CHECKS
Verify that no stored codes exist.
If emission test shows excessive CO and HC, check items that cause vehicle to run rich.
If emission test shows excessive NOx, check items that cause vehicle to run lean or too hot.
PROBABLE CAUSE
CORRECTIVE ACTION
Cooling system
malfunction
If the Service tool indicates a very high coolant temperature and the system
is running lean:
Check engine thermostat for faulty part (always open) or for wrong heat
range.
Check fan operation
Fuel system
malfunction
Ignition 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.
Check spark plugs, plug wires, and ignition components.
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.
Related MIL Faults:

Low side driver
Fuel adapt faults
EST faults
244
Diagnostic Aids for Rich / Lean Operation

SERVICE TOOL ITEM
RICH
LEAN
Pre-catalyst O2 A/ D counts
Consistently > 250
Consistently < 170
Pre-catalyst O2 sensor switching

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

Fuel adapts

Fuel adapts
Closed loop operation
Stuck in open loop
Stuck in open loop
(*) The duty cycle injector pulse width criteria for lean or rich operation apply only if the O2 sensor is
functioning properly. If the sensor is not operating properly the criteria may be reversed.
Rich Operation
Lean Operation
LP (Trim valve duty cycle>90%)
LP (Trim valve duty cycle<10%)
Inspect hoses from AVV port (port on bottom of

mixer) to trim valves and regulator for leaks or
blockages, replace as necessary.
Check for vacuum leaks, replace hoses, o-rings,

and gaskets as necessary
Check balance line for blockage, replace as
necessary
Inspect in-line orifices for blockages (in wye),

replace as necessary
Check vapor hose for restrictions, replace as

necessary

necessary
spec

necessary
Gasoline (Iniector Pulse Width<1.0 msec.)

spec
Inspect fuel cone for damage, replace mixer

assembly as necessary Gasoline (Injector Pulse
Width<1.0 msec)
Gasoline (Injector Pulse Width>8 msec.)

Check system voltage
Check gasoline fuel pressure
Check fuel pressure
Check injectors for sticking, replace as necessary
Check injectors for sticking or obstructions
245
Diagnosis:
Chart T-1 Restricted Exhaust System

Check
Proper diagnosis for a restricted exhaust system is
essential before replacement of any components.
The following procedures may be used for diagnosis,
depending upon engine or tool used.
Check Atpre - Catalystoxygen (O2) Sensor

1. Carefully remove pre-catalyst oxygen (O2) sensor.
2. Install exhaust backpressure tester or equivalent
in place of O2 sensor using Snap-On P/N
EEVPV311A kit and YA8661 adapter or Mac tool
(see illustration).
1. With the engine idling at normal operating

temperature, observe the exhaust system
backpressure reading 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
specification, 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.
3. After completing test described below, be sure to

coat threads of O2 sensor with anti-seize
compound prior to re-installation.
5. If there are no obvious reasons for the excessive

backpressure, the catalytic converter is restricted
and should be replaced using current
recommended procedures.
Illustration Notes
1. Backpressure gage
2. Pre-catalyst Oxygen (O2) sensor
3. Exhaust manifold
246

Clearing Fault (DFC) Codes

by the SECM.
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.

EXAMPLE : A code 461 (ETCSticking) has been
Displaying Fault Codes (DFC)

from SECM Memory
turned OFF.
247
Fault Action Descriptions
Fault List Definitions
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.
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).
Engine Shutdown: The most severe action is an

Engine Shutdown. The MIL will light and the engine
will immediately 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.
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 normal expected range of
the sensor (e.g. APP1AdaptLoMin).
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
possible 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
correction of air fuel ratio based on the Pre-catalyst
O2 sensor 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.
248
Table 1. Fault List Definitions

FAULT
CODE
(MI04 CODE)
DESCRIPTION
APP1AdaptHiMax
Learned full pedal end of APP1 sensor range higher than

expected
641
(64)
APP1AdaptHiMin
Learned full pedal end of APP1 sensor range lowe
651
APP1AdaptLoMax
than expected
661
APP1AdaptLoMin

expected
631
(63)
APP1RangeHigh

expected
621
(62)
APP1RangeLow

sensor has opened
611
(61)
APP2AdaptHiMax

sensor has failed
642
(68)
APP2AdaptHiMin
Learned full pedal end of APP2 sensor range lower than

expected
652
APP2AdaptLoMax

expected
662
APP2AdaptLoMin

expected
632
(67)
APP2RangeHigh

sensor has opened
622
(66)
APP2RangeLow

sensor has failed
612
(65)
APP2RangeHigh

sensor has opened
622
(66)
APP2RangeLow

sensor has failed
612
(65)
APP position sensors do no not track well, intermittent

connections to APP or defective pedal assembly
691
(69)
249

DESCRIPTION
CODE
(MI04 CODE)
CamEdgesFault
No CAM signal when engine is known to be rotating, broken

CAM sensor leads or defective CAM sensor
191
CamSyncFault
Loss of synchronization on the CAM sensor, normally due

to noise on the signal or an intermittent connection on the
CAM sensor
192
CrankEdgesFault
No crankshaft signal when engine is known to be rotating,

broken crankshaft sensor leads or defective crank sensor
193
CrankSyncFault
Loss of synchronization on the crankshaft sensor, normally

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

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

set if coolant sensor wire has been disconnected or circuit
151
(15)
ECTRangeLow
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
FAULT
250

FAULT
CODE
(MI04 CODE)
DESCRIPTION
EST1_Open

spark module
421
(42)
EST1_Short

431
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
251

FAULT
ETCSpringTest
CODE
(MI04 CODE)
DESCRIPTION
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.
481
(28)

ETC_Open_Fault
ETC_Sticking
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.
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.
471
461
(26)

FuelSelectConflict
Conflict in fuel select signals, normally set if one or both of the

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

temperature sensor wire has been disconnected or the circuit
932
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.
931
252

FAULT
CODE
(MI04 CODE)
DESCRIPTION
GasFuelAdaptRangeHi
In LPG mode, system had to adapt lean more than expected
731
(73)
GasFuelAdaptRangeLo
In LPG mode, system had to adapt rich more than expected
721
(72)
GasO2FailedLean

LPG
751
GasO2FailedRich

LPG
771
(77)
GasO2NotActive
Pre-catalyst O2 sensor inactive on LPG, open O2 sensor

signal or heater leads, defective O2 sensor, or defective FTVs
741
(74)
GasPostO2FailedRich
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
GasPostO2FailedLean
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
GasPostO2Inactive
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
742
Reserved for Future Use
743
253

FAULT
CODE
(MI04 CODE)
DESCRIPTION
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
491
(29)
HardOverspeed
Engine speed has exceeded the third level (3 of 3) of

571
(57)
IATRangeHigh
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)
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.
371
(37)
IAT_IR_Fault
Intake Air Temperature not changing as expected
391
Inj1Open

defective injector
131
Inj2Open

defective injector
132
Inj3Open

defective injector
133
Inj4Open

defective injector
134
Inj5Open

defective injector
135
Inj6Open

defective injector
136
Inj7Open

defective injector
137
Inj8Open

defective injector
138
LSDFault_CSValve
Cold Start Valve Fault, signal has opened or shorted to

ground or power or defective cold start valve
713
254

FAULT
CODE
(MI04 CODE)
DESCRIPTION
Check Engine Lamp Fault, signal has opened or shorted to

ground or power or defective check engine lamp
714
Crank Disable Fault, signal has opened or shorted to ground or

power or defective crank disable relay
715
LSDFault_Dither1

711
(71)
LSDFault_Dither2

712
LSDFault_FuelPump
Fuel Pump Fault, signal has opened or shorted to ground or

power or defective fuel pump
716
LSDFault_LockOff
Fuel lock off Valve Fault, signal has opened or shorted to ground
or power or defective Fuel lock off valve
717
LSDFault_MIL
Malfunction Indicator Lamp Fault, signal has opened or shorted

to ground or power or defective MIL lamp
718
LiqFuelAdaptRangeHi
In Gasoline mode, system had to adapt rich more than expected
821
In Gasoline mode, system had to adapt lean more than expected
831
LiqO2FailedLean

gasoline
851
LiqO2FailedRich

gasoline
871
LiqO2NotActive
Pre-catalyst O2 sensor inactive on gasoline, open O2 sensor

signal or heater leads, defective O2 sensor
841
LiqPostO2FailedRich
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
LiqPostO2FailedLean
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
255

DESCRIPTION
CODE
(MI04 CODE)
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
842
FAULT
LiqPostO2Inactive
Reserved
843
LowOilPressureFault
521
(52)
MAPRangeHigh

SECM has failed.
342
MAPRangeLow

332
MAPTimeRangeHigh

SECM has failed
341
(34)
MAPTimeRangeLow

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
MediumOverspeed
Engine speed has exceeded the second level (2 of 3) of

572
O2RangeHigh
Pre -catalyst O2 sensor voltage out of range high, sensor

signal shorted to power
921
O2RangeLow
Pre-catalyst O2 sensor voltage out of range low, sensor signal

shorted to ground
911
O2_PostCatRangeHigh
Post-catalyst O2 sensor voltage out of range high, sensor

signal shorted to voltage source (5V or battery)
922
O2_PostCatRangeLow
Post -catalyst O2 sensor voltage out of range low, sensor

signal shorted to ground
912
SensVoltRangeHigh
Sensor reference voltage XDRP too high
561
(56)
256

FAULT
CODE
(MI04 CODE)
DESCRIPTION
SensVoltRangeLow
Sensor reference voltage XDRP too low
551
(55)
ServiceFault1
991
ServiceFault2
992
ServiceFault3
993
ServiceFault4
Service Interval 4 has been reachedtime to replace HEGO

sensors
994
ServiceFault5
Service Interval 5 has been reachedtime to replace

engine timing belt
995
SoftOverspeed
TPS1AdaptHiMin
Engine speed has exceeded first level (1 of 3) of overspeed

protection
expected
573
271
SysVoltRangeHigh
541
(54)
SysVoltRangeLow
531
(53)

expected
expected
than expected
251
(25)
TPS1AdaptLoMin

expected
241
(24)
TPS1RangeHigh

has opened
231
(23)
TPS1RangeLow

has failed
221
(22)
TPS1AdaptHiMax
TPS1AdaptHiMin
TPS1AdaptLoMax
TPS2AdaptHiMax
TPS2AdaptHiMin
TPS2AdaptLoMax

expected
expected
than expected
271
281
252
272
282
TPS2AdaptLoMin

expected
242
TPS2RangeHigh

has opened
232
257

DESCRIPTION
CODE
(MI04 CODE)

has failed
222
FAULT
TPS2RangeLow
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
TransOilTemp
933
258

CORRECTIVE ACTION
FIRST CHECK
DFC
PROBABLE FAULT
FAULT ACTION*
12
NONE
NONE
131
Inj1Open
TurnOnMil
132
Inj2Open
TurnOnMil
133
Inj3Open
TurnOnMil
134
Inj4Open
TurnOnMil
135
Not Used
Inj5Open
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
shorted to GND
151
(15)
ECTRangeHigh
or open circuit
TurnOnMil
(1) TurnOnMil
(2) Delayed Engine
Shutdown

identification
Check Injector 1 Resistance, 12 to14 ohms
(cold)
(cold)
(cold)
(cold)
Check ECT sensor connector and wiring

for a short to GND
ECT Pin 1
SECM (Sensor GND) Pin A16, B17
disconnected or for an open ECT circuit
ECT Pin 1
259

DFC
PROBABLE FAULT
161
(16)
ECTOverTempFault
is high. The sensor has
measured an excessive
due to the engine
overheating.
171
ECT_IR_Fault
181
FuelSelectConflict
ground
191
CamEdgesFault
No CAM signal when engine
is known to be rotating,
leads or defective CAM
sensor
192
CamSyncFault
the CAM sensor, normally
the CAM sensor
193
CrankEdgesFault
engine is known to be
rotating, broken crankshaft
sensor leads or defective
crank sensor
194
CrankSyncFault
the crankshaft sensor,
normally due to noise on the
signal or an intermittent
connection on the crankshaft
sensor
FAULT ACTION *
(1) TurnOnMil
(2) Delayed Engine
Shutdown
CORRECTIVE ACTION
FIRST CHECK
blockage, proper coolant level and for leaks
in the system.
Possible ECT short to GND, check ECT
signal wiring
SECM (Sensor GND) Pin B1 to ECT Pin 1
SECM (System GND) Pin A16, B17 Check
regulator for coolant leaks
None
Check for coolant system problems, e.g.

defective or stuck thermostat
TurnOnMil
Check fuel select switch connection for a

short to GND
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
None

SECM (SIGNAL) Pin B10 to CAM sensor
Pin 2
sensor Pin 3
Switched 12V to CAM sensor Pin 1 Check
for defective CAM sensor
None

SECM (SIGNAL) Pin B5 to Crank sensor
Pin 3
sensor Pin 2
Switched 12V to Crank sensor Pin 1 Check
for defective Crank sensor
None

Pin 3
sensor Pin 2
Switched 12V to Crank sensor Pin 1 Check
for defective Crank sensor
260

DFC
PROBABLE FAULT
221
(22)
TPS1RangeLow
222
TPS2RangeLow
231
(23)
232
TPS1RangeHigh
TPS2RangeHigh
FAULT
ACTION *
CORRECTIVE ACTION
FIRST CHECK
TurnOnMil

GND
TurnOnMil

GND
TurnOnMil

TurnOnMil

None

corrosion.
TPS Pin 2 (GND) to
TPS Pin 3 (PWR) to
242
TPS2AdaptLoMin
expected
None

corrosion.
TPS Pin 2 (GND) to
TPS PIN 3 (PWR) to
251
(25)
TPS1AdaptHiMax
None
N/A
252
TPS2AdaptHiMax
None
N/A
271
TPS1AdaptHiMin
None
N/A
241
(24)
TPS1AdaptLoMin
expected
261

FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
272
TPS2AdaptHiMin
expected
None
N/A
281
TPS1AdaptLoMax
than expected
None
N/A
282
TPS2AdaptLoMax
than expected
None
N/A
291
than expected amount
only be repaired by replacing
the DV-EV throttle assembly.
DFC
331
(33)
332
PROBABLE FAULT
MAPTimeRangeLow
signal wire has been
opened to the SECM
MAPRangeLow
opened to the SECM
(1) TurnOnMil
(2) Engine Shutdown
None
(1) TurnOnMil
(2) CutThrottle

GND)
+5 Vdc)
Check the MAP sensor by
GND)
TMAP Pin 3 to SECM Pin B24
(XDRP +5 Vdc)
Check the MAP sensor by disconnecting the TMAP connector and
262

DFC
PROBABLE FAULT
FAULT
ACTION *
341
(34)
MAPTimeRangeHigh
Sensor Input is High,
SECM has failed.
None
342
MAPRangeHigh
Sensor Input is High,
SECM has failed
(1) TurnOnMil
(2) CutThrottle
351
MAP_IR_HI
None
Check for vacuum leaks. Check that

TMAP sensor is mounted properly.
352
MAP_IR_LO
None
353
MAP_STICKING
expected
None
Check that TMAP sensor is mounted

properly. Possible defective TMAP
sensor.
371
(37)
IATRangeLow
Intake Air Temperature
has failed.
TurnOnMil
CORRECTIVE ACTION
FIRST CHECK
GND)
+5 Vdc) Check the MAP sensor by
GND)
+5 Vdc)
Check the MAP sensor by

GND)
measure the IAT resistance
Resistance is approx 2400 ohms at
room temperature.
263

DFC
PROBABLE FAULT
381
(38)
IATRangeHigh
391
IAT_IR_Fault
421
422
423
EST1_Open EST1
spark module
EST2_Open EST2
spark module
EST3_Open EST3
spark module
FAULT ACTION *
CORRECTIVE ACTION,
FIRST CHECK
TurnOnMil

GND)
measure the IAT resistance Resistance
is approx 2400 ohms at room
temperature.
None
Check connections to TMAP sensor.

Check that TMAP sensor is properly
mounted to manifold.
TurnOnMil

for open circuit
engine details
TurnOnMil

for open circuit SECM Pin A10 (EST2)
to OEM ignition system.
See application note. Verify GND on
connectors)
engine details.
TurnOnMi

for open circuit
engine details.
264

FAULT
ACTION *
CORRECTIVE ACTION
FIRST CHECK
424
EST4_Open EST4
spark module
TurnOnMil

for open circuit
system.
See application manual. Verify GND on
connectors)
engine details.
425
EST5_Open EST5
spark module
None
N/A
426
EST6_Open EST6
spark module
None
N/A
427
EST7_Open EST7
spark module
None
N/A
428
EST8_Open EST8
spark module
None
N/A
TurnOnMil

for shorts
(of both connectors) Verify +12
Vdc on ignition module Pin B (of both
connectors)
engine details.
DFC
431
PROBABLE FAULT
EST1_Short EST1
spark module
265

FAULT
ACTION *
CORRECTIVE ACTION
FIRST CHECK
TurnOnMil

for shorts
engine details.
TurnOnMil

for shorts
(of both connectors) Verify +12 Vdc on
ignition module
Pin B (of both connectors) Refer to
application manual for specific engine
details.
434
EST4_Short EST4
spark module
TurnOnMil

for shorts
engine details.
435
EST5_Short EST5
spark module
None
N/A
436
EST6_Short EST6
spark module
None
N/A
DFC
432
433
PROBABLE FAULT
EST2_Short EST2
spark module
EST3_Short EST3
spark module
266

DFC
437
438
PROBABLE FAULT
EST7_Short
EST8_Short
FAULT ACTION *

CHECK
None
N/A
None
N/A
461
(26)
ETC_Sticking
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
assembly
(1)TurnOnMil
(2) EngineShutdown
(3)CutThrottle
471
ETC_Open_Fault
defective.
None
481
(28)
ETCSpringTest
defective.
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
Check for debris or obstructions

inside the throttle body
wear
open circuit
Check the ETC internal motor drive
by disconnecting the throttle
connector and measuring the motor
drive resistance at the throttle
Pin 4 (-DRIVER) ~3.0-4.0
open circuit SECM Pin A17 to ETC +
Pin 1
SECM Pin A18 to ETC - Pin 4 Check
the ETC internal motor drive by
TPS Pin 1 (+DRIVER) to Pin 4 (DRIVER) ~3.0-4.0
Perform throttle spring test by

cycling the ignition key and re-check
for fault
267

DFC
PROBABLE FAULT
491
(29)
HbridgeFault_ETC
Driver has failed.
Indeterminate fault on
Hbridge driver for electronic
throttle control. Possibly
either ETC+ or ETC- driver
signals have been shorted to
ground
521
(52)
LowOilPressureFault
531
(53)
541
(54)
SysVoltRangeLow
SysVoltRangeHigh
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
TurnOnMil
Check ETC driver wiring for a shorted

circuit
Pin 4 (-DRIVER) ~3.0-4.0
(1) TurnOnMil
(2) DelayedEngine
Shutdown

pressure switch
TurnOnMil

Perform maintenance check on
electrical connections to the battery
and chassis ground
and with the engine running to verify
charging system and alternator
function
A23 (DRVP) to
SECM Pin A16 (DRVG)
SECM Pin B17 (DRVG)
TurnOnMil
Check battery and charging system

voltage
and with the engine running
Check voltage regulator, alternator,
and charging system
Check battery and wiring for
overheating and damage
A23 (DRVP) to
SECM Pin A16 (DRVG)
SECM Pin B17 (DRVG)
268

DFC
551
(55)
PROBABLE FAULT
SensVoltRangeLow
XDRP too low
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
(1) TurnOnMil
(2) EngineShutdown

Pin 1 XDRG GND
with a multimeter
XDRG GND Verify transducer power to
the foot pedal with a multimeter.
(1) TurnOnMil
(2) EngineShutdown

Pin 1 XDRG GND
with a multimeter
XDRG GND
Verify transducer power to the foot
pedal with a multimeter.
(1) TurnOnMil
(2) HardRevLimit

faults
down a steep grade
(1) TurnOnMil
(2) MediumRevLimit

faults
down a steep grade
561
(56)
SensVoltRangeHigh
XDRP too high
571
(57)
HardOverspeed
the third level (3 of 3) of
572
MediumOverspeed
the second level (2 of 3) of
573
SoftOverspeed
the first level (1 of 3) of
(1) TurnOnMil
(2) SoftRevLimit

faults
down a steep grade
611
(61)
APP1RangeLow
APP1 sensor voltage out of
APP1 signal has shorted to
sensor has failed
(1) TurnOnMil

269

DFC
612
(65)
621
(62)
622
(66)
PROBABLE FAULT
APP2RangeLow
low, normally set if the APP2
signal has shorted to ground,
circuit has opened or sensor has
failed
APP1RangeHigh
APP2RangeHigh
FAULT ACTION *
TurnOnMil
(1) TurnOnMil
TurnOnMil
631
(63)
APP1AdaptLoMin
None
632
(67)
APP2AdaptLoMin
None
641
(64)
642
(68)
651
652
661
662
691
(69)
APP1AdaptHiMax
sensor range higher than
expected
APP2AdaptHiMax
expected
APP1AdaptHiMin
APP2AdaptHiMin
APP1AdaptLoMax
APP2AdaptLoMax
APP position sensors do no not
track well, intermittent connections
to APP or defective pedal
assembly
CORRECTIVE ACTION
FIRST CHECK
B16


B16
corrosion
corrosion
None
N/A
None
N/A
None
N/A
None
N/A
None
N/A
None
N/A
(1) TurnOnMil

corrosion
270

FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
TurnOnMil

connector being disconnected FTV1
Pin 1 (signal) to SECM Pin A1
Pin A23 Check
resistance (~26 2 )
712
LSDFault_Dither2
dither 2 valve
TurnOnMil

connector being disconnected or signal
shorted to GND
Pin A23 Check
resistance (~26 2 )
714
None
715
crank disable relay
None
DFC
711
(71)
PROBABLE FAULT
LSDFault_Dither1
dither 1 valve
717
LSDFault_LockOff
718
LSDFault_MIL
721
(72)
GasFuelAdaptRangeLo
adapt rich more than
expected
TurnOnMil
None
TurnOnMil
Check Check Engine Lamp for an

open wire or shorted to GND
N/A
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 measuring the
resistance (~26 3 )
Check MIL lamp for an open wire or

short to GND.

trim valves, e.g. leaking valve or hose
271

DFC
PROBABLE FAULT
FAULT ACTION *
731
(73)
GasFuelAdaptRangeHi
expected
TurnOnMil
741
(74)
GasO2NotActive
leads, defective O2
sensor
(1) TurnOnMil
742
GasPostO2NotActive
leads, defective O2
sensor.
(1) TurnOnMil
743
Reserved
751
GasO2FailedLean
operation on LPG
752
GasPostO2FailedLean
operation on LPG
CORRECTIVE ACTION
FIRST CHECK
valve or hose. Check for plugged
orifice(s).
connections are OK.
(DRVG GNG)
PWR) to SECM (DRVP + 12V) Pin A23
PWR)
connections are OK.
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
controlled by SECM Pin A20 to activate
the relay to flow current through the
post O2 heater.
(HEATER PWR)
(1) TurnOnMil

trim valves, e.g. leaking valve or hose.
(1) TurnOnMil
Correct other faults that may contribute

to 752 (e.g. faults pertaining to dither
valves, Pre-Cat 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).
272

CORRECTIVE ACTION
FIRST CHECK
DFC
PROBABLE FAULT
FAULT ACTION *
771
(77)
GasO2FailedRich
operation on LPG
(1) TurnOnMil

valve or hose.
(1) TurnOnMil
(2) DisableGasPostO2Ctrl

to FTVs, Pre-Cat O2, Post Cat O2
sensor)
leaks.
772
GasPostO2FailedRich
operation on LPG
821
LiqFuelAdaptRangeHi
than expected
831
than expected
841
LiqO2NotActive
O2 sensor signal or
O2 sensor
TurnOnMil

gasoline pressure test.
Injector problems, e.g. plugged,
defective injector.
TurnOnMil

gasoline pressure test
Injector problems, e.g. leaking,
defective injector.
(1) TurnOnMil

connections are OK.
O2 Pin 1 (HEATER PWR) to SECM
(DRVP + 12V) PIN A23
(HEATER PWR)
273

PROBABLE FAULT
842
LiqPostO2NotActive
O2 sensor signal or
O2 sensor.
843
Reserved
851
LiqO2FailedLean
(1) TurnOnMil
852
LiqPostO2FailedLean
(1) TurnOnMil
871
LiqO2FailedRich
(1) TurnOnMil
High gasoline fuel pressure, perform

gasoline pressure test Injector
injector
(1) TurnOnMil
(2) DisableLiqPostO2Ctrl

Post Cat O2 sensor.
leaks.
872
LiqPostO2FailedRich
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
connections are OK.
O2 (return) Pin 4 to SECM Pin B1
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
power.
The relay coil ground is controlled by
SECM Pin A20 to activate the relay to
flow current through the post O2
heater.
(HEATER PWR)
DFC
(1) TurnOnMil

gasoline pressure test.
Injector problems, e.g. plugged,
defective injector
Post Cat O2 sensor.
leaks.
274

FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
DFC
PROBABLE FAULT
911
O2RangeLow
ground
(1) TurnOnMil
Check if O2 sensor installed before the

catalyst is shorted to GND or sensor
GND.
912
O2_PostCatRangeLow
ground
(1) TurnOnMil
catalyst O2Ctrl
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
power
(1) TurnOnMil
Check if O2 sensor installed before

922
O2_PostCatRangeHigh
ground
(1) TurnOnMil
catalyst O2Ctrl
catalyst O2Ctrl
Check if O2 sensor installed after

Possible voltage sources: SECM
(XDRP + 5V) Pin B24 and SECM
(DRVP + 12V) Pin A23
931
FuelTempRangeLow
Fuel Temperature
Sensor Input is Low
has shorted to chassis
ground or the sensor has
failed.
932
FuelTempRangeHigh
Fuel Temperature
Sensor Input is High
has been disconnected
or the circuit has opened
to the SECM.
TurnOnMil
Check fuel temp sensor connector and

Pin 2
TurnOnMil
Check if fuel temp sensor connector is

Pin 2
275

DFC
PROBABLE FAULT
FAULT ACTION *
CORRECTIVE ACTION
FIRST CHECK
933
TransOilTemp
temperature
991
ServiceFault1
reached
None

OEM)
992
ServiceFault2
reached
None

OEM)
993
ServiceFault3
reached
None

OEM)
994
ServiceFault4
reachedreplace HEGO
sensors
TurnOnMil

995
ServiceFault5
reachedreplace timing belt
TurnOnMil
(1) TurnOnMil
(2) Delayed
EngineShutdown

transmission service procedures
276
Appendix
Service Tool Software
(MotoView)
Service Tool Software Kit
Service tool software kit consists of USB-CAN
converter, Service tool software (MotoView) and
Extension cable.
A334071
A334082
A343079
USB (Universal Serial Bus) to CAN (Controller Area
Network) Converter Assembly
A343080
Service Tool Software (includes CD and Crypt
Token (License Dongle))
277
Appendix
Service Tool Connection to SECM

Communications to the SECM from the Service Tool
is through a CAN port using a two wire connection.
High-speed CAN reaches 1Mbps and is used for
engine control and power-train applications.
Laptop Computer Running Service Tool

Software
278
Appendix
Parameters specific to Air/Fuel Ratio Control are

displayed in the AFR block.
Service Tool Display

Service Tool Display consists of Service Screen,
Fault Screen, Ground speed select option, Fault list
and Override screen.
Service Screen
Key parameters of a running engine are grouped
together for easy reference in the ENGINE block.
Throttle and Foot Pedal parameters are displayed

together in the CNTRL Block
279
Appendix
Fault Screen
Active faults are displayed as they are occurring.
They ability to clear faults
A fault history list of all 10 fault records
Fault records are recorded as FIFO (First In First
Out)
Once a fault is recorded a repeat of the same fault
will not be written to the history list
Flash Codes begin at record 1 not record 10
280
Appendix
Ground Speed Select Option

Speed Limits are set by entering RPM values in the
red boxes
Values are restricted by Upper and Lower Limits
281
Appendix
Fault List
A FAULT LIST screen provides a complete list of
faults including Fault Codes with monitored
parameters so the technician does not have to refer
to the manual for fault descriptions or codes while
using the service tool.
282
Appendix
Override Screen
1. Click on the Manual Value for the component.
2. Enter a new manual value that will be used when
manually overriding the component.
3. Click the Override Select box for the component
4. Select Pass-Through for normal operation or
Override to manually control the component.
WARNING
Be aware of fuel flow and ignition during manual
mode or engine damage may result.
283
Appendix
SECM field update with Service Tool

SECM controllers can be upgraded in the field using
MotoUpdate software. Typically, MotoUpdate and
MotoViewer applications are packaged together in
the MotoService software application. Software
upgrade files may be released to the field to
enhance performance, provide additional features,
and/or correct software problems.
This document provides step-by-step instructions for
upgrading a SECM using MotoUpdate software. In
order to illustrate the process, the following example
upgrade is used throughout this document.
Current SECM software version:
VARSPEDDRAAF-01-2-5-D-000-000.siz (calibration ID)
Upgrade to software version:
VARSPEDDRAAG-01-2-5-D-000-000.siz (calibration ID)
Using field update file:
VARSPEDDRAAG -01-1-5-D-000.mfu
NEW Corresponding DLL file:
VARSPEDDRAAG.dll
STEP1 - LOAD UPDATE FILES INTO THE

APPROPRIATE DIRECTORY
Software upgrade packages include an upgrade file
(.mfu) and translation file (.dll). The (.mfu) file is
required to upgrade the module, and the (.dll) is
required by MotoViewer software to communicate
with the module after the upgrade. Therefore, both
files are provided together. Copy the field update
file (.mfu) to the C:/ECUF Files/Updates directory,
and the corresponding (.dll) file to C:/ECU
Files/TDBDLL.
Copy the .dll file to the

TDDBLL directory
Copy the .mfu update file to
the Updates directory
284
Appendix
STEP 2 - CONNECT THE COMPUTER

Prior to launching the MotoUpdate software, a valid
Criptoken must be installed in one of the available
USB ports on the update computer. A second
available USB port will be used by the USB to CAN
converter. The USB to CAN coverter must then be
connected to the SECM. (A USB hub must be
used with computers that do not have two USB
ports).
STEP 3 - LAUNCH THE MOTOUPDATE
APPLICATION
Launch the MotoUpdate application. You will see a
Welcome scree.
Select SECM-1 in the

location field, then select
Next
285
Appendix
The next screen will provide a list of all of the

available software upgrades available for the current
engine, based upon what update files have been
placed in the Update directory (as shown in Step-1
above). Please note that during this process, the
software must query the SECM for the current
software version, and therefore, the computer must
be connected to the SECM and the ignition key must
be in the ON position.
In general, it is usually best to see the latest revision
(e.g. 001 is later than 000) in situations where
multiple revisions are available. Additional
information is provided in the revision matrix and/or
service bulletins.
This Upgrade Options screen shows

that there are no upgrades available
for the listed Calibration ID. Note: If
no upgrades are shown, consult the
revision matrix for latest software
versions.
This calibration ID has one (1)

available upgrade
Selecting the Details button on the

pervious screen will bring up the
Upgrade Details screen
286
Appendix
STEP 4 - PROGRAM THE MODULE

Once the desired upgrade is located and highlighted,
select Next to upgrade ithe module.
Highlight the upgrade option desired,

then select Next
Follow the on-screen instructions to complete the

update process. Once the programming process
begins, it must run to completion. If power is
interrupted or the process fails, the SECM may be
rendered unusable. Several update screens will
provide a running status of the upgrade process, as
shown below.
Note 1: After successfully upgrading the SECM,

MotoViewer software will not function without the
appropriate translation file (.dll) discussed in Step-1
above.
Once the upgrade process is complete, a complete
message will appear and will give the operator the
option of upgrading another module. If another
module is to be upgraded, select the Upgrade
again button and select next. If another upgrade is
not required, select finish.
Note 2: If the programming is unsuccessful, the

programming process may be repeated. If
repeatedly unsuccessful, please contact .
287
Appendix
Ground Speed Limits (Option)

The maximum allowable speed of Doosan forklifts is
an optional feature that can be easily activated using
the MotoView service tool. This feature is very
useful to customers with indoor warehouse
operations.
Heres how you can activate the speed-limiting
feature.
1) Install Speed control option onto the trucks
2) Set the new speed limit using the MotoView
Service tool, if required.
HOW TO INSTALL SPEED LIMIT OPTION
1) Switch assy-pressure
2) Jumper Harness assy
3) Elbow
4) O-ring
1. Assemble the pressure switch assy onto the main
pressure port of transmission using elbow and oring like [Figure 1].
[Figure 1] Speed control option
2. Assemble the harness assy between the pressure

switch and engine wiring harness.
How To Set New Speed Limit

Default Engine Maximum Speed
Once speed control option is assembled, the default
engine maximum speed is as followed;
Forklift
Model
G(C)15/18S-5
G(C)20SC-5
G(C)20/25/30E-5
G(C)20/25/30/33P-5
G35C-5
G(C)35/40/45S-5
G(C)50/55C-5
G50/60/70S-5
Engine
Model
Engine max.
speed (rpm)
Neutral
In-Gear
G420F(E)
2,450
2,000
G420F(E)
2,600
2,000
G424F(E)
2,600
2,000
G643(E)
2,500
2,000
Note :
Neutral: The inching pedal is pressed by a driver.
In-Gear: The inching pedal is NOT pressed by a
driver.
288
Appendix
How to Set New Speed Limit

Maximum RPM for both the NEUTRAL state
(Normal) and IN-GEAR state (Speed Limiting) are
configurable using the MotoView Service Tool.
[Figure 2] Ground Speed Select Screen of the MotoView Service Tool

[Figure 2] shows the Speed Limit screen of the
MotoView service tool. The green boxes are
configurable for both the NEUTRAL MAX RPM
Setpoint and the IN-GEAR MAX RPM Setpoint. The
pressure switch state is displayed at the bottom of
the screen and labeled NEUTRAL SWITCH STATE.
Allowable Range of RPM Limits

Software limits of both Neutral and In-Gear are
displayed on the right side of the Speed Limit screen.
Values that are entered in the configurable green
boxes cannot exceed the upper limit value or fall
below the lower limit value.
For example, as Figure 2 depicts:

With pushing of inching pedal, the maximum RPM
for normal speed governing (Neutral State) is set at
2600.
With release of inching pedal, the maximum RPM
for limited speed governing (In-Gear State) is set at
2000.
289
Appendix
The same principle is applied to LPG in a container,

commonly referred to as an LPG tank or cylinder.
Typically an LPG tank is not filled over 80% capacity
allowing for a 20% vapor expansion space. Outside
air temperature effects an LPG tank and must be
considered when using an LPG system. (Figure 2)
shows the relationship between pressure and
temperature in a LPG tank at a steady state
condition.
LPG And LPG Fuel Tanks

LPG Fuel Supply
Liquefied petroleum gas (LPG) consists mainly of
propane, propylene, butane, and butylenes in
various mixtures. 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 compound of hydrogen and carbon,
commonly called hydrocarbons.
LPG Tank Pressure VS Temperature

300
In its natural state, propane is colorless and

odorless; an odorant (ethyl mercaptan) is added to
the fuel so its presence 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
mixture.
Pressure, psig
250
Propy
lene
5%
max.
Butane
(C4H10)
IsoButane
Methane
(CH4)
TOTAL
2.0%
1.5%
1.5%
100%
100
Figure 2
0
-20
20
40
60
80
100
120
140
Temperature, deg F
With 128 PSIG vapor pressure acting against the

liquid propane the boiling point has been raised to
slightly more than 80 deg. F / 27 deg. C.
Compressed
Vapor
128 PSIG
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 deg. C / -42 deg. 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.
Liquid
Propane
LPG Tank
Figure 3
NOTE: Vapor pressure inside an LPG tank depends

on the ambient air temperature outside the tank, not
the amount of liquid inside the tank. A tank that is
full of liquid propane at 80 deg. F will contain the
same vapor pressure as a tank that is only full of
liquid propane.
This process operates similarly to an engine coolant

system 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 deg. F / 100 deg. C. If an
engines operating temperature is approximately 230
deg. F / 110 deg. C, then the water in an open unpressurized 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 radiator, pressurizing the cooling system
to 10 PSIG, the boiling point of the water increases
to 242 deg. F / 117 deg. C, which will cause the
water to remain in liquid state at the engines
operating temperature.
150
50
APPROXIMATE COMPOSITION OF HD5

PROPANE BY VOLUME
Propane
(C3H8)
90.0%
min.
200
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 (-44F), 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.
290
Appendix
LPG Fuel Tanks
Installing LPG Fuel Tanks
The two styles of LPG storage containers available

for industrial use and lift truck applications are
portable universal 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
horizontal position (Figure 4).
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
creates two problems. 1). When the liquid
withdrawal tube is exposed to the vapor space, it
may give a false indication that the tank is empty,
when it actually 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
When empty, the tank is exchanged with a prefilled replacement tank. When exchanging a tank,
safety glasses and gloves should be worn.
Figure 4
NOTE: A 375-psig, relief valve is used on a DOT

forklift tank. The relief valve must be replaced with a
new valve after the first 12 years and every 10 years
thereafter.
LPG Fuel Tank Components
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.
7 8
6
Figure 5
12
11
10
(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 (Only used with Vapor Withdrawal)
(8) 80% Limiter Tube (9) Liquid Withdrawal Tube
(10) Foot Ring (11) Fuel Level Float (12) Collar
291
Appendix
Fuel Gauge
Service Valve
In figure 5 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 monitoring 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, WITH FUEL IN THE TANK!
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 (3/8 NPT) male pipe thread on the
service valve outlet for attachment of a quick
disconnect coupler.
An excess flow valve is built into the inlet side of the
service valve as a safety device in case of an
accidental opening 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
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%
liquid 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 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.
Outlet
Excess Flow
Valve
Figure 6
CAUTION
When the tank is in use the service valve should
be completely open. If the valve is partly open,
the vehicle may not be getting 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.
292
Appendix
Most liquid service valves have an internal

hydrostatic relief valve and are usually labeled
LIQUID WITH INTERNAL RELIEF. The
hydrostatic relief valve protects 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 type of relief
valves have an advantage over external relief valves
because the propane is returned to the tank in the
event of an over pressurization instead of venting
the propane to atmosphere.
Filler Valve
The liquid filler valve (Figure 9) 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.
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 8).
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.
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.
Weakness
Ring
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. The extra washer or
o-ring must be removed from the shaft and the
coupling reconnected.
Figure 9
Figure 8
293
Appendix
Regulatory Compliance
WARNINGEXPLOSION HAZARD
EPA / CARB Emissions Certification
Do not connect or disconnect while circuit is live

unless area is known to be non-hazardous.
When properly applied and calibrated, s MI-07

control system is capable of meeting EPA 2007 LSI
emission standards (40 CFR Part 1048.101) when
operating properly with an approved three-way
catalyst. The emission standards, including
appropriate deterioration factors over the useful life
of the system, are as follows:
Substitution of components may impair suitability for Class I, Division 2, or Zone 2 applications.
Electrostatic Discharge Awareness
HC+NOx: 2.0 g/hp-hr [2.7 g/kW-hr]

CO: 3.3 g/hp-hr [4.4 g/kW-hr]
All electronic equipment is static-sensitive, some

components more than others. To protect these
components from static damage, you must take
special precautions to minimize or eliminate
electrostatic discharges.
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.
Follow these precautions when working with or near

the control.
North American Compliance
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.).
The N-2007 regulator is UL listed per Category ITPV

LP-Gas Accessories, Automotive Type.
The N-2007 regulator and CA100 mixer have
tamper-resistant features approved by CARB.
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.
Special Conditions for Safe Use
3. Keep plastic, vinyl, and Styrofoam materials (such

as plastic or Styrofoam cups, cup holders,
cigarette packages, cellophane wrappers, vinyl
books or folders, plastic bottles, and plastic ash
trays) away from the control, the modules, and the
work area as much as possible.
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.
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.
SECM-48 inputs and outputs may only be
connected to other circuits certified as SELV (Safety
Extra Low Voltage).
294
Appendix
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
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
HEGO
Gallons per minute of flow

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
VDC
Voltage of direct current type
VE
WOT
Volumetric efficiency
Wide open throttle
295
Appendix
SB4319E00
Jan. 2008
Service Manual
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
(4TNV98 : EM0Q3, EM0Q4, EM0Q5)
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
(4TNE98 : EM0QC, EM0QD, EM0QE)
D20G, D25G, D30G
(4TNE98)

WARNING
publication.
Section 1. GENERAL SERVICE

INFORMATION
Component Identification ...................................... 7
Location of Labels................................................. 8
Engine Nameplate (Typical)...................... 8
Emission Control Regulations ............................... 8
EPA / ARB Regulations - USA Only........... 8
Emission Control Labels ....................................... 9
The 97/68/EC Directive Certified Engines.............. 9
Engine Family....................................................... 9
Function of Major Engine Components................ 10
Function of Cooling System Components............ 11
Diesel Fuel.......................................................... 12
Diesel Fuel Specifications....................... 12
Filling The Fuel Tank .............................. 13
Priming the Fuel System......................... 15
Engine Oil........................................................... 16
Engine Oil Specifications ........................ 16
Engine Oil Viscosity................................ 16
Checking Engine Oil ............................... 17
Adding Engine Oil................................... 17
Engine Oil Capacity (Typical).................. 17
Engine Coolant ................................................... 18
Engine Coolant Specifications ................ 19
Filling Radiator with Engine Coolant ....... 19
Engine Coolant Capacity (Typical) .......... 20
Specifications...................................................... 20
Description of Model Number ................. 20
Engine General Specifications ................ 21
Principal Engine Specifications............................ 22
4TNV98 EPA Tier 2 .............................. 22
4TNE98 EPA Tier 3 .............................. 23
Engine Service Standards................................... 24
Tightening Torques for Standard Bolts and Nuts .. 25
Abbreviations and Symbols................................. 27
Abbreviations. ........................................ 27
Symbols ................................................. 27
Unit Conversions ................................................ 28
Unit Prefixes........................................... 28
Units of Length ....................................... 28
Units of Volume ...................................... 28
Units of Mass ......................................... 28
Units of Force......................................... 28
Units of Torque ....................................... 28
Units of Pressure.................................... 28
Units of Power........................................ 28
Units of Temperature .............................. 28
Section 2. PERIODIC MAINTENANCE

Before You Begin Servicing ................................ 29
Introduction ........................................................ 40
The Importance of Periodic Maintenance 40
Performing Periodic Maintenance........... 40
Yanmar Replacement Parts.................... 40
Required EPA / ARB Maintenance-USA Only
.............................................................. 40
EPA / ARB Installation Requirements-USA
Only....................................................... 40
Periodic Maintenance Schedule.......................... 41
Periodic Maintenance Procedures ...................... 43
Drain Fuel Filter / Water Separator ......... 43
4TNE98 For D25S-5 Only ...................... 43
Daily................................................................... 45
After Initial 50 Hours of Operation........... 45
Every 50 Hours of Operation .................. 48
Every 250 Hours of Operation ................ 51
Every 500 Hours of Operation ................ 54
Every 1000 Hours of Operation .............. 59
Section 3. ENGINE
Before You Begin Servicing ................................ 63
Introduction ........................................................ 66
Cylinder Head Specifications .............................. 66
Adjustment Specifications ...................... 66
Cylinder Head ........................................ 66
Intake / Exhaust Valve and Guide Cont... 67
Push Rod............................................... 68
Rocker Arm and Shaft ............................ 68
Valve Spring........................................... 68
Camshaft and Timing Gear Train Specifications .. 68
Camshaft ............................................... 68
Idler Gear Shaft and Bushing ................. 69
Timing Gear Backlash ............................ 69
Crankshaft and Piston Specifications .................. 70
Crankshaft ............................................. 70
Thrust Bearing ....................................... 70
Piston .................................................... 71
Connecting Rod ..................................... 72
Tappet.................................................... 72
Cylinder Block Specifications .............................. 73
Cylinder Block........................................ 73
Special Torque Chart .......................................... 73
Torque for Bolts and Nuts ....................... 73
Special Service Tools.......................................... 75
Index
Measuring Instruments........................................ 77
Cylinder Head..................................................... 80
Cylinder Head Components.................... 80
Disassembly of 4-Valve Cylinder Head ... 82
4TNE98 Engine...................................... 87
Disassembly of Cylinder Head................ 89
Cleaning of Cylinder Head Components . 92
Inspection of Cylinder Head Components93
Reassembly of Cylinder Head ................ 98
Measuring and Adjusting Valve Clearance......... 104
4TNE98 Engine.................................... 105
4TNV98 Engine.................................... 106
Crankshaft and Camshaft Components ............. 109
Disassembly of Engine ..........................111
Disassembly of Camshaft and Timing
Components..........................................111
Disassembly of Crankshaft and Piston
Components......................................... 116
Inspection of Crankshaft and Camshaft
Components......................................... 120
Honing and Boring................................ 126
Reassembly of Crankshaft and Piston
Components......................................... 127
Reassembly of Camshaft and Timing
Components......................................... 136
Final Reassembly of Engine ................. 138
Section 4. FUEL SYSTEM

Before You Begin Servicing............................... 139
4TNV98 ENGINE.............................................. 141
Introduction .......................................... 141
Fuel Injection Pump.............................. 141
Stop Solenoid....................................... 142
Cold Start Device.................................. 142
Trochoid Fuel Pump ............................. 142
Fuel System Specifications ............................... 143
Special Torque Chart ............................ 143
Test and Adjustment Specifications....... 144
Special Service Tools ........................................ 145
Measuring Instruments...................................... 145
Fuel System Diagram ....................................... 146
Fuel System Components ................................. 147
4-Valve Cylinder Head.......................... 147
Fuel Injection Pump .......................................... 148
Removal of Fuel Injection Pump ........... 148
Installation of Fuel Injection Pump ........ 152
Checking and Adjusting Fuel Injection Timing.... 157
Determining the Fuel Injection Timing
Specification......................................... 157
Checking Fuel Injection Timing............. 158
Adjusting Fuel Injection Timing............. 161
Fuel Injectors.................................................... 163
Removal of Fuel Injectors..................... 163
Testing of Fuel Injectors ....................... 164
Disassembly and Inspection of Fuel
Injectors............................................... 165
Adjusting Fuel Injector Pressure ........... 166
Reassembly of Fuel Injectors ............... 167
Installation of the Fuel Injectors ............ 167
4TNE98 ENGINE.............................................. 168
Fuel System Special Torque Chart........ 168
Measuring Instruments......................... 168
Fuel System Components .................... 169
Fuel System Components .................... 170
Structure And Operation Of Fuel Injection
Pump................................................... 171
Overview.............................................. 172
Plunger Operation................................ 175
Process................................................ 176
Reverse Rotation Prevention Mechanism
............................................................ 178
Fuel Injection Volume Adjustment
Mechanism .......................................... 178
Delivery Valve Assembly ...................... 179
Delivery Valve Holder with Damping Valve
............................................................ 179
All - Speed Governor ........................................ 180
At Start of Engine ................................. 182
During Idling......................................... 183
At Full-Load Maximum Speed Control .. 184
At No-Load Maximum Speed Control ... 185
Full-Load Position Adjustment Mechanism
............................................................ 186
Structure And Operation Of Timer ..................... 187
Standard Type Automatic Timer............ 187
Magnetic Valve (Stop Solenoid)............ 188
Removal Of Fuel Injection Pump....................... 189
Installation Of The Fuel Injection Pump............. 192
Checking / Adjustment Of Fuel Injection Timing. 194
Servicing The Fuel Injectors.............................. 196
Removal of the Fuel Injectors............... 196
Inspection and Testing of the Fuel Injectors
............................................................ 197
Judgement Criteria on Atomization
Condition ............................................. 199
Installation of Fuel Injectors.................. 200
Index
Section 5. COOLING SYSTEM

Introduction....................................................... 203
Cooling System Diagram .................................. 203
Engine Coolant Pump Components................... 204
Engine Coolant System Check.......................... 205
Engine Coolant Pump ....................................... 205
Removal of Engine Coolant Pump ........ 205
Disassembly of Engine Coolant Pump .. 207
Cleaning and Inspection ....................... 207
Reassembly of Engine Coolant Pump... 208
Installation of Engine Coolant Pump ..... 208
Method ................................................ 236

Quick Reference Table For Troubleshooting ..... 239
Troubleshooting Charts..................................... 240
Wiring Diagram................................................. 243
Section 6. LUBRICATION SYSTEM

Introduction....................................................... 212
Oil Pump Service Information............................ 212
Lubrication System Diagram ............................. 214
Checking Engine Oil Pressure........................... 215
Trochoid Oil Pump ............................................ 215
Oil Pump Components ......................... 215
Disassembly of Oil Pump...................... 216
Reassembly of Oil Pump ...................... 217
Section 7. STARTER MOTOR

Introduction....................................................... 221
Starter Motor Information................................... 221
Starter Motor Specifications............................... 222
Starter Motor Troubleshooting ........................... 223
Starter Motor Components ................................ 224
Starter Motor..................................................... 225
Removal of Starter Motor...................... 225
Disassembly of Starter Motor................ 225
Reassembly of Starter Motor ................ 232
Check Pinion Projection Length............ 233
No-Load Test ........................................ 234
Installation of Starter Motor................... 234
Section 8. TROUBLESHOOTING
Special Service Tools ....................................... 235
Troubleshooting By Measuring Compression
Pressure ........................................................... 236
Compression Pressure Measurement
Index
Section 1. GENERAL SERVICE INFORMATION

Component Identification
(1) Lifting Eye (Flywheel End).
Figure 4-1a, Figure 4-1b shows where the major

engine components are located.
(3) Lifting Eye (Engine Cooling Fan End).

(4) Engine Coolant Pump. (5) Engine Cooling Fan.
(6) Crankshaft V-Pulley. (7) V-Belt.
4TNV98 ENGINE
(8) Side Filler Port (Engine Oil). (9) Drain Plug (Engine Oil).
(10) Fuel Injection Pump. (12) Engine Oil Filter.
(13) Dipstick (Engine Oil) (14) Governor Lever.
(15) Intake Manifold. (16) Fuel Filter.
(17) Fuel Inlet. (18) Fuel Return to Fuel Tank.
(19) Top Filler Port (Engine Oil). (20) Rocker Arm Cover.
(21) Air Intake Port (From Air Cleaner).
(22) Flywheel. (23)Starter Motor.
(24) Exhaust Manifold. (25) Alternator.
4TNE98 ENGINE
Figure 4-1b
(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 (EngineOil)
Figure 4-1a
(10) Engine Coolant Pump

(11) Alternator
(12) Glow Plug
(13) V-Belt
(14) Crankshaft V-Pulley
(15) Starter Motor
Section 1. General Service Information
Engine Nameplate (Typical)
Location of Labels
Figure 4-2 shows the location of regulatory and
safety labels on Yanmar TNV & TNE series engines.
4TNE98 ENGINE
Emission Control Regulations

EPA / ARB Regulations - USA Only
4TNV98 ENGINE
Yanmar engines meet Environmental Protection

Agency (EPA) (U. S. Federal) emission control
standards as well as the California Air Resources
Board (ARB, California) regulations. Only engines
that conform to ARB regulations can be sold in the
State of California.
Refer to the specific EPA / ARB installation (page
40) and maintenance (page 40) in the Periodic
Maintenance Schedule section of this manual.
Figure 4-2
The typical location of the emission control
information label shown (Figure 4-2 (2), (3)).
The typical location of the engine nameplate is
shown (Figure 4-2 (1), (4)).
Emission Control Labels
The 97/68/EC Directive Certified

Engines
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.
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
EPA / ARB Labels
(97/68/EC)
(EPA) Greater than or Equal to 50 HP SAE (37kW)
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:
(EPA and ARB)
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 39 for the replacement frequency.
Dipstick (Engine Oil)
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

(If Equipped)
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 electic fuel pump may be installed as an option
or as standard equipment. Standard equipment may vary based on
engine model and specification. If an electic 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 39 for the replacement
frequency.
Engine Oil Cooler

(If Equipped)
The engine oil cooler helps to keep the engine oil cool. Engine coolant
from the cooling system is circulated through an adapter at the base of
the engine oil filter assembly and then returned to the coolant pump
inlet.
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 39 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 the 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 electric
fuel pump. Periodically drain the water from the fuel filter / water
separator.
Fuel Priming Lever

(If Equipped)
If the unit has a mechanical fuel pump, a fuel priming lever on the
mechanical fuel pump primes the fuel system. The fuel sytem 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 the fuel leaves
the fuel tank it goes to the fuel filter / water separator. Next the fuel is
pumped to the fuel filter by the electric fuel pump. Then the fuel goes to
the fuel injection pump. Since the 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 the excess fuel to be returned back to the fuel tank. The fuel
tank is a required engine component.
Side and Top Filler Port

(Engine Oil)
You can fill the crankcase with engine oil from either the side or the 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.
10
Function of Cooling System Components

Components
Cooling System
Engine Cooling Fan
Engine Coolant Pump
Radiator
Radiator Cap
Reserve Tank
Thermostat
Functions
The TNV 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 that
all cooling system components are required for proper engine
operation. Since some of the components are application
specific, they must be carefully selected by an application
engineer. The application specific items are not part of the
basic engine package as shipped from the Yanmar factory.
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.
The engine coolant pump circulates the engine coolant through the
cylinder block and the cylinder head and returns the engine coolant
to the 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.
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 the engine
coolant to flow from the reserve tank back into the radiator.
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.
A thermostat is placed in the cooling system to prevent the 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 and allows
the engine coolant to flow through the radiator. By letting the engine
warm up as quickly as possible, the thermostat reduces engine
wear, deposits and emissions.
11
Diesel Fuel
The total aromatics content should not exceed 35% by volume.

Less than 30% is preferred.
Diesel Fuel Specifications
The PAH (polycyclic aromatic hydrocarbons) content should

be below 10% by volume.
Diesel fuel should comply with the following

specifications. The table lists several worldwide
specifications for diesel fuels.
.
Diesel Fuel
Location
Specification
No. 2-D, No. 1-D,
USA
ASTM D975-94
European
EN590:96
Union
ISO 8217 DMX
International
BS 2869-A1 or A2
United
Kingdom
JIS K2204 Grade No.

2
Japan
KSM-2610
Korea
GB252
China
The 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: The 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.
Additional Technical Fuel Requirements
These B5 diesel fuels must meet certain

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.
1. The bio-fuels must meet the minimum

specifications for the country in which they
areused.
Bio-Diesel fuels. See Bio-Diesel Fuels on page 4-9.
In Europe, bio-diesel fuels must comply with the European

Standard EN14214.
NEVER mix kerosene, used engine oil, or residual fuels with

the diesel fuel.
In the United States, bio-diesel fuels must comply with the

American Standard ASTM D-6751.
The water and sediment in the fuel should not exceed 0.05%
by volume.
2. Bio-fuels should be purchased only from

recognized and authorized diesel fuel suppliers.
Keep the fuel tank and fuel-handling equipment clean at all

times.
Poor quality fuel can reduce engine performance and / or
cause engine damage.
Fuel additives are not recommended. Some fuel additives may
cause poor engine performance. Consult your Yanmar
representative for more information.
The ash content must not exceed 0.01% by volume.
The carbon residue content must not exceed 0.35% by volume.
Less than 0.1% is preferred.
12
Section 1. Component Identification
Precautions and concerns regarding the use of

bio-fuels:
Filling The Fuel Tank

DANGER
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.
FIRE AND EXPLOSION HAZARD!
3. High viscosity at low temperatures may result in

fuel delivery problems, injection pump seizures,
and poor injection nozzle spray atomization.
Diesel fuel is flammable and explosive under

certain conditions.
Only fill the fuel tank with diesel fuel. Filling the
fuel tank with gasoline may result in a fire and
will damage the engine.
4. FAME may have adverse effects on some

elastomers (seal materials) and may result in fuel
leakage and dilution of the engine lubricating oil.
NEVER refuel with the engine running.

Wipe up all spills immediately.
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
flushing of the fuel system, and / or fuel storage
containers, may be necessary.
Keep sparks, open flames or any other form of

ignition (match, cigarette, static electric source)
well away when refueling.
NEVER overfill the fuel tank.
Fill the fuel tank. Store any containers
containing fuel in a well-ventilated area, away
from any combustibles or sources of ignition.
6. The use of bio-diesel fuels that do not comply with

the standards as agreed to by the diesel engine
manufacturers and the diesel fuel injection
equipment manufacturers, or biodiesel fuels that
have degraded as per the precautions and
concerns above, may affect the warranty
coverage of your engine.
Failure to comply will result in death or serious

injury.
DANGER

certain conditions.
Be sure to place the diesel fuel container on the
ground when transferring the 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 buildup
which could cause sparks and ignite fuel vapors.
NEVER place diesel fuel or other flammable
material such as oil, hay or dried grass close to
the engine during engine operation or shortly
after shutdown.
injury.
13
DANGER

certain conditions.
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.
Figure 4-3

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 the primary strainer (if equipped)
from the fuel tank filler port. If removed, dirt and
debris could get into the fuel system causing it
to clog.
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 4-3,
(1)).
2. Remove the fuel cap (Figure 4-3, (1)) from the
fuel tank (Figure 4-3, (2)).
3. Observe the fuel level sight gauge (Figure 4-3,
(3)) and stop fueling when the gauge shows the
fuel tank is full. NEVER overfill the fuel tank.
4. Replace the fuel cap (Figure 4-3, (1)) and hand
tighten. Over-tightening the fuel cap will damage
it.
14
To prime the fuel system on engines not equipped

with an electric fuel system:
Priming the Fuel System

The fuel system needs to be primed under certain
conditions.
1. Place an approved container under the air bleed

port.
Before starting the engine for the first time.

2. Loosen the air bleed port (Figure4-4, (1)) 2 or 3
turns.
After running out of fuel and fuel has been added

to the fuel tank.
3. Operate the fuel priming pump (Figure4-4, (2))

until the fuel coming out of the air bleed port is
free of bubbles.
After fuel system maintenance such as changing

the fuel filter and draining the fuel filter / water
separator, or replacing a fuel system component.
4. Tighten the air bleed port.

To prime the fuel system on engines equipped with
an electric fuel pump:
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, pinion and/or ring gear.
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.
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, pinion and/or ring gear.
Figure 4-4
15
NOTE:
Engine Oil
Be sure the engine oil, engine oil storage

containers, and engine oil filling equipment arefree
of sediment and water.
CAUTION
Only use the engine oil specified.
Other engine oils may affect warranty coverage,
cause internal engine components to seize and /
or shorten engine life.
Change the engine oil after the first 50 hours of

peration and then every 500 hours thereafter.
Prevent dirt and debris from contaminating the

engine oil. Carefully clean the oil cap / dipstick
and the surrounding area before you remove the
cap.
Select the oil viscosity based on the ambient

temperature where the engine is being operated.
See the SAE Service Grade Viscosity Chart
(Figure 4-4a)
NEVER mix different types of engine oil. This

may adversely affect the lubricating properties
of the engine oil.
Yanmar does not recommend the use of engine oil

additives.
NEVER overfill. Overfilling may result in white

exhaust smoke, engine overspeed or internal
damage.
Additional Technical Engine Oil

Requirements:
The engine oil must be changed when the Total
Base Number (TBN) has been reduced to 1.0
mgKOH /g test method; JIS K-201-5.2-2 (HCI),
ASTM D4739 (HCI).
Engine Oil Specifications

Use an engine oil that meets or exceeds the
following guidelines and classifications:
Engine Oil Viscosity
Service Categories
Select the appropriate engine oil viscosity based on

the ambient temperature and use the SAE Service
Grade Viscosity Chart in Figure 4-4a.
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
Constructeurs Europens d'Automobilies)
JASO (Japanese Automobile Standards
Organization)
Figure 4-4a
16
Checking Engine Oil
Adding Engine Oil
1. Make sure the engine is level.
2. Remove the dipstick (Figure 4-5, (1)) and wipe it

with clean cloth.
2. Remove the oil cap (Figure 4-5, (4)).

3. Add the indicated amount of engine oil at the top
or the side engine oil filler port (Figure 4-5, (5)).
3. Fully reinsert the dipstick.

4. Remove the dipstick. The oil level should be
between the upper (Figure 4-5, (2)) and lower
(Figure 4-5, (3)) lines on the dipstick.
4. Wait three minutes and check the oil level.
5. Fully reinsert the dipstick.
6. Reinstall the oil cap (Figure 4-5, (4)) and handtighten. Over-tightening may damage the cap.
5. Add more oil if necessary.
Engine Oil Capacity (Typical)

NOTE: These are the engine oil capacities
associated with a deep standard oil pan. The oil
capacity will vary dependant upon which optional oil
pan is used. Refer to the operation manual provided
by the driven machine manufacturer for the actual
engine oil capacity of your machine.
The following are the engine oil capacities for
various Yanmar engines.
Engine Model
4TNV98
4TNE98
Dipstick Upper
Limit / Lower Limit
11.1 / 6.3 qt
(10.5 / 6.0 L)
9.7 / 7.6 qt
(9.2 / 7.2 L)
Figure 4-5
17
Engine Coolant
CAUTION
DANGER
SCALD HAZARD!
COOLANT 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.
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, flush eyes and wash immediately with
clean water.
Tighten the radiator cap securely after you

check the radiator. Steam can spurt out during
engine operation if the cap is loose.
Failure to comply may result in minor or

moderate injury.
ALWAYS check the level of the engine coolant

by observing the reserve tank.
CAUTION

injury.
Only use the engine coolant specified. Other

engine coolants may affect warranty coverage,
cause an internal buildup of rust and scale and /
or shorten engine life.
engine coolant. Carefully clean the radiator cap
cap.
WARNING
NEVER mix different types of engine coolants.

This may adversely affect the properties of the
engine coolant.
BURN HAZARD!
Wait until the engine cools before you drain

the engine coolant. Hot engine coolant may
splash and burn you.
Failure to comply could result in death or
serious injury.
18
Engine Coolant Specifications
Filling Radiator with Engine Coolant
Use a Long Life Coolant (LLC) or an Extended Life

Coolant (ELC) that meets or exceeds the following
guidelines and specifications:
Fill the radiator and reserve tank as follows. This

procedure is for filling the radiator for the first time
or refilling it after it is flushed. Note that a typical
radiator is illustrated (Figure 4-6).
Additional Technical Coolant

Specifications:
ASTM D6210, D4985 (US)
JIS K-2234 (Japan)
SAE J814C, J1941, J1034 or J2036 (International)
Alternative Engine Coolant
If an Extended or Long Life Coolant is not available,
alternatively, you may use an ethylene glycol or
propylene glycol based conventional coolant
(green).
Notes:
ALWAYS use a mix of coolant and water. NEVER use water
only.
Figure 4-6
Mix the coolant and water per the mixing instructions on the
coolant container.
1. Check to be sure the radiator drain plug

isinstalled and tightened or the drain cock(Figure
4-6, (1)) is closed. Also make sure thecoolant
drain plug (Figure 4-7, (1)) in thecylinder block is
closed or the oil coolant hoses(Figure 4-8, (1))
are installed at the oil cooler.
Water quality is important to coolant performance. Yanmar

recommends that soft, distilled, or demineralized water be
used to mix with coolants.
NEVER mix extended or long life coolants and conventional
(green) coolants.
NEVER mix different types and / or colors of extended life
coolants.
Replace the coolant every 1000 engine hours or once a year.
Figure 4-7
19
Engine Coolant Capacity (Typical)

NOTE: The capacities listed are for the engineonly
without a radiator. Refer to theoperation manual
provided by the drivenmachine manufacturer for the
actualengine coolant capacity on yourmachine.
The following are the engine coolant capacities for
various Yanmar engines.
Engine Model
Engine Coolant
Capacity
4TNV98
4.4 qt (4.2 L)
4TNE98
4.4 qt (4.2 L)
Figure 4-8
2. Remove the radiator cap (Figure 4-6, (2)) by
turning it counter-clockwise about 1/3 of a turn.
Specifications
Description of Model Number
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 4-6, (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.
When ordering parts or making an inquiry about the

engine you are working on, be sure to include the
complete model and serial numbers as shown on
the engine nameplate. See Location of Labels on
page 8.
5. Remove the cap on the reserve tank (Figure 4-6,

(3)), and fill it to the LOW (COLD) mark (Figure
4-6, (4)) with engine coolant. Reinstall the cap.
6. Check the hose (Figure 4-6, (5)) that connects
the reserve tank (Figure 4-6, (3)) to the radiator.
Be sure it is securely connected and there are no
cracks or damage. If the hose is damaged, the
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 4-6, (6)). If the engine coolant is not
at the FULL (HOT) mark (Figure 4-6, (6)), add
additional engine coolant to the reserve tank to
bring the level to the FULL (HOT) mark.
20
Engine General Specifications

Type
Vertical In-line, Water Cooled,

4-Cycle Diesel Engine
Combustion
System
4TNV98
Direct Injection
4TNE98
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

the Flywheel End
NOTE: 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. Engine rating
conditions are as follows (SAE J1349, ISO 3046/1):
Atmospheric Condition: Room temperature 77F

(25C), Atmospheric pressure 29.53 in Hg (100
kPa, 750 mm Hg), Relative 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 Engineers) =
0.7457 kW
21
Principal Engine Specifications

4TNV98 EPA Tier 2
Engine Model
4TNV98
Version
VM (SDF)
Type
Vertical In-line Diesel Engine
Combustion System
Direct Injection
Aspiration
Natural
No. of Cylinders
Bore Stroke
3.858 x 4.331 in. (98 x 110 mm)
Displacement
202.502 cu in. (3.319 L)
Max. Rated Output (Net)
High Idling
Engine Weight (Dry)
with Flywheel Housing
PTO Position
RPM
2200
hp SAE
61.2
kW
45.6
PS
62.0
RPM
240025
518.2 lb (235 kg)
Flywheel End (Option)
Direction of Rotation
Counterclockwise Viewed from Flywheel End
Cooling System
Liquid-Cooled with Radiator
Lubricating System
Normal Oil Pressure at
Rated Engine Speed
Normal Oil Pressure at
Low Idle Speed
Forced Lubrication with Trochoid Pump

42 - 57 psi (0.29 - 0.39 MPa, 2.96 - 3.98 kgf/cm)
8.5 psi (0.06 MPa, 0.6 kgf/cm)or greater
Electric Starting - Starter Motor: DC12V, 3.1 hp (2.3 kW)**
Starting System
Alternator: DC12V, 40A**

Recommended Battery Capacity: 12V, 64 Amp-Hour (5h rating)**
Dimensions (L W H)*
Engine Oil Pan
28.31 x 19.61 x 29.21 in.

(719 x 498 x 742 mm)
11.1 / 6.3 qt (10.5 / 6.0 L) (Dipstick Upper Limit / Lower Limit)
Engine Coolant Capacity

Standard Cooling Fan
1.1 gal (4.2 L) Engine Only

16.14 in. (410 mm) O.D., 6 Blade Pusher-Type**
* Engine specifications without radiator

** May vary depending on application.
*** Engine oil capacity for a Deep Standard oil pan. Refer to the operation manual provided by the driven
machine manufacturer for the actual engine oil capacity of your machine.
22
4TNE98 EPA Tier 3

Engine Model
4TNE98 EPA Tier 3
Version
VM (BQDF(C))
Type
Vertical Inline Diesel Engine
Combustion System
Indirect Injection, No Turbocharger
Aspiration
Natural
No. of Cylinders
Bore Stroke
3.86 x 4.33 in. (98 x 110 mm)
Displacement
202.5 cu in. (3.319 L)
**Max.
(Gross)
Rated
Output
RPM
(min-1)
hp SAE
2300
58.6
kW
43.7
PS
59.4
High Idling Speed

(Bare Engine)
Low Idling Speed
(Bare Engine)
Engine Weight (Dry) *
496 lb (235 kg)
PTO Position
Flywheel Side
262525
85025 rpm
Direction of Rotation
Cooling System
Lubricating System
Counterclockwise Viewed From Flywheel Side

Liquid-Cooled With Radiator
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)
At idle, oil pressure is: No less than 18.5 psi (0.13 Mpa; 1.3kgf/cm)
Electric Starting - Starter Motor: DC12V, 3.1 hp (2.3 kW)
Starting System
Dimensions (L W H)*
Engine Oil Pan Capacity
Engine Coolant Capacity
Alternator: DC12V, 80A

Recommended Battery Capacity: 12V, 622 CCA
(Cold Cranking Amps)
28.0 x 20.3 x 29.8 in.
(710 x 516 x 758 mm)
9.7 / 7.6 qt (9.2 / 7.2 L)
(Dipstick Upper Limit / Lower Limit)
1.11 gal (4.2 L) Engine Only
* 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.
23
Engine Service Standards

Inspection Item
Standard
Intake / Exhaust Valve Clearance
0.006 - 0.010 in.

(0.15 - 0.25 mm)
Fuel Injection
Timing
4TNV98
4TNE98
4TNV98
Fuel Injection
Pressure
4TNE98
Reference
page
See Measuring
and Adjusting
Valve Clearance
on page 104
See Checking and Adjusting Fuel Injection Timing on page 157.

8.51 ATDC
With Plunger Lifted

0.039 in (1mm)
See Test and Adjustment Specifications on page 144.

1711-1842 psi
(11.8 - 12.7 Mpa;
120 - 130 kgf / cm
4TNV98
483 - 513 psi

(3.33 - 3.53 MPa;
34 - 36 kgf / cm)
384 - 414 psi

(2.65 - 2.85 MPa;
27 - 29 kgf / cm)
See
Troubleshooting
By Measuring
Compression
Pressure on
page 236
4TNE98
425 - 428 psi

(2.93 2.95 MPa;
29 - 31 kgf / cm)
341 psi
(2.35 MPa;
24 kgf / cm)
Full Opening Lift

Temperature
0.32 in (8 mm) or
Above
185F (85C)
0.39 in (10 mm)
or
above
203F (95C)
See Thermostat
on page 207
Compression
Pressure at 250
rpm 250 min)
Deviation Between Cylinders
Oil Pressure Switch Operating Pressure
Max.(when cold)
Lubricating Oil
Pressure
Limit
At rated Output
When idling
29 - 43 psi
(0.2 - 0.3 MPa;
2 - 3 kgf/cm)
5.8 - 8.8 psi
(0.04 - 0.06 MPa;
0.4 - 0.6 kgf / cm)
86 psi
(0.59 MPa;
6.0 kgf / cm)
42 - 57 psi
(0.29 - 0.39 MPa;
2.96 - 3.98 kgf / cm)
8.5 psi
(0.06 MPa;
0.6 kgf / cm)
or greater
Valve Opening
Temperature
Option
157F - 163F
(70C - 73C)
Standard
176F - 183F
(80C - 84C)
Thermostat
24
Tightening Torques for Standard

Bolts and Nuts
Use the correct amount of torque when you tighten
the fasteners on the machine. Applying excessive
torque may damage the fastener or component and
not enough torque may cause a leak or component
failure.
CAUTION
The tightening torque in the Standard Torque
Chart (see General Service Information section)
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.
25
Item
Nominal Thread
Diameter x Pitch
M6 x 1.0 mm
M8 x 1.25 mm
Hexagon Bolt (7T) and

Nut
M10 x 1.5 mm
M12 x 1.75 mm
M14 x 1.5 mm
M16 x 1.5 mm
1/8 mm
PT PLug
1/4 mm
3/8 mm
1/2 mm
Item
Nominal Thread
Diameter x Pitch
M8
M10
Pipe Joint Bolt
M12
M14
M16
Tightening Torque
7 - 9 ftlb
(87 -104 inlb,
9.8 -11.8 Nm,
1.0 -1.2 kgfm)
17 - 21 ftlb
(200 - 251 in.lb,
22.6 - 28.4 Nm,
2.3 - 2.9 kgfm)
33 - 40 ftlb
(44.1 - 53.9 Nm,
4.5 - 5.5 kgfm)
58 - 72 ftlb
(78.4 - 98.0 Nm,
8.0 - 10 kgfm)
94 - 108 ftlb
(127.5 - 147.1 Nm,
13 - 15 kgfm)
159 - 174 ftlb
(215.7- 235.4 Nm,
22 24 kgfm)
7 ftlb (87 in.lb,
9.8 Nm, 1.0 kgfm)
14 ftlb (173 in.lb,
19.6 Nm, 2.0 kgfm)
22 ftlb
(29.4 Nm, 3.0 kgfm)
43 ftlb
(58.8 Nm, 6.0 kgfm)
Tightening Torque
9 - 12 ftlb
(112 - 148 in.lb,
12.7 - 16.7 Nm,
1.3 - 1.7 kgfm)
14 - 19 ftlb
(173 - 225 in.lb,
19.6 - 18.734 Nm,
2.0 - 3.5 kgfm)
18 - 25 ftlb
(24.5 - 34.3 Nm,
2.5 - 3.5 kgfm)
29 - 36 ftlb
(39.2 - 49.0 Nm,
4.0 5.0 kgfm)
Remarks
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.
Remarks
36 - 43 ftlb
(49.0 - 58.8 Nm,
5.0 - 6.0 kgfm)
NOTE: Torque values shown in this manual are for clean, non-lubricated fasteners unless otherwise specified.
26
Abbreviations and Symbols

k
Japanese Automobile Standards

Organization
kelvin
kg
kgf/cm
kgf/m
km
kPa
kW
L
L/hr
lb
lbf
m
mL
mm
mmAq
MPa
mV
N
Nm
No.
O.D.
oz
Pa
PS
psi
qt
R
rpm
SAE
sec.
t
TBN
TDC
V
VAC
VDC
W
kilogram
kilogram force per square centimeter
kilogram force per meter
kilometers
kilopascal
kilowatt
liter
liter per hour
pound
pound force
meter
milliliter
millimeter
millimeter Aqueous (water)
megapascal
millivolt
newton
newton meter
number
outside diameter
ounce
pascal
horsepower (metric)
pound per square inch
quart (U.S.)
radius
revolutions per minute
Society of Automotive Engineers
second
short ton 2000 lb
total base number
top dead center
volt
volt alternating current
volt direct current
watt
JASO
Abbreviations.
A
AC
ACEA
Ah
API
ARB
ATDC
BDC
BTDC
C
CARB
CCA
cfm
cm
cm
cm/min
cu in.
D
DC
DI
DVA
EPA
ESG
F
fl oz
fl oz/min
ft
ft-lb
ft-lbf/min
g
gal
gal/hr
gal/min
GL
hp
hr
I.D.
ID
IDI
in.
in.Aq
in.Hg
in.-lb
j
ampere
alternating current
Association des Constructeurs
Europens dAutomobilies
ampere-hour
American Petroleum Institute
Air Resources Board
after top dead center
bottom dead center
before top dead center
degree Celsius
California Air Resources Board
cold cranking amp
cubic feet per minute
centimeter
cubic centimeter
cubic centimeter per minute
cubic inch
diameter
direct current
direct injection
direct volt adapter
Environmental Protection Agency
electronic speed governor
degree Fahrenheit
fluid ounce (U.S.)
fluid ounce (U.S.) per minute
foot
foot pound
foot pound force per minute
gram
gallon (U.S.)
gallon (U.S.) per hour
gallon (U.S.) per minute
gear lubricant
horsepower (U.S.)
hour
inside diameter
identification
indirect injection
inch
inches Aqueous (water)
inches Mercury
inch pound
joule
Symbols
27
degree
plus
minus
plus or minus
ohm
micro
percent
Unit Conversions
Units of Torque
Unit Prefixes
ft-lb
ft-lb
in.-lb
in.-lb
kgf/m
kgf/m
kgf/m
Nm
Nm
Nm
Prefix
Symbol
Power
mega
kilo
centi
milli
micro
M
k
c
m
x 1,000,000
x 1,000
x 0.01
x 0.001
x 0.000001
Units of Length
Mile
ft
in.
in.
km
m
cm
mm
x
x
x
x
x
x
x
x
1.6090
0.3050
2.5400
25.4000
0.6210
3.2810
0.3940
0.0394
= km
=m
= cm
= mm
= mile
= ft
= in.
= in.
x
x
x
x
x
x
x
x
3.78540
0.94635
0.01639
16.38700
0.02957
29.57000
1.00000
0.03382
=L
=L
=L
= mL
=L
= mL
= mL
=floz(U.S.)
1.3558
0.1383
0.1130
0.0115
7.2330
86.8000
9.8070
0.7376
8.8510
0.1020
= Nm
= kgf/m
= Nm
= kgf/m
= ft-lb
= in.-lb
= Nm
= ft-lb
= in.-lb
= kgf/m
0.0689
6.8950
0.0703
14.5030
100.0000
29.5300
0.1450
0.0100
0.0102
98.0700
0.9807
14.2200
0.0333
3.3770
0.0344
0.0394
= bar
= kPa
= kg/cm
= psi
= kPa
=inHg(60F)
= psi
= bar
= kg/cm
= psi
= bar
= kPa
= bar
= kPa
= kg/cm
= in.Aq
Units of Pressure
psi
psi
psi
bar
bar
bar
kPa
kPa
kPa
kg/cm
kg/cm
kg/cm
in.Hg (60)
in.Hg (60)
in.Hg (60)
mmAq
Units of Volume
gal (U.S.)
qt (U.S.)
cu in.
cu in.
fl oz(U.S.)
fl oz(U.S.)
cm
cm
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
Units of Power
Units of Mass
lb
oz
kg
g
x
x
x
x
0.45360
28.35000
2.20500
0.03527
= kg
=g
= lb
= oz
Units of Force
lbf
lbf
N
N
kgf
kgf
x
x
x
x
x
x
4.4480
0.4536
0.2248
0.1020
2.2050
9.8070
=N
= kgf
= lbf
= kgf
= lbf
=N
hp
(metric
or PS)
hp
(metric
or PS)
hp SAE
hp SAE
kW
kW
0.9863201
= hp SAE
0.7354988
= kW
1.0138697
x
x
0.7456999
1.3596216
=hp(metric
or PS)
= kW
=hp(metric
or PS)
1.3410221
= hp
SAE
Units of Temperature
F = (1.8 x C) + 32
C = 0.556 x (F - 32)
28
Section 2. PERIODIC MAINTENANCE

Before You Begin Servicing
DANGER
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.
SCALD HAZARD!
and seriously burn you. Allow the engine to
cool down before you attempt to remove the
radiator cap.
If the electrolyte is frozen, slowly warm the

battery before you recharge it.


injury.

injury.
DANGER
DANGER
Only use the key switch to start the engine.
NEVER jump-start the engine. Sparks caused by
shorting the battery to the starter terminals may
cause a fire or explosion.

injury.

certain conditions.
Only fill the fuel tank with diesel fuel. Filling the
fuel tank with gasoline may result in a fire and
will damage the engine.
NEVER refuel with the engine running.
Wipe up all spills immediately.
Keep sparks, open flames or any other form of
ignition (match, cigarette, static electric source)
well away when refueling.
NEVER overfill the fuel tank.
Fill the fuel tank. Store any containers
containing fuel in a well-ventilated area, away
from any combustibles or sources of ignition.
injury.
29
Section 2. Periodic Maintenance
DANGER
DANGER

certain conditions.

certain conditions.
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.
Be sure to place the diesel fuel container on the

ground when transferring the 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 buildup
which could cause sparks and ignite fuel
vapors.
NEVER place diesel fuel or other flammable
material such as oil, hay or dried grass close to
the engine during engine operation or shortly
after shutdown.

injury.

injury.
DANGER
DANGER
certain conditions.
NEVER remove the fuel cap with the engine

running.

certain conditions.

injury.
NEVER use diesel fuel as a cleaning agent.

injury.
30
DANGER
DANGER
CRUSH HAZARD!
When you need to transport an engine for repair,

have a helper assist you to attach it to a hoist
and load it on a truck.

certain conditions.
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.
NEVER stand under a hoisted engine. If the

hoist mechanism fails, the engine will fall on
you, causing death or serious injury.
injury.
Wear eye protection. The fuel system is under

pressure and fuel could spray out 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.
DANGER
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.

certain conditions.

injury.
When you remove any fuel system component

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 flammable and explosive.
Wipe up any spills immediately.
remove any fuel system component.
injury.
31
WARNING
WARNING
EXHAUST HAZARD!
SEVER HAZARD!
NEVER operate the engine in an enclosed area

such as a garage, tunnel, underground room,
manhole or ships hold without proper
ventilation.
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.
NEVER block windows, vents, or other means

of ventilation if the engine is operating in an
enclosed area. All internal combustion engines
create carbon monoxide gas during operation.
Accumulation of this gas within an enclosure
could cause illness or even death.
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.
Make sure that all connections are tightened to

specifications after repair is made to the
exhaust system.
NEVER operate the engine without the guards

in place.
Before you start the engine make sure that all
bystanders are clear of the area.

serious injury.
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.
32
WARNING
WARNING
SUDDEN MOVEMENT HAZARD!

Engaging the transmission or PTO at an
elevated engine speed could result in
unexpected movement of the equipment.
serious injury.
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.
WARNING

serious injury.
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 operation 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.
33
WARNING
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 battery
fluid contacts the eyes and / or skin,
immediately flush the affected area with a large
amount of clean water and obtain prompt
medical treatment.
EXPOSURE HAZARD!
Wear personal protective equipment such as
gloves, work shoes, eye and hearing protection
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.

serious injury.
ALWAYS tie back long hair when you are

working near moving/rotating parts such 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 the alert signals.
WARNING

serious injury.
HIGH-PRESSURE HAZARD!
Avoid skin contact with the high-pressure
diesel fuel spray caused by a fuel system leak
such as a broken fuel injection line. Highpressure fuel can penetrate your skin and result
in serious injury. If you are exposed to highpressure 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.
34
WARNING
WARNING
BURN HAZARD!
SHOCK HAZARD!
If you must drain the engine oil while it is still

hot, stay clear of the hot engine oil to avoid
being burned.
Turn off the battery switch (if equipped) or

disconnect the negative battery cable before
servicing the electrical system.
ALWAYS wear eye protection.
Check the electrical harnesses for cracks,

abrasions,
and
damaged
or
corroded
connectors. ALWAYS keep the connectors and
terminals clean.

serious injury.

serious injury.
WARNING
WARNING
BURN HAZARD!
Wait until the engine cools before you drain the
engine coolant. Hot engine coolant may splash
and burn you.
ENTANGLEMENT HAZARD!

serious injury.
Stop the engine before you begin to service it.

NEVER leave the key in the key switch when
you are servicing the engine. Someone 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.
35
CAUTION
CAUTION
Only use the engine oil specified. Other engine
oils may affect warranty coverage, cause
internal engine components to seize and / or
shorten engine life.
engine oil. Carefully clean the oil cap/dipstick
and the surrounding area before you remove
the cap.
COOLANT HAZARD!
clean water.

of the engine oil.

moderate injury.

damage.
CAUTION
CAUTION
cause an internal buildup of rust and scale
and/or shorten engine life.
the cap.
FLYING OBJECT HAZARD!

ALWAYS wear eye protection when servicing
the engine and when using compressed air or
high-pressure water. Dust, flying debris,
compressed air, pressurized water or steam
may injure your eyes.

engine coolant.

moderate injury.
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.
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.
Modifications may impair the engines 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.
Only use clean diesel fuel.

NEVER remove the primary strainer (if
equipped) from the fuel tank filler port. If
removed, dirt and debris could get into the fuel
system causing it to clog.
36
CAUTION
CAUTION
Observe the following environmental operating

conditions to maintain engine performance and
avoid premature engine wear:
For maximum engine life, Yanmar recommends

that when shutting the engine down, you allow
the engine to idle, without load, for five minutes.
This will allow the engine components that
operate at high temperatures, such as the
turbocharger (if equipped) and exhaust system,
to cool slightly before the engine itself is shut
down.
Avoid operating in extremely dusty conditions.

Avoid operating in the presence of chemical
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.
CAUTION
NEVER expose the engine to the rain.
NEVER use an engine starting aid such as ether.

Engine damage will result.
CAUTION
Observe the following environmental operating
conditions to maintain engine performance and
avoid premature engine wear:
CAUTION
Make sure the engine is installed on a level
surface. If a continuously running engine is
installed at an angle greater than (IDI = 25, DI =
30) in any direction or if an engine runs for
short periods of time (less than three minutes)
at an angle greater than (IDI = 30, DI = 35) in
any direction, engine oil may enter the
combustion chamber causing excessive engine
speed and white exhaust smoke. This may
The standard range of ambient temperatures

for the normal operation of Yanmar engines is
from +5F (-15C) to +113F (+45C).
If the ambient temperature exceeds +113F
(+45C) the engine may overheat and cause
the engine oil to break down.
If the ambient temperature is below +5F (15C) the engine will be hard to start and the
engine oil may not flow easily.
Contact your authorized Yanmar industrial
engine dealer or distributor if the engine will
be operated outside of this standard
temperature range.
CAUTION
NEVER hold the key in the START position for
longer than 15 seconds or the starter motor will
overheat.
37
CAUTION
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 pressure, diesel
fuel leaks, engine oil leaks, coolant leaks, and
for proper operation of the indicators and/or
gauges.
ALWAYS be environmentally responsible.

Follow the guidelines of the EPA or other
governmental agencies for the proper disposal
of hazardous materials such as engine oil,
diesel fuel and engine coolant. Consult the local
authorities or reclamation facility.
During the first hour of operation, vary the

engine speed and the 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 four to five hours.
NEVER dispose of hazardous materials

irresponsibly by dumping them into a sewer, on
the ground, or into ground water or waterways.
During the break-in period, carefully observe

the engine oil pressure and engine
temperature.
Failure to follow these procedures

seriously harm the environment.
may
During the break-in period, check the engine

oil and coolant levels frequently.
CAUTION
Protect the air cleaner, turbocharger (if
equipped) and electric components from
damage when you use steam or high-pressure
water to clean the engine.
CAUTION
NEVER engage the starter motor while the
engine is running. This may damage the starter
motor pinion and/or ring gear.
CAUTION
CAUTION
NEVER overfill the engine with engine oil.
It is important to perform daily checks.
ALWAYS keep the oil level between the upper

and lower lines on the oil cap/dipstick.
Periodic maintenance prevents unexpected

downtime, reduces the number of accidents due
to poor machine performance and helps extend
the life of the engine.
38
CAUTION
CAUTION
NEVER use high-pressure water or compressed

air at greater than 28 psi (193 kPa; 19 686
mmAq) or a wire brush to clean the radiator fins.
Radiator fins damage easily.
If the fuel filter/water separator is positioned

higher than the fuel level in the fuel tank, water
may not drip out when the fuel filter/water
separator drain cock is opened. If this happens,
turn the air vent screw on the top of the fuel
filter/water
separator
2-3
turns
counterclockwise.
Be sure to tighten the air vent screw after the
water has drained out.
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 the idle speed limit screws require
adjustment, see your authorized Yanmar
industrial engine dealer or distributor.
CAUTION
When the engine is operated in dusty
conditions, clean the air cleaner element more
frequently.
NEVER operate the engine with the air cleaner
element(s) removed. This may allow foreign
material to enter the engine and damage it.
CAUTION
Establish a periodic maintenance plan
according to the engine application and make
sure you perform the required periodic
maintenance at the intervals indicated. Failure
to follow these guidelines will impair the
engines safety and performance characteristics,
shorten the engines life and may affect the
warranty coverage on your engine.
CAUTION
The maximum air intake restriction, in terms of
differential pressure measurement, must not
exceed 0.90 psi (6.23 kPa; 635 mmAq). Clean or
replace the air cleaner element if the air intake
restriction exceeds the above mentioned value.
See Yanmar Limited Warranty in Warranty

Section.
Consult your authorized Yanmar dealer or
distributor for assistance when checking items
marked with a.
39
Introduction
Yanmar Replacement Parts
This section of the Service Manual describes the

procedures for proper care and maintenance of the
engine.
Yanmar recommends that you use genuine Yanmar

parts when replacement parts are needed. Genuine
replacement parts help ensure long engine life.
The Importance of Periodic

Maintenance
Required EPA / ARB Maintenance-USA

Only
Engine deterioration and wear occurs in proportion

to length of time the engine has been in service and
the conditions 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.
To maintain optimum engine performance and

compliance 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 41 and
Periodic Maintenance Procedures on page 43.
Performing Periodic Maintenance
EPA / ARB Installation RequirementsUSA Only
WARNING
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 specified by the EPA and ARB.
Maximum Exhaust Gas Restriction shall be:
EXHAUST HAZARD!
NEVER operate the engine in an enclosed area
such as a garage, tunnel, underground room,
manhole or ships hold without proper
ventilation.
4TNV98 : 2.22 psi (15.3 kPa; 1560mm Aq) or

Iess
4TNE98 : 8.53 psi (58.8 kPa; 6000mm Aq)
NEVER block windows, vents, or other means

of ventilation if the engine is operating in an
enclosed area. All internal combustion engines
create carbon monoxide gas during operation.
Accumulation of this gas within an enclosure
could cause illness or even death.
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 mentioned value.
Make sure that all connections are tightened to

specifications after repair is made to the
exhaust system.
serious injury.
Perform periodic maintenance procedures in an

open, level area free from traffic. If possible,
perform the procedures indoors to prevent
environmental conditions, such as rain, wind, or
snow, from damaging the machine.
40
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
application, 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 the intervals indicated. Failure
to follow these guidelines will impair the
engines safety and performance characteristics,
shorten the engines life and may affect the
warranty coverage on your engine.
See Yanmar Limited Warranty in Warranty
Section.
Consult your authorized Yanmar dealer or
distributor for assistance when checking items
marked with a.
41
:Check :Replace
Periodic Maintenance Interval
System
Check Item
Check and Refill Engine Cool
Daily
Every
50
hours
Cooling
System
Cylinder
Head
Electrical
Equipment
Engine Oil
1st
time
Check and Adjust Cooling Fan V-Belt
Intake and
Exhaust
Complete
Engine
Every
2000
hours
2nd
and
after
Drain, Flush and Refill Cooling

System with New Coolant
or
every year
whichever
comes first
Adjust Intake / Exhaust Valve

Clearance
Lap Intake / Exhaust Valve Seats

Check Indicators
Check Battery
Check Engine Oil Level
Check Engine Oil Pressure Indicator
Drain and Fill Engine Oil
Check and Adjust Governor Lever

and Engine Speed Control
2nd
and
after
1st
time
Inspect, Clean and Test Fuel Injectors
Inspect Crankcase Breather System
Check and Refill Fuel Tank Level
Check Fuel Filter Indicator
Drain Fuel Filter / Water Separator

Check Fuel Filter / Water Separator
Hoses
Every
1500
hours
Drain Fuel Tank

Fuel
Every
1000
hours
Replace Engine Oil Filter

Engine
Speed
Control
Emission
Control
Warranty
Every
500
hours
Check and Clean Radiator Fins

Check Engine Coolant Temp.
Indicator
Every
250
hours
Clean Fuel Filter / Water Separator
Replace Fuel Filter
or
every 2
years
Replace Fuel System and Cooling

System Hoses
Clean or Replace Air Cleaner Element

Overall Visual Check Daily
NOTE: These procedures are considered normal maintenance and are performed at the owners expense.
42
4TNE98 For D25S-5 Only
Periodic Maintenance Procedures
WARNING
Daily
Perform the following procedures daily.
HIGH PRESSURE HAZARD!

Check Fuel Hoses and Engine Coolant Hoses
Avoid skin contact with high pressure diesel
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.

DANGER


serious injury.
Diesel fuel is extremely flammable and

explosive under certain conditions.
0000008en.

CAUTION

from the rag are extremely flammable and
explosive.
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 separator 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.

injury.
0000025en.
0000009en.
43
1. Position an approved container under the fuel

filter / water separator (Figure5-1, (1)) to collect
the contaminants.
CAUTION
2. Loosen the drain cock (Figure5-1, (2)) at the

bottom of the fuel filter / water separator. Drain
any water collected inside.
Be responsible to the environment.
3. Hand tighten the drain cock.
Follow these procedures for hazardous waste

disposal. Failure to follow these procedures may
4. Be sure to prime the diesel fuel system when you

are done. See Priming the Fuel System on
page15.

governmental agency for the proper disposal of
hazardous materials such as engine oil, diesel
fuel and engine coolant. Consult the local
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.

the ground or into ground water or waterways.
0000013en.
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:
Figure 5-1
44
Daily
CAUTION
After Initial 50 Hours of Operation

Perform the following maintenance after the initial

50 hours of operation.
Replace Engine Oil and Engine Oil Filter

the cap.

of the engine oil.
WARNING

damage.
BURN HAZARD!
being burned.
CAUTION

serious injury.
WARNING




serious injury.

45
may
The engine oil in a new engine becomes

contaminated from the initial break-in of internal
parts. It is very important that the initial oil and filter
change is performed as scheduled.
7. After all oil has been drained from the engine,

reinstall the oil drain plug (Figure 5-2, (1)) and
tighten to 139.8 - 47.0 ftlb (53.9 - 63.7 Nm; 5. 5
- 6.5 kgfm).
NOTE: The oil drain plug may be in another

location if an optional oil pan is used.
8. Dispose of used oil properly.

Remove the engine oil filter as follows:
Drain the engine oil as follows:

1. Turn the engine oil filter (Figure 5-2, (2))
counterclockwise (Figure 5-2, (3)) using a filter
wrench.

2. Start the engine and bring it up to operating
temperature.
3. Stop the engine.
4. Remove one of the oil filler caps (Figure 5-1, (1))
to vent the engine crankcase and allow the
engine oil to drain more easily.
5. Position a container under the engine to collect
waste oil.
Figure 5-2
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 5-2, (4))
until it contacts the mounting surface. Tighten to
14 - 17 ftlb (19.6 - 23.5 Nm; 2.0 - 2.4 kgfm) or
one additional turn using the filter wrench.
Applicable Engine Oil Filter Part No.
4TNV98
A408065
4TNE98
A408065
Figure 5-1
6. Remove the oil drain plug (Figure 5-2, (1)) from
the engine oil pan. Allow oil to drain.
46
4. Add new engine oil to the engine as specified in

Adding Engine Oil on page 17.
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.
CAUTION
NEVER overfill the engine with engine oil.
ALWAYS keep the oil level between the upper
and lower lines on the oil cap/dipstick.
Check and adjust the V-belt tension (deflection) as

follows:
1. Press the V-belt down with your thumb with a
force of approximately 22 ftlb (98 Nm; 10 kgf) to
check the deflection.
There are three positions to check for V-belt
tension (Figure 5-4, (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 position is:
5. Warm up the engine by running it for five minutes

and check for any engine oil leaks.
6. After engine is warm, shut it off and let it sit for 10
minutes.
7. Recheck the engine oil level.
8. Add engine oil (Figure 5-3, (5)) as needed until
the level is between the upper (Figure 5-3, (2))
and lower lines (Figure 5-3, (3)) shown on the
dipstick (Figure 5-3, (1)).
Used V-Belt Tension

A
3/8 - 1/2 in.

(10 - 14 mm)
1/4 - 3/8 in.

(7 - 10 mm)
5/16 - 1/2 in.

(9 - 13 mm)
NOTE: A Used V-Belt refers to a V-belt which has

been used on a running engine for five minutes or
more.
Figure 5-4
Figure 5-3
9. Reinstall the oil filler cap (Figure 5-3, (4)). If any
engine oil is spilled, wipe it away with a clean
cloth.
47
6. After adjusting, run the engine for 5 minutes or

more. Check the tension again using the
specifications for a used V-belt.
2. If necessary, adjust the V-belt tension. Loosen

the adjusting bolt (Figure 5-5, (1)) and move the
alternator (Figure 5-5, (2)) with a pry bar (Figure
5-5, (3)) to tighten the V-belt to the desired
tension. Then tighten the adjusting bolt.
Used V-Belt Tension

A
3/8 - 1/2 in.

(10 - 14 mm)
1/4 - 3/8 in.

(7 - 10 mm)
5/16 - 1/2 in.

(9 - 13 mm)
Every 50 Hours of Operation

After you complete the initial 50 hour maintenance
procedures, perform the following procedures every
50 hours thereafter.
Check Battery
Figure 5-5
3. Tighten the V-belt to the proper tension. There
must be clearance (Figure 5-6, (1)) between the
V-belt and the bottom of the pulley groove. If
there is no clearance (Figure 5-6, (2)) between
the V-belt and the bottom of the pulley groove,
replace the V-belt.
4TNV98 & 4TNE98 (For China) Engine
DANGER

certain conditions.
Figure 5-6
4. Check the V-belt for cracks, oil or wear. If any of

these conditions exist, replace the V-belt.

5. Install the new V-belt. Refer to the table for

proper tension.

injury.
New V-Belt Tension

A
5/16 - 7/16 in.

(8 - 12 mm)
3/16 - 5/16 in.

(5 - 8 mm)
1/4 - 7/16 in.

(7 - 11 mm)
48
Drain the fuel filter / water separator as follows:
CAUTION
1. Position an approved container under the fuel

filter / water separator (Figure 5-7, (1)) to collect
the contaminants.
If the fuel filter / water separator is positioned

may not drip out when the fuel filter / water
filter
/
water
separator
2-3
turns
counterclockwise.
CAUTION
Figure 5-7
2. Close (Figure 5-7, (2)) the fuel cock (Figure 5-7,
(3)).
3. Loosen the drain cock (Figure 5-7, (4)) at the
bottom of the fuel filter / water separator. Drain
any water collected inside.

4. Hand-tighten the drain cock.

CAUTION
If the fuel filter/water separator is positioned
may not drip out when the fuel filter/water
filter/water
separator
2-3
turns
counterclockwise.
may
Drain the fuel filter / water separator whenever

there are contaminants, such as water, collected in
the bottom of the cup. NEVER wait until the
scheduled periodic maintenance if contaminants
are discovered.

The cup of the separator is made from semitransparent material. In the cup is a red colored
float ring. The float ring will rise to the surface of the
water to show how much needs to be drained. Also,
some optional fuel filter / water separators are
equipped with a sensor to detect the amount of
contaminants. This sensor sends a signal to an
indicator to alert the operator.
5. Open the fuel cock (Figure 5-7, (3)).

6. Be sure to prime the diesel fuel system when you
are finished. See Priming the Fuel System on
page 15.
7. Check for leaks.
49
Check Battery
CAUTION
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.


injury.

may
When the amount of fluid nears the lower limit

(Figure 5-8, (1)), fill with distilled water (Figure 5-8,
(2)) so it is at the upper limit (Figure 5-8, (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.
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 battery
fluid contacts the eyes and / or skin,
immediately flush the affected area with a large
amount of clean water and obtain prompt
medical treatment.
serious injury.
Figure 5-8
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 authorized Yanmar industrial engine dealer or
distributor check the battery and the engines
starting system.
50
If operating the machine where the ambient

temperature 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
ambient temperatures.
CAUTION

Perform the following maintenance every 250 hours

of operation.
Drain Fuel Tank
Check and Adjust the Governor Lever and Engine
Speed Control
Clean Air Cleaner Element

may
Drain Fuel Tank

Note that a typical fuel tank is illustrated.
DANGER
1. Position an approved container under the diesel

fuel tank (Figure 5-9, (1)) to collect the
contaminates.
2. Remove the fuel cap (Figure 5-9, (3)).

certain conditions.
3. Remove the drain plug (Figure 5-9, (2)) of the

fuel tank to drain the contaminates (water, dirt,
etc.) from the bottom of the tank.

injury.
Figure 5-9
4. Drain the tank until clean diesel fuel with no
water and dirt flows out. Reinstall and tighten the
drain plug firmly.
5. Reinstall the fuel cap.
6. Check for leaks.
51
CAUTION

Figure 5-10

moderate injury.
Check and adjust the cooling fan V-belt every 250

hours of operation after the initial 50 hour V-belt
maintenance. See Check and Adjust Cooling Fan
V-Belt on page 47.
Dirt and dust adhering to the radiator fins reduce

the cooling performance, causing overheating.
Make it a rule to check the radiator fins daily and
clean as needed.
Check and Adjust the Governor Lever and

Engine Speed Control
The governor lever and engine speed control
(throttle lever, pedal, etc.) of the machine are
connected together by a throttle cable or rod. If the
cable becomes stretched, or the connections
loosen, the governor lever may not respond to
change of engine speed control position. This may
make operation of the machine unsafe. Check the
cable periodically and adjust if necessary.
Note that a typical radiator is shown in Figure 5-10

for illustrative purposes only.
Blow off dirt and dust from fins and radiator with
28 psi (0.19 MPa; 2 kgf/cm) or less of
compressed air (Figure 5-10, (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.
NEVER force the throttle cable or pedal to move.

This may deform the governor lever or stretch the
cable and cause irregular operation of the engine
speed control.
CAUTION
NEVER use high-pressure water or compressed
air at greater than 28 psi (193 kPa; 19 686
mmAq) or a wire brush to clean the radiator fins.
Radiator fins damage easily.
52
Checking and adjusting the governor lever:
CAUTION
1. Check that the governor lever (Figure 5-11, (1))

makes uniform contact with the high idle (Figure
5-11, (2)) and low idle (Figure 5-11, (3)) speed
limit screws when the engine speed control is in
the high idle speed or low idle speed position.
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 the idle speed limit screws require
adjustment, see your authorized Yanmar
industrial engine dealer or distributor.
4TNV98 ENGINE
Clean Air Cleaner Element
Note that a typical air cleaner is shown in Figure 512 and Figure 5-13 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 5-12, (1)).
4TNE98 ENGINE
Figure 5-12
2. Remove the element (Figure 5-12, (2)) (outer
element if equipped with two elements).
CAUTION
Figure 5-11
2. If the governor lever does not make contact with
the high idle or low idle speed limit screw, adjust
the throttle cable.

moderate injury.
3. In some engine speed control applications,

loosen the throttle cable lock nut (Figure 5-11,
(4)) and adjust the cable so the governor lever
makes proper contact with the high / low idle
speed limit screw.
53
3. Blow air (Figure 5-12, (3)) through the element

from the inside out using 42-71 psi (0.290.49MPa; 3.0-5.0 kgf/cm) compressed air to
remove the particulates. Use the lowest possible
air pressure to remove the dust without
damaging the element.
4. If the air cleaner is equipped with a double
element, only remove and replace the inner
element (Figure 5-13, (1)) if the engine lacks
power or the dust indicator actuates (if equipped).

Perform the following maintenance every 500 hours
of operation.
Replace Air Cleaner Element
Replace Fuel Filter
CAUTION
the cap.
of the engine oil.
Figure 5-13
5. The inner element should not be removed when
cleaning or replacing the outer element. The
inner element is used to prevent dust from
entering the engine while servicing the outer
element.

damage.
6. Replace the element with a new one if the

element is damaged, excessively dirty or oily.
CAUTION
7. Clean inside of the air cleaner cover.

8. Install the element into the air cleaner case
(Figure 5-12, (4)).
9. Reinstall the air cleaner cover making sure you
match the arrow (Figure 5-12, (5)) on the cover
with the arrow on the case (Figure 5-12, (6)).

10. Latch the air cleaner cover to the case.
CAUTION

When the engine is operated in dusty

conditions, clean the air cleaner element more
frequently.

NEVER operate the engine with the air cleaner

element(s) removed. This may allow foreign
material to enter the engine and damage it.
54
may
Change the engine oil every 250 hours of operation

after the initial change at 50 hours. Replace the
engine oil filter at the same time. See Replace
Engine Oil and Engine Oil Filter on page 45.
CAUTION
For maximum engine life, Yanmar recommends
that when shutting the engine down, you allow
the engine to idle, without load, for five minutes.
This will allow the engine components that
operate at high temperatures, such as the
turbocharger (if equipped) and exhaust system,
to cool slightly before the engine itself is shut
down.
Replace Air Cleaner Element
CAUTION
The maximum air intake restriction, in terms of
differential pressure measurement, must not
exceed 0.90 psi (6.23 kPa; 635 mmAq). Clean or
replace the air cleaner element if the air intake
restriction exceeds the above mentioned value.
CAUTION
Replace the air cleaner element (Figure 5-12, (2))
every 500 hours even if it is not damaged or dirty.
When replacing the element, clean the inside of the
air cleaner case (Figure 5-12, (4)).
If the air cleaner is equipped with a double element,

only remove and replace the inner element (Figure
5-13, (1)) if the engine lacks power or the dust
indicator actuates (if equipped). This is in addition
to replacing the outer element.

Replace Fuel Filter

DANGER
may
4TNV98 & 4TNE98 (for D25G) Only
Replace the fuel filter at specified intervals to

prevent contaminants from adversely affecting the
diesel fuel flow.

certain conditions.
1. Stop the engine and allow it to cool.

2. Close the fuel cock of the fuel filter / water
separator.

3. Remove the fuel filter with a filter wrench, turning

it to the left (Figure 5-14, (1)). When removing
the fuel filter, carefully hold it to prevent the fuel
from spilling. Wipe up all spilled fuel.

injury.
55
Figure 5-14a
4. Place an approved container under fuel filter.
Figure 5-14
5. Carefully open the drain plug (Figure 5-15a, (1))
to drain fuel from the fuel filter.
4. Clean the filter mounting surface and apply a

small amount of diesel fuel to the gasket of the
new fuel filter.
6. Remove the fuel filter (Figure 5-14a, (2)) by

turning it to the left (Figure 5-14a, (3)). Wipe up
all spilled fuel.
5. Install the new fuel filter. Turn to the right (Figure

5-14, (2)) and hand-tighten it only until it comes
in contact with the mounting surface. Tighten to
14-17 ftlb (19.6-23.5 Nm; 2.0-2.4kgfm) or one
additional turn using the filter wrench.
7. Remove the drain plug (Figure 5-15a, (1)) from

the fuel filter (Figure 5-15a, (2)) by turning it to
the left (Figure 5-15a, (3)).
8. Check the condition of the drain plug O-ring
(Figure 5-15a, (4)). Replace the O-ring if
damaged.
Applicable Fuel Filter Part No.

4TNV98
A408064
6. Open the fuel cock of the fuel filter / water

separator.
7. Prime the fuel system. See Priming the Fuel
System on page 15.
8. Check for leaks.
4TNE98 (for D25S-5) Only

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 5-14a, (1)).
Figure 5-15
9. Set the drain plug aside for reinstallation.
56
10. Remove the fuel filter sensor assembly (Figure

5-15, (5)) by turning it to the left (Figure 5-15,
(3)).
DANGER
11. Carefully remove the in-line fuel filter (Figure 515, (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.

certain conditions.
NEVER use diesel fuel as a cleaning agent.
13. Carefully install the output nipple (Figure 5-15,

(8)).

injury.
14. Carefully install the fuel filter sensor assembly

(Figure 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)).
DANGER
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 515, (10)) and apply a small amount of diesel fuel
to the gasket of the new filter.

certain conditions.
17. Install the new fuel filter (Figure 5-14, (2)) by

turning 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)).


System on page 15.

injury.
21. Check for fuel leaks.

(Figure 5-14, (2))
4TNE98
A409559
57
2. Close (Figure 5-15, (2)) the fuel cock (Figure 515, (3)).
CAUTION
3. Loosen the drain cock (Figure 5-15, (4)) and

drain the contaminants. See Drain Fuel
Filter/Water Separator on page 41.
4. Turn the retaining ring (Figure 5-15, (5)) to the
left (Figure 5-15, (10)) and remove the cup
(Figure 5-15, (6)). If equipped, disconnect the
sensor wire (Figure 5-15, (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 5-15, (8)) from the

cup. Pour the contaminants into the container
and dispose of it properly.
may
7. Clean the element (Figure 5-15, (9)) and inside

cup. Replace the element if it is damaged.
Periodically clean the fuel filter / water separator

element and inside cup.
1. Position an approved container under the cup

(Figure5-15, (1)) of the fuel filter / water
separator to collect the contaminants.
4TNV98
A408054
4TNE98 (for D30G)
A408054
8. Install the element and O-ring in the bracket.

9. Position the float ring in the cup.
10. Check the condition of the cup O-ring. Replace
if necessary.
11. Install the cup to the bracket by tightening the
retaining ring to the right (Figure 5-15, (6)) to a
torque of 11-15 ftlb (15-20 Nm; 1.5-2.0kgfm).
12. Close the drain cock. Reconnect the sensor
wire if equipped.
13. Open the fuel cock (Figure 5-15, (3)).
System on page 15.
15. Check for leaks.
Figure 5-15
58

CAUTION
Perform the following maintenance every 1000

hours of operation.
Drain, Flush and Refill Cooling System With New
Coolant
Adjust Intake/Exhaust Valve Clearance
COOLANT HAZARD!
Drain, Flush and Refill Cooling System With

New Coolant

clean water.
DANGER

moderate injury.
SCALD HAZARD!
radiator cap.
CAUTION




injury.

WARNING

may
Engine coolant contaminated with rust or scale

reduces the cooling effect. Even when extended life
engine coolant is properly mixed, the engine
coolant gets contaminated as its ingredients
deteriorate. Drain, flush and refill the cooling
system with new coolant every 1000 hours or once
a year, whichever comes first.
BURN HAZARD!
and burn you.
serious injury.
1. Allow engine and coolant to cool.

2. Remove the radiator cap (Figure 5-16, (1)).
3. Remove the drain plug or open the drain cock
(Figure 5-16, (2)) at the lower portion of the
radiator and drain the engine coolant.
59
5. After draining the engine coolant, flush the

radiator and engine block to remove any rust,
scale and contaminants. Then reinstall and
tighten the drain plug or close the drain cock in
the radiator. Reinstall and tighten the cylinder
block drain plug or reconnect the coolant hose at
the oil cooler.
6. Fill radiator and engine with engine coolant. See
Filling Radiator with Engine Coolant on page 19.
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 Intake/Exhaust Valve and
Guide on page 67.
Figure 5-16
4. Drain the coolant from the engine block.
On models not equipped with an oil cooler,
remove the coolant drain plug (Figure 5-17,
(1)) from the engine block.
Figure 5-17
60

hours of operation.
Proper operation of the crankcase breather system

is required to maintain the emission requirements of
the engine. The EPA / ARB requires that the
crankcase breather system is inspected every 1500
hours.

There are three different crankcase breather

systems used on the TNV engines. Only the nonturbo TNV engines crankcase breather system
requires periodic maintenance.
WARNING
The non-turbo TNV engines use a crankcase

breather system that has a spring-backed
diaphragm (Figure 5-19, (1)) in the valve cover
(Figure 5-19, (2)). When the crankcase pressure
reaches a predetermined value, the diaphragm
opens a passage that allows crankcase fumes to be
routed to the intake manifold.
HIGH-PRESSURE HAZARD!
Avoid skin contact with the high-pressure
diesel fuel spray caused by a fuel system leak
such as a broken fuel injection line. Highpressure fuel can penetrate your skin and result
in serious injury. If you are exposed to highpressure fuel spray, obtain prompt medical
treatment.
To inspect the diaphragm and spring (Figure 5-19,

(3)):
1. Remove the bolts retaining the diaphragm cover
(Figure 5-19, (4)).

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 the fuel
injectors are inspected, cleaned and tested every
1500 hours. See Testing of Fuel Injectors on page
164.
This procedure is considered normal maintenance
and is performed at the owners expense. This
procedure is not covered by the Yanmar Limited
Warranty.
Figure 5-19
2. Remove the diaphragm cover, spring, diaphragm
plate (Figure 5-19, (5)) and diaphragm.
3. Inspect the diaphragm for tears. Inspect the
spring for distortion. Replace components if
necessary.
4. Reinstall the diaphragm, diaphragm plate, spring
and diaphragm cover. Tighten the diaphragm
bolts to specified torque.
61
Failure of the diaphragm and / or spring will cause

the loss of pressure control and allow an excessive
amount of crankcase fumes to be routed to the
intake manifold. This could result in excessive
deposits in the intake system, high engine exhaust
smoke levels, excessive engine oil consumption,
and / or engine run-on due to the burning of the
engine oil.
Regularly check the fuel system and engine coolant

system hoses. If they are cracked or degraded,
replace them. Replace the hoses at least every two
years.
Lap the Intake and Exhaust Valves
Adjustment is necessary to maintain proper contact
of the valves and seats. See Inspection of Intake
and Exhaust Valves on page 98.

hours of operation.
Check and Replace Fuel Hoses and Engine
Coolant Hoses
Lap the Intake and Exhaust Valves
Check and Replace Fuel Hoses and Engine
Coolant Hoses
CAUTION

may
62
Section 3. ENGINE
WARNING
WARNING
FUME / BURN HAZARD!

To prevent possible eye injury, always wear
SAFETY GLASSES while servicing the engine.
Always read and follow safety related

precautions found on containers of hazardous
substances like parts cleaners, primers, sealants
and sealant removers.
serious injury.
WARNING
CAUTION
NEVER leave the key in the key switch when you
are servicing the engine. Someone may
injury.

ALWAYS wear eye protection when servicing the

engine and when using compressed air or highpressure water. Dust, flying debris, compressed
air, pressurized water or steam may injure your
eyes.

serious injury..

moderate injury.
CAUTION
Be sure to secure the engine solidly to prevent
injury or damage to parts due to the engine
falling during work on the engine.
63
Section 3. Engine
CAUTION
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.

cap.
CAUTION

of the engine oil.
damage.
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 limit.
CAUTION
CAUTION

Remove or install the high-pressure fuel

injection lines as an assembly whenever
possible. Disassembling 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.

cap.
engine coolant.
CAUTION
Do not loosen or remove the four bolts retaining
the fuel injection pump drive gear to the fuel
injection pump hub. Do not disassemble the fuel
injection pump drive gear from the hub. Correct
fuel injection timing will be very difficult or
impossible to achieve.
CAUTION
Identify all parts and their location using an
appropriate method. It is important that all parts
are returned to the same position during the
reassembly process.
64
Section 3. Engine
CAUTION
Keep the piston pin parts, piston assemblies,
and connecting rod assemblies together to be
returned to the same position during the
reassembly process. Label the parts using an
appropriate method.
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.
65
Section 3. Engine
Introduction
This section of the Service Manual describes
servicing of the engine.
Cylinder Head Specifications

Adjustment Specifications
Model
Valve Bridge Clearance

(4-Valve Head Only)
Valve Clearance
4TNV98
0.006 - 0.010 in.

(0.15 - 0.25 mm)
4TNE98
0.006 - 0.010 in.

(0.15 - 0.25 mm)
Cylinder Head
4TNV98 Engine
Inspection Item
Standard
Limit
0.0020 in.
(0.05 mm) or less
0.0059 in.
(0.15 mm)
0.0142 - 0.0220 in.

(0.36 - 0.56 mm)
0.0138 - 0.0217 in.
(0.35 - 0.55 mm)
0.0315 in.
(0.8 mm)
0.0315 in.
(0.8 mm)
Intake
120
Exhaust
90
Seat Correction Angle
40, 150
Inspection Item
Standard
Limit
0.0020 in.
(0.05 mm) or less
0.0059 in.
(0.15 mm)
Intake
0.020 - 0.028 in.

(0.5 - 0.7 mm)
0.039 in.
(1.0 mm)
Exhaust
0.024 - 0.032 in.

(0.6 - 0.8 mm)
0.043 in.
(1.1 mm)
Intake
120
Exhaust
90
Combustion Surface Distortion (Flatness)
Valve Recession
4TNV98
(4-Valve Head)
Intake
Exhaust
Seat Angle
Valve Seat
(4-Valve)
Reference
Page
See Valve
Recession
on
Page 95
and 98.
See Valve
Face and
Valve Seat
on
Page 96
and 99.
4TNE98 Engine
Combustion Surface Distortion (Flatness)
Valve Sink
Valve Seat Angle
66
Reference
Page
See
Inspection
of Cylinder
Head on
page 94.
See
Inspection
of Intake
and
Exhaust
Valves on
page 95.
Section 3. Engine
Intake / Exhaust Valve and Guide Cont

4TNV98 Engine
Inspection Item
Intake
4TNV98
(4-Valve Head)
Exhaust
Standard
Limit
Guide Inside Diameter
0.2756 - 0.2762 in.

(7.000 - 7.015 mm)
0.2787 in.
(7.08 mm)
Valve Stem Outside

Diameter
0.2734 - 0.2740 in.

(6.945 - 6.960 mm)
0.2717 in.
(6.90 mm)
Oil Clearance
0.0016 - 0.0028 in.

(0.040 - 0.070 mm)
0.0067 in.
(0.17 mm)
0.2756 - 0.2762 in.

(7.000 - 7.015 mm)
0.2787 in.
(7.08 mm)
Valve Stem Outside

Diameter
0.2732 - 0.2738 in.

(6.940 - 6.955 mm)
0.2717 in.
(6.90 mm)
Valve Stem Bend
0.0018 - 0.0030 in.

(0.045 - 0.075 mm)
0.0067 in.
(0.17 mm)
Valve Guide Projection From Cylinder Head
Valve Guide Installation Method
0.3819 - 0.3937 in.

(9.70 - 10.00 mm)
Cold-fitted
Reference
Page
See
Inspection of
Valve
Guides on
page 94.
See
Reassembly
of Valve
Guides on
page 97
and 103.
0.460 - 0.472 in.

(11.7 - 12.0 mm)
See
Reassembly
of Intake and
Exhaust
Valves on
page 98.
Standard
Limit
Reference
Page
0.3156 - 0.3161 in.

(8.015 8.030 mm)
0.3189 in.
(8.10 mm)
Valve Stem Outside Diameter
0.3136 - 0.3142 in.

(7.965 7.980 mm)
0.3110 in.
(7.90 mm)
0.0014 - 0.0026 in.

(0.035 - 0.065 mm)
0.3156 - 0.3161 in.
(8.015 8.030 mm)
0.3136 - 0.3138 in.
(7.965 7.970 mm)
0.0018 - 0.0030 in.
(0.045 - 0.075 mm)
0.0071 in.
(0.18 mm)
0.3189 in.
(8.10 mm)
0.3110 in.
(7.90 mm)
0.0071 in.
(0.18 mm)
Valve Stem Seal Projection From Cylinder Head
4TNE98 Engine
Inspection Item
Intake Valve
Oil Clearance
Exhaust Valve
Valve Stem Outside Diameter

Oil Clearance
0.58 - 0.60 in.

(14.7 15.0 mm)
Valve Guide Projection From Cylinder Head
0.66 - 0.70 in.

(16.7 17.0 mm)
Valve Stem Seal Projection From Cylinder Head
67
See
Inspection of
Intake and
Exhaust
Valves on
page 95.
See
Assembly of
Valve
Guides on
page 98.
See
Assembly of
Valve
Guides on
page 98.
Section 3. Engine
Push Rod
Standard
Limit
Reference
Page
Less than
0.0012 in. (0.03 mm)
0.0012 in.
(0.03 mm)
See Push
Rod Bend
on page 93.
Standard
Limit
Reference
Page
Arm Shaft Hole Diameter
0.7283 - 0.7291 in.

(18.500 - 18.520 mm)
0.7311 in.
(18.57 mm)
Shaft Outside Diameter
0.7272 - 0.7280 in.

(18.470 - 18.490 mm)
0.7260 in.
(18.44 mm)
0.0004 - 0.0020 in.

(0.010 - 0.050 mm)
0.0051 in.
(0.13 mm)
Standard
Limit
4TNV98 (4-Valve Head)
1.5630 in.
(39.7 mm)
1.5433 in.
(39.2 mm)
4TNE98
1.87 in.
(47.5 mm)
4TNV98 (4-Valve Head)
0.0551 in.
(1.4 mm)
4TNE98
0.05 in.
(1.2 mm)
Inspection Item
Page Push Rod Bend
Rocker Arm and Shaft

Inspection Item
Oil Clearance
See
Inspection of
Rocker Arm
Assembly on
page 93 and
94.
Valve Spring
Inspection Item
Model
Free Length
Squareness
Reference
Page
See
Inspection of
Valve
Springs on
page 97 and
101.
Camshaft and Timing Gear Train Specifications

Camshaft
Standard
Limit
Reference
Page
0.0020 - 0.0079 in.

(0.05 - 0.20 mm)
0.0118 in.
(0.030 mm)
See
Removal of
Camshaft on
page 114.
0 - 0.0008 in.
(0 - 0.02 mm)
0.0020 in.
(0.05 mm)
4TNV98
1.7087 - 1.7165 in.

(43.400 - 43.600 mm)
1.6988 in.
(43.150 mm)
4TNE98
1.6707 - 1.6758 in.

(42.435 42.565 mm)
1.6608 in.
(42.185 mm)
Inspection Item
End Play
Bend (1/2 the dial gauge reading)
Cam Lobe Height
See
Inspection of
Camshaft on
page 125.
Shaft Outside Diameter / Bearing Inside Diameter
68
Section 3. Engine
(Camshaft Cont.)
Inspection Item
Reference
Page
Standard
Limit
Bushing Inside Diameter
1.9681 - 1.9707 in.

(49.990 - 50.055 mm)
1.9736 in.
(50.130 mm)
Camshaft Outside Diameter
1.9655 - 1.9665 in.

(49.925 - 49.950 mm)
1.9642 in.
(49.890 mm)
0.0016 - 0.0051 in.

(0.040 - 0.130 mm)
0.0094 in.
(0.240 mm)
1.9685 - 1.9695 in.

(50.000 - 50.025 mm)
1.9724 in.
(50.100 mm)
1.9650 - 1.9659 in.

(49.910 - 49.935 mm)
1.9636 in.
(49.875 mm)
0.0026 - 0.0045 in.

(0.065 - 0.115 mm)
0.0089 in.
(0.225 mm)
1.9685 - 1.9695 in.

(50.000 - 50.025 mm)
1.9724 in.
(50.100 mm)
1.9655 - 1.9665 in.

(49.925 - 49.950 mm)
1.9642 in.
(49.890 mm)
0.0020 - 0.0039 in.

(0.050 - 0.100 mm)
0.0083 in.
(0.210 mm)
Standard
Limit
Shaft Outside Diameter
1.8091 - 1.8100 in.

(45.950 - 45.975 mm)
1.8071 in.
(45.900 mm)
1.8110 - 4.8120 in.

(46.000 - 46.025 mm)
1.8140 in.
(46.075 mm)
0.0010 - 0.0030 in.

(0.025 - 0.075 mm)
0.0069 in.
(0.175 mm)
Standard
Limit
Crank Gear, Cam Gear, Idler Gear, Fuel Injection

Pump Gear and PTO 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)
Gear End
Oil Clearance
Intermediate
Oil Clearance
Flywheel End
Oil Clearance
See
Inspection of
Camshaft on
page 125.
Idler Gear Shaft and Bushing

Inspection Item
Oil Clearance
Reference
Page
See
Inspection of
Idler Gear
and Shaft on
page 126.
Timing Gear Backlash

Inspection Item
69
Reference
Page
See
Checking
Timing Gear
Backlash on
page 112.
Section 3. Engine
Crankshaft and Piston Specifications

Crankshaft
NOTE : Check appropriate parts catalog for various
sizes of replacement main bearing inserts.
Inspection Item
Limit
0.0008 in.
(0.02 mm)
Journal Outside
Diameter
2.2816 - 2.2820 in.

(57.952 - 57.962 mm)
2.2796 in.
(57.902 mm)
Bearing Inside
Diameter
2.2835 - 2.2845 in.

(58.000 - 58.026 mm)
Bearing Insert
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)
Journal Outside
Diameter
2.5572 - 2.5576 in.

(64.952 - 64.962 mm)
2.5552 in.
(64.902 mm)
Bearing Inside
Diameter
2.5590 - 2.5598 in.

(65.000 - 65.020 mm)
Bearing Insert
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)
Standard
Limit
4TNV98
0.0051 - 0.0091 in.

(0.13 - 0.23 mm)
0.0110 in.
(0.28 mm)
4TNE98
0.0043 - 0.0083 in.

(0.11 - 0.21 mm)
0.0110 in.
(0.28 mm)
Bend (1/2 the dial gauge reading)
Connecting Rod Journals
Main Bearing Journal
Reference
Page
Standard
See
Inspection of
Crankshaft
on Page
124.
See
Inspection of
Crankshaft
on page
124.
Thrust Bearing
Inspection Item
Reference
Page
Crankshaft End Play
70
See
Removal of
Crankshaft
on Page
118.
Section 3. Engine
Piston
Inspection Item
Standard
Limit
3.8555 - 3.8567 in.

(97.930 - 97.960 mm)
3.8541 in.
(97.895 mm)
0.8661 in.
(22 mm)
Hole Inside Diameter
1.1811 - 1.1815 in.

(30.000 - 30.009 mm)
1.1826 in.
(30.039 mm)
Pin Outside Diameter
1.1807 - 1.1811 in.

(29.989 - 30.000 mm)
1.1795 in.
(29.959 mm)
0.0000 - 0.0008 in.

(0.000 - 0.020 mm)
0.0031 in.
(0.080 mm)
Piston Outside Diameter

(Measure at 90 to the Piston Pin.)
Piston Diameter Measure Location(Upward
From the Bottom of the Piston.)
Piston Pin
Oil Clearance
Reference
Page
See
Inspection of
Pistons,
Piston Rings
and Wrist
Pin on page
122.
See
Inspection of
Pistons,
Piston Rings
and Wrist
Pin on page
122.
Piston Ring
Model
Inspection Item
Limit
Ring Groove Width
0.0803 - 0.0811 in.

(2.040 - 2.060 mm)
Ring Width
0.0764 - 0.0772 in.

(1.940 - 1.960 mm)
0.0756 in.
(1.920 mm)
Side Clearance
0.0031 - 0.0047 in.

(0.080 - 0.120 mm)
End Gap
0.0098 - 0.0177 in.

(0.250 - 0.450 mm)
0.0213 in.
(0.540 mm)
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 Gap
0.0177 - 0.0256 in.

(0.450 - 0.650 mm)
0.0287 in.
(0.730 mm)
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 Gap
0.0098 - 0.0177 in.

(0.250 - 0.450 mm)
0.0217 in.
(0.550 mm)
Top Ring
4TNV98
Reference
Page
Standard
Second Ring
Oil Ring
71
See
Inspection of
Pistons,
Piston Rings
and Wrist
Pin on page
122.
Section 3. Engine
Connecting Rod
Connecting Rod Small End
Inspection Item
Standard
Limit
Wrist Pin Bushing Inside Diameter
1.1821 - 1.1826 in.

(30.025 - 30.038 mm)
1.1838 in.
(30.068 mm)
Wrist Pin Outside Diameter
1.1806 - 1.1811 in.

(29.987 - 30.000 mm)
1.1795 in.
(29.959 mm)
0.0010 - 0.0020 in.

(0.025 - 0.51 mm)
0.0043 in.
(0.109 mm)
Oil Clearance
Reference Page
See Inspection of
Connecting Rod on
page 124.
Connecting Rod Big End

Inspection Item
Standard
Limit
4TNV98
0.0079 - 0.0157 in.

(0.20 - 0.40 mm)
4TNE98
0.0051 - 0.0091 in.
Side Clearance
(Thrust Clearance)
Reference
Page
See Inspection of
Connecting Rod on
page 124.
See Special Torque Chart on page 69 for other specifications.
Tappet
Inspection Item
Standard
Limit
Tappet Bore (Block) Inside Diameter
0.4724 - 0.4731 in.

(12.000 - 12.018 mm)
0.4739 in.
(12.038 mm)
Tappet Stem Outside Diameter
0.4715 - 0.4720 in.

(11.975 - 11.990 mm)
0.4707 in.
(11.955 mm)
0.0004 - 0.0017 in.

(0.010 - 0.043 mm)
0.0033 in.
(0.083 mm)
Oil Clearance
72
Reference Page
See Inspection of
Tappets on page
124.
Section 3. Engine
Cylinder Block Specifications

Cylinder Block
Inspection Item
Cylinder Inside Diameter
Roundness
Cylinder Bore
Taper
Reference
Page
Standard
Limit
3.8583 - 3.8594 in.

(98.000 - 98.030 mm)
3.8634 in.
(98.130 mm)
0.0004 in. (0.01 mm)

or less
0.0012 in.
(0.03 mm)
See
Inspection
of Cylinder
Block on
page 121.
Special Torque Chart

Torque for Bolts and Nuts
Thread Diameter
and Pitch
Torque
Lubricating Oil
Application
(Thread Portion
and Seat Surface)
Cylinder Head Bolt
M11 x 1.25 mm
76 - 83 ftlb
(103.1 - 112.9 Nm;
10.5 - 11.5 kgfm)
Applied
Connecting Rod Bolt
M10 x 1.0 mm
40 - 43 ftlb
(53.9 - 58.8 Nm;
5.5 - 6.0 kgfm)
Applied
Flywheel Bolt
M14 x 1.5 mm
137 - 152 ftlb

(186.2 - 205.8 Nm;
19 - 21 kgfm)
Applied
Component
73
Section 3. Engine
(Torque for Bolts and Nuts Cont.)
Thread Diameter and

Pitch
Torque
Lubricating Oil
Application
(Thread Portion
and Seat Surface)
Main Bearing Cap Bolt
M11 x 1.25 mm
80 - 87 ftlb
(108.1 - 117.9 Nm;
11.0 - 12.0 kgfm)
Applied
Crankshaft Pulley Bolt
M14 x 1.5 mm
80 - 94 ftlb
(107.9 - 127.5 Nm;
11.0 - 13.0 kgfm)
Applied
Fuel Injector
Bolt
4TNV98
M8 x 1.25 mm
17 - 21 ftlb
(22.6 - 28.4 Nm;
2.3 - 2.9 kgfm)
Not Applied
Fuel Pump
Drive Gear
Nut
4TNV98
M18 x 1.5 mm
83 - 90 ftlb
(113 - 123 Nm;
11.5 - 12.5 kgfm)
Not Applied
High-Pressure
Fuel Lines Bolt
4TNV98
M12 x 1.5 mm
174 - 217 inlb

(19.6 - 24.5 Nm;
2.0 - 2.5 kgfm)
Not Applied
Fuel Return
Line Joint Bolt
4TNV98
M6 x 1.0 mm
70 - 86 inlb
(7.8 - 9.8 Nm;
0.8 - 1.0 kgfm)
Not Applied
Component
See Tightening Torques for Standard Bolts and Nuts on page 23 for standard hardware torque values.
74
Section 3. Engine
Special Service Tools

No.
Tool Name
Applicable Model and Tool Size

Model
Valve Guide
Tool (For
Removing
Valve Guide)
Illustration
L1
L2
d1
d2
4TNV98
0.787 in.
(20 mm)
2.953 in.
(75 mm)
0.256 in.
(6.5 mm)
0.394 in.
(10 mm)
4TNE98
0.787 in.
(20 mm)
2.953 in.
(75 mm)
0.295 in.
(7.5 mm)
0.433 in.
(11 mm)
Locally Manufactured
Model
2
Valve Guide
Tool (For
Installing
Valve Guide)
L1
L2
d1
d2
4TNV98
0.276 in.
(7 mm)
2.362 in.
(60 mm)
0.512 in.
(13 mm)
0.630 in.
(16 mm)
4TNE98
0.591 in.
(15 mm)
2.559 in.
(65 mm)
0.551 in.
(14 mm)
0.787 in.
(20 mm)
Connecting
Rod Bushing
Replacer
(For
Removal/
Installation of
Connecting
Rod
Bushing)
L1
L2
d1
d2
0.787 in.
(20 mm)
3.937 in.
(100 mm)
1.181 in.
(30 mm)
1.299 in.
(33 mm)
Valve Spring
Compressor
(For
Removal/
Installation of
Valve Spring)
Yanmar Part No.

129100-92630
Model
Stem Seal
Installer
(for Installing
Valve Stem
Seal)
d1
d2
d3
L1
L2
L3
4TNV98
0.598
in.
(15.2
mm)
0.827
in.
(21
mm)
0.472
in.
(12
mm)
0.465
in.
(11.8
mm)
2.559
in.
(65
mm)
0.157
in.
(4
mm)
4TNE98
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)
75
Section 3. Engine
(Special Service Tools Cont.)

No.
Tool Name
Applicable Model and Tool Size
Filter Wrench
(For Removal
/ Installation
of Engine Oil
Filter)
Available Locally
Camshaft
Bushing Tool
(For
Extracting
Camshaft
Bushing)
Illustration
L1
L2
d1
d2
0.709 in.
(18 mm)
2.756 in.
(70 mm)
1.968 in.
(50 mm)
2.087 in.
(553 mm)
Allowance
- 0.3
d1 - 0.6
d2
- 0.3
- 0.6
Flex-Hone
(For
Preparation
of Cylinder
Walls)
Yanmar Part No.
Cylinder Bore
129400-92440
3.504 - 3.976 in.

(89 - 101 mm)
10
Piston Ring
Compressor
(For Installing
Piston)
Yanmar Part No. 95550-002476

The Piston Insertion Tool is Applicable for 2.362 - 4.921 in.
(60 - 125 mm) Diameter Pistons
11
Piston Ring
Expander
(For Removal
/ Installation
of Piston
Ring)
Available Locally
12
Crankshaft
Pulley
Installing Tool
76
Section 3. Engine
Measuring Instruments
No.
Instrument Name
Application
Dial Indicator
Locally Available
Measure shaft bend and end play
Test Indicator
Locally Available
Measurements of narrow or deep

portions that cannot be measured by dial
gauge
Magnetic Stand
Locally Available
For holding the dial gauge when

measuring
Micrometer
Locally Available
For measuring the outside diameters of

crankshaft, pistons, piston pins, etc.
Cylinder Bore
Gauge
Locally Available
For measuring the inside diameters of

cylinder liners, bearing bores, etc.
Calipers
Locally Available
For measuring outside diameters, depth,

thickness and width
Depth
Micrometer
Locally Available
For measuring of valve recession
Square
Locally Available
For measuring valve spring inclination

and straightness of parts
77
Illustration
Section 3. Engine
No.
Instrument Name
Application
V-Block
Locally Available
For measuring shaft bend
10
Torque Wrench
Locally Available
For tightening nuts and bolts to the

specified torque
11
Feeler Gauge
Locally Available
For measuring piston ring gaps,

piston ring clearance, and valve
adjustment clearance
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
78
Illustration
Section 3. Engine
No.
15
Instrument Name
Application
Circuit Tester
For measuring resistance, voltage and

continuity of electrical circuits
Compression Gauge Kit
For measuring compression

pressureGauge Set Part No. TOL97190080
New Comperssion Test

Adaptor
Adapter for direct injection 2-valve

cylinder headAdapter Part No. 11980292950
Illustration
16
79
Section 3. Engine
Cylinder Head
Cylinder Head Components
4TNV98 Engine
Figure 6-36
80
Section 3. Engine
(1) Crankcase Breather Cover.

(4) Crankcase Breather Diaphragm.
(7) Valve Cover Nut O-Ring .
(10) Rocker Arm Shaft Support.
(13) Valve Adjusting Screw (Primary).
(15) Rocker Arm Shaft Aligning Stud.
(18) Valve Guide.
(21) Exhaust Valve.
(24) Fuel Injector Nozzle Seat.
(27) Spring Retainer.
(30) Valve Bridge Seat.
(33) Push Rod.
(36) Valve Cover.
(2) Diaphragm Spring.

(3) Diaphragm Cup.
(5) Oil Fill Cap.
(6) Valve Cover Nut.
(8) Valve Cover Gasket.
(9) Support Bolt.
(11) Wave Washer.
(12) Fuel Injector Retainer Bolt.
(14) Valve Adjusting Screw Lock Nut (Primary).
(16) Fuel Injector Retainer.
(17) Valve Stem Seal.
(19) Cylinder Head.
(20) Intake Valve.
(22) Cylinder Head Gasket.
(23) Fuel Injector Nozzle Protector.
(25) Valve Spring.
(26) Valve Bridge Guide.
(28) Valve Keepers.
(29) Valve Bridge.
(31) Valve Adjusting Screw Lock Nut (Secondary). (32) Valve Adjusting Screw (Secondary).
(34) Rocker Arm Shaft.
(35) Crankcase Breather Components.
81
Section 3. Engine
Disassembly of 4-Valve Cylinder Head

CAUTION
Prepare a clean, flat working surface on a

workbench large enough to accommodate the
cylinder head assembly. Discard all gaskets, O-rings
and seals. Use new gaskets, O-rings and seals on
reassembly of the cylinder head.

the fuel lines.
1. Drain the coolant from the engine into a suitable

container. See Drain, Flush and Refill Cooling
System with New Coolant on page 163.
3. Disconnect the fuel return hose (Figure 6-37, (2))

from the cylinder head.
CAUTION
reassembly process.
4. Disconnect the hoses (Figure 6-37, (3)) from the

cold start device on the fuel injection pump.
5. Remove the turbocharger-to-intake manifold hose
(Figure 6-38, (1)) (if equipped).
6. Disconnect the electrical wire from the intake air
heater (Figure 6-38, (12)).
2. Remove the high pressure fuel injection lines

(Figure 6-37, (1)). See Removal of Fuel Injectors
on page7-31.
7. Remove the intake manifold bolts (Figure 6-38,

(11)). Remove the intake manifold (Figure 6-38,
(10)). Discard the intake manifold gasket (Figure
6-38, (9)).
8. Remove the exhaust manifold bolts (Figure 6-38,
(7)). Remove the exhaust manifold (Figure 6-38,
(6)) with the turbocharger attached. Discard the
exhaust manifold gasket. (Figure 6-38, (5)).
Figure 6-37
82
Section 3. Engine
Figure 6-38
10. Remove the engine coolant pump. See
Disassembly of Engine Coolant Pump on page
207.
Removal of Valve Cover

NOTE: The high pressure fuel injection lines and
valve cover grommets must be removed prior to
removing the valve cover. See Removal of Fuel
Injectors on page 163.
Figure 6-40
1. Remove the high-pressure fuel lines.
5. Remove the valve cover (Figure 6-40, (3)).
Discard the valve cover gasket (Figure 6-40, (6)).
2. Use a flat-blade screwdriver (Figure 6-39) to

remove the fuel injection line grommets (Figure 640, (1)) from the valve cover (Figure 6-40, (3))
and fuel injectors (Figure 6-40, (2)). There is a
notch at the 3 oclock position in the valve cover
opening to insert the screwdriver.
6. Inspect and clean the crankcase breather

assembly. See Inspect Crankcase Breather
System on page 61.
Figure 6-39
3. Remove the valve cover nuts (Figure 6-40, (4)).
4. Remove the O-ring (Figure 6-40, (5)) on each
valve cover nut.
83
Section 3. Engine
Removal of Rocker Arm Assembly
Disassembly of Rocker Arm Assembly
1. Remove the fuel injectors from the cylinder head.

See Removal of Fuel Injectors on page 163.
NOTE : Identify the rocker arms so they can be

reinstalled with the original matching valve and
pushrod.
2. Remove the bolts (Figure 6-41, (1)) that retain the

rocker arm shaft supports to the cylinder head.
1. Remove the rocker arm shaft alignment studs

(Figure 6-42, (5)) from the rocker arm shaft
supports (Figure 6-42, (6)).
3. Remove the rocker arm and shaft assembly from

the cylinder head.
2. Slide the supports, wave washers (Figure 6-42,

(7)), rocker arms (Figure 6-42, (8)), and fuel
injector retainers (Figure 6-42, (4)) off the rocker
shaft (Figure 6-42, (1)), leaving these parts in
order on the bench surface.
NOTE : Identify the push rods and valve bridges so

they can be installed in their original locations.
4. Remove the push rods (Figure 6-41, (2)).
5. Remove the valve bridge assemblies (Figure 641, (3)). Remove the seat (Figure 6-41, (4)) from
each valve bridge.
6. Identify all parts so that they will be reinstalled in
their original locations.
Figure 6-42
NOTE : Figure 6-42 shows components for one
cylinder. Components for all remaining cylinders are
assembled in the same order.
3. Remove the valve adjusting screw (Figure 6-42,
(2)) and the lock nut (Figure 6-42, (3)) from the
rocker arms.
Figure 6-41
84
Section 3. Engine
Removal of Cylinder Head

1. Loosen the cylinder head bolts following the
sequence shown in (Figure 6-43).
Figure 6-43
1) Cooling Fan End
2) Camshaft Side
Figure 6-44
2. Remove the cylinder head bolts (Figure 6-44, (1)).
Removal of Intake and Exhaust Valves
3. Lift the cylinder head away from the cylinder block.

Discard the cylinder head gasket (Figure 6-44,
(2)). Place the cylinder head on the work bench to
prevent damage to the combustion surface.
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 6-45).
Figure 6-45
85
Section 3. Engine
3. Remove the valve keepers (Figure 6-46, (1)).
Removal of Valve Guides
4. Slowly release the tension on the valve spring.
NOTE : Removal of the valve guides should be

postponed until inspection and measurement
procedures have been performed. See Inspection of
Valve Guides on page 94.
5. Remove the spring retainer (Figure 6-46, (2)),

valve spring (Figure 6-46, (3)).
1. Using a drift pin and hammer, drive the valve

guides (Figure 6-47, (1)) out of the cylinder head.
Figure 6-47
Figure 6-46
6. Repeat the procedure with all the remaining
valves.
NOTE : If the valves are to be reused, identify them
so they can be installed in their original location.
7. Remove the injector nozzle protectors (Figure 646, (6)) and the seats (Figure 6-46, (7)).
8. Turn the cylinder head so the exhaust port side
faces down. Remove the intake and exhaust
valves (Figure 6-46, (5)) from the cylinder head.
9. Remove the valve stem seals (Figure 6-46, (4)).
86
Section 3. Engine
4TNE98 Engine
Figure 6-1
87
Section 3. Engine
(1) Valve Cover Nut

(4) Valve Cover Gasket
(7) Cylinder Head Bolt
(10) Valve Keepers
(13) Valve Stem Seal
(16) Exhaust Valve
(19) Glow Plug
(22) Support Bracket Bolt
(25) Support Bracket
(28) Valve Adjusting Screw Lock Nut
(2) Valve Cover Nut O-ring

(5) Rocker Arm Shaft
(8) Glow Plug Harness
(11) Spring Retainer
(14) Valve Guide
(17) Cylinder Head Gasket
(20) Glow Plug Cover
(23) Rocker Arm Shaft Spring
(26) Rocker Arm
(29) Valve Adjusting Screw
88
(3) Valve Cover

(6) Rocker Arm Shaft Retaining Screw
(9) Valve Cap
(12) Valve Spring
(15) Intake Valve
(18) Cylinder Head
(21) Push Rod
(24) Support Bracket Stud
(27) Rocker Arm Shaft Retaining Ring
(30) Support Bracket Nut
Section 3. Engine
Disassembly of Cylinder Head
Removal of Glow Plugs

cylinder head assembly. Discard all gaskets, O-rings
and seals.
1. Remove the glow plug cover (Figure 6-3, (2))

from each of the glow plugs (Figure 6-3, (1)).
2. Disconnect the glow plug harness (Figure 6-3,
(3)) from the glow plugs.
3. Remove the glow plugs from the cylinder head
(Figure 6-3, (4)).
CAUTION
assembly process.
0000080en
1. Remove the intake manifold bolts (Figure 6-2,

(1)). Remove the intake manifold (Figure 6-2, (3)).
Discard the intake manifold gasket (Figure 6-2,
(3)).
Figure 6-3
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
necessary.
Figure 6-2
2. Remove the exhaust manifold bolts (Figure 6-2,
(4)) and nuts (Figure 6-2, (5)). Remove the
exhaust manifold (Figure 6-2, (6)). Discard the
exhaust manifold gasket (Figure 6-2, (7)).
3. Remove the water pump from the engine. See
Disassembly of Engine Coolant Pump on 205.
4. Remove the fuel injectors from the cylinder head.
See Removal of the Fuel Injectors on page 196.
89
Section 3. Engine
Figure 6-4
3. Remove the valve cover (Figure 6-4, (3)). Discard
the valve cover gasket (Figure 6-4, (4)).
Figure 6-6
Removal of Rocker Arm Assembly
Disassembly 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.
1. Remove the rocker arm shaft alignment screw

(Figure 6-7, (1)) from the support bracket that
secures the rocker arm shaft (Figure 6-7, (2)).
2. Lift the rocker arm assembly from the cylinder

head.
2. Remove the retaining rings (Figure 6-7, (3)) from

the ends of the rocker arm shaft (Figure 6-7, (2)).
3. Lift the push rods from the cylinder head.
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
-7, (6)).
4. Number the push rods so that they are reinstalled

with the same valve tappet and rocker arm.
NOTE : The rocker arm shaft fits tightly in the rocker

arm support brackets. Clamp the support 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 : Mark the rocker arms so they can be
reinstalled with the original matching valve and
pushrod.
90
Section 3. Engine
Figure 6-7
4. .If necessary, remove the valve adjusting screw
(Figure 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).
Figure 6-9
Removal of Intake / Exhaust Valves
1. Place the cylinder head on the work bench with
the combustion side down.
one of the valve springs (Figure 6-10).
1. Fan Side
2. Camshaft Side
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
prevent damage to the combustion surface.
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.
91
Section 3. Engine
4. Slowly release the tension on the valve spring.

5. Remove the spring retainer (Figure 6-11, (3)),
valve spring (Figure 6-11, (4)) and valve stem
seal (Figure 6-11, (5)).
Figure 6-12
Cleaning of Cylinder Head Components
WARNING
Figure 6-11
6. Repeat this procedure until all the intake and
exhaust valve springs and valve stem seals are
removed.
FUME / BURN HAZARD!

NOTE : If you are going to reinstall the valves in the

cylinder head, mark them so they can be installed in
their original location.

serious injury.
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.
92
Section 3. Engine
Thoroughly clean all components using a nonmetallic brush and an appropriate solvent. Each part
must be free of carbon, metal filings and other
debris.
Inspection of Push Rods

Push Rod Bend
1. Place the push rods on a flat inspection block or
layout bed.
Inspection of Cylinder Head

Components
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.
Visually inspect the parts. Replace any parts that are

obviously discolored, heavily pitted or otherwise
damaged. Discard any parts that do not meet its
specified limit.
3. Use a feeler gauge to measure the gap (Figure 648). See Push Rod on page 68 for the service 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 limit.
Figure 6-48
Inspection of Rocker Arm Assembly

Rocker Arm Shaft Hole Diameter
1. Use a telescoping gauge and micrometer to
determine if the inside diameter of all the rocker
arm support brackets and the rocker arms (Figure
6-49) are within the specified limits. See Rocker
Arm and Shaft on page 68 for the service limit.
2. Inspect the contact areas (Figure 6-49, (1)) for
excessive wear or damage.
93
Section 3. Engine
Inspection of Valve Guides

Valve Guide Inside Diameter
Visually inspect the valve guides for distortions,
scoring or other damage.
NOTE : Measure the valve guides while they are
installed in cylinder head.
Use a telescoping gauge and micrometer to
measure the inside diameter at each end of the
valve guide. Measure in three places and 90 apart
(Figure 6-51). See Intake/Exhaust Valve and Guide
on page 67 for the service limit. Replace the valve
guides if not within specification.
Figure 6-49
Rocker Arm Shaft Outside Diameter
Use a micrometer to measure the rocker arm shaft
diameter (Figure 6-50). Measure at each rocker arm
location in two directions 90 apart (Figure 6-50).
See Rocker Arm and Shaft on page 68 for the
service limit.
Figure 6-51
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 cylinder head
distortion (Figure 6-52). Measure diagonally and
along each side. See Cylinder Head on page 66 for
the service limit.
Figure 6-50
Figure 6-52
94
Section 3. Engine
Valve Stem Bend
If distortion exceeds the service limit, resurface or

replace the cylinder head. Remove only enough
material to make the cylinder head flat, but do not
remove more than 0.008 in (0.20 mm).
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 6-54). See
Intake/Exhaust Valve and Guide on page 67 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
6-53, (1)). See Intake/Exhaust Valve and Guide on
page 67 for the service limit.
Figure 6-54
Valve Recession
NOTE: The valve guides must be installed to
perform this check.
Figure 6-53
Insert the valves into their original locations and
press them down until they are fully seated. Use a
depth micrometer (Figure 6-55) to measure the
difference between the cylinder head gasket surface
and the combustion surface of each exhaust and
intake valve (Figure 6-56). See Cylinder Head on
page 66 for the service limit.
Figure 6-55
NOTE : 2-Valve cylinder head is shown. 4-Valve
cylinder head is similar.
95
Section 3. Engine
Coat the valve seat with a thin coat of bluing

compound. Install the valve and rotate to distribute
bluing onto the valve face. The contact pattern
should be approximately centered on the valve face
(Figure 6-57, (1)) and even in width.
Figure 6-56
Valve Face and Valve Seat
Always check the clearance between the valve and
valve guide before grinding or lapping the valve
seats. See Intake/Exhaust Valve and Guide on page
67 for the service limit. If the clearance exceeds the
limit, replace the valve and/or valve guide to bring
the clearance within the limit.
Figure 6-57
Roughness or burrs will cause poor seating of a
valve. Visually inspect the seating surfaces of each
valve and valve seat to determine if lapping or
grinding is needed.
Also visually inspect the valve seat for even contact.

Light cutting can be performed by the use of a handoperated cutter (Figure 6-58).
Visually inspect all valves faces and valve seats for

pitting, distortion, cracking, or evidence of
overheating. Usually the valves and valve seats can
be lapped or ground to return them to serviceable
condition. Severely worn or damaged components
will require replacement.
Figure 6-58
Valve seat diameter can be adjusted by top-grinding
with a 150 stone to make the seat diameter smaller,
and bottom-grinding using a 40 stone to make the
seat diameter larger. Once the seat location has
been corrected, grind and lap the seat angle (Figure
6-58, (1)) to specification. See Cylinder Head on
page 66 for specifications.
96
Section 3. Engine
Free Length
Grind the valve face and/or valve seat as necessary

to return them to serviceable condition. Grinding is
needed if the valve and valve seat do not contact
correctly. Check the valve margin and valve
recession after grinding.
Use a caliper to measure the length of the spring

(Figure 6-60). See Valve Spring on page 68 for the
service limit.
If the valve or seat require grinding, lap the valve

after grinding. Lap the valve face to the valve seat
using a mixture of valve lapping compound and
engine oil.
Be sure to thoroughly wash all parts to remove all
grinding powder or compound.
Inspection of Valve Springs

Inspect the valve springs. If damage or corrosion is
seen, or if measurements exceed the specified limits,
replace the springs.
Figure 6-60
Fractures
Check for fractures on the inside and outside
portions of the springs. If the valve spring is
fractured, replace the valve spring.
Inspection of Valve Bridges

4TNV98 Engine Only
Corrosion
Check for corrosion of spring material caused by
oxidation.
Visually inspect the contact surface at both ends of

the valve bridge (Figure 6-61, (2)) for excessive
wear or mushrooming.
Squareness
Remove and inspect the seat (Figure 6-61, (1)).
Use a flat surface and a square to check each

spring for squareness (Figure 6-59). See Valve
Spring on page 68 for the service limit.
Measure the diameter of the valve bridge guide pin

bore in the valve bridge and guide pin (Figure 6-61,
(3)). See Rocker Arm and Shaft on page 68 for the
service limit.
Figure 6-59
Figure 6-61
97
Section 3. Engine
3. Finish installing the valve guides (Figure 6-63,

(1)) into the cylinder head to the proper height
(Figure 6-63, (3)) using the valve guide installation
tool (Figure 6-63, (2)). See Intake/Exhaust Valve
and Guide on page 67.
Reassembly of Cylinder Head

Use new gaskets, O-rings, and seals on reassembly
of the cylinder head.
IMPORTANT
Liberally oil all components during reassembly to
prevent premature wear or damage.
Reassembly 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.
Figure 6-63
2. Immediately after removing the valve guides from

the freezer, insert the valve guides (Figure 6-62,
(1)) in their proper positions.
Reassembly of Intake and Exhaust Valves
IMPORTANT
Always install new valve stem seals. The exhaust
valve seals can be identified by having yellow paint.
Ensure they are installed in the correct locations.
4TNV98 Engine
1. Oil the lip of the valve stem seal (Figure 6-64, (2)).
Using the valve stem seal installation tool (Figure
6-64, (1)), install a new valve stem seal on each of
the valve guides (Figure 6-64, (3)).
4TNE98 Engine
Figure 6-64
Figure 6-62
98
Section 3. Engine
2. Measure the distance (Figure 6-65, (1)) from the

cylinder head to the valve stem seal to ensure
proper clearance (Figure 6-65, (2)) between the
guide and seal. See Intake/Exhaust Valve and
Guide on page 67.
4TNE98 Engine
Figure 6-65
3. Place the cylinder head assembly on its exhaust
port side.
Figure 6-66
4. Place all the valves (Figure 6-66, (5)) in their
proper location in the cylinder head.
5. Place the cylinder head on the workbench with

the combustion side down. Install the valve spring
(Figure 6-66, (3)) and spring retainer (Figure 6-66,
(2)).
4TNV98 Engine

the valve spring.
7. Insert the valve keepers (Figure 6-66, (1)) and
slowly release the tension in the valve spring.
Repeat the steps on all the remaining valves.
99
Section 3. Engine
Reassembly of Cylinder Head

4TNE98 Engine
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 6-67, (2)) on the cylinder block.
2. Position the cylinder head on the on the cylinder
head gasket.
4TNV98 Engine
Figure 6-67
3. Lightly oil the threads of the cylinder head bolts
(Figure 6-67, (1)). Tighten the bolts to the
specified torque in two steps as shown in the chart
below. Tighten in the sequence shown in (Figure
6-68). See Special Torque Chart on page 73 for
specification.
100
First Step
1/2 of final torque
Second Step
Final torque
Section 3. Engine
IMPORTANT
The wave washers (Figure 6-70, (2)) must be
installed with the bow facing the rocker arms
(Figure 6-70, (1)).
Figure 6-68
1) Fan End
2) Camshaft Side
Reassembly of Rocker Arm Assembly

4TNV98 Engine
Figure 6-70
1. Reinstall the valve bridges (Figure 6-69, (3)) in
their original locations and ensure each seat
(Figure 6-69, (4)) is in place.
IMPORTANT
Ensure the lubrication holes (Figure 6-71, (1)) in the
rocker arm shaft are oriented correctly with respect
to the rocker arms (Figure 6-71, (2)).
2. Insert the push rods (Figure 6-69, (2)) in their

original locations.
Figure 6-71
3. Lubricate the rocker arm shaft. Slide the rocker
arm supports (Figure 6-72, (6)), wave washers
(Figure 6-72, (7)), rocker arms
(Figure 6-72, (8)), and fuel injector retainers
(Figure 6-72, (4)) onto the shaft.
Figure 6-69
101
Section 3. Engine
NOTE : To properly align the rocker arm shaft with

the rocker arm shaft supports, first reinstall one of
the end rocker arm supports (Figure 6-72, (6)) with
a hole for the shaft alignment stud (Figure 6-72, (5)).
Align the hole in the rocker arm shaft and the hole in
the rocker arm support bracket. Reinstall the
alignment stud.
4TNE98 Engine
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 : The rocker arm shaft fits tightly in the rocker
arm support brackets. Clamp the support 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 : To properly align the rocker arm shaft with
the rocker arm shaft supports, first install the rocker
arm support bracket (Figure 6-31, (4)) with the hole
for the shaft alignment 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.
Figure 6-72
NOTE : Figure 6-72 shows components for one
cylinder. Components for all remaining cylinders are
assembled in the same order.
4. Position the rocker arm assembly on a flat surface.
Reinstall the alignment studs (Figure 6-72, (5)).
5. Place the rocker arm shaft assembly onto the
cylinder head.
6. If removed, reinstall the valve adjusting screws
(Figure 6-72, (2)) and lock nuts (Figure 6-72, (3)).
Figure 6-31
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.
7. Align the push rods with their respective rocker

arms.
8. Reinstall and tighten the rocker arm shaft
retaining bolts to the specified torque.
3. Install and hand tighten the rocker arm shaft

retaining bolt and nuts.
9. Tighten the rocker arm shaft alignment studs.

4. Install the valve adjusting screws (Figure 6-31,
(7)) and lock nuts (Figure 6-31, (8)).
10. Adjust the valve clearance.
5. Place the rocker arm assembly in place onto the

cylinder head. Tighten the rocker arm support
bracket nuts and bolt to the specified torque.
Tighten the rocker arm shaft alignment screw.
11. Reinstall the fuel injectors. See Installation of the

Fuel Injectors on page 167.
6. Align the push rods with their respective rocker

arms and adjust the valve lash. (See Measuring
and Adjusting Valve Clearanceon page 104.)
102
Section 3. Engine
9. Reinstall the high pressure and fuel return lines.

See Installation of the Fuel Injectors on page 167.
Reassembly of the Valve Cover

1. Lightly grease a new valve cover gasket (Figure
6-73, (6)). Place the gasket in the groove of the
valve cover (Figure 6-73, (3)).
10. Reinstall the coolant pump. See Reassembly of

Engine Coolant Pump on page 208.
2. Place the valve cover on the cylinder head.
11. Reinstall the alternator.
3. Be sure new O-rings (Figure 6-73, (5)) are

installed on the valve cover nuts. Reinstall and
tighten the valve cover nuts (Figure 6-73, (4)).
12. Reconnect the turbocharger oil supply and drain

lines.
13. Reconnect the air intake hose.
Assembly of Glow Plugs

4TNE98 Engine Only
1. Install the glow plugs (Figure 6-33, (1)) into the
cylinder 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.
Figure 6-73
4. Reinstall the fuel injector grommets (Figure 6-73,
(1)).
5. Reinstall the exhaust manifold using a new gasket.
Tighten the bolts to specification.
6. Reinstall the intake manifold using a new gasket.
Tighten the bolts to specification.
Figure 6-33
7. Reconnect the fuel injector return hose and fuel

injection pump coolant hoses.
8. Reinstall the high-pressure fuel line grommets
into the valve cover.
103
Section 3. Engine
If there is no valve clearance, and the cylinder is

at TDC of the compression stroke, extreme wear,
or damage to the cylinder head or valves may be
possible.
Measuring and Adjusting Valve

Clearance
Measure and adjust while the engine is cold.
If adjusting each cylinder individually, 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. Make adjustment for the
remaining cylinders in the order of firing by
turning the crankshaft each time.
NOTES
The No. 1 piston position is on the flywheel end

of the engine, opposite the radiator. The firing
order is 1-3-4-2 for 4-cylinder engines.
To decrease the number of rotations required to

check all cylinders, other cylinders can also be
checked as indicated in the chart below.
4-cylinder engines fire every 180 of crankshaft

rotation.
Valve clearance of both the intake and exhaust
valves can be checked with the piston for that
cylinder at top dead center (TDC) of the
compression stroke. When a piston is at TDC of
the compression stroke, both rocker arms will be
loose and the cylinder TDC mark on the flywheel
will be visible in the timing port of the flywheel
housing.
4-Cylinder Engines
Cylinder No.
Valve
No. 1 Cylinder at
TDC Compression
Intake
Exhaust
Intake
Exhaust
Intake
4
Exhaust
Intake
Exhaust
No. 4 Cylinder at
TDC Compression
104
Section 3. Engine
4TNE98 Engine
1. Remove the valve cover. See Removal of Valve
Cover on page 103.
NOTE : If adjusting each cylinder individually, 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 firing by turning the crankshaft.
105
Section 3. Engine
4TNV98 Engine
The 4-valve cylinder head operates two valves with
a single rocker arm by employing a valve bridge
(Figure 6-77, (1)) between the two valves (Figure 677, (2)). Clearance (Figure 6-77, (4)) between the
valve bridge and valves must be set before adjusting
the clearance (Figure 6-77, (5)) between the rocker
arm (Figure 6-77, (3)) and valve bridge.
IMPORTANT
Do not loosen or tighten the valve adjusting screw
lock nut without holding the valve bridge. Always
hold the valve bridge using a wrench to prevent
bending of the valve stems.
4. Loosen the valve bridge adjusting screw lock nut

(Figure 6-78, (1)) while holding the bridge (Figure
6-78, (3)) with a wrench (Figure 6-78, (2)).
Figure 6-78
Figure 6-77
5. To assure the valve bridge contacts the rear valve,

apply light, downward (Figure 6-79, (4)) finger
pressure on the valve bridge (Figure 6-79, (3),
and loosen the valve bridge adjusting screw
(Figure 6-79, (1)), until there is visible clearance
(Figure 6-81, (2)) between the adjusting screw
and the front valve.
1. Remove the valve cover. See Removal of Valve

Cover on page 103.
NOTE : If adjusting each cylinder individually, 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 firing by turning the crankshaft 180
each time.
6. To assure the valve bridge has equal contact with

the front and rear valves, apply light downward
(Figure6-79,(4)) pressure on the valve bridge
(Figure6-79,(3)), adjust the valve bridge adjusting
screw (Figure 6-79,(1)), (Figure 6-81,(1)) so
there is zero 0clearance (Figure 6-81,(2))
between the adjusting screw and the front valve.
2. Rotate the crankshaft clockwise as seen from the

coolant pump end, to bring No. 1 piston to TDC on
the compression stroke while watching the rocker
arm motion and the timing grid on the flywheel.
(Position where both the intake and exhaust
valves are closed.)
3. Make sure there is clearance (Figure 6-77, (5))
between the valve bridge (Figure 6-77, (1)) and
the rocker arm (Figure 6-77, (3)).
Figure 6-79
106
Section 3. Engine
7. Tighten the lock nut (Figure 6-80, (1)), while

holding the valve bridge (Figure 6-80, (3)) with a
wrench (Figure 6-80, (2)). Verify that the valve
clearance (Figure 6-81, (2) is zero 0.
Figure 6-80
Figure 6-82
9. If adjustment is required, proceed to the next step.
10. Loosen the valve adjusting screw lock nut
(Figure 6-83, (5)) and valve adjusting screw
(Figure 6-83, (4)) on the rocker arm (Figure 6-83,
(3)) and check the clearance gap (Figure 6-83,
(2)) for evidence of dirt or wear.
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
is made slightly on the loose side before tightening
the lock nut.
Figure 6-81
11. Adjust the valve clearance (Figure 6-83, (2)) by
turning the adjusting screw (Figure 6-83, (4))
until there is a slight drag on the feeler gauge
when sliding it between the rocker arm and the
valve bridge.
NOTE : There is a tendency for the clearance to

decrease slightly when the lock nut is tightened. It is
suggested that you make the initial clearance
adjustment is made slightly on the loose side
before tightening the lock nut.
8. To adjust the actual valve clearance between the
rocker arm and the valve bridge, insert a feeler
gauge (Figure 6-82, (1)) of the correct thickness
(See Adjustment Specifications on page6-6)
between the rocker arm (Figure 6-82, (2)) and
valve bridge (Figure 6-82, (3)). Record the results
and use this value as an indication of wear.
107
Section 3. Engine
Figure 6-83
12. Hold the adjusting screw (Figure 6-83, (4)) while
tightening the valve adjusting screw lock nut
(Figure 6-83, (5)). Recheck the clearance.
13. Apply oil to the contact surface between the
adjusting screw and push rod.
14. Rotate the crankshaft to measure and adjust the
set of valves. Continue until all valves are
measured and adjusted.
108
Section 3. Engine
Crankshaft and Camshaft Components
Figure 6-84
109
Section 3. Engine
(1) Cylinder Block.
(2) Camshaft Bushing.
(8) Front Crankshaft Seal.
(9) Gear Case Cover
(3) Gear Case

(10) Tappets.
(11) Camshaft.
(12) Camshaft Gear Key.
(13) Camshaft End Plate.
(14) Camshaft Gear.
(15) Idler Gear Shaft.
(16) Idler Gear Bushing.
(17) Idler Gear.
(18) Oil Pickup O-Ring.
(19) Oil Pickup.
(20) Crankshaft.
(21) Parallel Pin.
(22) Crankshaft Gear Key.
(23) Crankshaft Gear.
(24) Crankshaft Pulley.
(25) Main Bearing Inserts.
(26) Main Bearing Cap.
(27) Oil Pan.
(28) Thrust Bearings.
(29) Flywheel.
(30) Connecting Rod Cap.
(31) Connecting Rod Bearing Inserts.
(32) Connecting Rod.
(33) Wrist Pin Bushing.
(34) Circlip .
(35) Wrist Pin.
(36) Piston.
(37) Oil Ring.
(38) Second Compression Ring.
(39) Top Compression Ring.
(40) Crankshaft Rear Seal.
(41) Crankshaft Rear Seal Housing.
110
Section 3. Engine
Head on page 80.
Disassembly of Engine
9. Remove the fuel injection pump from the gear

case / front plate only if it must be sent out for
repair, or will interfere with other procedures such
as hot tank cleaning. If the fuel injection pump
does not need to be repaired, leaving it mounted
to the timing gear case or plate will eliminate the
need to re-time it during reassembly. See Fuel
Injection Pump on page 141.

engine components. Discard all used gaskets, Orings and seals. Use new gaskets, O-rings and seals
on reassembly of engine.
CAUTION
10. Remove the starter motor. See Removal of

Starter Motor on page 225.

reassembly process.
Disassembly of Camshaft and Timing

Components
If the engine will be completely disassembled, the

following preliminary steps should be performed:
Discard all gaskets, O-rings and seals. Use new

gaskets, O-rings and seals on reassembly of the
camshaft and timing components.
1. Disconnect the battery cables at the battery.

Always disconnect the negative (-) cable first.
Removal of Timing Gear Case Cover
2. Remove the throttle cable, electrical connections,

intake and exhaust system connections, and fuel
supply lines from the engine.
1. Remove the bolt and washer retaining the

crankshaft pulley.
3. Remove the alternator.
IMPORTANT
4. Drain the engine coolant from the radiator and

cylinder block. See Drain, Flush and Refill Cooling
System With New Coolant on page 159. Remove
the cooling system components from the engine.
Use care not to damage the threads in the end of

the crankshaft when removing the crankshaft pulley.
5. Remove the engine from the machine. Mount the

engine to a suitable engine repair stand having
adequate weight capacity.
2. Remove the crankshaft pulley using a gear puller.

3. Remove the bolts that retain the gear case cover
to the cylinder block and oil pan.
CAUTION
4. Remove the gear case cover (Figure 6-85, (1)).
Be sure to secure the engine solidly to prevent

injury or damage to parts due to the engine
falling during work on the engine.
6. Clean the engine by washing with solvent, air or

steam cleaning. Carefully operate so as to prevent
any foreign matter or fluids from entering the
engine or any fuel system or electrical
components remaining on the engine.
7. Drain the engine oil into a suitable container.
Remove the oil filter.
8. Remove the cylinder head. See 4-Valve Cylinder
111
Section 3. Engine
Figure 6-86
(1) Fuel Injection Pump Drive Gear.
(2) Camshaft Drive Gear.
(3) Auxiliary Drive Gear (Optional).
Figure 6-85
(4) Crankshaft Drive Gear.

(5) Direction of Rotation.
(6) Oil Pump Drive Gear (4TNV94L - 4TNV106).
Checking Timing Gear Backlash
(7) Idler Gear.
Prior to removing the timing gears, measure the

gear backlash and determine the gear wear.
Measuring Idler Gear-to-Crankshaft Gear

Backlash
Check the backlash between each pair of mating

gears (Figure 6-86). If not within specification,
replace both mating gears. See Timing Gear
Backlash on page 69 for service limits.
1. Install a dial indicator as shown in Figure 6-87.
NOTE: Do not allow the gear being checked to

move axially as excess end play could cause a false
reading.
Figure 6-87
2. Rotate the idler gear back and forth to check the
idler gear-to-crankshaft gear backlash. The total
indicator reading is the backlash. Record the
measurement.
112
Section 3. Engine
Measuring Idler Gear-to-Camshaft Gear Backlash
CAUTION
1. Drive a small wooden wedge between the

crankshaft gear and idler gear to prevent the idler
gear from rotating.

injection pump hub. Do not disassemble the fuel
injection pump drive gear from the hub. Correct
fuel injection timing will be very difficult or
impossible to achieve.
2. Install the dial indicator to read the camshaft gear

backlash. Rotate the camshaft drive gear against
the idler gear to measure the backlash. Record
the measurement.
3. Check the idler gear-to-fuel injection pump drive
gear backlash in the same manner as the
camshaft drive gear. Record the measurement.
4. Do not remove the fuel injection pump drive gear

unless absolutely necessary to avoid damage to
the gear or pump. Do not loosen or remove the
four bolts (Figure 115, (3)) retaining the pump
drive gear to the hub. Only remove the nut (Figure
6-89, (1)) and washer (Figure 115, (2)), leaving
the hub attached to the gear. Remove the pump
drive gear and hub as an assembly using a gear
puller.
Removal of Timing Gears

1. Remove the bolts from the idler gear shaft
(Figure 6-88, (1)). Remove the idler gear shaft,
idler gear (Figure 6-88, (2)) and bushing (Figure
6-88, (3)).
4TNV98 Engine
Figure 6-88
2. Do not remove the crankshaft gear unless it is
damaged and requires replacement. If the gear
must be removed, remove it using a gear puller.
Figure 6-89
Removal of Oil Pan
3. Removal of the camshaft gear requires the

camshaft be removed and placed in a press. Do
not remove the camshaft gear unless it or the
camshaft is damaged and requires replacement.
See Removal of Camshaft on page 114.
1. Invert the engine (oil pan up) on the engine stand.

2. Remove the oil pan (Figure 116, (1)).
113
Section 3. Engine
Removal of Camshaft
1. Before removing the camshaft, check the
camshaft end play.
Method A : Install a dial indicator (Figure 6-92,
(1)) on the cylinder block. Move the camshaft
(Figure 6-92, (2)) back and forth to measure the
end play. Record the measurement. See
Camshaft on page 68 for the service limit.
Figure 6-90
3. Remove the oil pickup tube (Figure 6-91, (1)) and
O-ring (Figure 6-91, (2)).
Figure 6-92
Method B : Use a feeler gauge to measure the
clearance between the thrust plate (Figure 6-93,
(1)) and front camshaft bearing (Figure 6-93, (2)).
See Thrust Bearing on page 70 for the service
limit.
Figure 6-91
Figure 6-93
114
Section 3. Engine
Removal of Gear Case or Front Plate
2. Remove the two bolts (Figure 6-94, (3)) retaining

the camshaft thrust plate (Figure 6-94, (1)).
NOTE : The camshaft must be removed before the

gear case / front plate can be removed. See
Inspection of Camshaft on page 125.
1. Remove the oil pump.
NOTE : It is not necessary to remove the fuel
injection pump from the gear case / front plate to
remove the gear case / front plate. If the fuel
injection pump does not need to be repaired, leaving
it mounted to the timing gear case / front plate will
eliminate the need to re-time it during assembly. See
Fuel Injection Pump on page 141.
2. Remove the bolts (Figure 6-95, (4)).
3. Remove the gear case (Figure 6-95, (1)) or front
plate from the cylinder block. Thoroughly clean all
old sealant from the mating surfaces.
Figure 6-94
4. Inspect and measure the camshaft bushing.

See Camshaft on page 68 for the service limit. If
damaged or worn beyond service limits, remove
the camshaft bushing (Figure 6-95, (3)).
3. Rotate the engine in the engine stand so that

gravity causes the tappets (Figure 6-94, (5)) to
drop away from the camshaft lobes.
NOTE : Rotate the camshaft at least two turns to
bump any sticking tappets away from the camshaft.
5. Remove two O-rings (Figure 6-95, (2)).
4. Slowly pull the camshaft (Figure 6-94, (2))

assembly out of the engine being careful not to
damage the front camshaft bushing.
NOTE : If the engine is not installed on an engine
repair fixture, stand the engine upright on the
flywheel end mounting flange. Rotate the camshaft
at least two turns to bump the tappets out of the way
to prevent the tappets from interfering with the
removal of the camshaft.
NOTE : The tappets are mushroom shaped and
must be removed from inside the engine crankcase.
5. Remove the tappets. Mark the tappets so they
can be reinstalled in the same location.
6. Remove the camshaft drive gear (Figure 6-94,
(4)) only if the gear or camshaft require
replacement. Use a knife-edge puller and a press
to remove the gear. The gear is a shrink-fit and
will need to be heated to 356 - 392F (180 200C) to remove.
Figure 6-95
115
Section 3. Engine
1. Using a feeler gauge, measure the connecting rod

side clearance as shown (Figure 6-97). See
Connecting Rod on page 72 for the standard limit.
If the measurement is out of specification, replace
the crankshaft, connecting rod, or both.
Disassembly of Crankshaft and Piston

Components
Removal of Pistons
CAUTION
Keep the piston pin parts, piston assemblies,
and connecting rod assemblies together to be
returned to the same position during the
reassembly process. Label the parts using an
appropriate method.
IMPORTANT
Engines with high operating hours may have a ridge
near the top of the cylinders that will catch the piston
rings and make it impossible to remove the pistons.
Use a suitable ridge reamer to remove ridges and
carbon prior to removing the pistons.
Figure 6-97
NOTE : Pistons can fall from cylinder block if the
engine is inverted. Rotate the engine so the
connecting rods are horizontal before removing the
connecting rod caps.
2. Measure bearing oil clearance prior to removing

the pistons and connecting rods to determine
extent of wear. Record the measurements.
116
Section 3. Engine
IMPORTANT
Mark the connecting rod caps and connecting rods
so the caps and connecting rods stay together.
(a) Remove the bearing cap. Do not remove the

bearing inserts at this time.
(b) Wipe oil from the bearing insert and crankshaft
journal surfaces.
Figure 6-99
(c) Place a piece of PLASTIGAGE
(Figure 6-98, (1)) along the full width of the
bearing insert.
(g) Repeat with remaining connecting rods.
IMPORTANT
Do not allow the connecting rod to contact the
crankshaft journal during piston removal. Damage to
the bearing journal may result.
3. Use a wooden dowel against the connecting rod

and tap the piston / connecting rod assembly out
of the cylinder.
Figure 6-98
4. Mark the cylinder number on the piston and

connecting rod.
IMPORTANT
5. Remove the bearing inserts (Figure 6-100, (2)).
Do not rotate the crankshaft when

PLASTIGAGE. A false reading may result.
6. Remove the compression rings (Figure 6-100,

(3)) from the piston using a piston ring expander.
using
7. Remove the oil ring (Figure 6-100, (4)) from the

piston using a piston ring expander.
(d) Reinstall bearing cap and tighten to specification.
See Special Torque Chart on page 73.
(e) Remove bearing cap.
(f) Compare the width of the flattened PLASTIGAGE
to the graduation marks on the package (Figure
6-99, (1)). The mark that most closely matches
the width of the flattened PLASTIGAGE will
indicate the bearing oil clearance.
117
Section 3. Engine
Removal of Crankshaft
1. Remove the flywheel (Figure 6-101, (1)) from the
crankshaft.
2. Remove the bolts from the rear oil seal assembly
(Figure 6-101, (2-3)). Remove the assembly from
the engine.
Figure 6-100
8. Remove the circlips (Figure 6-100, (5)) from the
wrist pin.
Figure 6-101
9. Remove the wrist pin (Figure 6-100, (6)) and
connecting rod (Figure 6-100, (8)) from the piston
(Figure 6-100, (9)).
3. Before removing the main bearing caps, measure

the crankshaft end play. Use either of the following
two methods.
10. Repeat the steps until all pistons are removed

and dissembled.
Method A : Install a dial gauge

(Figure 6-102, (1)) on the cylinder block. Move
the crankshaft (Figure 6-102, (2)) in and out to
measure the end play. Record the measurement.
Figure 6-102
118
Section 3. Engine
4. Remove the main bearing caps

(Figure 6-104, (3)). Be sure to note the markings
on the main bearing caps, or mark them yourself,
so they can be reinstalled in the same order as
they were removed. Do not remove the bearing
inserts at this time.
Method B : Use a feeler gauge to measure the

clearance (Figure 6-103, (3)) between the thrust
bearing (Figure 6-103, (1)) and crankshaft
(Figure 6-103, (2)). Record the measurement.
See Thrust Bearing on page 70 for the service
limit.
NOTE : The arrows on the main bearing caps point

to the flywheel end of the engine.
Figure 6-103
Figure 6-104
5. Measure bearing oil clearance prior to removing
the crankshaft to determine extent of wear.
Record the measurements.
(a) Wipe oil from the bearing insert and crankshaft
journal surfaces.
(b) Place a piece of PLASTIGAGE
(Figure 6-105, (1)) along the full width of each
bearing insert.
119
Section 3. Engine
NOTE : Do not remove the crankshaft gear unless

the gear or crankshaft are damaged and require
replacement.
8. If necessary, remove the crankshaft gear (Figure
6-107, (1)), parallel pin (Figure 6-107, (2)) and
key (Figure 6-107, (3)).
If using a gear puller, be careful not to damage the
threads in the end of the crankshaft.
Figure 6-105
IMPORTANT
Do not rotate the crankshaft when
PLASTIGAGE. A false reading may result.
using
Figure 6-107
(c) Reinstall bearing caps and tighten to
specification. See Special Torque Chart on page
69.
Inspection of Crankshaft and Camshaft

Components
(d) Remove bearing caps.
WARNING
(e) Compare the width of the flattened

PLASTIGAGE to the graduation marks on the
package (Figure 6-106, (1)). The mark that most
closely matches the width of the flattened
PLASTIGAGE will indicate the bearing oil
clearance.
FUME / BURN HAZARD!

serious injury.
Thoroughly clean all components using a brush and

appropriate solvent. Each part must be free of
carbon, gasket material, metal filings and other
debris.
Figure 6-106
6. Remove the crankshaft from the engine.
Replacement of Crankshaft Oil Seals
7. Remove the bearing inserts (Figure 6-104, (1))

and thrust bearings (Figure 6-104, (2)).
1. Remove the seal (Figure 6-108, (2)) from the

cover (Figure 6-108, (1)).
120
Section 3. Engine
Measure Crankshaft Bearing Oil Clearance
2. Apply a continuous bead of ThreeBond Liquid

Gasket No. 1212 to the outside diameter of a new
oil seal (Figure 6-108, (2)), and install in the gear
case cover. Apply lithium grease to the lip of the
seal.
Oil clearance should be checked during disassembly

to determine the extent of wear, and during
assembly to ensure long engine life. The same
procedure is done for both connecting rods and
main bearings.
Inspection of Cylinder Block
1. Ensure that oil passages are clear and
unobstructed.
2. Check for discoloration or evidence of cracks. If a
fracture is suspected, use the color check method
or the Magnaflux method to determine if the
cylinder block is fractured.
3. Inspect cylinders for roundness, taper, or
evidence of scoring. Collect and record the
measurements. Consider honing, reboring or
replacing the cylinder block if the measurements
are not within specification.
Take measurements at three places
(Figure 6-110) (a, b, c), and in two directions (d
and e) in each cylinder.
Figure 6-108
3. Remove the rear oil seal (Figure 6-109, (3)) from
the seal housing (Figure 6-109, (2)).
Gasket No. 1212 to the outside diameter of a new
oil seal (Figure 6-109, (2)), and install in the
housing. Apply lithium grease to the lip of the seal.
Figure 6-110
Figure 6-109
121
Section 3. Engine
5. Subtract the piston measurement from the

greatest measurement acquired during cylinder
inspection (see Inspection of Cylinder Block on
page 109) to obtain piston-to-cylinder clearance.
Record the measurements. See Piston on page
71 for specifications.
Inspection of Pistons, Piston Rings and Wrist

Pin
NOTES
On an engine with low hours, the pistons, piston
rings may be reused if they are found to be
within specifications. The pistons and piston
rings must be reinstalled in the same cylinders
from which they were originally removed.
6. Measure the diameter of the wrist pin bore on

both sides of the piston (Figure 6-112). See
Piston on page 71 for specifications. Record the
measurements.
On an engine with high hours, the pistons rings

should be replaced and the cylinder honed (See
Honing and Boring on page 126) or replaced.
The piston should be replaced as necessary.
1. Clean piston ring grooves using a piston ring

groove cleaning tool. Follow manufacturers
instructions for correct operation.
2. Wash the pistons in an appropriate solvent using
a soft brush.
Figure 6-112
3. Visually inspect each piston for cracks. Pay
particular attention to the ring lands between the
piston ring grooves.
7. Measure the outside diameter of the wrist pin in

three places and at 90 (Figure 6-113). See
Piston on page 71 for specifications. Record the
measurements.
4. Measure the diameter of the piston skirt at 90 to

the wrist pin bore as shown (Figure 6-111).
Measurements must be taken at a specified
distance (Figure 6-111, (1)) from the bottom of the
piston, based on engine model. Record the
measurements. See Piston on page 71 for
specifications.
Figure 6-113
8. Using a micrometer, measure the thickness of
each piston ring. See Piston on page 71 for
specifications. Record the measurements.
Figure 6-111
122
Section 3. Engine
NOTES
On an engine with low hours, the pistons, piston
rings and cylinders may be reused if they are
found to be within specifications.
On an engine with high hours, the pistons rings
should be replaced and the cylinder honed (see
Honing and Boring on page 126) or replaced.
The piston should be replaced as necessary.
9. Place each compression piston ring in the groove

as shown (Figure 6-114). Use a feeler gauge to
measure the clearance between the piston ring
and the piston ring land. Record the
measurements. See Piston Ring on page 71 for
specifications. Replace the piston if not within
specification.
Figure 6-115
NOTE : Always check the piston ring end gap when
installing new piston rings. See Piston Ring on page
71 for specifications. Use a piston ring end gap
filing tool to adjust the piston ring end gap on new
piston rings.
11. Repeat the above steps for each cylinder and
piston assembly.
Figure 6-114
10. To measure piston ring end gap, insert each
compression piston ring (Figure 6-115, (1)), one
at a time, into the cylinder. Use a piston with the
piston rings removed to slide the ring into the
cylinder bore until it is approximately 1.18 in. (30
mm) (Figure 6-115, (2)) from the bottom of the
bore. Remove the piston. Measure the end gap
(Figure 6-115, (3)) of each piston ring. Record
the measurements. See Piston Ring on page 71
for specifications.
123
Section 3. Engine
2. Measure the outside diameter of the tappet stem

(Figure 6-118, (1)). See Tappet on page 72 for the
service limit.
Inspection of Connecting Rod

1. Measure the wrist pin bushing bore using a bore
gauge (Figure 6-116, (1)). Replace the bushing if
not within specifications. If the bushing has been
removed, measure the inside diameter of the
connecting rod small end (Figure 6-116, (2)). See
Connecting Rod on page 72 for specifications.
Figure 6-118
3. Measure the tappet bores in the cylinder block.
See Tappet on page 72 for the service limit.
Inspection of Crankshaft
1. Place the crankshaft end journals
(Figure 6-119, (4)) on V-blocks.
Figure 6-116
2. Place a dial indicator (Figure 6-119, (3)) on a

center main bearing surface.
2. Place the connecting rod bearing inserts into the

connecting rod and connecting rod cap. Install the
rod cap and tighten the bolts to the specified
torque.
3. Measure the inside diameter. See Crankshaft on
Inspection of Tappets
1. Inspect the tappet contact surfaces for abnormal
wear (Figure 6-117, (1)). Normal wear will be
even as shown in (Figure 6-117, (2)). Slight
surface defects can be corrected using an oilstone.
Figure 6-119
3. Rotate the crankshaft and observe runout. See
Crankshaft on page 70 for specifications.
Figure 6-117
124
Section 3. Engine
Inspection of Camshaft
4. Use the color check method or Magnaflux to

inspect the crankshaft for cracks. Replace the
crankshaft if evidence of fractures are found.
1. Use V-blocks and a dial indicator to check

camshaft bend (Figure 6-121). Place the indicator
on the center bearing journal.
5. Measure the outside diameter of each crankpin

(Figure 6-120, (2)) and main bearing journal
(Figure 6-120, (1)). See Crankshaft on page 70
for specifications. Take measurements at several
places around each bearing surface. If not within
specification, grind the journals and install
undersize bearings, or replace the crankshaft.
Figure 6-121
2. Rotate the camshaft and observe the runout. See
Camshaft on page 68 for specifications.
3. Measure the height of each lobe
(Figure 6-122, (1)). See Camshaft on page 68 for
specifications.
Figure 6-120
Figure 6-122
4. Measure the diameter of the gear end (Figure 6123, (1)), intermediate (Figure 6-123, (2)), and
flywheel end (Figure 6-123, (3)) bearing journals.
See Camshaft on page 68 for specifications.
125
Section 3. Engine
Honing and Boring

Pistons must move freely in the cylinders while
maintaining adequate compression and oil sealing.
If the cylinder walls are scuffed, scored, out-of-round,
or tapered beyond specifications, rebore and hone
to restore cylinders to usable condition. Slight
imperfections can be corrected by honing alone.
1. Boring - Significant cylinder damage may be
corrected by boring the cylinder to an oversize
dimension. Refer to the appropriate parts catalog
for available oversize pistons and piston rings.
Figure 6-123
Inspection of Camshaft Bushing and Bores
Boring a cylinder should always be done in a

properly equipped machine shop.
1. Measure the I.D. of the front bushing and the

remaining bores in the cylinder block. See
Camshaft on page 68 for specifications.
A bored cylinder should always be finished with a

hone to properly prepare the cylinder surface so
the new piston rings will seat properly.
2. If the camshaft bushing is not within specification,

replace it using the appropriate service tool. If the
remaining bores are not within specification, the
cylinder block will require replacement as there
are no bearing inserts used.
After the cylinder has been bored and honed,

install the appropriate oversize pistons and
piston rings.
2. Honing - Minor cylinder imperfections may be
corrected by using a rigid cylinder hone (Figure 6126, (1)). Be sure not to exceed the maximum
cylinder bore specification.
Deglazing - A used cylinder that did not require
boring or honing, should always be deglazed with
a ball hone (Figure 6-126, (2)) before installing
new piston rings. This will properly prepare the
cylinder surface to allow new piston rings to seat
properly.
Inspection of Idler Gear and Shaft

1. Measure the outside diameter (Figure 6-124, (1))
of the idler gear shaft (Figure 6-124, (2)). See
Idler Gear Shaft and Bushing on page 69 for
specifications.
2. Measure the inside diameter (Figure 6-124, (3))
of the idler gear bushing (Figure 6-124, (4)). See
Idler Gear Shaft and Bushing on page 69 for
specifications.
NOTE : When honing a cylinder, with either a ridged

hone or a ball hone (Figure 6-125, (1)), move the
rotating hone up and down in the cylinder bore to
accomplish a 30 to 40 crosshatch pattern (Figure
6-125). This will provide the ideal surface for the
proper seating of new piston rings.
Figure 6-124
126
Section 3. Engine
When honing is completed, wash the cylinder

block with hot water and soap. The cylinder wall
is adequately cleaned when a white rag wiped in
cylinder comes out clean. Use brushes to clean
all passages and crevices. Rinse with hot water
and dry with compressed air. Apply clean engine
oil to all steel surfaces to prevent rusting.
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.
Reassembly of Crankshaft and Piston

Components
NOTES
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.
Liberally apply clean engine oil to all internal
parts during assembly.
Figure 6-125
All fasteners should be tightened to a given

torque. If a special torque is not provided in the
Special Torque Chart on page 73, tighten to
standard torque specifications. See Tightening
Torques for Standard Bolts and Nuts on page 433.
Use a 50:50 mixture of diesel fuel and engine oil as

a honing fluid.
Use a 300-grit hone at 300 - 1200 rpm
(Figure 6-126).
Reassembly of Pistons
4TNV98 Engine
1. Select the parts needed to reassemble the piston
and connecting rod for one cylinder.
2. If removed, install a new wrist pin bushing
(Figure 6-127, (7)) using a press and the
appropriate service tool. Be sure to align the oil
holes.
Figure 6-126
IMPORTANT
Solvents will not adequately remove honing residue,
resulting in premature piston and ring wear. Always
wash cylinders using hot, soapy water.
127
Section 3. Engine
NOTE : The actual appearance of the match marks

on the piston and connecting rod may vary, but they
will always be in the same locations.
Figure 6-127
3. Reinstall one circlip (Figure 6-127, (5)) into the
piston. Ensure the circlip is securely seated in the
groove.
IMPORTANT
The piston and connecting rod must be assembled
together in the correct orientation. The orientation of
the piston and connecting rod are different
depending on engine model.
Figure 6-128
(1) Piston Identification Mark.
(2) Embossed Mark on Connecting Rod.
(3) Rod and Cap Match Marks.
Piston to Connecting Rod Orientation - By Model

Orient the piston identification mark stamped on top
of the piston on the same side as the rod and cap
match marks stamped on the connecting rod.
128
Section 3. Engine
Piston Assembly
When correctly assembled, the piston identification
mark (Figure 6-129, (2)) stamped into the top of the
piston will be on the same side of the connecting rod
as the match marks (Figure 6-129, (4)) stamped
into the connecting rod and connecting rod cap.
When installed in the cylinder, the piston
identification mark (Figure 6-129, (2)) stamped on
the top of the piston must face the fuel injection
pump side (Figure 6-129, (1)) of the engine and the
embossed mark on the connecting rod (Figure 6129, (3)) must face the flywheel end (Figure 6-129,
(5)) of the engine.
Figure 6-131
NOTE : If installing new piston rings the end gap
must be checked and adjusted as necessary. See
Inspection of Pistons, Piston Rings and Wrist Pin on
page 122 for specifications. Use a piston ring end
gap filing tool to adjust the piston ring end gap on
new piston rings.
NOTE : Reinstall the top and second piston rings
with the stamped makers mark (Figure 6-132, (1))
facing the top of the piston. The makers mark may
vary in appearance but will always be located on the
top surface of the piston ring adjacent to the piston
ring gap. The oil ring and oil ring expander can be
installed either side up.
Figure 6-129
(1) Fuel Injection Pump Side of Engine.
(5) Flywheel End of Engine.
(6) Camshaft Side of Engine.
1. Lubricate and reinstall the wrist pin (Figure 6-131,

(3)) through the piston and connecting rod.
2. Reinstall the second circlip (Figure 6-131, (4))
and ensure it is securely seated in the groove.
Figure 6-132
129
Section 3. Engine
IMPORTANT
Always use a piston ring installation tool (expander)
when installing piston rings. Never attempt to install
piston rings by hand.
3. Reinstall the oil ring expander (Figure 6-133, (4)).

Reinstall the oil ring (Figure 6-133, (3)) with the
end gap at 180 from the expander end gap.
4. Reinstall the second compression ring (Figure 6133, (2)). This ring is identified by its dark color
and tapered face profile.
5. Reinstall the top compression ring (Figure 6-133,
(1)). This ring is identified by its silver color and
barrel-shaped face profile.
Figure 6-134
IMPORTANT
(1) Top Compression Ring End Gap.
The oil ring expander (Figure 6-133, (4)) end gap

must be located 180 from the oil ring (Figure 6-133,
(3)) end gap.
(2) Second Compression Ring End Gap.

(3) Oil Ring End Gap.
4TNE98 Engine
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.
Figure 6-133
6. Stagger the piston ring end gaps at 120 intervals
(Figure 6-134, (1, 2, 3)). Do not position the top
piston ring end gap in line with the wrist pin.
130
Section 3. Engine
7. Lubricate and install the piston wrist pin (Figure670,(3)) through the piston and wrist pin bushing.
6. Install the second circlip (Figure6-70,(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 (Figure6-72,(1))
facing upward.
Figure 6-72
Figure 6-70
3. Install one circlip (Figure 6-70, (2)) into the piston.
Install the top compression ring, second

compression ring and oil ring.
4. Position the connecting rod into the piston under

the skirt. The match marks on the connecting rod
must be opposite of the piston identification mark
(ID) on the top of the piston
Figure 6-73
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.
Figure 6-71
131
Section 3. Engine
Installation of Crankshaft
1. If removed, reinstall the keys and timing gear on
the crankshaft.
2. Reinstall new bearing inserts (Figure 6-135, (1))
and thrust bearing (Figure 6-135, (2)) in the
cylinder block and main bearing caps. Apply a
liberal coat of clean engine oil to the bearings and
crankshaft journals.
3. Place the crankshaft into the engine.
IMPORTANT
The main bearing caps are numbered and have
arrows for proper positioning. The No. 1 cap is at the
flywheel end. The arrows point toward the flywheel
end of the engine.
Figure 6-74
4. Reinstall the main bearing caps (Figure 6-135,
(3)).
Repeat these steps for the remaining pistons.
132
Section 3. Engine
Installation of Pistons
5. Apply a light coat of clean engine oil to the

bearing cap bolts and tighten the bolts to the
specified torque in two stages (1/2 then full
torque). See Special Torque Chart on page 6-25
for specifications.
IMPORTANT
Do not allow the connecting rod to contact the
crankshaft journal during piston installation. Damage
to the crankshaft bearing journal may result.
4TNV98 Engine
1. Lubricate the piston, piston rings, and cylinder
with clean engine oil or assembly lubricant.
2. Rotate the crankshaft so the crankpin for the
piston being installed is near bottom dead center.
IMPORTANT
Ensure the piston ring gaps are located correctly
(Figure 6-137).
Figure 6-135
6. Rotate the crankshaft to assure it turns freely.
7. Apply ThreeBond Liquid Gasket No. 1212 to the
mounting flange of the seal housing (Figure 6-136,
(2)).
8. Align the seal housing with the two dowel pins.
9. Reinstall seal housing and seal assembly.
Figure 6-137
10. Reinstall the flywheel (Figure 6-136, (1)) and
tighten the bolts to the specified torque. See
Special Torque Chart on page 73 for specifications.
(1) Top Compression Ring End Gap.

(2) Second Compression Ring End Gap.
(3) Oil Ring End Gap.
3. Using a piston ring compressor, compress the

piston rings.
IMPORTANT
The piston and connecting rod must be installed in
the correct orientation. The orientation of the piston
to the cylinder is different depending on engine
model.
Figure 6-136
133
Section 3. Engine
4. Reinstall the bearing inserts (Figure 6-140, (1)) in

the connecting rod and cap.
Piston Orientation to Cylinder - By Model
5. Apply a liberal coat of clean engine oil to the

bearing inserts and crankshaft journal.
Orient the piston identification mark stamped on top

of the piston on the fuel injection pump side of the
engine
6. Apply a light coat of clean engine oil to the rod

cap bolts. Reinstall the connecting rod cap
(Figure 6-140, (2)). Tighten the connecting rod
bolts to the specified torque in two stages (1/2
then full torque). See Special Torque Chart on
When correctly assembled, the piston identification

mark (Figure 6-138, (2)) stamped into the top of the
piston will be on the same side of the connecting rod
as the match marks (Figure 6-138, (4)) stamped
into the connecting rod and connecting rod cap.
When installed in the cylinder, the piston
identification mark (Figure 6-138, (2)) stamped on
the top of the piston must face the fuel injection
pump side (Figure 6-138, (1)) of the engine and the
embossed mark on the connecting rod (Figure 6138, (3)) must face the flywheel end (Figure 6-138,
(5)) of the engine.
Figure 6-140
7. Reinstall the remaining pistons in their respective
cylinders.
Figure 6-138
(1) Fuel Injection Pump Side of Engine.
(5) Flywheel End of Engine.
(6) Camshaft Side of Engine.
134
Section 3. Engine
4TNE98 Engine
1. Lubricate No. 1 piston and piston rings.
2. Using the piston insertion tool (piston ring
compressor), 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
facing the fuel injector side and the embossed
mark on the connecting rod is facing the flywheel.
Figure 6-78
4. Install the connecting rod bearing halves
(Figure6-79,(1)) and connecting rod cap
(Figure6-79,(2)). Tighten the connecting rod bolts
Figure 6-79
5. Install the remaining pistons in their respective

cylinders.
135
Section 3. Engine
Installation of Gear Case or Front Plate
2. Rotate the cylinder block so that gravity will keep

the tappets (Figure 6-143, (5)) in place and out of
the way of the camshaft lobes when the camshaft
is being reinstalled.
1. If removed, install a new camshaft bushing

(Figure 6-141, (3)) using the appropriate service
tool.
NOTE : If the engine is not installed on an engine

repair fixture, stand the engine upright on the
flywheel end mounting flange.
2. Apply a continuous bead of Three Bond Liquid

Gasket No. 1212 to the mounting area of the gear
case or front plate. Be sure to circle each bolt hole.
NOTE : The tappets are mushroom shaped and

must be installed from inside the engine crankcase.
Reassembly of Camshaft and Timing

Components
3. Install two new O-rings (Figure 6-141, (2)) in the

cylinder block.
3. Lubricate the tappets with clean oil or assembly

lube. Reinstall the tappets in their respective
locations in the cylinder block. Push the tappets
fully into the tappet bores so they will not interfere
with the installation of the camshaft.
4. Lubricate the camshaft (Figure 6-143, (2)) with
clean engine oil or assembly lube. Slowly insert
the camshaft through the front of the engine.
5. Reinstall and tighten the cap screws (Figure 6143, (3)).
Figure 6-141
4. Reinstall the gear case (Figure 6-141, (1)) Tighten
the bolts to the specified torque.
Installation of Camshaft
Figure 6-143
NOTE : The gear housing or front plate must be

reinstalled prior to installing the camshaft. See
Installation of Gear Case or Front Plate on page 136.
1. If removed, reinstall the camshaft end plate
(Figure 6-143, (1)), key, and timing gear (Figure
6-143, (4)) onto the camshaft using a press.
6. If removed, reinstall the fuel injection pump.

Adjust the fuel injection timing the engine after
installation. See Adjusting Fuel Injection Timing on
page 161.
Installation of Timing Gears
NOTE : Heat the gear to 356 - 392F (180 - 200C)

and press onto the end of the camshaft.
1. Set the No. 1 piston to top dead center.

2. Rotate the camshaft until the mark (Figure 6-144,
(C)) is approximately at the 9 oclock position.
136
Section 3. Engine
Installation of Gear Case Cover

1. Apply a continuous bead of Three Bond Liquid
Gasket No. 1212, Yanmar Part No. 97777001212 to the mounting area of the gear case
cover (Figure 6-146, (1)). Be sure to circle the
bolt holes.
2. Reinstall and tighten the gear case cover bolts.
Figure 6-144
(1) Fuel Injection Pump Gea.r
(2) Camshaft Gear.
(3) Optional Accessory Drive Gear.
(4) Crankshaft Gear.
(5) Direction of Rotation.
(6) Oil Pump Gear.
(7) Idler Gear.
3. Lubricate the idler gear (Figure 6-145, (2)),

bushing (Figure 6-145, (3)) and idler gear shaft
(Figure 6-145, (1)) with clean engine oil.
Figure 6-146
3. Reinstall the crankshaft pulley.
Figure 6-145
4. Align the timing gears as shown in (Figure 6-144).
5. Reinstall the idler gear and idler gear shaft. Be
sure the oil hole in the bushing is facing toward
the top of the engine.
Figure 6-147
6. Ensure all three timing marks (Figure 6-144, (A,

B, C)) are aligned.
7. When all gears are properly aligned, tighten the
idler gear retaining bolts to specified torque. See
Special Torque Chart on page 73 for specifications.
137
4. Reinstall the washer and bolt. Tighten the bolt to

the specified torque. See Special Torque Chart on
Section 3. Engine
Installation of Oil Pan

1. Reinstall the oil pickup tube (Figure 6-148, (1))
using a new O-ring (Figure 6-148, (2)).
Figure 6-149
Figure 6-148
Final Reassembly of Engine

Gasket No. 1212 to the mounting surface of the oil
pan (Figure 6-149, (1)). Be sure to circle each bolt
hole.
1. Reinstall the starter motor.

2. Reinstall the cylinder head. See Reassembly of
Cylinder Head on page 88 for the 4-valve cylinder
head.
3. Reinstall the oil pan and tighten the bolts securely.
3. Reinstall the engine in the machine.

4. Reconnect the fuel and coolant lines.
5. Reinstall the alternator.
6. Reconnect and adjust the throttle cable.
7. Reconnect all electrical connections.
8. Fill the engine with oil and coolant.
9. Reconnect the battery cables, negative (-) cable
ast.
138
Section 3. Engine
Section 4. FUEL SYSTEM

WARNING
WARNING
FUME / BURN HAZARD!

substances like parts cleaners, primers,
sealants and sealant removers.

injury.

serious injury.

CAUTION

serious injury.
WARNING


serious injury.

moderate injury.
WARNING
CAUTION
Never inject fuel toward you. Since the fuel is

injected at high pressure from the nozzle, it may
penetrate the skin, resulting in injury.
Never inject fuel toward a fire source. Atomized
fuel is highly flammable and may cause a fire or
burn skin.
PINCH HAZARD!
Carefully rotate the alternator toward the
cylinder block while loosening the V-belt.
moderate injury.
139
Section 4. Fuel System
CAUTION
CAUTION
NEVER remove or attempt to remove the

tamper-proof devices from the full-load fuel
adjusting screw or the high-speed throttle limit
screw on the fuel injection pump and governor
assembly. These adjustments have been made
at the factory to meet all applicable emissions
regulations and then sealed.
After marking the position of the pump drive

gear, do not rotate the engine crankshaft.
Rotating the crankshaft will cause the fuel
injection pump to become misaligned.
NEVER attempt to make any adjustments to

these sealed adjustment screws. If adjustments
are required, they can be made only by a
qualified fuel injection shop that will ensure the
injection pump continues to meet all applicable
emissions regulations and then replace the
tamper-proof seals.
CAUTION
injection pump hub. Do not disassemble the
fuel injection pump drive gear from the hub.
Correct fuel injection timing will be very difficult
or impossible to achieve.
Tampering with or removing these devices may

void the Yanmar Limited Warranty.
CAUTION
CAUTION
Do not rotate the crankshaft with the injection

pump removed.
Never use a steel wire brush to clean fuel

injectors. Damage to the nozzle and other
components is likely to result.
CAUTION
CAUTION
Each pressure adjusting shim removed or

added changes the pressure threshold by
approximately 275 psi (1.9MPa, 19kgf/cm).
Adding adjusting shims increases the threshold
pressure. Removing adjusting shims reduces
the pressure threshold.
Allow the engine to warm-up for at least five

minutes and the idle speed of the engine to
return to normal before engaging the
transmission or any PTOs. Engaging the
transmission or PTO at an elevated engine
speed could result in an unexpected movement
of the equipment.
CAUTION
the fuel lines.
140
4TNV98 ENGINE
Introduction
procedures necessary to remove, install, and time
the MP fuel injection pump and its associated
system components. This fuel injection pump is
representative of the fuel injection pumps used on
other TNV DI model engines.
Fuel Injection Pump

Figure 7-1
NOTE: If the MP fuel injection pump itself requires

servicing, it must be taken to an authorized Yanmar
FIE (Fuel Injection Equipment) repair facility.
The following describes the features of the MP fuel

injection pump, manufactured by Yanmar.
CAUTION
The fuel injection pump is a very important

component of the engine. It is capable of making
very precise fuel delivery adjustments according to
the varied loads applied to the engine.

All of the fuel injection pump components are very

precisely machined. It is extremely important to
follow good service practices and maintain
cleanliness when servicing the fuel injection pump.

tamper-proof seals.
The Yanmar MP Mono-Plunger Fuel Injection

Pump is a distributor type pump which consists of a
single fuel supply plunger, a distributor shaft, a
hydraulic head and a pump housing. The hydraulic
head has a delivery valve for each cylinder. The
fuel injection pump housing contains a governor
and an internal camshaft.

The fuel is pressurized by the up and down motion

of the camshaft-driven single plunger. It is then
distributed to the proper fuel injector by the rotating
distributor shaft.
There are two versions and sizes of the MP Fuel
Injection Pump. The smaller of the two pumps, the
MP2 pump, is used on the 3TNV82A - 4TNV88
model engines. The larger pump, the MP4 pump,
which has a larger single plunger and a more
aggressive cam profile, is used on the 4TNV94L4TNV106T model engines.
141
Stop Solenoid
Cold Start Device
The MP fuel injection pumps are equipped with a

stop solenoid that controls the fuel flow inside the
fuel injection pump.
The Yanmar TNV model engines are equipped with

a cold start device (CSD).
The cold start device is located in the upper section
of the fuel injection pump and is connected to the
engines cooling system.
With the starter switch in the OFF position, no

current flows to the stop solenoid and the solenoid
plunger is extended holding the fuel injection pump
fuel rack in the closed position and not allowing
fuel to flow through the injection pump and to the
engine.
The cold start device improves engine starting at

lower temperatures. At engine cooling system
temperatures below 41F (5C), the cold start
device advances the fuel injection timing and
slightly increases the fuel injection volume.
When the starter switch is turned to the start

position, the pull coil (36.5 Amp draw/white wire)
inside the solenoid is activated and pulls the
solenoid plunger into the solenoid. This releases
the fuel injection pump fuel rack, allowing fuel to
flow through the injection pump and allowing the
engine to start and run.
For approximately the first 5 minutes of operation,

the idle speed of the engine will be slightly
elevated.
CAUTION
When the starter switch is returned to the ON or

RUN position, the pull coil no longer receives
current and the hold coil (0.5 Amp draw/red wire)
inside the solenoid is activated. The hold coil
holds the solenoid plunger in the RUN position,
allowing fuel to continue flowing and he engine to
continue running.
Allow the engine to warm-up for at least five

minutes and the idle speed of the engine to
return to normal before engaging the
transmission or any PTOs. Engaging the
transmission or PTO at an elevated engine
speed could result in an unexpected movement
of the equipment.
To stop the engine, the key switch is turned to the

OFF position. Current no longer flows to the stop
solenoid hold coil, and the solenoid plunger
extends and moves the injection pump fuel rack to
the closed position, shutting off the fuel flow and
stopping the engine.
When the cold start device is activated, you may

notice a slight increase in the exhaust smoke of
the engine during engine warm-up.
Trochoid Fuel Pump
Failure of the stop solenoid could result in the

engine not starting, the engine stopping suddenly,
the engine not continuing to run with the key switch
returned to the ON or RUN position, or the engine
failing to stop when the key switch is turned to the
OFF position. Use a multimeter or continuity light to
check for 12V at the stop solenoid connector in the
correct sequence.
NOTE: The trochoid fuel pump located on the side

of the MP fuel injection pump is not a fuel supply
pump. The function of this pump is to raise the
pressure of the fuel supplied by the electric fuel
supply pump to the internal fuel pressure required
by the MP fuel injection pump.
The use of an electric fuel supply pump is required
on all TNV model engines with the MP fuel injection
pump.
142
Fuel System Specifications

Special Torque Chart
Component
Tightening Torque
Lubricating Oil Application

(Thread Portion and Seat Surface)
Fuel Injector Retainer Bolt
29 ftlb
(39.2 Nm; 4 kgfm)
Not Applied
83-91 ftlb
(113-123 Nm;
11.5-12.5 kgfm)
Not Applied
High-Pressure Fuel Injection Line Nuts
22-25 ftlb
(29-34 Nm;
3.0-3.5 kgfm)
Not Applied
Fuel Return Line Bolts
69-87 inlb
(7.8-9.8 Nm;
0.8-1.0 kgfm)
Not Applied
Fuel Injection Pump Mounting Nuts
17-21 ftlb
(23-28 Nm;
2.3-2.9 kgfm)
Not Applied
30-33 ftlb
(39.2-44.1 Nm;
4-4.5 kgfm)
Not Applied
30-33 ftlb
(40-45 Nm;
4.1-4.6 kgfm)
Not Applied
Fuel Pump
Gear Nut
Drive
4TNV98
Fuel Injector Nozzle Case Nut
Fuel Injection Pump

Plunger Plug
4TNV98
143
Test and Adjustment Specifications

Model
4TNV98
Engine
Class
Injector
ID mark*
Fuel Injector Pressure
Fuel Injection Timing
VM
3133-3278 psi
(21.6-22.6 MPa;
220-230 kgf/cm
See Checking and Adjusting

Fuel Injection Timing on page
157
NOTE: Fuel injection pressure of a new fuel injector is reduced approximately 72.5 psi (0.5 MPa; 5.0 kgf/cm)
after about 5 hours of operation due to the initial break in of the engine. When adjusting a new fuel injector or
after it has been disassembled for service, adjust the fuel injector 72.5 psi (0.5 MPa; 5.0 kgf/cm) higher than
the above standard.
NOTE: All fuel injectors have a three character identification mark (Figure7-2, (1)). The first character starts
with V or W.
Figure7-2
** Fuel injector identification is critical as each engine has a unique fuel injection pressure. The fuel nozzle is
specifically matched to the fuel injector by engine model and / or engine speed.
144

No.
Tool Name
Application
Illustration
Torque Wrench
Locally Available
For tightening nuts and bolts to

the specified torque
Fuel
Injector
Removal Tool
Yanmar Part No.

129470-92305
Used in conjunction with a slide

hammer to remove the fuel
injectors (2-valve cylinder heads)
No.
Instrument Name
Application
Illustration
Locally Available
For observing injection spray

pattern of fuel injection nozzle
and measuring injection pressure
Dial Indicator*
Mituotoyo 2050SBLocally Available
Check and adjust fuel injection

timing
Extension Rod*
Mituotoyo 303613Locally Available
Fuel Injection
Pump Plunger
Adapter*
(M16)
4TNV98
Yanmar Part No.
158090-51841
Mount dial indicator

injection pump
Plunger
Adapter Clamp
Yanmar Part No.

23000-013000
Clamps stem of dial indicator in

plunger adapter.
Fuel
Tester
Injector
to
fuel
* These special service tools may also be available as an MP Fuel Injection Pump Special Tool Set, under a
different part number, in territories serviced by Yanmar America and Yanmar Europe. Contact your authorized
Yanmar dealer or distributor for details.
145
Fuel System Diagram
Figure7-3
(1) Diesel Fuel Tank. (2) Fuel Filter / Water Separator. (3) Electric Fuel Pump. (4) Fuel Filter. (5) Air Bleed Orifice. (6) Fuel Supply Line.
(7) Low Pressure Gallery. (8) Pressure Control Valve. (9) Trochoid Pump. (10) Oil Seal. (11) Fuel Injection Pump Cam.
(12) Engine Crankcase. (13) Tappet. (14) High Pressure Gallery. (15) Overflow Orifice. (16) Accumulator. (17) Timer Piston.
(18) Mono-Plunger. (19) Distributor Shaft. (20) Fuel Return Line. (21) High-Pressure Fuel Injection Lines. (22) Fuel Injector.
146
Fuel System Components

4-Valve Cylinder Head
Figure 7-5
(1) High-Pressure Fuel Injection Lines. (2) Fuel Return Line. (3) Return Line-to-Cylinder Head Bolt (4) Fuel Injector.
(5) Injection Line Grommet. (6) Front Plate or Timing Gear Case. (7) Gear Case Cover. (8) Fuel Injection Pump Drive Gear Nut.
(9) Lock Washer. (10) Fuel Injection Pump Drive Gear Assembly (DO NOT remove or loosen the four bolts that fasten the injection pump
drive gear to the injection pump drive gear hub!). (11) Coolant Lines for Cold Start Device. (12) Fuel Injection Pump Insulator.
(13) Diesel Fuel Injection Pump. (14) Rear Fuel Injection Pump Support. (15) Fuel Filter / Water Separator.
(16) Electric Fuel Supply Pump. (17) Fuel Filter. (18) Fuel Filter Housing. (19) Stop Solenoid. (20) Cold Start Device (CSD).
(21) Trochoid Fuel Pump
147
Fuel Injection Pump

CAUTION
Removal of Fuel Injection Pump

the fuel lines.
1. Loosen the cooling fan V-belt.

2. Remove the engine coolant fan guard (if
equipped), engine coolant fan (Figure7-6, (2)),
spacer (Figure7-6, (3)) if equipped, V-pulley
(Figure7-6, (4)) and cooling fan V-belt (Figure76, (1)).
7. Finish loosening all the fuel line nuts and remove

the high-pressure fuel lines as an assembly
being careful not to bend any of the fuel lines. Be
sure to protect the fuel system from
contamination by covering all open connections.
8. Disconnect the coolant lines from the cold start
device (Figure 7-7, (3)) on the fuel injection
pump. Plug the open ends of the lines to
minimize leakage and prevent contamination.
9. Disconnect the fuel return lines from the fuel
return fitting (Figure 7-7, (2)). Plug the open
ends of the lines to minimize leakage and
prevent contamination.
Figure 7-6
3. Close any fuel valves in the fuel supply line.
4. Place a drain pan under the fuel injection pump
to catch any spillage.
5. Remove the high-pressure fuel injection lines as
an assembly (Figure 7-7, (1)).
NOTICE
To prevent rounding the fuel line nuts always use a
line or flare nut wrench. When loosening the fuel
line nuts, always hold the fuel injection pump delivery
valves with a back up wrench to prevent loosening of
the delivery valves.
Figure 7-7
6. First loosen the fuel line nuts at the fuel injectors
and then at the fuel injection pump.
10. Remove the fuel supply line (Figure 7-7, (4)).

Plug the open end of the line to minimize
leakage and prevent contamination.
11. Remove the throttle cable from the fuel injection
pump.
148
12. Separate the stop solenoid wiring connector

(Figure 7-8, (2)).
13. Remove the rear fuel injection pump bracket(s)
(Figure 7-8, (1)) from the fuel injection pump.
NOTE: Configuration of the fuel injection pump rear
brackets may vary depending upon engine model.
Figure 7-9
15. Remove the fuel injection pump drive gear
cover (Figure7-10, (1)) from the gear case
cover (Figure7-10, (2)).
NOTE: The fuel injection pump drive gear cover is
secured with an adhesive sealant. Use a gasket
scraper to separate the fuel injection pump cover
from the gear case cover.
Figure 7-8
14. Disconnect the lube oil line (Figure 7-9, (1))
and the clamp (Figure 7-9, (2)) from the pump.
IMPORTANT
Take care to not damage or bend the oil line. In
some applications, it may be preferable to
remove the complete oil line assembly from the
engine before proceeding.
NOTE: On models 4TNV98, the cover is larger and

retained by 7 bolts.
Figure 7-10
NOTE: TNV82-88 shown.
149
16. To position the fuel injection pump for easier

removal and installation, install a dial indicator
(see Checking and Adjusting Fuel Injection
Timing on page 157) into the injection pump
plunger opening. Using a wrench on the
crankshaft pulley bolt, rotate the crankshaft until
the dial indicator shows that injection pump
plunger is at the bottom of it's stroke.
CAUTION
injection pump hub. Do not disassemble the
fuel injection pump drive gear from the hub.
Correct fuel injection timing will be very difficult
or impossible to achieve.
17. To aid in reassembly, make reference marks on

the fuel injection pump drive gear, and on either
the gear case cover or idler gear.
18. Do not loosen or remove the four bolts

(Figure7-13, (3)) retaining the pump drive gear
to the hub. Only remove the single drive gear
nut (Figure7-13, (1)) and washer (Figure7-13,
(2)), leaving the hub attached to the gear.
CAUTION
After marking the position of the pump drive
gear, do not rotate the engine crankshaft.
Rotating the crankshaft will cause the fuel
injection pump to become misaligned.
On 4TNV98 model engines, the idler gear is

visible. Make a reference mark (Figure 7-12,
(1)) across both the fuel injection pump drive
gear and the idler gear.
Figure 7-13
19. Hold the gear train using a large socket wrench
on the crankshaft pulley nut. Loosen the fuel
injection pump drive gear retaining nut (Figure
7-13, (1)) and turn it out to the end of the fuel
injection pump shaft.
Figure7-12
150
22. Locate the mark stamped into the upper outside

mounting boss of the fuel injection pump.
Highlight this mark and make a corresponding
mark on the gear case or front plate (Figure 716, (1)).
20. Remove the pump drive gear and hub as an

assembly using an appropriate two-bolt gear
puller (Figure7-14).
Figure 7-16
NOTE: Some model engines may require the intake
manifold and fuel injection pump insulator (Figure
7-17, (2)) be removed to access the inner fuel
injection pump (Figure 7-17, (1)) retaining nuts.
Figure7-14
NOTE: On TNV98 models, the injection pump drive
gear can be removed through the gear case cover
opening.
21. Once the fuel injection pump drive gear and hub
assembly has popped loose from the tapered
fuel injection pump drive shaft, carefully remove
the drive gear nut (Figure 7-15, (1)) and lock
washer (Figure 7-15, (2)).
Figure 7-17
23. If required, remove the intake manifold and fuel
pump insulator to access the fuel injection
pump mounting nuts.
Figure 7-15
151
NOTE: The MP4 fuel injection pumps (4TNV98

model engines) are fastened to the gear case with
four (4) studs and nuts.
CAUTION
24. Remove the fuel injection pump (Figure 7-17,

(1)). For purposes of future injection timing
purposes, record the fuel injection pump timing
index number located on the boss on the
engine side (back) of the of the fuel injection
pump (Figure 7-18, (1)).

tamper-proof seals.
Installation of Fuel Injection Pump
IMPORTANT
Figure 7-18
If installing a new or recalibrated fuel injection

pump, locate and record the timing index
number located on the pump housing boss on
the engine side of the new or recalibrated fuel
injection pump (Figure 7-19, (1)). This number
will be used to calculate and adjust the final fuel
injection timing.
CAUTION
Do not rotate the crankshaft with the injection
pump removed.
25. If the fuel injection pump requires servicing, it

must be sent to an authorized Yanmar FIE
repair facility for repair and calibration, or
replaced with a new fuel injection pump.
NOTE: If either or both of the fuel injection pumps

do not have a timing index number, note the
injection pump ID (example: XK42) on the injection
pump ID label.
152
2. If installing the fuel injection pump on an engine

with the front gear case cover removed, the fuel
injection pump drive gear can be aligned with the
idler gear by aligning the stamped marks (A, B,
C) on the fuel injection pump drive gear, idler
gear, and crankshaft drive gear. Ensure all three
timing marks (Figure 7-22, (A, B, C)) are
aligned.
To locate the timing index number for the engine

being serviced use the Timing Index Chart under
FIE Specs on the Yanmar Distributor Website
(http://distributor.yanmar.co.jp).
If additional assistance is needed in locating the
engine timing index number See To Locate an
Authorized Yanmar Industrial Engine Dealer or
Distributor: Follow the instructions to locate an
authorized Yanmar industrial engine dealer or
distributor for assistance.
NOTE: Treat the timing index number as if it has a
decimal point (68 = 6.8).
Figure 7-22
(1) Fuel Injection Pump Drive Gear. (2) Camshaft Drive Gear.
(3) Auxiliary Drive Gear (Optional). (4) Crankshaft Drive Gear.
(5) Direction of Rotation. (6) Oil Pump Drive Gear (4TNV94L 4TNV106). (7) Idler Gear
Figure 7-19
1. Align the pump drive gear with the idler gear
using the reference marks made earlier.
4TNV98 model engines (Figure 7-21, (1)).
3. Install a new O-ring on the pump mounting flange.

Apply grease to the O-ring to hold it in place
during installation of the injection pump.
NOTE: Ensure the tapered surface of the fuel
injection pump shaft is clean and dry.
Figure 7-21
153
4. Align the key on the fuel injection pump shaft with

the keyway in the fuel injection pump drive gear
hub. Reinstall the fuel injection pump into the fuel
injection pump drive gear and gear housing.
Reinstall the pump retaining nuts finger tight.
Tighten the fuel injection pump retaining nuts to

143.
5. Reinstall the fuel injection pump drive gear lock

washer (Figure 7-23, (2)) and nut (Figure 7-23,
(1)). Do not lubricate the threads of the nut or
shaft. Hold the crankshaft pulley bolt with a
socket wrench and tighten the drive gear nut to
the specified torque. See Special Torque Chart
on page 143.
Reinstall the timing grid sticker, provided with the

new fuel injection pump, onto the back of the gear
case / front plate (Figure 7-25). Align the
standard mark (Figure 7-25, (1)) with the
reference mark (Figure 7-25, (2)) made on the
gear case during disassembly.
If installing a new fuel injection pump:
Figure 7-23
If reinstalling the original fuel injection pump:
Align the reference marks (Figure 7-24, (1))
previously made on both the fuel injection pump
mounting flange and gear case or front plate.
Figure 7-25
Figure 7-24
154
The above calculated difference indicates that the

replacement fuel injection pump is to be installed
at +0.5 (advanced) from the Standard Mark
(Figure 7-27, (1)) on the timing sticker.
Calculate the difference between the timing index

numbers (Figure 7-26, (1)) of the fuel injection
pump that you removed and the replacement fuel
injection pump. See Calculation Example below.
Figure 7-26
Adjusting the fuel injection timing to compensate for
the difference in pump timing index numbers:
Figure 7-27
Calculation Example
In this case, rotate the top of the fuel injection

pump away from the cylinder block until the mark
on the outside upper mounting boss (Figure 7-28,
(1)) of the fuel injection pump aligns with the +0.5
mark on the timing sticker.
Timing Index Number

Original injection pump=
6.8
Replacement injection pump=
7.3
Difference=
+0.5
If the difference between the timing index

numbers is a positive number, the fuel injection
pump mounting position must be advanced
(Figure 7-27, (2)) (rotated away from the engine)
as compared to the standard mark (Figure 7-27,
(1)) by the calculated positive amount, adjust the
fuel injection pump to the calculated value.
If the difference between the timing index
numbers is a negative number, the replacement
injection pump must be retarded (Figure 7-27,
(3)) (rotated toward the engine) by the calculated
negative amount.
Each mark on the timing sticker represents 0.5
timing change.
Figure 7-28
Tighten the fuel injection pump mounting nuts to
143.
155
6. Reinstall the rear bracket(s) (Figure 7-29, (1)) to

the fuel injection pump. Tighten the rear support
bolts.
NOTE: Configuration of the fuel injection pump rear
brackets may vary depending on the model.
Figure 7-30
9. Apply Three Bond Liquid Gasket No. 1212 or
equivalent sealant to the sealing surface of the
pump cover. Install the pump cover and tighten
the cover bolts.
10. Reconnect the fuel return lines, fuel supply line
and coolant lines to the fuel injection pump.
Figure 7-29
11. Reinstall the fuel injection high-pressure lines.
Tighten the nuts to specification. See Special
Torque Chart on page 143.
7. Reconnect the throttle linkage and the stop

solenoid connector (Figure 7-30, (2)).
8. Reconnect the lube oil line (Figure 7-30, (1)) and
clamp (Figure 7-30, (2)).
IMPORTANT
When reinstalling a new or repaired fuel
injection pump, it is important to add engine oil
to the fuel injection pump to provide lubrication
for initial start-up. Add 5-7 oz (150-200 cc) of
clean engine oil to the fuel injection pump at the
fill plug located in the upper outside section of
the governor housing.
12. If equipped, verify the fuel injection pump

insulator (Figure 7-31, (2)) is not damaged.
Reinstall the insulator and intake manifold if
previously removed.
156
Checking and Adjusting Fuel

Injection Timing
Determining the Fuel Injection Timing
Specification
1. Locate and record the fuel injection pump timing
index number (Figure 7-34, (1)) stamped into the
boss on the engine side of the fuel injection
pump housing (Figure 7-33, (1)). Treat this
number as though there is a decimal point
between the two digits. i.e. 68 = 6.8
Figure 7-31
13. Reinstall the coolant pump V-pulley (Figure 732, (4)), spacer (Figure 7-32, (3)) (if equipped)
and engine coolant fan (Figure 7-32, (2)).
Figure7-33
Figure 7-32
14. Reinstall the cooling fan V-belt (Figure7-32, (1)).
Adjust it as described in Check and Adjust
Cooling Fan V-Belt on page 47.
Figure7-34
15. Reinstall the cooling fan guard (if equipped).
System on page 15.
17. Operate the engine and check for fuel and
coolant leaks.
157
2. Using the FIR number for the engine being

serviced use the Fuel Injection Reference (FIR)
Chart under FIE Specs on the Yanmar
Distributor Website
(http://distributor.yanmar.co.jp).
The FIR number is determined by the complete
engine model number. The engine model
number is located on the engine nameplate
(Figure 7-35).
Checking Fuel Injection Timing

NOTE: Some fuel may drain from the fuel injection
pump during this process. Make provisions to
contain any such spillage.
1. Turn off the fuel valve in the fuel supply hose and
the fuel return hose.
2. Clamp shut the fuel injection pump fuel return
hose leading to fuel filter (Figure 7-36, (1)).
Figure7-35
EXAMPLE: The following example is for an engine
model 4TNV98 - SDF.
Find the engine model number in the FIR chart.
Locate and record the FIR number (The FIR
number for this engine is 4).
Figure 7-36
IMPORTANT
Insert the numbers you have recorded into the

following equation:
(Fuel Injection Pump Timing Index Number X 2) +
FIR Number = FIT (Fuel injection Timing in
Degrees)
IMPORTANTClean the top of the fuel injection

pump to prevent any contamination when the
fuel injection pump plunger plug is removed.
(6.8 X 2) = 13.6 + 4 = 17.6 Fuel injection Timing

3. Remove the forward fuel injection pump plunger
plug (Figure 7-36, (2)) on the top of the fuel
injection pump.
Record the calculated fuel injection timing

specification.
4. Install a dial indicator adapter and clamp into the

pump plunger opening.
NOTE: Use the Yanmar part no. 158090-51841 for
the M16 adapter used on the MP4 fuel injection
pumps (TNV94-106 model engines) and Yanmar
part no. 23000-013000 plunger adapter clamp
(Figure 7-37, (1)).
158
6. Using a wrench on the crankshaft pulley bolt,

rotate the crankshaft in a clockwise direction
while looking through the flywheel inspection port
(Figure7-39, (1)). Rotate the crankshaft until the
injection timing marks on the flywheel are visible.
Figure 7-37
Figure 7-39
5. Install a dial indicator (Figure 7-38, (1)), Mitutoyo

No. 2050SB or equivalent, with a 30mm
extension, Yanmar part no. 158090-51870 or
Mitutoyo No. 303613, into the adapter. Secure
with the Yanmar part no. 23000-013000 plunger
adapter clamp (Figure 7-37, (1)) at
approximately the mid-point of its travel.
7. Typical flywheel markings are as shown in

(Figure 7-40, (1)).
NOTE: A typical flywheel will have multiple timing
grids depending on the number of cylinders. Any
grid can be used to check the fuel injection timing.
The flywheel shown in Figure 7-40 is for a
Yanmar Standard Specification DI engine.
Flywheels used on some OEM Specific DI
engines may be marked differently. You should
contact that specific OEM for information on the
identification of the timing marks.
Figure 7-38
NOTE: The following references to the direction-ofrotation are facing the coolant pump end of the
engine and are adjusted by turning the crankshaft
pulley.
Figure 7-40
(1) 10 BTDC (Before Top Dead Center) (2) 15 BTDC.
(3) 20 BTDC (4) Direction of Rotation.
(5) TDC (Top Dead Center)
159
NOTE: The TDC (Top Dead Center) mark can be

identified by the cylinder numbers stamped near the
TDC mark on the flywheel.
If you are uncertain as to the timing degree
designation of the timing marks on the flywheel
timing grid, you can determine the timing degree
designation by measuring the timing grid.
First measure the distance between two of the
longer marks on the timing grid. (They are 5
apart.) Then measure the distance from the
TDC mark to the first longer mark on the
timing grid. Divide that measurement by the
distance between the two longer marks. The
resulting answer will tell you how many
degrees there are between the TDC mark and
the first longer mark.
Figure 7-41
EXAMPLE: If the distance between the two

longer marks is approximately 2.0 cm and
the distance from the TDC mark is
approximately 4.0cm, the answer is
approximately 2. This indicates there is 10
(2x5) between the TDC mark and the first
longer mark on the timing grid. That means
the first longer mark on the timing grid
indicates 10 BTDC, the second longer mark
indicates 15 BTDC and the third timing mark
indicates 20 BTDC. If the answer is 3, that
indicates there is 15 (3x15) between the
TDC mark and the first longer mark and that
the first longer mark indicates 15 BTDC
with the second and third longer marks
indicating 20 BTDC and 25 BTDC
respectively.
8. Highlight the timing reference mark (Figure 7-41,
(2)) on the flywheel housing or engine back plate
(Figure 7-42, (2)). Highlight the TDC (Top Dead
Center) mark (Figure 7-41, (1)) on the flywheel.
9. Highlight the target timing mark (Figure 7-42,
(1)) on the flywheel as calculated in Determining
the Fuel Injection Timing Specification on page
141.
Figure 7-42
160
10. Rotate the crankshaft counter-clockwise until

the dial indicator shows that the injection pump
plunger is at the bottom of its stroke. Rock the
crankshaft back and forth slightly to confirm a
point where the dial indicator shows no
movement. Zero the dial indicator.
Adjusting Fuel Injection Timing
11. Slowly rotate the crankshaft clockwise until the

dial indicator shows a pump plunger lift of
2.5mm (0.098 in.).
1. Leave the dial indicator installed in the fuel

injection pump. Do not disturb the reading on the
dial indicator.
12. Check the position of the flywheel target timing

mark (previously determined) (Figure7-42, (1))
in relation to the timing reference mark
(Figure7-42, (2)) on the flywheel housing or
engine back plate. If the two marks are aligned,
the fuel injection timing is correct. If the marks
do not align, the fuel injection timing must be
adjusted. See Adjusting Fuel Injection Timing
on page 161.
2. Rotate the flywheel until the target timing mark

(Figure7-43, (1)) and the timing reference mark
(Figure7-43, (2)) on the flywheel housing or
back plate are aligned.
If the timing marks did not align when performing

the Checking Fuel Injection Timing on page 158,
the following steps must be performed to properly
time the engine.
IMPORTANT
Do not rotate the crankshaft
remainder of this procedure.
during
the
13. If the injection timing is correct, remove the dial

indicator and adapter. Replace the pump
plunger plug and its copper gasket and tighten
to specifications. Replace the flywheel
inspection port cover. Open the fuel supply
valve and remove the clamp from the fuel
supply hose and the fuel return hose.
14. Prime the fuel system. Operate the engine and
check for leaks.
Figure 7-43
161
9. Tighten the fuel injection pump mounting nuts

and rear bracket(s).
3. Note the reading on the dial indicator (Figure 744, (1)). If the reading is less than 2.5mm (0.098
in.), the fuel injection timing is retarded. If the
dial indicator reading is greater than 2.5mm
(0.098 in.), the fuel injection timing is
advanced.
10. Remove the dial indicator and adapter. Replace

the plug in the pump plunger opening and
tighten it to specification. If removed, install the
intake manifold and pump insulator. Tighten the
high-pressure injection line nuts to specification.
Open the fuel supply valve, remove the clamp
from the fuel return line and prime the fuel
system. Operate the engine and check it for
leaks.
Figure 7-44
NOTE: Some model engines require the intake
manifold and fuel injection pump insulator be
removed to access the inner fuel injection pump
retaining nuts.
4. Loosen the nuts fastening the fuel injection pump
to the gear case or front plate. Loosen the rear
bracket(s) on the fuel injection pump.
NOTE: Loosening the high-pressure injection line
nuts on the fuel injection pump may make rotating
the pump easier.
5. Rotate the fuel injection pump until the dial
indicator reads 2.5 mm (0.098 in.).
6. To advance the injection timing, rotate the top
of the fuel injection pump away from the engine.
7. To retard the injection timing, rotate the top of
the fuel injection pump toward the engine.
8. When the dial indicator reads 2.5 mm (0.098in.)
of pump plunger lift and the target timing mark on
the flywheel aligns with the reference mark on
the flywheel housing or engine back plate, the
injection timing is correct.
162
6. Remove the injector nozzle protector (Figure 748, (5)) and seat (Figure 7-48, (6)) from the
cylinder head. Discard both items.
Fuel Injectors
Removal of Fuel Injectors
7. Repeat steps to remove the remaining fuel

injectors.

1. Close any fuel valves in the fuel supply line.
2. Remove the valve cover.
3. Remove the injector return line (Figure7-48, (1)).
Be careful not to bend the line.
4. Remove the fuel injector mounting clamp bolts
(Figure7-48, (2)). Lift the injector mounting
clamps (Figure7-48, (3)) away from injector.
5. Remove the fuel injector (Figure7-48, (4)) from
the cylinder head.
Figure 7-48
NOTE: The fuel injectors can be removed by
manually pulling them out of the fuel injector wells.
163
Testing of Fuel Injectors

CAUTION
CAUTION
1. Thoroughly clean the fuel injector nozzle using

clean diesel fuel and a brass wire brush.

2. Visually inspect the fuel injectors and nozzle

protectors for deposits or damage. Clean, repair
or replace as necessary.
NOTE: Test the fuel injector using an injection
nozzle tester. Operate the tester following the
information provided by the tester manufacturer.
Use clean, filtered fuel or FIE calibration fluid for the
test.

moderate injury.
3. Using the correct adapter, connect a fuel injector

to a nozzle tester. Aim the fuel injector into a
suitable container to catch the fuel spray.
WARNING
Never inject fuel toward you. Since the fuel is
injected at high pressure from the nozzle, it may
penetrate the skin, resulting in injury.
Never inject fuel toward a fire source. Atomized
fuel is highly flammable and may cause a fire or
burn skin.
Figure 7-49
4. Pump the operating lever of the tester slowly,
observing the pressure reading at the point
where the fuel injector begins spraying fuel
(Figure 7-49).
See Figure 7-52 for injector ID location.
See Test and Adjustment Specifications on page
7-9 for correct pressure readings.
NOTE: The opening pressure of a new fuel injector
will be approximately 725 psi (5MPa; 51kgf/cm)
higher than one that has been operated for five
hours or longer.
5. Pump the operating lever slowly to hold the
pressure steady at a point just below the opening
pressure and hold it for 5 seconds. Observe the
injector to see that it is sealing properly and is
not dripping. If fuel leaks from the return line
fitting, check that the nozzle case nut is tight.
Service or replace the injector if fuel continues to
leak from either the return line fitting or nozzle.
164
6. Pump the operating lever more rapidly to

repeatedly pop the injector and observe the
spray pattern. The pattern should be a very fine
uniform spray (Figure 7-50). If a dripping or an
uneven pattern is seen (Figure 7-51), service or
Disassembly and Inspection of Fuel

Injectors
CAUTION
1. Clean carbon from used injectors using clean

diesel fuel. Hardened deposits or varnish can be
cleaned using a brass wire brush.
Figure 7-50
Figure7-51
If the fuel injector fails any of these tests, it should
be serviced or replaced as necessary. If the
pressure is outside specified limits, adjust the
pressure. See Adjusting Fuel Injector Pressure on
page 166.
Figure 7-52
(1) Fuel Return Passage. (2) Injector ID Location.
(3) Injector Body. (4) Pressure Adjusting Shims. (5) Spring.
(6) Spring Seat. (7) Valve Stop Spacer. (8) Nozzle Valve.
(9) Nozzle Body. (10) Nozzle Case Nut
2. Place the fuel injector in a soft-jawed vise with

the nozzle pointing up.
3. Remove the nozzle case nut.
4. Carefully remove the injector from the vise.
165
5. Turn the injector over and remove the nozzle

body, nozzle valve, valve stop spacer, nozzle
spring seat, nozzle spring, and shims.
Adjusting Fuel Injector Pressure

The fuel injectors open when pressure reaches a
predetermined pressure threshold. They close
when the pressure is reduced below that threshold.
The pressure threshold can be adjusted by adding
or removing shims (Figure 7-55, (3)).
6. Inspect the sealing surfaces (Figure 7-53, (2))

between the valve stop spacer and nozzle body
for nicks or scratches. Check the contact area
between the valve stop spacer and the nozzle
valve (Figure 7-53, (1)) for scoring, or pitting.
Use a magnifier glass to inspect the area.
Figure 7-53
7. Perform a nozzle valve slide test:
(a) Wash nozzle body and valve in clean diesel
fuel.
(b) While holding the nozzle body vertical, pull
the nozzle valve about 2/3 of the way out
(Figure 7-54).
(c) Release the valve. It should fall smoothly to
its seat by its own weight.
Figure 7-55
(1) Fuel Return Passage. (2) Injector ID Location.
(3) Injector Body. (4) Pressure Adjusting Shims. (5) Spring.
(6) Spring Seat. (7) Valve Stop Spacer. (8) Nozzle Valve.
(9) Nozzle Body. (10) Nozzle Case Nut.
The injection pressure will change by approximately

275 psi (1.9 MPa; 19 kgf/cm) for every 0.1 mm
(0.004 in.) in shim thickness.
Figure 7-54
8. Replace the fuel injector assembly if it fails any
inspection.
166
See the parts catalog for available shims.
Installation of the Fuel Injectors

CAUTION
1. Reinsert a new nozzle seat (Figure 7-57, (6))

and nozzle protector (Figure 7-57, (5)) in the
cylinder head for each injector.
Each pressure adjusting shim removed or

added changes the pressure threshold by
approximately 275 psi (1.9 MPa, 19 kgf / cm).
Adding adjusting shims increases the threshold
pressure. Removing adjusting shims reduces
the pressure threshold.
2. Reinstall a O-ring on to each injector body.

3. Reinsert each fuel injector (Figure 7-57, (4)) into
the cylinder head.
1. Disassemble the fuel injector assembly. See

Disassembly and Inspection of Fuel Injectors on
page 165.
4. Reinstall the fuel injector retainers (Figure 7-57,

(3)) and torque the retaining bolts (Figure 7-57,
(2)) to specification.
2. Remove or add adjusting shims as needed.
5. Reinstall the fuel injector return line assembly

using new gaskets on each side of the injector
line screws.
3. Reassemble the fuel injector assembly. See

Reassembly of Fuel Injectors on page 166.
6. Reinstall the fuel high-pressure fuel lines to each

injector and tighten the nuts using a line or
flare nut wrench.
4. Retest the fuel injector. See Testing of Fuel

Injectors on page 164. If the injector cannot be
adjusted to the appropriate pressure, discard the
fuel injector.
Reassembly of Fuel Injectors

1. Secure the injector in a soft-jawed vise with the
nozzle end up.
2. Reinstall the shims, nozzle spring, nozzle spring
seat, valve stop spacer, nozzle valve, and nozzle
body.
3. Reinstall the nozzle case nut. Tighten it to
143.
Figure 7-57
System on page 15.
8. Operate the engine and check for fuel and
coolant leaks.
167
4TNE98 ENGINE
Fuel System Special Torque Chart
Component
Fuel Injector
Fuel Pump Drive

Gear Nut
Tightening Torque
Lubricating Oil Application

(Thread Portion and
Seat Surface)
29.4 ftlbs
(39.2 Nm, 4 kgfm)
Not Applied
See Installation of
Injectorson page 200
43.5 - 51.0 ftlbs

(59 - 69 Nm,
6.0 - 7.0 kgfm)
Not Applied
See Installation of the Fuel

Injection Pumpon page 192
Reference Page
Fuel
No.
Tool Name
Fuel Injector Tester
Application
Illustration
For measuring injection spray

pattern of fuel injection nozzle
and injection pressure
168
Figure 7-1
169
Figure 7-2
Although the fuel pressure in the pump chamber is
proportional 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.
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 bottom.
Pressure is applied to feed fuel into the fuel inlet by
the feed pump in order to feed fuel into the injection
pump chamber.
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.
170
Structure And Operation Of Fuel Injection Pump
Figure 7-3
171
Governor
Overview
Pump
Figure 7-4
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.
Figure 7-5
The governor is located above the inspection pump
chamber and mainly consists of a flyweight holder
and governor lever assembly. The flyweight holder
holds four flyweights and governor sleeves, and is
supported by the governor shaft.
The cam disc has a face cam and conducts

reciprocating operations by the specified cam lift on
the roller in the roller holder assembly.
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.
On the outside of the plunger are two plunger

springs having 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
delivery valve opens to inject it into the engine
combustion chamber via the nozzle and nozzle
holder.
172
Feed Pump (Vane Type)
Timer
Figure 7-6
Figure 7-7
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.
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.
173
Figure 7-9 shows typical relationships between

pump revolutions and pump chamber pressure. The
hydraulic timer directly uses the pump chamber
pressure for controlling the injection timing.
Regulating Valve
Figure 7-8
The regulating valve regulates the fuel feeding
pressure of the feed pump so that the fuel pressure
in the pump chamber 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 compresses 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 pressure by changing the set force of the
regulating valve spring.
Figure 7-9
174
Plunger Operation
Figure 7-3
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 terminated.
175
Injection Process
Process
Suction Process
Figure 7-12
Figure 7-10
Figure 7-13
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 pressurized 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.
Figure 7-11
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.
176
Uniform Pressure Process
End of Injection
Figure 7-14
Figure 7-16
Figure 7-15
Figure 7-17
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.
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.
177
Reverse Rotation Prevention

Mechanism
Fuel Injection Volume Adjustment

Mechanism
Figure 7-18
Figure 7-19
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 lowering process. The inlet port closes
during the lifting process to inject the fuel.
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
control sleeve position is determined according to
the governor control.
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 pressurized, resulting in non-injection
state.
178
Delivery Valve Assembly
Delivery Valve Holder with Damping

Valve
Figure 7-21
The delivery valve holder with damping valve
functions to prevent cavitation erosion in the pipe at
high speed, unstable fuel injection and secondary
injection.
Figure 7-20
The delivery valve assembly consists of the delivery
valve and valve seat.
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.
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.
So, the only fuel path left is the small orifice of the
damping valve. This permits the slow closing 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.
If the remaining pressure is excessively high, cutoff

of the fuel may be adversely affected.
NOTE: Cavitation represents the phenomenon

where bubbles 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.
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.
179
All - Speed Governor
Figure 7-22
Figure7-22 shows the composition of the all-speed
governor.
Revolution of the shaft is transferred to the
flyweight holder acceleration gear via the drive gear
to turn the flyweight 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 centrifugal force.
The flyweight movement presses the governor
sleeve and presses the governor lever assembly to
the right. The governor 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.
Figure 7-23
The start spring presses the start lever into the
governor sleeve at engine start. The start lever
turns counterclockwise around fulcrum M2 to move
the control sleeve to the start offset position.
180
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 changing 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
Figure7-24 shows the typical injection volume
control characteristics of the all-speed governor.
181
At Start of Engine
Figure 7-25
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 contact with press-in pin M3 by governor
spring force.
At the same time, the start lever is released from the
tension 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 M2 being the fulcrum.
Thus, the engine can be started easily by lightly
pressing down on the accelerator pedal.
182
During Idling
Figure 7-26
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. Therefore, the flyweight opens
outwardly even at low revolutions 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.
183
At Full-Load Maximum Speed Control
Figure 7-27
When the accelerator pedal is pressed down all the
way and the control lever comes into contact with
the maximum 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 M3 being pressed into the
pump housing. The idle spring is completely
compressed to connect the start lever and the
tension lever at point A, thereby holding the control
sleeve at the full-load position. At this time, the
flyweight is pressed by the governor sleeve and is
in the completely closed state.
184
At No-Load Maximum Speed Control
Figure 7-28
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 M2. 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.
185
Full-Load Position Adjustment

Mechanism
Figure 7-29
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 M1 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.
186
Structure And Operation Of Timer

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.
The ignition period which occurs in the combustion

process of a diesel engine tends to increase as the
speed becomes higher.
Figure 7-30
Standard Type Automatic Timer

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 Figure7-30). 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.
As shown in Figure7-30, 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 balance
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.
187
Magnetic Valve (Stop Solenoid)
Figure 7-31
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 barrel.
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.
188
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.
Removal Of Fuel Injection Pump

1. Remove fuel supply line from the fuel injection
pump.
CAUTION
2. Remove fuel injector return line.
Remove the high-pressure fuel injection lines

as an assembly whenever possible.
3. Remove fuel tank return line.
Disassembling 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.
4. Disconnect the electrical connection to the

magnetic valve (stop solenoid) (Figure7-32, (1)).
NOTE: It is necessary to remove the bolt (Figure733, (1)) holding the dipstick tube clamp. Rotate the
dipstick tube to one side to allow you to remove the
high pressure fuel line assembly.
Figure 7-32
5. Disconnect the throttle linkage.
6. Remove the high pressure fuel lines.
First loosen the high pressure fuel line nuts
(Figure7-32, (2)) at the fuel injectors.
Figure 7-33
7. Remove the two bolts (Figure7-34, (1)) from the
L-shaped brackets that holds the injection pump
at the bottom / rear.
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

(Figure7-32, (3)) on the fuel injection pump.
189
Figure 7-35
10. Remove the seven bolts from the fuel injection
pump cover (Figure7-36, (1)) on the front gear
case. Remove the cover.
Figure 7-34
Loosen the bolt (Figure7-34, (2)) that fastens
the remaining bracket to the cylinder block and
pivot down and away from the injection pump.
NOTE: The cover is secured with an adhesive

sealant. Use a gasket scraper to separate the cover
from the gear case.
8. Loosen the alternator adjusting bolt and pivot the

alternator toward the engine.
CAUTION
PINCH HAZARD!
moderate injury.
9. Remove the cooling fan (Figure7-35, (1)), spacer

(if equipped) (Figure7-35, (2)) and V-belt
(Figure7-35, (3)).
Figure 7-36
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).
190
CAUTION
Do not rotate the engine with the injection pump
removed.
Figure 7-37
Figure 7-39
Also make matching marks (Figure7-38, (1)) on the

rear of the gear case housing and on the fuel
injection pump mounting flange before loosening
the injection pump mounting nuts.
13. Using a two-bolt gear puller, remove the

injection pump drive gear (Figure7-39, (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.
Figure 7-38
12. While holding the engine from turning with a
wrench on the crankshaft pulley bolt, remove
the pump drive gear retaining nut (Figure7-39,
(1)) and lock washer (Figure7-39, (2)).
191
3. Install the drive gear retaining nut (Figure7-42,

(1)) and washer (Figure7-42, (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 Nm, 5 - 5.4 kgfm).
Installation Of The Fuel Injection

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 (Figure7-40,
(1)) on the rear of the gear case housing and on
the fuel injection pump mounting flange.
Figure 7-42
Figure 7-40
4. Thoroughly clean all old sealant from the fuel

injection pump cover (Figure7-43, (1)) and gear
case housing. Apply ThreeBond, Yanmar Part No.
977770-01212, or equivalent sealant to the fuel
injection pump cover. Install the fuel injection
pump cover on the front gear case with seven
bolts. Tighten the bolts to the specified torque.
2. Install the injection pump drive gear (Figure7-42,

(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 (Figure737).
Figure 7-41
192
Figure 7-45
Figure 7-43
9. Reinstall the two bolts (Figure7-45, (1)) to the Lshaped 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.
5. Reinstall the cooling fan (Figure7-44, (1)),

spacer (if equipped) (Figure7-44, (2)) and V-belt
(Figure7-44, (3)).
10. Reinstall the high pressure fuel lines.

Replace the high pressure fuel lines as an
assembly. 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
(Figure7-46, (1)) on the fuel injectors.
Figure 7-44
6. Pivot the alternator away from the engine and
adjust the V-belt tension. See Check and Adjust
Cooling Fan V-belt on page 47.
7. Tighten the alternator adjusting bolt. See Check
and Adjust Cooling Fan V-belt on page 47.
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 fastens it to the cylinder block.
193
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 (Figure7-47, (1)) and
sealing washer from the rear of the fuel injection
pump.
Figure 7-46
11. Reconnect the throttle linkage.
12. Reconnect the electrical connection to the
magnetic valve (stop solenoid) (Figure7-46, (1)).
13. Reinstall fuel tank return line.
Figure 7-47
14. Reinstall fuel injector return line.
3. Locate Yanmar timing tool (P/N 119770-02020)

(Figure7-48, (1)). Install a dial indicator into the
timing tool.
15. Reinstall fuel supply line to the fuel injection

pump.
16. Prime the fuel system and check for leaks.
Figure 7-48
194
10. Then retighten the pump mounting nuts and the

mounting bracket bolts.
4. Install Yanmar timing tool (Figure7-49, (1)), into

the port where the bolt was removed. This will
provide a reading of the injection pump plunger
lift.
NOTE: Rotating the injection pump away from the

engine advances the injection timing. Rotating the
injection 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.
Figure 7-49
5. Rotate the engine about 25 in the
counterclockwise direction. The dial indicator
should move for approximately 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.
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.
195
Servicing The Fuel Injectors

CAUTION
Removal of the Fuel Injectors
Remove the high-pressure fuel injection lines

as an assembly whenever possible.
1. Remove the high pressure fuel lines.

fuel lines will make it difficult to reinstall the
fuel lines.
NOTE: It is necessary to remove the bolt (Figure751, (1)) holding the dipstick tube clamp. Rotate the
dipstick tube to one side to allow you to remove the
high pressure fuel line assembly.
Figure 7-50
First just loosen the high pressure fuel line nuts
(Figure7-50, (2)) at the fuel injectors.
CAUTION
fitting.
Figure 7-51
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.
Then loosen the high pressure fuel line nuts

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.
196
5. Adding or removing a 0.1 mm shim (shims are

available in 0.4 mm increments) changes the
pressure by 174 - 319 PSI (1.2 - 2.2 MPa).
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
protectors 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.
Figure 7-53
6. Pump the operating lever more rapidly to
repeatedly pop the injector and observe the
spray pattern. See Judgement Criteria on
Atomization Conditionon page7-37 for examples
of good and bad spray patterns.
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.
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.
Figure 7-52
197
Figure 7-54
8. If the fuel injector fails any of these tests, it
should be repaired or replaced as necessary.
198
Judgement Criteria on Atomization Condition

A
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
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).
(Normal)
1. Normally
caused by
carbon
contamination
of the nozzle
tip.
2. Sometimes
caused by
flaws in or
damage to the
needle tip.
1. Caused by
excessive
carbon
contamination
of the nozzle
tip.
2. Sometimes
caused by
contamination
.
1. Damage to
the seat.
2. Contamination
of seat by fine
foreign
particles.
3. Excessively
worn seat.
1. Sticking of
needle.
2. Excessively
damaged or
worn seat.
3. Contamination
of seat by
foreign matter.
4. Damaged or
broken
internal parts
od nozzle
holder.
Atomization
Pattern
Possible
Cause
199
Cleaning of Nozzle

(Figure7-55, (1)) on the fuel injectors.
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
special 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
injector 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 29.4ftlb
(39.2Nm).
Figure 7-55
5. Install the fuel return line fitting using new copper

gaskets.
8. Prime the fuel system and check for leaks.
6. Tighten the fuel return line retaining nuts to

32.5ftlb (44.1Nm).
CAUTION
fitting.
7. Reinstall the high pressure fuel lines and fuel

return line.
Replace the high pressure fuel lines as an
assembly. 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.
200
Section 5. COOLING SYSTEM

DANGER
WARNING
SCALD HAZARD!

radiator cap.

injury.




serious injury.

injury.
WARNING
WARNING
FUME / BURN HAZARD!

BURN HAZARD!
and burn you.


serious injury.

serious injury.
201
Section 5. Cooling System
WARNING
CAUTION
BURN HAZARD!

the cap.

being burned.

engine coolant.

serious injury.
CAUTION
CAUTION
If the engine coolant pump must be replaced,

replace the engine coolant pump as an
assembly only. Do not attempt to repair the
engine coolant pump or replace individual
components.
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 material is
different.

moderate injury.
CAUTION
PINCH HAZARD!
moderate injury.
202
Introduction
This section of the Service Manual describes the procedures necessary to service the 4TNV84 engine coolant
pump. This engine coolant pump is representative of the coolant pumps used on other TNV model engines.
For specific part detail, see the parts catalog for the engine you are working on.
Cooling System Diagram
Figure 8-1
(1) Cylinder Head. (2) Thermostat. (3) Engine Coolant Pump. (4) Radiator. (5) Coolant Recovery Tank. (6) Engine Oil Cooler*
(7) Cylinder Block
* Not standard on all models.
203
Engine Coolant Pump Components
Figure 8-2
(1) Thermostat Cover. (2) Thermostat Cover Gasket. (3) Thermostat. (4)Thermostat O-Ring. (5) Special O-Ring.
(6) Engine Coolant Pump. (7) Temperature Switch. (8) Gasket. (9) Engine Coolant Pump Gasket. (10) V-Belt.
(11) Engine Coolant Pump V-Pulley. (12) Spacer. (13) Engine Coolant Fan
204
1. Before removing the engine coolant pump or

thermostat, 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.
Engine Coolant System Check

Check the engine coolant system for leakage.
1. With the radiator properly filled, install a cooling
system tester (Figure 8-3, (1)).
2. Remove the radiator cap (Figure 8-4, (1)).

3. Remove the drain plug or open the drain cock
(Figure 8-4, (1)) at the lower portion of the
radiator and drain the coolant.
Figure 8-3
2. Apply 10.8-14.8 psi (75-105 kPa; 0.75-1.05
kgf/cm) to the cooling system. If the pressure
reading drops, the engine coolant system is
leaking. Identify the source of the leak and repair
it.
Engine Coolant Pump
Figure 8-4
Removal of Engine Coolant Pump
4. Drain the coolant from the engine block.
Verify the condition of the engine coolant pump

before disassembling it from the engine. Check the
engine coolant pump shaft bearing for abnormal
noise, sticking, excessive play and water leakage.
Replace the coolant pump if any of these conditions
are present.
On models equipped with an oil cooler, remove

the coolant hose (Figure 8-5, (1)) at the oil
cooler.
CAUTION
If the engine coolant pump must be replaced,
replace the engine coolant pump as an
assembly only. Do not attempt to repair the
engine coolant pump or replace individual
components.
IMPORTANT
Figure 8-5
Make sure the engine and engine coolant are

not hot.
205
On models not equipped with an oil cooler,

remove the coolant drain plug (Figure 8-6, (1))
from the engine block.
Figure 8-7
7. Disconnect the coolant hoses and the
temperature switch lead wire from the engine
coolant pump.
Figure 8-6
5. Loosen the alternator mounting bolts. Loosen
and remove the V-belt and rotate the alternator
away from the engine and out of the way.
8. Remove the engine coolant pump (Figure 8-7,

(4)). Discard the gasket.
CAUTION
PINCH HAZARD!
moderate injury.
6. Remove the engine coolant fan guard (if

equipped), engine coolant fan (Figure 8-7, (1)),
spacer (Figure 8-7, (2)) and engine coolant
pump V-pulley (Figure 8-7, (3)).
206
Disassembly of Engine Coolant Pump
Cleaning and Inspection
1. Remove the thermostat cover (Figure 8-8, (1)).

Discard the gasket.
Thermostat
1. Check for proper operation of the thermostat.
Place the thermostat (Figure 8-10, (1)) and an
accurate thermometer (Figure 8 -10, (2)) in
warm water.
Figure 8-10
2. Slowly increase the temperature of the water
using an external heat source.
Figure 8-8
3. The thermostat is operating properly if it starts to
open at the temperature value stamped on the
flange of the thermostat, and fully opens as the
temperature of the water is increased.
2. Remove the thermostat (Figure 8-8, (2)). Discard

the O-ring. Remove the temperature switch
(Figure 8-8, (3)) and gasket (Figure 8-8, (4)).
Discard the gasket.
Radiator Cap
1. Check for proper operation of the radiator cap.
Install the radiator cap (Figure 8-11, (1)) on a
cooling system tester.
Figure 8-11
2. Apply 10.8 - 14.8 psi (75 - 105 kPa; 0.75 - 1.05
kgf/cm) to the radiator cap. The radiator cap
relief valve must open within the specified range.
207
Reassembly of Engine Coolant Pump
Installation of Engine Coolant Pump
1. Reinstall the thermostat (Figure 8-12, (1)) and a

new O-ring.
1. Position the engine coolant pump on the engine

and install a new gasket. Install a new special Oring (Figure 8-12, (5)) on assembly between the
engine coolant pump and the joint.
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 material is
different.
2. Reinstall the engine coolant pump bolts. Tighten

the bolts.
3. Inspect and reinstall the coolant hoses and the
temperature switch lead wire.
4. Reinstall the engine coolant pump V-pulley
(Figure 8-13, (1)), spacer (Figure 8-13, (2))
engine coolant fan (Figure 8-13, (3)) and engine
coolant fan guard (if equipped).
Figure8-12
2. Reinstall the thermostat cover (Figure 8-12, (2))
and a new gasket. Tighten the thermostat cover
bolts.
3. Reinstall the temperature switch (Figure 8-12,
(3)) and a new gasket (Figure 8-12, (4)).
Figure 8-13
208
5. 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
clearance (Figure 8-14, (2)) between the V-belt
and the bottom of the pulley groove, replace the
V-belt.
Figure 8-14
6. Reinstall the V-belt. Tighten the V-belt to the
proper tension. See Check and Adjust Cooling
Fan V-Belt on page 47.
7. 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.
8. Fill the radiator and engine with engine coolant.
See Drain, Flush and Refill Cooling System With
New Coolant on page 59.
CAUTION
the cap.
engine coolant.
209
Section 6. LUBRICATION SYSTEM

WARNING
WARNING
NEVER leave the key in the key switch when you
are servicing the engine. Someone may
injury.
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 operation 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.

serious injury..
WARNING
FUME / BURN HAZARD!

serious injury.
210
Section 6. Lubrication System
CAUTION
CAUTION
cap.

ALWAYS wear eye protection when servicing the
engine and when using compressed air or highpressure water. Dust, flying debris, compressed
air, pressurized water or steam may injure your
eyes.

of the engine oil.
damage.

moderate injury.
CAUTION
CAUTION
If the oil pump must be replaced, replace it as an

assembly only. Do not replace individual
components.
If any oil pump component clearance exceeds its

limit, the oil pump must be replaced as an
assembly.
211
Introduction
procedures necessary to service the 4TNV98
Trochoid oil pump.
See Replace Engine Oil and Engine Oil Filter on
page 51 for engine oil and engine oil filter
replacement procedures.
Oil Pump Service Information

Engine Oil Pressure - All Models
At Rated Engine RPM
At Low Idle Speed
2000 - 2600 RPM
42 - 57 psi
(0.29 - 0.39 MPa;
3.0 - 4.0 kgf/cm)
All Models 8.8 psi (0.06 MPa 0.6 kfg/cm) or greater
Outer Rotor Outside Clearance - All Models

Standard
Limit
0.0039 - 0.0061 in.

(0.100 - 0.155 mm)
0.0098 in.
(0.25 mm)
Reference
Page
Check Outer Rotor Outside Clearance on page 216
Outer Rotor Side Clearance - All Models

Standard
Limit
0.0020 - 0.0039 in.

(0.05 - 0.10 mm)
0.0059 in.
(0.15 mm)
Reference
Page
Check Outer Rotor Side Clearance on page 217
Outer Rotor to Inner Rotor Tip Clearance - All Models

Standard
Limit
Reference
Page
0.0063 in.
(0.16 mm)
Outer Rotor to Inner Rotor Tip Clearance on page 217
212
Rotor Shaft Clearance

Model
4TNV98
4TNE98
Inspection Item
Standard
Limit
Gear Case Bearing I.D.
0.5110 - 0.5126 in.

(12.980 - 13.020 mm)
0.5138 in.
(13.05 mm)
Rotor Shaft O.D.
0.5100 - 0.5108 in.

(12.955 - 12.975 mm)
0.5096 in.
(12.945 mm)
Rotor Clearance
0.0014 - 0.0026 in.

(0.035 - 0.065 mm)
0.0041 in.
(0.105 mm)
Gear Case Bearing I.D.
0.5110 to 0.5126 in.

(12.980 - 13.020 mm)
0.5138 in.
(13.05 mm)
Rotor Shaft O.D.
0.5089 to 0.5106 in.

(12.925 - 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)
213
Reference
Page
Check Rotor
Shaft
Clearance
on
page 216
Check Rotor
Shaft
Clearance
on
page 216
Lubrication System Diagram
Figure 9-1
214
Checking Engine Oil Pressure
Trochoid Oil Pump
Perform an engine oil pressure check if there is any

indication 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 on page 212.
Oil Pump Components

The oil pump on these model engines is located in
the front gear case and is driven by the same gear
train that drives the camshaft and fuel injection
pump. You must remove the front gear case cover to
gain access to the oil pump.
1. Disconnect the wire lead from the oil pressure

switch or sending unit (Figure 9-2, (1)).
Figure 9-14
Figure 9-2
(1) Gear Case Housing.

(2) Outer Rotor.
2. Remove the oil pressure switch.
(3) Inner Rotor.

(4) Cover Plate.
3. Install a mechanical oil pressure gauge in the oil

pressure switch port.
(5) Drive Gear.
4. Start the engine:

If the mechanical oil pressure test gauge
indicates good oil pressure, replace the faulty
oil pressure switch or sending unit, or faulty
machine oil pressure gauge in instrument panel.
If the mechanical oil pressure test gauge
indicates low oil pressure, troubleshoot the
lubrication system to locate the cause of the low
oil pressure. See Troubleshooting Charts on
page 190. Repair as necessary.
215
Disassembly of Oil Pump

CAUTION
If the oil pump must be replaced, replace it as an
assembly only. Do not replace individual
components.
Remove the engine cooling fan guard (if equipped),

engine cooling fan (Figure 9-15, (3)), spacer
(Figure 9-15, (2)), engine coolant pump V-pulley
(Figure 9-15, (1)) and V-belt.
Figure 9-16

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

Figure 9-15
Determine the outside clearance of the outer rotor.

Insert a feeler gauge between the outer rotor
(Figure 9-17, (1)) and gear case oil pump cavity
(Figure 9-17, (2)).
1. Remove the crankshaft pulley and the gear case

cover. See Removal of Timing Gear Case Cover
on page 111.
2. Remove the oil pump assembly bolts. Remove
the oil pump assembly (Figure 9-16, (1)) from the
gear case housing (Figure 9-16, (2)).
Figure 9-17
Record the measurement(s) and see Check Outer
Rotor Outside Clearance on page 236 for the
service limits.
216
Outer Rotor to Inner Rotor Tip Clearance
Check Rotor Shaft Clearance
Determine the outer rotor to inner rotor tip clearance.

Insert a feeler gauge between the top of an inner
rotor tooth (Figure 9-18, (1)) and the top of an outer
rotor tooth (Figure 9-18, (2)) and measure the
clearance.
Determine the rotor shaft clearance. Measure the

outside diameter of the rotor shaft (Figure 9-20, (1))
and the bore diameter in the gear case housing
(Figure 9-20, (2)).
Calculate the difference between the two
measurements to determine the clearance.
Figure 9-18
Figure 9-20
Record the measurement(s) and see Outer Rotor to
Inner Rotor Tip Clearance on page 216 for the
service limits.
Record the measurement(s) and see Rotor Shaft

Clearance on page 215 for the service limits.
Check Outer Rotor Side Clearance
Reassembly of Oil Pump
Determine the side clearance of the outer rotor

across the pump cavity. Measure the depression
using a depth micrometer (Figure 9-19, (1)).
1. Lubricate the outer rotor and pump bore in the

gear case with clean engine oil.
2. Reinstall the outer rotor in the gear case housing.
The punch mark (Figure 9-21, (1)) on the end of
the outer rotor must face away from the gear case
housing (Figure 9-21, (2)).
Figure 9-19
Record the measurement(s) and see Check Outer
Rotor Side Clearance on page 217 for the service
limits.
Figure 9-21
217
3. Reinstall the oil pump assembly (Figure 9-22, (1))

into the gear case housing (Figure 9-22, 2).
Tighten the bolts to specified torque.
Figure 9-22
4. Reinstall the gear case cover and crankshaft
pulley. See Installation of Gear Case Cover on
page 137.
5. Reinstall the engine coolant pump V-pulley
(Figure 9-23, (1)), spacer (Figure 9-23, (2)),
engine cooling fan (Figure 9-23, (3)) and engine
cooling fan guard (if equipped).
Figure 9-23
6. Reinstall the V-belt. Tighten the V-belt to the
proper tension as described in Check and Adjust
Cooling Fan V-Belt on page 47.
218
Section 7. STARTER MOTOR

WARNING
WARNING
SHOCK HAZARD!

injury.

serious injury.

serious injury.
WARNING
FUME / BURN HAZARD!

serious injury.
219
Section 7. Starter Motor
CAUTION
CAUTION
The starter motor is water-proofed according to
JIS D 0203, R2 which protects the motor from
rain or general cleaning. Do not use highpressure wash or submerse the starter motor in
water.

CAUTION
Use a specialized battery charger to recharge a
battery with a voltage of 8volts or less. Booster
starting a battery with a voltage of 8 volts or
less will generate an abnormally high voltage
and destroy electrical equipment.

moderate injury.
CAUTION
The starter motor can be damaged if operated
continuously longer than 10 seconds while
performing the no-load test.
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 diagram. The starter
motor will malfunction or break down if the
resistance is higher than the specified value.
220
Introduction
This section of the Service Manual covers the servicing of the starter motor. This starter motor is used in this
section to show the service procedures for a representative starter motor. For specific part detail, see the
Yanmar Parts Catalog for the engine you are working on.
Starter Motor Information
DOOSAN
Part
Number
Mfg.
A408417
Hitachi
No Load
Mfg.
Part
Number
Specification
S13-204
DC12V-3.1 hp
(2.3 kW)
Terminal
Voltage
Loaded
Amp
erage
Draw
rpm
140A
MAX
4100
11
221
Terminal
Voltage
7.7
Amp
erage
Draw
Torque
rpm
400
Max
97 in.-lb
(11.0 Nm;
1.1 kgfm)
1400
Starter Motor Specifications

A408417
DOOSAN Part Number

Nominal Output
3.0 hp (2.3 kW)
Weight
12.1 lb(5.5 kg)

Clockwise
Revolution Direction (As Viewed From Pinion)
Magnetic Shift
Engagement System
No-load
Terminal Voltage / Current
11 V / 140 A max
Revolution
4100 rpm (min-1)

2.5 V / 1050 A max
18 ft-lb
(24.5 Nm; 2.5 kgfm) minimum
Overrunning
Terminal Voltage / Current

Loaded
Torque
Clutch System
8.6 V max
Pinion Projection Voltage at 212F (100 C)
M3/9
Pinion DP or Module / Number of Teeth
Dry (none)
Difference (O-ring, Oil Seal)
Standard
Application
7.868 lbf (35 N; 3.6 kgf)
Spring Force
Brush
Magnetic
Switch
Height
Limit
0.354 in. (9 mm)

0.27 at 68F (20C)
Shunt Coil Resistance
0.60 at 68F (20C)
Run-Out
Insulation Depth
Armature
0.591 in. (15 mm)
Series Coil Resistance
Outside Diameter
Commutator
Standard
Run-Out
Standard
1.398 in. (35 mm)
Limit
Standard
0.001 in. (0.03 mm)
Limit
0.008 in. (0.2 mm)
Standard
Armature Rear
Pinion Front
0.008 in. (0.2 mm)
Standard
0.001 in. (0.03 mm)
Limit
0.008 in. (0.02 mm)

6903DDU
Nominal Number
608DDU
60004DDU
6904DDU
Pinion Rear
0.012 - 0.059 in. (0.3 - 1.5 mm)
Pinion Projection Length (Length L)
0.020 - 0.031 in. (0.5 - 0.8 mm)
Limit
Armature Front
Bearing Type
1.437 in. (36.5 mm)
222
Starter Motor Troubleshooting
223
Starter Motor Components
Figure 11-1
(1) Pinion Shaft. (2) M4 Bolts (3 used). (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 (Solenoid). (14) Cover. (15) M6 Bolts (2 used). (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 used).
(23) M4 Bolts (2 used)
224
Starter Motor
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
connectors. ALWAYS keep the connectors and
terminals clean.
serious injury.
Figure 11-2
Disassembly of Starter Motor

Note: While starter motor design varies between
models, the basic repair procedures are the same.
The following procedures are typical and may differ
from the stater being serviced.
1. Loosen the M8 nut from the magnetic switch

(solenoid) assembly (Figure 11-3). Disconnect
the wire from the magnetic switch.
Removal of Starter Motor

1. Disconnect the battery cables at the battery, negative
(-) cable first.
2. Remove the electrical wires from the magnetic switch
assembly.
3. Remove the starter mounting bolts (Figure 11-2, (1)).
Remove the starter motor from the flywheel housing.
Figure 11-3
2. Remove the two M4 bolts (Figure 11-4, (1))
securing the rear cover (Figure 11-4, (2)) to the
brush holder assembly (Figure 11-4, (3)).
225
Figure 11-6
6. Pull the armature assembly (Figure 11-6, (3)) out
from the field coil assembly (Figure 11-6, (2)).
Figure 11-4
7. Remove the two M6 bolts (Figure 11-7, (1))
retaining the magnetic switch assembly (Figure
11-7, (2)) to the gear housing. Remove the
magnetic switch assembly, dust cover(s) (Figure
11-7, (3)) and torsion spring (Figure 11-7, (4))
from the gear housing.
3. Remove the two M5 through bolts (Figure 11-4,

(4)). Separate the rear cover (Figure 11-4, (2)),
field coil assembly (Figure 11-4, (5)) with the
armature assembly (Figure 11-4, (6)) from the
gear housing (Figure 11-4, (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 11-5, (1)).
Figure 11-7
8. Disassemble the dust cover (Figure11-8, (3))
and shift the lever (Figure11-8, (4)) from the
gear housing.
Figure 11-5
5. Remove the brush holder assembly (Figure 11-6,
(1)) from the armature assembly (Figure 11-6,
(3)).
Figure 11-8
226
9. Remove the three M4 bolts (Figure 11-9, (1))

securing the bearing retainer assembly (Figure
11-9, (2)) to the gear housing. Remove the
bearing retainer assembly from the gear housing.
Figure 11-11

Armature
Commutator Surface Inspection
Figure 11-9
If the commutator surface is rough, polish the

surface with a #500 to #600 emery cloth (Figure
11-12).
10. Remove the pinion clutch assembly (Figure 119, (3)) from the bearing retainer assembly.
11. Using a flat-blade screwdriver, remove the
retaining ring (Figure 11-10, (1)) from the shaft
of the pinion.
Figure 11-12
Measure Commutator Outside Diameter
Measure the commutator outside diameter
(Figure11-13). Replace the armature if the
measurement is less than the limit.
Figure 11-10
12. Disassemble the pinion stop (Figure 11-11, (3)),
return spring (Figure 11-11, (4)), pinion clutch
assembly (Figure 11-11, (1)), and pinion shaft
(Figure 11-11, (5)).
227
Armature Coil Continuity Test

Check for continuity between the commutator
segments using a multimeter (Figure 11-15). The
multimeter should indicate continuity.
Figure 11-13
See Starter Motor Specifications on page 222 for
the service limit.
Measure Commutator Insulation Depth
Figure 11-15
Measure the depth of the insulating material

(Figure11-14, (1)) between commutator segments
(Figure11-14, (2)). If the depth measures less than
the limit, use a hacksaw blade (Figure11-14, (3)) to
remove the insulating material until the depth is
within the limit.
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 (Figure11-16). The multimeter should
not indicate continuity.
A normal commutator condition is indicated in

(Figure11-14, (4)). An abnormal commutator
condition is indicated in (Figure11-14, (5)).
Figure 11-16
If the multimeter indicates continuity, replace the
armature.
Figure 11-14
the service limit.
228
Measure Armature and Commutator Run-Outs
Field Coil Insulation Test
Measure the armature core run-out and the

commutator run-out using a dial indicator (Figure
11-17). Replace the armature if either of the
measurements is less than the limit.
Check for continuity between the field coil terminal

and the yoke using a multimeter (Figure11-19).
The multimeter should not indicate continuity.
If the multimeter indicates continuity, replace the
field coil assembly.
Figure 11-17
the service limit.
Figure 11-19
Field Coil
Measure Brush Length
Field Coil Continuity Test
Measure the length of the brush (Figure11-20).

Replace the brush if the length is less than the limit.
Check for continuity between the field coil terminals

using a multimeter (Figure11-18). The multimeter
should indicate continuity.
replace the field coil assembly.
Figure 11-20
the service limit.
Figure 11-18
229
Magnetic Switch
Series Coil Continuity Test
If the starter motor becomes wet, replace the

magnetic switch even if the magnetic switch
assembly function is normal.
Check for continuity between the S and M

terminals using a multimeter (Figure11-22). The
multimeter should indicate continuity.
Shunt Coil Continuity Test

replace the magnetic switch.
Check for continuity between the S terminal and

the switch body using a multimeter (Figure11-21).
The multimeter should indicate continuity.
Figure 11-22
Coil Resistance Test
the service limit.
Figure 11-21
230
Slide the pinion clutch assembly on the shaft. It

should slide smoothly on the shaft (Figure11-25).
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.
Contact Continuity Test

Depress the plunger at the bottom of the magnetic
switch. Check for continuity between the B and
M terminals using a multimeter (Figure11-23).
The multimeter should indicate continuity.
Figure 11-25
Ball Bearing Inspection
Rotate each ball bearing while holding the pinion
clutch assembly (Figure11-26). Replace the ball
bearing if it does not rotate smoothly or has
excessive play.
Figure 11-23
Pinion Clutch Assembly

Pinion Clutch Assembly Inspection
Manually rotate the pinion clutch assembly in the
drive direction (Figure11-24). It should rotate freely
in the drive direction and is locked by turning it in
the opposite direction. Replace the pinion clutch
assembly if the results are different.
Figure 11-26
Figure 11-24
231
5. Reassemble the magnetic switch assembly to

the gear housing. Pry the pinion away from the
gear housing to allow installation of the magnetic
switch assembly (Figure 11-29).
Reassembly of Starter Motor

1. Apply the appropriate starter bendix grease
(obtain locally) to the pinion shaft. Reassemble
the pinion shaft (Figure 11-27, (5)), pinion clutch
assembly (Figure 11-27, (1)), return spring
(Figure 11-27, (4)) and pinion stop (Figure 1127, (3)). Reinstall the retaining ring (Figure 11-27,
(2)) in the groove in the pinion shaft. Slide the
piston stop over the retaining ring.
Figure 11-29
6. Secure the magnetic switch assembly to the gear
housing using the two M6 bolts.
7. Carefully install the armature assembly
(Figure11-30, (1)) into the field coil assembly
(Figure11-30, (2)).
Figure 11-27
2. Reinstall the pinion clutch assembly into the
bearing retainer assembly.
3. Reinstall the bearing retainer assembly and
pinion assembly to the gear housing. Reinstall
and tighten the three M4 bolts.
4. Apply a small amount of high temperature lithium
grease (obtain locally) to the sliding portions of
the shift lever (Figure 11-28, (1)). Reassemble
the torsion spring (Figure 11-28, (2)), shift lever
and dust cover(s) (Figure 11-28, (3)), plunger
(Figure 11-28, 4) and magnetic switch assembly
(Figure 11-28, (5)).
Figure 11-30
Figure 11-28
232
8. Position the brush springs in brush holders

(Figure 11-31). Reinstall the brushes in the
brush holders. Reversing the brushes will cause
the starter motor to turn backwards.
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 away from the gear
housing.
4. Turn the switch ON and measure the pinion
moving distance L in the thrust direction (Figure
11-33). Perform this test within 10 seconds. See
Starter Motor Specifications on page 222 for the
service limit.
Figure 11-31
9. Carefully install the brush holder assembly to the
armature assembly.
10. Reinstall the field coil assembly with the
armature assembly to the gear housing.
11. Reinstall the rear cover to the brush holder
assembly. Securely tighten the two bolts.
Figure 11-33
12. Reinstall the two M4 through bolts (Figure 1132). Securely tighten the through bolts.
Reconnect the wire to the magnetic switch
assembly. Tighten the M8 nut. Reinstall the
cover over the connection.
5. If the measured L dimension is outside the

standard range, adjust the dust covers to obtain
the standard range. Dust covers (Figure 11-34,
(1)) are available in 0.020 in (0.5 mm) and 0.031
in (0.8 mm) thicknesses.
Figure 11-32
Figure 11-34
233
6. Use a suitable tachometer to monitor the rpm of

the starter.
No-Load Test
Test the characteristics of the starter motor by
performing a no-load test.
7. Turn the switch to the ON position. Monitor the

rpm, amperage draw and voltage. For test
specifications, see page 221 for the appropriate
starter motor.
CAUTION
The starter motor can be damaged if operated
continuously longer than 10 seconds while
performing the no-load test.
Installation of Starter Motor

1. Reinstall the starter motor to the flywheel
housing.
1. Secure the starting motor in a vise or other

suitable fixture.
2. Reinstall the starter mounting bolts (Figure 11-36,

(1)). Tighten the bolts to specification. See
Tightening Torques for Standard Bolts and Nuts
on page 25.
2. Connect an ammeter (Figure 11-35, (1)) in

series between the battery positive (+) terminal
(Figure 11-35, (2)) and the main positive (+)
terminal (Figure 11-35, (3)) on the starter motor.
Note: The ammeter and all wire leads used in this
test must have a capacity equal to or greater than
the amperage draw specification for the starter
motor being tested.
Figure 11-36
3. Reconnect the electrical wires to the magnetic
switch assembly (solenoid). Be sure to place the
cover over the battery positive (+) cable
connection.
Figure 11-35
4. Reconnect the battery cables at the battery.
3. Connect a wire lead between the mounting base
of the starter motor (Figure 11-35, (4)) and the
battery negative terminal (Figure 11-35, (5)).
4. Connect a voltmeter (Figure 11-35, (7)) to the
battery negative (-) terminal (Figure 11-35, (5))
and the main positive (+) battery terminal
(Figure 11-35, (3)) on the starter motor.
5. Install a switch (Figure 11-35, (6)) in a circuit
between the battery positive (+) terminal (Figure
11-35, (2)) and the starter magnetic switch
(solenoid) terminal (Figure 11-35, (8)) on the
starter motor.
234
Section 8. TROUBLESHOOTING
For measuring compression

pressure Yanmar Gauge Set Part
No. TOL-97190080

cylinder head Yanmar Adapter Part
No. 119802-92950
Compression Gauge Kit

cylinder head for 4TNV94L/98/98T
Yanmar Adapter Part No. 12990692950

cylinder head for 4TNV106(T)
Yanmar Adapter Part No. 12390792950
235
Section 8. Troubleshooting
4. Before installing the compression gauge (Figure

14-1, (1)) adapter, crank the engine with the stop
solenoid disconnected for a few seconds to clear
the cylinder of any residual fuel.
Troubleshooting By Measuring
Compression Pressure
Compression pressure drop is one of the major
causes of increasing blow-by gas (engine oil
contamination or increased engine oil consumption
as a resultant phenomenon) or starting failure. The
compression pressure is affected by the following
factors:
5. Install a nozzle seat at the tip end of the

compression gauge adapter. Install the
compression gauge and the compression gauge
adapter at the cylinder to be measured.
6. Crank the engine until the compression gauge
reading is stabilized.
1. Degree of clearance between the piston and

cylinder
2. Degree of clearance at the intake / exhaust valve
seat
3. Gas leak from the 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 a scratched
cylinder or piston, dust entrance from the dirty air
cleaner element or a worn or broken piston ring.
Measure the compression pressure to determine the
condition of the engine.
Compression Pressure Measurement

Method
Figure 14-1
7. After performing the compression check remove
the compression gauge and compression gauge
adapter from the cylinder. Reinstall the fuel
injector, high-pressure fuel injection lines, and
reconnect the stop solenoid. See Reassembly of
Fuel Injectors on page 165.
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 Fuel Injectors on
page 147.
8. Turn on the fuel supply valve and reconnect the

injection pump stop solenoid.
CAUTION
9. Prime the fuel system. Check for leaks. Test the

engine. compression testing.

possible.
fuel lines will make it difficult to reinstall the fuel
lines.
3. Turn off the fuel supply valve in the fuel supply

line. Disconnect the fuel injection pump stop
solenoid at the connector. This prevents the fuel
injection pump from injecting fuel during
236
Standard Compression Pressure (Reference Value)

at 250 rpm (250 min-1)
Engine Model
4TNV98
Deviation Between
Cylinders
Standard
Limit
483 - 513 psi

(3.33 - 3.53 MPa;
34 - 36 kgf/cm)
384 - 414 psi

(2.65 - 2.85 MPa;
27 - 29 kgf/cm)
29 - 43 psi
(0.2 - 0.3 MPa;
2 3 kgf/cm)
Engine Speed and Compression Pressure (Use for Reference)
Figure 14-2
237
at 250 rpm (250 min-1)
Engine Model
4TNE98
Deviation Between
Cylinders
Standard
Limit
426 15 psi
(2.94 0.1 MPa,
30 1 kgf/cm)
341 15 psi
(2.35 0.1 MPa,
24 1 kgf/cm)
29 to 43 psi
(0.2 to 0.3 MPa;
2 to 3 kgf/cm)
Engine Speed and Compression Pressure (Use for Reference)
Figure 13-2
238
Measured Value and Troubleshooting

When the measured compression pressure is below the limit value, inspect each part by referring to the
table below.
No
Item
Cause
Corrective Action
Clogged element
Broken element
Defect at element seal portion
Excessive or no clearance
Incorrect valve clearance
Clean the element.
Air Cleaner Element
2
3
Valve Clearance
Valve Timing
Cylinder Head
Gasket
Gas leak from gasket
Intake/ Exhaust Valve
Sticking valve
Valve Seat
Gas leak due to worn valve

seat or foreign matter trapped
in
valve
Lap the valve seat.
Piston
Piston Ring
Cylinder
Gas leak due to scratching or

wear
Perform honing and use an

oversized Piston Ring part.
Replace the element.

Adjust the valve clearance.
Adjust the valve clearance.
Replace the gasket.
Retighten the cylinder head bolts
to the specified
torque.
Replace the intake / exhaust
valve.
Quick Reference Table For Troubleshooting

The following table summarizes the general trouble
symptoms 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.
239
Troubleshooting Charts
240
241
242
Wiring Diagram
Note: The following wiring diagram is representative of a common installation using a Yanmar engine. The
actual installation may be equipped with a variety of electrical components and wiring harnesses. Contact the
machine manufacturer for specific information.
4TNV98 Engine
243
4TNE98 Engine
244
SB4253E00
Apr. 2007
Power Train
Specification
System Operation
Testing & Adjusting
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
G20E-5, G25E-5, G30E-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5
GC20P-5, GC25P-5, GC30P-5, GC33P-5

Basic safety precautions are listed in the Safety section of the Service or Technical Manual. Additional
safety precautions are listed in the Safety section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where
hazards exist. WARNING labels have also been put on the product to provide instructions and to identify
specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other
persons. Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
in injury or death.
Index
Specification
Torque Converter.............................................. 5
Forward and Reverse Control Group................. 5
Transmission Solenoid...................................... 5
Forward / Reverse Clutch Elements .................. 6
Valve Block Elements ....................................... 7
Valve Spring in Transmission Bearing Plate ...... 8
Tightening Torques ........................................... 9
Transmission .................................................... 9
Final Drives and Wheels ................................. 11
Drive Tire Installation ...................................... 12
Drive Wheel Installation .................................. 13
Drive Axle Mounting Group ............................. 14
Troubleshooting...............................................38
Transmission Pressure Test ............................44
Converter Stall Test.........................................46
Maintenance....................................................48
Electric Control System Tests ..........................50
Inching Pedal Adjustment ................................54
Adjustments on Drive axle ...............................56
System Operation
General Information ........................................ 15
Torque Converter............................................ 16
Transmission .................................................. 17
Transmission Control Valve ............................ 31
Drive Axle ....................................................... 35
Power Train
Index
Specification
Forward and Reverse Control

Group
Torque Converter
(1) Torque for screws (four) that hold clamp to hand

control switch..3.4 to 3.9 Nm (30 to 35 lbin)
(2) Torque for bolts (two) that hold clamp to steering
column.2.8 to 3.4 Nm (25 to 30 lbin)
(1) Torque for six bolts that hold torque converter drive
plate to the flywheel ........... 45 7 Nm (33 5 lbft)
Apply a bead of LOCTITE NO.242 Sealant to inner

radius of the clamp, prior to assembly.
Transmission Solenoid
Valve block elements located on top of transmission
housing9.7 to 10.3 ohms
For additional solenoid and valve group
specifications see section Valve block elements
Power Train
Specifications
Forward / Reverse Clutch

Elements
New 0.5mm (0.0197 In)

2.2 0.08
(0.0866 0.0031 In)
New
Snap ring
Wom 0.35mm(0.0138 In)

minimum
a) Outer clutch Disc

d) Piston return spring
Length under test force ................ 23.1 mm (0.91 in)
Test force ........................969.9 5 N (218.0 11 lb)
Free length after test (nominal) ......... 51 mm (2.0 in)
Outside diameter.......................... 95.5 mm (3.74 in)
3 0.05mm (0.1181 0.0020 In)
e) Clearance between piston and pressure disc

..................................................... 1.5 mm (0.059 in)
b) Inner clutch Plate
2 0.05mm (0.0787 0.0020 In)
3 0.15mm (0.1181 0.0059 In)
c) Bend plate
Inside diameter................................. 60mm (2.36 in)
Outside diameter ......................... 122.5mm (4.82 in)
Power Train
Specifications
Valve Block Elements
Tighten to 507 Nm (375 Ibft)

Tighten to 0.6 Nm (0.44 Ibft) min
SECTION A-A
Tighten to 254 Nm (18.53 Ibft)

Tighten to 5.51.5 Nm
(41 Ibft)
D,E
Tighten to 507 Nm
(375 Ibft)
B
Tighten to 507 Nm (375 Ibft)
D) Spring (outer)
Length under test force22.22 mm (0.87 in)
Test force...29 to 34 N (6.5 to 7.6 lb)
Free length after test (nominal).31.7 mm (1.25 in)
Outside diameter...11.91 mm (0.47 in)
A) Spring
Length under test force.....22.5 mm (0.89 in)
Test force .......................... 42 3.4 N (9.40.8 lb)
Free length after test(nominal)...34.65 mm (1.36 in)
Outside diameter...13 mm (0.51 in)
E) Spring (Inner)
Length under test force..20.0 mm (0.79 in)
Test force...3.34 0.27 N (0.750.06 lb)
Free length after test (nominal)...55.93 mm (2.20 in)
Outside diameter..7.75 mm (0.305 in)
B) Spring (Inner)
Length under test force..26.6 mm (1.05 in)
Test force..37.8 3.0 N (8.50.7 lb)
Free length after test (nominal).48.2 mm (1.90 in)
Outside diameter.10.8 mm (0.43 in)
C) Spring (outer)
Length under test force...26.6 mm (1.05 in)
Test force..75.6 6.0N (17.01.3 lb)
Free length after test (nominal) 49.2 mm (1.94 in)
Outside diameter. .15.24 mm (0.60 in)
Power Train
Specifications
Valve Spring in Transmission Bearing Plate

Converter Inlet Valve
A
2-Springs
Converter Outlet Valve
A) Spring
Length under test force.30 mm (1.18 in)
Test force.......18.1 1.8 N (4.070.4lb)
Free length after test(nominal)...43.25 mm (1.70 in)
Outside diameter10.7 mm (0.42 in)
Power Train
Specifications
Tightening Torques
Transmission
Power Train
Specifications
Power Train
10
Bolt 28 N m (20.7 Ib ft)
Apply Loctite 242 to thread


_8 N m (59.0+
_5.9 Ib ft)
Bolt 80+
Adjust to
(Slightly Oiled)
19.6 N m (14.5 Ib ft) drag
(See Instructions)
Shims
(See Instructions)
Grease Bearing
Bolt 285 N m (210.3 Ib ft)
With Molycote BR2
Nut 50 N m (36.9 Ib ft)

(See Instructions)
Spacer and Shims

(See Instructions)
Nut 150 N m (110.7 Ib ft)

Apply Loctite 242 to thread and face
Drive axle
Specifications
Final Drives and Wheels
D, G Model Trucks
Dual Drive wheels
GC Model Trucks
1
1
3
4
Oil Cooled Disc Brake Type
Oil Cooled Disc Brake Type
(1) Apply LOCTITE NO.242 Thread Lock to threads of

spindle bolts.
Torque for bolts that hold spindle to drive axle
housing ....................115 14 Nm (85 10 lbft)
(1) Apply LOCTITE NO.242 Thread Lock to threads of

spindle bolts.
Torque for bolts that hold spindle to drive axle
housing..115 14 Nm (85 10 lbft)
(2) Use a crisscross procedure to tighten nuts.
(2) Torque for wheel mounting bolts ....270 25 Nm

........................................................ (200 20 lbft)
(a) Torque for single drive wheel mounting.

nuts....................644 34 Nm (470 25 lbft)
(b) Torque for inner and outer dual drive wheel
mounting nuts ....644 34 Nm (470 25 lbft)
(3) Wheel bearing adjustment :

(a) Tighten wheel bearing nut to 135 Nm (100lbft)
while the wheel is turned in both directions.
(b) Loosen the nut completely. Tighten the nut
again to 50 5 Nm (37 4 lbft).
(c) Bend a tab of the lockwasher into a groove of
the wheel bearing nut.
(3) Torque for bolts that hold adapter assembly to hub

................................ 285 13 Nm (210 10 lbft)
(4) Wheel bearing adjustment :
(a) Tighten wheel bearing nut to 135 Nm(100 lbft)
while the wheel is turned in both directions
(b) Loosen the nut completely. Tighten the nut
again to 50 5 Nm (37 4 lbft).
(c) Bend a tab of the lockwasher into a groove of
the wheel bearing nut.
(4) Torque for bolts that hold cover to axle housing

...55 10 Nm (40 7 lbft)
(5) Apply Loctite No.515 Sealant to the axle flange and
cover on the contact area.
(5) Torque for bolts that hold cover to axle housing .....
.....................................55 10 Nm (40 7 lbft).
(6) Apply Loctite No.515 Sealant to the axle flange or
spacer and cover on the contact area.
Power Train
11
Specifications
Drive Tire Installation
GC20, GC25 Models
GC30, GC32 Models-Wide Axle
WARNING
The drive tire must be installed as shown below.
Failure to do so will decrease the stability of the
truck, and can cause injury to the operator.
GC20, GC25 Models

Install the tire so that the edge of the tire is even with
the outside edge of the wheel.
GC30, GC32 Models
GC30, GC32 Models-Narrow Axle
Narrow Axle :
Install the tire so there is distance (X) between the
edge of the tire and the inside edge of the wheel.
Distance(X) is37 1 mm (1.46 0.04 in)
Wide Axle :
Install the tire so there is distance (x) between the
edge of the tire and the outside edge of the wheel.
Distance(X) is....................37 1 mm (1.46 0.04 in)
.
Power Train
12
Specifications
Drive Wheel Installation

D, G Model Trucks
GC Model Trucks
1
(1) Tighten wheel mounting bolts to a torque of
.644 34 Nm (470 25 lbft)
Use a crisscross procedure to tighten nuts.
(1) Tighten wheel mounting bolts to a torque of

.270 25 Nm (200 20 lbft)
Power Train
13
Specifications
Drive Axle Mounting Group
Special shoulder Bolt

Chassis
Standard Bolt
Drive
Axle
Housing
(1) Torque for two nuts that hold the axle to the
chassis..488 27 Nm (360 20 lbft)
(2) Torque for two nuts that hold the axle to the
chassis.......... .....488 27 Nm (360 20 lbft)
Power Train
14
Specifications
System Operation
General Information
3
4
Power Flow
(1) Drive axle.
(2) U-joint.
(3) Transmission. (4) Engine.
The basic components of the power train are engine

(4), Transmission (3), U-Joint(2), Drive axle(1) and the
final drives and wheels.
Power from yoke of drive axle is sent through a spiral

bevel gear set to the differential.
The differential sends power out through the axles to
the final drives and wheels.
Two axle shafts connect the differential to two final

drives. The drive wheels are mounted to the final
drives.
Power from the engine goes through the flywheel into
the torque converter. Power then flows through a
transmission (3) and U-joint(2) to yoke of
drive axle(1).
The transmission has two hydraulically operated clutch
packs that are spring released.
The transmission has one speed in forward and one
speed in reverse.
Power Train
15
Systems Operation
The torque converter has four main parts : housing (4),

impeller(pump) (3), turbine(1) and stator(2). The
housing is connected to the engine flywheel through a
flexplate. Impeller (3) and housing (4) are welded
together and turn with the engine flywheel at engine
speed and in the direction of engine rotation. Turbine
(1) turns the transmission input shaft. Stator (2) is
installed stationary on stator support (5) by a
freewheel clutch that allows one way rotation of the
stator.
Torque Converter
The hub, which is part of impeller (3), fits into the

transission oil pump. The turning impeller (3) rotates
the pump to supply oil for the operation of the torque
converter and transmission
When the engine is turning, oil flows through the

converter to lubricate and cool it. With the
transmission in neutral, the impeller, turbine, stator
and oil are all turning together in a direct fluid coupling.
The turbine/impeller speed ratio is 1/1.
Once a direction is selected the direct fluid coupling no

longer exists, the turbine/impeller speed ratio changes
(the turbine will be turning slower than the impeller).
When this happens the impeller outlet pressure to
turbine inlet pressure changes. This causes the oil
flow in the torus (fluid path containing the impeller,
turbine and stator) to gain momentum.
As impeller (3) turns, it increases the energy state of

the oil and directs the oil to the outside diameter of
converter housing (4). Oil leaving impeller (3) is
directed to turbine (1) where much of the oil? energy is
absorbed by turning the turbine. The pressure and
flow change in the torus becomes torque and speed at
the turbine and transmission input shaft.
Torque converter
(1) Turbine. (2) Stator. (3) Impeller. (4) Housing.
(5) Stator support. (6) Stator clutch.
Oil follows the turbine blades inward toward the center

of the converter. When the turbine/impeller speed ratio
is less than .85/1, oil is directed against the concave
side of stator (2) with enough force to stop its one way
rotation and lock the freewheel clutch.
There is no direct mechanical connection between

engine and the transmission. Power from the engine is
transferred through the torque converter, which
hydraulically connects the engine to the transmission.
Transmission drive train oil is used to turn the turbine
and transmission input shaft.
Most of the energy from the oil that strikes the turbine
is used to turn the turbine, but some energy is left over.
Torque multiplication comes about because the locked
stator (2) directs this left over oil back to impeller (3) in
the same direction as the impeller rotation. This
energy force of the oil increases the torque on the
turbine and transmission input shaft. During operation,
this cycle is repeated over and over.
When the lift truck works against a load, the torque

converter can multiply the torque from the engine and
send a higher torque to the transmission.
Without the stator, oil leaving the turbine is travelling in

a direction that is against impeller rotation. Torque
multiplication is only possible because of the stator.
Power Train
16
Systems Operation
Transmission
11
3
9A
10
2
1
16
5A
14
5
15
14A
13
12
(1) TC Housing. (2) TM Bearing Plate. (3) TM Housing. (4) Torque Converter. (5) Input Shaft. (5A)Input Shaft Gear.
(6) Oil Pump. (7) Forward Gear. (8) Forward Clutch. (9) Reverse Shaft. (9A) Reverse Shaft Gear. (10) Reverse Clutch.
(11) Reverse gear. (12) Output gear. (13) U-joint. (14) Quill Shaft. (14A) Coupling. (15) PTO Pump. (16) Axle Lubrication
Pump.
The Transmission consists of 3 sections:

The reverse shaft (9) carries the reverse shaft gear
(9A), the reverse clutch (10) and the reverse gear (11)
which is in mesh and drives the output gear (12) when
the reverse clutch (10) is selected.
The quill shaft (14) is splined to the torque converter
and therefore rotates with engine speed and direction.
A coupling (14A) connects the PTO pump (15) to the
quill shaft (14).
The axle lubrication (16) pump engages in and is
driven by the reverse shaft. It always operates when
the engine rotates, but rotating speed varies with
torgue converter output.
a) TC housing (1) which contains torque converter (4)

and the oil pump (6) and its housing. Tangs on the
TC neck engage in and drive the pump.
b) Bearing plate (2) which contains the rear bearings
of input, reverse shaft and output gear and the oil
supply channels. The oil channels are sealed by
the front TC housing wall.
c) Transmission housing (3) containing input shaft (5),
forward clutch (8), forward gear (7), reverse shaft (9),
reverse clutch (10), reverse gear (11), output gear (12)
and parking brake. The input shaft engages in and is
driven by the TC turbine hub spline and rotates in
same direction as
the engine. It carries an input
shaft gear (5A) which is in mesh and drives the
reverse shaft gear (9A), the forward clutch (8) and the
forward gear (7), which is in mesh and drives the
output gear, when the forward clutch (8) is closed.
Power Train
17
Systems Operation
Transmission Power Flow Forward
With the transmission control in forward, which will

pressurize the forward clutch (8), power will flow from
the engine through the torque converter to drive the oil
pump (6) and the input shaft (5), also the quill shaft
(14). Since the forward clutch (8) locks the forward
gear (7) to the input shaft, the power flows through the
forward clutch (8), the forward gear (7) to output gear
(12) which is in mesh with the forward gear. The ujoint (13) which is splined to the output gear will
transmit power to the axle.
Power Train
18
Systems Operation
Transmission Power Flow Reverse
With the transmission controls in reverse, which will

pressurize the reverse clutch (10), power will flow from
the engine through the torque converter to drive the oil
pump (6) and the input shaft (5) also the quill shaft
(14). Since the reverse clutch (10) is closed, power will
flow through input shaft gear (5A) which is in mesh
and drives reverse shaft gear (9A) and reverse shaft
(9). The reverse gear (11) which is locked to the
reverse shaft by the reverse clutch (10) is in mesh and
drives the output gear (12). The U-joint, which is
splined to the output gear will transmit power to the
axle.
Power Train
19
Systems Operation
Transmission Lubrication Schematic
Oil Cooler
TC
Relieve
Valve
Oil for lubrication of the clutch shaft bearings and

cooling the clutch discs and plates comes from the
outlet passage of oil cooler. Lubrication oil is also
splashed inside the transmission case. Lubrication oil
is especially important for cooling the clutches.
High temperatures can be caused during repeated
shifting of the lift truck.
Power Train
20
Systems Operation
Transmission Hydraulic System
(1) Transmission Oil Sump. (2) Oil Pump. (3) Primary Filter. (4) Main Valve. (5) Orifice. (6) Inching Valve. (7) Modulating Valve.
(7A) Load Piston. (7B) Modulating Valve Orifice. (8) Selector Valve. (9) Solenoid Valve Forward. (10) Solenoid Valve Reverse.
(11) Forward Clutch. (12) Reverse Clutch. (13) Relief Valve. (14) Torque Converter. (15) Relief Valve. (16) Converter Bypass.
(17) Oil Cooler. (18) Torque Converter Supply Bypass.
Power Train
21
Systems Operation
The transmission hydraulic system is explained in

three sections. The first section is the oil pump, filter,
torque converter and oil cooler systems. The second
section is the transmission lubrication system. The
third section is the transmission hydraulic control
system which controls the lift truck direction control.
Pump, Filter, Torque Converter and

Oil Cooler Systems
The oil for the operation and lubrication of the

transmission is made available by pump (2). The
pump is located in the torque converter housing and is
driven by Tangs on the torque converter neck.
Oil sump (1), for the transmission, is in the bottom of

the transmission case. Oil from reservoir flows through
the strainer and internal channels to the suction side of
positive displacement pump .
10
Oil from pump (2) flows to primary oil filter (3). If there
is a restriction in the oil filter or if the oil is cold and
thick, a bypass valve in the filter will open. The
difference in pressure at which the bypass valve will
open is 124 7 kPa (18 1 psi). From the primary oil
filter, the oil flows on to main relief valve (4). In the
spool of main relief valve there is a bypass (18). The
purpose of this bypass is to supply lubrication and
coolant oil to the torque converter at low speeds and
especially during hot oil conditions. Converter relief
valve (13) protects the torque converter from oil
pressure higher than 670 kPa (97 psi), such as during
cold oil start-ups. At this pressure, the oil is released
back to the reservoir. Converter inlet passage has
converter bypass orifice (16). The purpose of this
orifice is to prevent too much of a pressure load on the
torque converter by allowing some of the oil to bypass
the converter. In converter outlet passage, there is
cooler bypass valve (15). Cooler bypass valve (15) will
release oil back to the reservoir if the oil pressure
reaches 400 kPa (58 psi). This can happen if the oil
cooler has a restriction or if the oil is cold and thick.
The basic components of the hydraulic system for

operating the transmission are transmission oil sump
(1), oil pump (2), primary oil filter (3), valve block,
containing main valve (4), orifice (5), inching valve (6),
modulating valve (7), selection valve (8), forward and
reverse solenoid valves (9,10), forward clutch (11),
reverse clutch (12), torque converter (14) with relief
valves (13,15), bypass (16) and oil cooler (17). The
pump is located in the torque converter housing, and
valve block is located on top of transmission, the filter
is located on the right hand of the transmission
housing.
Power Train
22
Systems Operation
Power Train
23
Systems Operation
Neutral Position
When the transmission is in NEUTRAL position with
the engine running, oil is pulled from reservoir and the
strainer assembly (1) to pump (2). From there, pump
oil flows through the primary filter (3) to main relief
valve (4). Oil will also flow through orifice (18) to
lubricate the torque converter during hot, low speed
conditions.
When the pump pressure reaches 895 kPa (130 psi),
relief valve spool (4A) will move to the left side and
most of the pressure oil flows to the torque converter.
Spool will move left and right to maintain 895 kPa (130
psi). Oil can also bypass the torque converter through
converter bypass orifice (16). The purpose of orifice
(16) is to prevent too much of a pressure load being
put on the torque converter.
Oil flows from the torque converter through a passage
to oil cooler (17). Oil then flows back to transmission to
cool and lubricate the clutches and shaft bearings.
In NEUTRAL position, the remaining pressure oil flows
from main relief valve (4) to inching valve (6).
Without inching (inching pedal up and valve in), oil
flows around and through the center of spool (6A) to
the bottom of the spool. The oil, at the bottom, pushes
the spool to the position shown. Oil flows around the
lands of the spool and through a passage to
modulating valve (7).
In NEUTRAL position, forward solenoid (9) and
reverse solenoid (10) are OFF. Pump oil flow is
blocked at the solenoids. Oil cannot flow through oil
passage to the forward or reverse selector spool.
Pump oil pressure is felt at slugs. This forces forward
selector spool to the right and reverse selector spool
to the left. With the spools in this position, forward
clutch (11) and reverse clutch (12) are open to drain.
Most of the oil still flows through the lube circuit.
Power Train
24
Systems Operation
Power Train
25
Systems Operation
Forward Direction
When the transmission is in FORWARD, the oil flow
from the reservoir, through the pump, primary filter,
torque converter and oil cooler circuits will be the
same as explained in NEUTRAL position.
Oil will flow from the main relief valve to inching valve
(6). Without inching (inching pedal up and valve in), oil
flows around and through the center of reducing spool
(6A) to the bottom of the spool. The oil, at the bottom,
pushes the spool up to the position shown. Oil flows
around the lands of the spool and through a passage
to modulating valve group (7).
In FORWARD, forward solenoid (9) is ON, so pump oil
is sent to the forward selector spool through oil
passage. Forward selector spool (8A) moves to the
right, causing reverse selector spool (8B) to move to
the right also.
With the reverse spool in this position, reverse clutch
(12) is open to drain, Forward selector spool (8A)
opens forward clutch (11) to pump oil. This also opens
reverse selector spool (8B) to drain through oil
passage. Forward clutch (11) will fill with pump oil.
Once filled, oil pressure begins to build up. Pump oil
goes through orifice (7B) and moves load piston (7A)
to the left as pump pressure increases. Oil pressure
increases as the load piston moves further to the left.
The pressure increases to the control pressure of 895
kPa(130 psi). Forward clutch(11) will now be fully
engaged. Modulating valve assembly(7) will now
shuttle between pump oil and drain to maintain clutch
pressure. Clutch fill time takes 0.4 seconds and
pressure increase takes 0.7 seconds.This approximate
1.1 second clutch fill and pressure rise time, gives a
cushion engagement of forward clutch (11).
Power Train
26
Systems Operation
Power Train
27
Systems Operation
Reverse Direction
When the transmission is in REVERSE, the oil flow
from the reservoir, through the pump, primary filter,
torque converter and oil cooler circuits will be the
same as explained in NEUTRAL position.
Oil will flow from the main relief valve to inching valve
(6). Without inching (inching pedal up and valve in), oil
flows around and through the center of reducing spool
(6A) to the bottom of the spool. The oil, at the bottom,
pushes the spool up to the position shown. Oil flows
around the lands of the spool and through a passage
to modulating valve group (7).
In REVERSE, reverse solenoid (10) is ON, so the
pump oil is sent to the reverse selector spool through
an oil passage. Reverse selector spool (8B) moves to
the left, causing forward selector spool (8A) to move to
the left also.
With the forward selector spool in this position, forward
clutch (11) is open to drain. Reverse selector spool
(8B) opens reverse clutch (12) to pump oil. This also
opens forward selector spool (8A) to drain through
passages. Reverse clutch (12) will fill with pump oil.
Once filled, oil pressure begins to build up. Pump oil
goes through orifice (7A) and moves load piston (7A)
to the left as pump pressure increases. Oil pressure
increases as the load piston moves further to the left.
The pressure increases to the control pressure of 895
kPa(130psi). Reverse clutch (12) will now be fully
engaged. Modulating valve assembly(7) will now
shuttle between pump oil and drain to maintain clutch
pressure. Clutch fill time takes 0.4 seconds and
ressure increase takes 0.7 seconds. This approximate
1.1 second clutch fill and pressure rise time, gives a
cushion engagement of reverse clutch (12).
Power Train
28
Systems Operation
Power Train
29
Systems Operation
Forward Direction During Inching

When the transmission is in FORWARD (or
REVERSE) during INCHING, the oil flow from the
reservoir, through the pump, filter, torque converter
and oil cooler circuits will be the same as explained in
NEUTRAL position.
Oil will flow from the main relief valve through a
passage, to inching valve (6). Inching valve (6) lets the
operator control the oil pressure to forward clutch (11)
between 280 and 0 kPa (40 and 0 psi), which permits
a partial engagement of the clutch. Through the use of
the inching valve, the lift truck can move slowly while
the engine is at higher speeds. This lets the operator
move the lift truck slowly up to a load while the mast is
raised rapidly.
When the operator pushes the inching pedal part of
the way down, inching plunger (6B) moves out of the
inching valve. This takes away some of the spring
force between plunger (6B) and reducing spool (6A). It
also removes the balance condition between the pump
pressure, at the bottom of spool (6A), and the spring
force. Reducing spool (6A) moves to the right, which
causes a restriction for the pump oil flow. The
pressure drops from 895 kPa (130 psi) to 280 kPa (40
psi). The pressure can drop further depending on the
position of plunger (6A). Pressure reduces as plunger
(6A) is moved out (as the inching pedal is pushed
down).
This reduced pressure flows to selector valve group
(8). The oil will flow through the valve as explained in
forward direction. The reduced (inching) pressure will
flow through a passage to partially engage forward
clutch (11). This reduced pressure permits slippage of
the forward clutch plates and discs. Therefore, the
truck will have an operator controlled movement. The
amount of oil pressure to clutch (11) depends on the
position of inching plunger (6A). As the plunger is
pulled out completely (inching pedal all the way down)
clutch pressure will drop to 0 kPa (0 psi). The forward
clutch will be disengaged at approximately 65.5 kPa
(9.5 psi).
Power Train
30
Systems Operation
Transmission Control Valve

Basic Control Schematic
DR
DR
DR
FWD
CLUTCH
REV
CLUTCH
SOLENOID
SOLENOID
DR
DR
DR
PUMP
The control schematic is shown below. The system

consists of 2 valve bores:
1. Modulating valve
2. Forward and reverse selector valves
Power Train
31
Systems Operation
Modulating valve function
SPRING
MODULATING VALVE
LOAD PISTON
ORIFICE
DR
REACTION PLUG
DR
DR
FLOW TO SELECTOR
SPOOLS
PUMP
Figure 1
If Force 1 is too large then the valve would be forced

to the right, opening the clutch circuit to supply,
and increasing the value of Force 2 so it balances
Force 1. By regulating clutch pressures between
supply and drain, valve forces are balanced.
The modulating valve consists of 5 basic elements:

1. Orifice
2. Springs
3. Load piston
4. Modulating valve
5. Reaction slug
The function of the modulating valve is to control
clutch pressure during a shift. It allows the clutch
pressure to raise gently to the maximum transmission
pressure in order to provide a smooth clutch
engagement and a good shift feel for the vehicle
operator.
There are two forces acting on the modulation valve:
Force 1 = Pressure (load piston) / Area 1
Force 2 = Pressure (clutch) / Area 2
In order for the modulating valve to stay in a balance
position Force 1 must be equal to Force 2.
If for example Force 2 is too large (clutch pressure is
too large) then the valve will be forced to the left,
shutting off supply and opening the clutch and slug
pressure to drain, and reducing Force 2.
Power Train
32
Systems Operation
Modulating valve movement during clutch fill
Modulation of clutch to top pressure
Figure 3
Figure 2
MODULA TION
When a new direction is selected by the operator, the
selector spools open up a circuit to the new clutch
piston. System pressure drops as the new clutch
piston is stroking. This drop in supply pressure causes
a force imbalance on the modulating valve / reaction
slug pressure becomes smaller. Since Force 1 is still
the same, Force 1 forces the modulating valve to the
right until the end of the modulating valve opens the
load piston cavity to drain.
Figure 4
The load piston oil dumps to drain and the load piston
immediately moves to the right (shown in fig.2).
This action is called "load piston reset". It happens
very quickly in comparison to the time needed for the
clutch piston to fully stroke. Therefore the modulating
valve and load piston are ready to start controlling the
clutch pressure in a smooth upward manner once the
clutch piston finishes stroking.
As long as reaction slug pressure is greater than load

piston pressure, oil will flow across the orifice from
Area 2 to Area 1. As oil flows to the load piston the
springs will continue to compress, allowing the load
piston to move to the left. As the load piston moves to
the left the spring force increases and load piston
pressure increases.
As press (LP) increases the modulating valve will
cause a corresponding increase in clutch pressure in
order to keep the forces balanced. In simple terms as
the load piston strokes to the left the clutch pressure
rises to maximum system pressure.
This controlled rise in clutch pressure takes about 0.7
sec. and is shown in fig.4. It occurs immediately after
the clutch piston completely strokes (end of clutch fill).
Power Train
33
Systems Operation
Selector spools
Figure 5
The selector spool circuits are arranged in such a way

that once a gear (forward or reverse) is selected the
opposite solenoid supply is shut off and drained. This
is done to prevent any electrical or malfunction of the
other solenoid from giving a sudden and unexpected
shift.
In addition the two selector spools are arranged so
they cannot select both forward and reverse at the
same time because they mechanically interfere with
each other.
The selector spools have two areas:
1. Slug area
2. Spool area
The slug cavity is exposed to system pressure all the
time. If the solenoid allows system oil to flow to the
end of the spool and pressurize the spool area then
the spool will move toward the slug because the spool
area is larger than the slug area and the force will be
higher. When the solenoid is closed, pressure to the
spool is reduced. This allows the pressure at the slug
to move the spool away from the slug.
In fig.5 the selector spools are shown with forward
gear selected. Notice that the reverse solenoid supply
is drained through the forward spool.
Power Train
34
Systems Operation
Drive Axle
10
3
7
6
11
12
4
5,5A,5B,5C
2
1
11
12
7
3
9
8
10
(1) Axle Housing. (2) Carrier (3) Brake Housing Left/Right. (4) Pinion. (5) Crown wheel/differential.
(6) Drive Shaft Left/right. (7) Ring Gear/Hub. left/right. (8) Pneumatic Tire Wheel Flange Left/right. (9) Multi-disc brake left/right.
(10) Spindle. (11) Axle Mounting Pads. (12) Mast Mounting Hooks.
The Axle Consists of 4 main sections

a) The carrier housing (2), pinion (4) and crownwheel
with differential assembly (5).
c,d) Hub section left and right with ring gear (7), wheel
flange (8), spindle (10) and multi-disc brake (9).
b) The axle housing with left and right drive shaft (6),
mounting pads (11) and mast mounting hooks (12).
Wheel flange (8) used with pneumatic tire trucks only.
Power Train
35
Systems Operation
Axle power flow

Power is transmitted by the transmission output shaft
to the pinion (4) which meshes with and drives the
crownwheel (5), which is mounted to the differential.
The differential is part of the drive axle. It is a single

reduction unit with a differential drive gear fastened on
the differential case.
When the lift truck moves in a forward direction and

there is the same traction under each wheel, torgue in
each axle and pinion gears (5B) are balanced. Both
left and right axles roatate the same. During a turn, the
force(traction) that is on the drive wheels is different.
These different forces are also felt on opposite sides
of the differential and cause pinion gears (5) to turn.
The rotation of pinion gears (5) stops or slows the
inside wheel and lets the outside wheel go faster. This
moves the machine through a turn under full power.
The differential gets lubrication from oil thrown about
inside the housing.
The differential is used to send the power from the

transmission to the wheels. When one wheel turns
slower than the other, the differential lets the inside
wheel stop or turn slower in relation to the outside
wheel.
Differential case (5A) has four differential pinion gears
(5B) on the differential pinion shaft. The pinion gears
are engaged with two side gears (5C). The side gears
are splined to the axle shafts.
Power Train
36
Systems Operation
Axle Lubrication Schematic
PUMP
PUMP
3
3
11
22
33
The axle is lubricated by means of the transmissionmounted lubricant pump (2) which gets oil from the
axle suction port (1) and supplies it to the hub section
pressure parts (3) to lubricate and cool hub drive and
multi-disc brakes.
Oil returns to the sump through the drive shaft
bearings and axle housing.
Power Train
37
Systems Operation
3. Actuate the controls for the forward direction and

then for the reverse direction. The actuation must
give the same positive action to the hydraulic
control circuit for clutch engagement in both
directions.

Troubleshooting
Troubleshooting can be difficult. A list of possible
problems and corrections is on the pages that follow.
4. Remove and check the filter element for loose

particles. Check the strainer behind the
transmission oil plug for foreign material.

give an indication of where a problem can be and what
repairs are needed. Normally, more or other repair
work is needed beyond the recommendations on the
list. Remember that a problem is not necessarily
caused only by one part, but by the relation of one part
with other parts. This list cannot give all possible
problems and probable causes. The serviceman must
find the problem and its source, then make the
necessary repairs.
a. Particles of friction material give an indication of a

clutch failure.
b. Metallic (metal) particles in the filter give an
indication of wear or mechanical failure in the
transmission and/or axle.
c. Rubber particles give an indication of seal or hose
failure.
Always make visual checks first. Check the operation

of the machine and then check with instruments.
If metal or rubber particles are found, all components

of the transmission hydraulic system must be flushed.
Make a replacement of all parts that show damage.
WARNING
To prevent personal injury, when testing and
adjusting the power train, move the machine to an
area clear of obstructions. There must be
adequate ventilation for the exhaust. When drive
wheels are off the ground for testing, keep away
from wheels that are in rotation.
NOTICE
Before these checks are started, fill the transmission
and axle with oil to the correct level. See the Operation
& Maintenance Manual for the procedure to check
transmission and axle oil level.
Operate the machine in each direction. Make note of

all noises that are not normal and find their source. If
the operation is not correct, make reference to the
troubleshooting chart for "problems" and "probable
causes"
Activate the controls for the FORWARD direction and

then for the REVERSE direction. The modulation will
be seen on pressure gauge in the clutch pressure tap
when the shift is made at low idle. The pressure will
increase to 895 kPa (130 psi) when completely filled.
Operate the machine in each direction. Make note of
noises that are not normal and find their source. If the
operation is not correct, make reference to the check
List During Operation for "problems" and "probable
causes".
Visual Checks
1. Check the oil level in the transmission and axle with
the engine running and with the Transmission in
NEUTRAL.
2. Check all oil lines, hoses and connections for leaks
and damage. Look for oil on the ground under the
machine.
Power Train
38
g. Leakage inside the transmission.

Worn or broken metal seal rings on input
or reverse shaft.
Worn or broken seals around clutch piston.
Modulating valve assemblies stuck
Because of contaminated oil
Check List during Operation

Problem: Engine starts with directional control
switch in FORWARD or REVERSE.
Probable cause:
1. Directional control switch is defective
3. External oil lines are not connected correctly.
Problem: Transmission shifts with parking brake

engaged.
4. Mechanical failure in the transmission.
Probable cause:
Problem: Transmission operates only in

FORWARD.
1. Parking brake switch is defective.
Probable cause:
Problem: Transmission will not stay in gear when

shifted.
1. Forward clutch is locked up.

2. Reverse solenoid valve does not actuate.
Probable cause:
3. Reverse clutch components have damage.
1. Parking brake switch mounting is loose.
a. Leakage caused by worn or broken metal sealing rings.
Problem: Transmission does not operate in either

direction or does not shift.
b. Leakage caused by worn or broken clutch piston.
Probable cause:
c. Failure of shaft seal ring.
1. Problems in the electrical circuit (directional control)
Problem: Transmission operates only in REVERSE.
a. Open circuit between ignition switch and directional control switch.
Probable cause:
b. Defective directional control switch.
2. Forward solenoid valve does not actuate.
c. Defective wiring harness between directional

control switch and transmission.
3. Forward clutch components have damage.
1. Reverse clutch is locked up.
a. Leakage caused by worn or broken metal

sealing rings
d. Shorted wiring harness for the solenoids.

2. Low oil pressure or no oil pressure caused by:
b. Leakage caused by worn or broken seal around

clutch piston.
a. Iow oil, no oil or thick oil.
c. Failure of shaft seal ring.
b. Inching control valve linkage loose, broken or

adjustment is not correct.
Problem: Transmission gets hot.
c. Inching valve reducing spool stuck open.
Probable cause:
d. Failure of the oil pump or a defect in the oil

pump.
1. Restriction in cooling circuit.

2. Oil level too high or too low.
e. Main relief valve stuck open.
3. Core of the oil cooler not completely open.
f. Restriction in the oil flow circuit such as dirty oil

screen.
4. Low pump pressure - worn or damaged pump.

5. Converter one-way clutch worn and slipping.
6. Air mixed in the oil. Air leaks on the intake side of
the pump.
Power Train
39
7. Low oil flow through converter. Converter relief

valve stuck open (converter bypass orifice plugged)
Check List from Operation Noise
8. Incorrect use of vehicle. Loads are too heavy for the

lift truck.
Problem: Noise in NEUTRAL only.

Probable cause:
9. Too much inching operation (slipping the clutch

plates and discs).
1. Worn one-way clutch in torque converter.

2. Low oil level (pump cavitation).
10. Too much stalling of torque converter.
3. Worn bearing next to pump.
11.Cooler relief valve stuck open, full oil flow does

not go through oil cooler.
Problem: Pump noise not normal
Problem: Clutch engagement is slow or loss of

power during engagement.
Probable cause:
Probable cause:
1. A loud sound at short time periods gives an

indication that foreign material is in the
transmission hydraulic system.
1. Low oil pressure
2. A constant loud noise is an indication of pump

failure.
2. Air mixed in the oil.

a. Air leaks on suction side of pump.
Problem: Noise in the Transmission that is not

normal.
b. Low oil level also causes aeration.
Probable cause:
3. Inching valve linkage adjustment is not correct.
1. Transmission components have wear or damage.
4. Modulating valve assembly leaks or partially stuck.
a. Damaged gears.
Problem: Clutch engagement makes a rough shift.
b. Worn teeth or clutch plates and/or clutch discs.
Probable cause:
c. Slipping clutch plates and disc noise.
1. Modulating valve assembly, load piston and/or

reducing valve stuck.
d. Other component parts have wear or damage.
Problem: Vehicle operates in one direction and

creeps in that direction in NEUTRAL. Engine stalls
when shifted to the other direction.
e. Failure of the thrust washers.

2. Modulating valve assembly makes noise.
Probable cause:
Problem: Constant noise in the Drive axle.
1. Failure of clutch in the direction the lift truck moves.

Clutch discs or plates are warped (damaged) or
held together because of too much heat.
Probable cause:
1. Lubricant not to the specific level.
2. Failure of the modulating valve assembly in the

direction the lift truck moves. The valve assembly
stuck in the engaged position possibly caused by
metal burrs (particles) or oil contamination.
2. Wrong type of lubricant.

3. Wheel bearings out of adjustment or have a defect.
4. Bevel gears not in adjustment for correct tooth
contact.
5. Teeth of bevel gear have damage or wear.
Power Train
40
6. Too much or too little gear backlash.
2. Loss at bevel input pinion shaft.
7. Loose or worn pinion bearings.
a. Lubricant above specification level.
8. Loose or worn shaft bearings.
b. Wrong kind of lubricant.
9. Loose or worn differential bearings.
c. Restriction of axle housing breather.
Problem: Noise at different intervals.
d. Pinion oil seal worn or not installed correctly.
Probable cause:
Problem: Drive wheels do not turn.
1. Bolts on drive gear not tightened correctly.
Probable cause:
2. Drive gear has a defect (warped).
1. Broken axle shaft.
3. Loose or broken differential bearings.
a. Loose wheel bearings.
4. Bevel gear bearing failure.
b. Axle shaft too short.
Problem: Noise on turns only
2. Side gear or differential pinion broken.
Probable cause:
3. Differential pinion shaft or spider broken.
1. Differential pinion gears too tight on the spider or

the pinion shaft.
Check List from Pressure Test
2. Side gears tight in differential case.
Problem: Low pressure

REVERSE clutches.
3. Differential pinion or side gears have a defect.

4. Thrust washers worn or have damage.
to
FORWARD
and
Probable cause:
5. Too much clearance (backlash) between side gears

and pinion.
1. Inching valve linkage adjustment is not correct.

2. Inching valve reducing spool stuck open.
6. Worn axle shaft assembly gear.
3. Clutch piston seals cause leakages.
7. Hub gear worn.

8. Wheel bearings worn or out of adjustment.
4. Main relief valve setting too low caused by a

defective relief valve spring.
Problem: Leakage of lubricant.
5. Low oil pressure. See Probable Cause for Low Oil

Pressure.
Probable cause:
1. Loss through hub seals.
7. Modulating valve assembly stuck.
a. Lubricant above specification level.
Problem: Clutch pressure and pump pressure are

high.
b. Wrong kind of lubricant.
Probable cause:
c. Restriction of axle housing breather.
1. Main relief valve is stuck.
d. Hub oil seal installed wrong or has damage.
2. A restriction in the hydraulic circuit.

3. Main relief valve not adjusted properly.
Power Train
41
Problem: Pressure to one clutch is low.
Problem: High converter charge pressure.
Probable cause:
Probable cause:
1. Clutch piston seal alignment is not correct, oil leaks

through.
1. A plugged converter bypass orifice.

2. A restriction inside the converter assembly.
2. Seal rings on shaft or clutch piston seals are broken

or worn.
3. A plugged oil flow passage.
3. Modulating valve assembly stuck.
Problem: Low converter charge pressure.
Problem: Low pump pressure.
Probable cause:
Probable cause:
1. Converter relief valve stuck open.
1. Low oil level.
2. Main relief valve movement is restricted.
2. Main relief valve movement is restricted.
Problem: Low converter outlet pressure or cooler

inlet pressure.
3. Transmission oil pump is worn.

Probable cause:
4. Inner oil leakage.
1. Low oil pressure.
5. Main relief valve not adjusted properly.
2. Cooler relief valve stuck open.
Problem: Low lubrication
lubrication pressure.
pressure
or
no
Problem: High converter outlet pressure or cooler
inlet pressure.
Probable cause:
Probable cause:
1. Low oil pressure or no oil pressure caused by:
1. Restriction in oil cooler lines or a plugged oil
cooler.
a. Failure of the oil pump or a defect in the oil

pump.
Problem: Low stall speed.
b. Restriction in the oil flow circuit such as a dirty

oil screen.
Probable cause:
c. Inching valve reducing spool stuck open.
1. Engine performance is not correct.
d. Leakage inside of transmission caused by component defects.
2. The one-way clutch of the torque converter does

not hold.
2. Oil cooler has restriction to oil flow.

Problem: High stall speed in both directions.
Problem: High lubrication pressure.
Probable cause:
Probable cause:
1. Low oil level.
1. Restricted external oil lines or internal passages.
2. Air in the oil.
3. Clutches slip (clutch plates slide in relation to one
another).
4. Torque converter failure.
Power Train
42
Problem: High stall speed in one direction.
Problem: Modulation spool problems.
Probable cause:
1. There is a leak in the clutch circuit.
1. Slow or no modulation of both clutches

(If only 1 clutch does not modulate correctly then
the problem is either with the selector spool or it is
a problem in the transmission).
2. There is a failure in that clutch assembly (clutch

slipping).
Probable cause:
Problem: Selector spool problems.
1. orifice plugged with debris
1. Transmission stays in neutral, no shift.
2. Modulation valve stuck
Probable cause:
1. Spools mechanically stuck
3. Modulation valve not correctly assembled.

4. Load piston problem
a. Contamination
a. Stuck in bore
b. Case or body not flat
b. Excessive valve / bore clearance
c. Bore / spool worn
c. Missing springs
2. Solenoids not working
5. Porosity in body in the area of load piston cavity
a. O-rings leaking (cut)

b. O-rings missing
2. Modulation time is too quick
c. Ports not machined properly
Probable cause:
d. Contamination in solenoid
1. The upstream orifice (in the oil supply) is not

installed. (The orifice is located in the valve block)
e. Electrical problem
2. The load piston is only moving a small amount

before it sticks. Check the spool to see if it freely
fits in the bore. This check must be made while the
aluminum body is still bolted down to the
transmission.
3. Orifice plugged
a. With debris
b. Bad part
3. The plastic orifice is not installed or the hole in the

plastic housing is too large.
4. Modulation valve stuck in "off" position

5. Modulation valve not correctly assembled.
4. The modulating valve is stuck in an open position.

Check to see if the valve moves freely while the
aluminum body is still bolted down.
2. Transmission will not shift into or out of 1 gear

Probable cause:
1. Spools mechanically stuck (same as above)
5. The springs are not installed or the pin has jammed

the load piston
2. Solenoids not working (same as above)

3. Valve not correctly assembled (same as above)
4. Holes not drilled into case properly
5. Excessive leakage internally in body
a. Porosity in body
b. Selector bore too large
c. Spool too small
d. Slug/spool fit not right.
Power Train
43
Transmission Pressure Test
Most problems in the hydraulic circuit can normally be

found when the pump pressure is checked. If more
information is necessary, gauges can be installed at
each pressure tap location. Locations of the pressure
taps and procedures for testing are given as follows. If
any of the pressures are not correct, refer to
Troubleshooting For Problems and Probable Causes.
Tools Needed
Pressure Gauge Group
WARNING
1. Be sure the transmission control adjustments are

correct before tests are made.
See Inching Pedal Adjustment in Testing and
Adjusting.
To prevent personal injury, when the transmission

is tested, move the truck to a clear area, that is
level. Keep all other personnel away from the lift
truck. Use lifting equipment or a save method to
lift the front of the lift truck until the drive wheels
are off the floor. Put wood blocks or jack stands of
the correct capacity under it to hold it in this
position while pressure tests are performed.
2. Install a tachometer to the engine to show engine

speed during the test.
3. Put a thermistor probe in place of the dipstick in the
transmission oil reservoir.
4. Remove each of the following pressure tap plugs in
the order shown and install the 0 to 2050 kPa (0 to
300 psi) pressure gauge. After the pressure check
is done, remove the gauge and install the plug
again.
When the transmission tests are made, the

transmission oil must be at the correct level. The
pressure given in the chart are taken with the
transmission oil temperature at 49 to 71C (120 to
160F). If the oil temperatue is lower than 49C
(120F) the oil pressure will be higher than that shown.
If the oil temperature is higher than 71C (160F), the
pressure will be lower than that shown.
5. Check pump pressure with the transmission in

neutral at pressure tap (6) on the valve body first. If
it is not correct, then check pump pressure at
pressure tap (1) on the bearing plate.
Raise the front of the lift truck off the floor. Put wood
blocks or jack stands of the correct capacity under it to
hold it in this position while pressure tests are
performed.
a. If the pressure is low at pressure tap (6), but

correct at pressure tap (1), there could be an oil
line restriction or a defective inching valve.
WARNING
Before any pressure tap plugs or connections are
removed, the engine must be stopped with the
transmission controls in NEUTRAL. This will
release hydraulic pressure in the transmission.
NOTE: Pump pressure should be checked at

pressure tap (6) first because pressure tap (6) is
easier to get to than pump pressure tap (1) on the
bearing plate. If pump pressure is correct at
pressure tap (6), it will be correct at pressure tap
(1) also.
For more identification of transmission problems, the

pressures that follow can be checked.
b. If the pressure is low at both locations, see

Problem: Low pump pressure in Troubleshooting.
a. Pump pressure in neutral.
NOTE: Pump pressure is adjusted by adding or

removing shims in the D700296 Plug. The plug is
located in the main relief valve on the valve body.
b. Forward clutch pressure in forward.
6. Check clutch pressure as follows:
c. Reverse clutch pressure in reverse.
a. Check forward clutch pressure at pressure tap

(4) with the transmission in forward. If the
pressure is not correct, see Problem: Low
forward clutch pressure in Troubleshooting.
d. Converter charge pressure in neutral.

e. Converter outlet or cooler inlet pressure in neutral.
f. Lubrication pressure in neutral.
Power Train
b. Check reverse clutch pressure at pressure tap

(5) with the transmission in reverse. If the
pressure is not correct, see Problem: Low
reverse clutch pressure in Troubleshooting.
44
Pressure Tap Locations Transmission Control Group
Main Pressure Tap 6

Reverse Pressure Tap 5
Forward Pressure Tap 4
Converter Charge Pressure Tap

Converter Outlet Pressure Tap 2
Temperature Sensor
To Cooler
From Cooler
Lubrication Pressure Tap 7
Power Train
45
7. Check lubrication pressure at pressure tap (7) with

the transmission in neutral.
Converter Stall Test

NOTE: Make sure that the transmission oil is at the
correct temperature for operation before tests are
made.
a. If lubrication pressure is low, see Problem: Low

lubrication pressure in Troubleshooting.
b. If lubrication pressure is high, see Problem:
High lubrication pressure in Troubleshooting.
The converter stall test is a test to check engine power.

It can also be used to locate a problem in the
transmission or torque converter when the condition of
the engine is known. An engine, which does not have
correct performance, will give an indication of a stall
speed that is not correct. If the engine performance is
correct and the stall speed is not correct, the problem
in the converter or transmission can be found with this
test.
8. Check converter charge (inlet) pressure at pressure

tap (3) with the transmission in neutral.
a. If converter charge pressure is low, see
Problem:
Low converter charge pressure in
Troubleshooting.
NOTE: To check the engine performance, see the

respective engine module. This test checks the
maximum RPM that the engine, at full throttle, can turn
the converter with the turbine held stationary. To hold
the converter turbine, engage the brakes with the
transmission in FORWARD or REVERSE.
b. If converter charge pressure is high, see

Problem:
High converter charge pressure in
Troubleshooting.
9. Check converter outlet or cooler inlet pressure at
pressure tap (2) with the transmission in neutral.
The drive wheels must not turn during the stall test.
Put a heavy load on the forks. Also put the truck in
position against a solid object that will not move (such
as a loading dock). When the tests are made, the
wheel brakes must be engaged with the left foot. The
accelerator pedal can be operated with the right foot.
a. If the pressure is low, see Problem:

Low converter outlet or cooler inlet pressure in
Troubleshooting.
b. If the pressure is high, see Problem:
High converter outlet or cooler inlet pressure in
Troubleshooting.
WARNING
NOTE: Do not activate the inching pedal when

pressure checks are made. Check for the pressures
as shown in Transmission Pressure Chart in the
order that follows:
Make tests in a clear level area only. There must

be one operator. Keep all other personnel away
from the lift truck. Check the operation of the
brakes before the tests are made.
Transmission Pressure Chart

Low idle
Check the high idle setting before the stall test is made.
Set the high idle to the specification, as given in the
respective engine module.
2000 rpm
Shift position - Neutral

Main Line
830 to 1,030, kPa

(120 to 150psi)
895 to 1,100,kPa
(130 to 160psi)
Clutch
0 kPa
(0 psi)
0 kPa
(0 psi)
Lubrication
14 to 70 kPa
(2 to 10 psi)
240 to 345 kPa

(35 to 50 psi)
Converter Chage
70 to 140 kPa
(10 to 20 psi)
590 to 795 kPa

(85 to 115 psi)
Converter Outlet
or Cooler Inlet
25 to 55 kPa
(4 to 8 psi)
250 to 400 kPa

(36 to 58 psi)
NOTE: Make sure that the transmission oil is at the

correct temperature for operation before tests are
made.
1. Connect a tachometer to the engine. Start the
engine. Engage the wheel brakes with the left foot.
2. Put the transmission control lever in FORWARD
and push the accelerator pedal down completely
with the right foot. Read the RPM on the
tachometer, then release the accelerator pedal.
Shift position Forward or Reverse

Main Line
Clutch
725 to 860 kPa

(105 to 125 psi)
725 to 965 kPa

(105 to 140 psi)
Lubrication
Converter Chage
Converter Outlet
or Cooler Inlet
Power Train
46
The stall speed must be the same in FORWARD and

REVERSE. If the stall speed is high in FORWARD and
REVERSE, check the following:
NOTICE
To make sure that the transmission oil does not get
hot, do not hold the transmission in a stall condition for
more than ten seconds. After the transmission is
stalled, put the controls in NEUTRAL and run the
engine at 1200 to 1500 RPM to cool the oil.
a. Check for air in the oil.

b. Check the torque converter and the clutch
pressures according to transmission Pressure
Tests in Testing and Adjusting.
c. If clutch pressure is correct, make an inspection
of the clutch assembly for that direction for
possible damage to clutch components.
3. Repeat the procedure above for the REVERSE

direction.
4. The stall speeds for the different trucks are listed in
the charts that follow:
LIFT TRUCK STALL SPEED
Engine
Max.RPM
Engine
RPM100
Without Power
Brakes Applied
RPM100
With Power
Brakes Applied
B3.3
1,780
1,680
2,200
HMC
G420F(E)
LP
1,860
1,760
2,500
HMC
G420F(E)
GAS
1,860
1,760
2,500
HMC
G420F(E)
Dual
1,860
1,760
2,500
2,030
1,930
2,550
2,030
1,930
2,550
2,030
1,930
2,550
GM
G424F(E)
LP
GM
G424F(E)
GAS
GM
G424F(E)
Dual
Stall speeds that are low are an indication that the

engine performance is not correct or the one-way
cutch of the torque converter does not hold in reverse
direction. If the one-way clutch has a defect, the stall
speed will probably be more than 800 rpm low.
Power Train
47
Maintenance
Transmission
Change
Filter
Grease Parking
Brake Lever
Oil Filler And Dipstick
Pin And Nut

Of Parking Brake
Oil Drain Plug

and Suction Strainer
ATTENTION: When changing oil, replace filter and clean suction strainer.
Power Train
48
Drive Axle
Combined Oil Filler and

Dipstick
Brake Cooling Port

Pump Suction Port
Brake Cooling Port
Oil Drain Plug Port
ATTENTION: Clean suction strainer when replacing oil.
Power Train
49
Electric Control System Tests
Directional Control Switch Check

1. Put the directional control lever in neutral. Remove
the cover from the front side of front cockpit unit.
Tools Needed
Digital Multimeter
NOTE : Refer to Schematic.

Checks on the transmission directional control
electrical circuit can be done with a Digital Multimeter.
All voltage checks are made at the wiring harness
connectors with the ignition switch ON, DO NOT start
the engine. All continuity checks are done with the
ignition switch OFF.
A beginning check of the direction control system
should be performed before testing the individual
components and wiring harness. When the direction
solenoids are energized they become magnetized. By
holding a metal screwdriver next to the solenoids it
can be determined whether they are energized or not.
2. Disconnect harness connector from directional

control switch connector.
Turn the ignition switch ON, DO NOT start the engine.

Release the parking brake. Place the direction control
switch in forward and check the forward solenoid for
magnetism. Do the same for the reverse direction.
z
If the solenoids didnt energize begin testing the

control system with step 1.
If the solenoids did energize, go to step 10.
Directional Control Switch Connector
3. Engage the parking brake and turn the ignition

switch ON, DO NOT start the engine. Put the
multimeter on the 20 volt range.
4. Put the (-) probe on a good ground. Put the (+)
probe on socket 1 of harness connector.
a. If the indication is battery volts, do Step 5.
b. If the indications 0 volts, check the
Forward/Reverse fuse (No.3) located in the fuse
box and check the connecting wires for continuity.
Power Train
50
5. Turn the ignition switch OFF and put the multimeter

on the 200 ohm range.
Transmission Control Harness Check

9. Disconnect the connector of Engine harness from
the connector of transmission harness. Check the
continuity of engine harness from one end to the
other. Repair or replace the wiring harness if there
is no continuity.
6. Check continuity between pins 4 and 7 of directional

switch connector with the switch in neutral.
Forward and then reverse the positions. There
should be continuity in neutral and no continuity in
forward and reverse.
a. If the above checks are correct, do Step 7.
Transmission Solenoids Visual Check
b. If any of the above checks are not correct,

replace the directional control switch.
10. A visual check can be done to see if the solenoid

plungers are moving.
Remove the modulating valve assemblies from the
transmission

switch connector in forward and then neutral
position. There should be continuity in forward and
no continuity in neutral. While the continuity is
checked in forward position, move the lever back
and forth (but stay in forward position) to see if the
resistance goes up or down. The resistance should
be constant.
11. Turn the ignition switch ON, DO NOT start the

engine. Release the parking brake.
12. Put the directional control switch in neutral.
Both solenoid plungers should be flush with the
solenoid.
a. If the above checks are correct, do step 8.
13. Put the directional control switch in forward and

then reverse.
The plunger of the solenoid that is activated should
move in approximately 3.18mm(.125 in).
b. If the above checks are not correct, replace the

directional control switch.
switch connector (1) in reverse and then neutral
positions. There should be continuity in reverse
and no continuity in neutral. While the continuity is
checked in reverse position, move the lever back
and forth (but stay in reverse position) to see if the
resistance goes up or down. The resistance should
be constant.
14. If the solenoid plungers do not move as explained

in Steps 12 and 13, replace the defective solenoid.
15. If the solenoid plungers are good, the modulating
valves could be stuck or there is mechanical failure
in the transmission.
a. If the above checks are correct, do Step 9.

b. If any of the above checks are not correct,
replace the directional control switch.
Power Train
51
Transmission Directional Control Schematic for G15/35S-5
Power Train
52
Transmission Directional Control Schematic for D15/35S-5
Power Train
53
Inching Pedal Adjustment
WARNING
To check the inching valve adjustment and operation,

do the procedure that follows :
To prevent personal injury, when the inching pedal

is adjusted, move the truck to a clear area that is
level. Keep all other personnel away from the lift
truck. Use lifting equipment or a safe method to lift
the front of the lift truck until the drive wheels are
off the floor. Put wood blocks or jack stands of the
correct capacity under it to hold it in this position
while the inching pedal is adjusted.
WARNING
When this procedure is used, the lift truck must be
in an area clear of obstructions. There must be
one operator with all other personnel away from
the lift truck. Check the operation of the brakes
before the test is made.
2. Raise the front of the lift truck off the floor. Put wood
blocks or jack stands of the correct capacity under it
while the inching pedal is adjusted.
1. With the engine at idle speed, put the transmission

in FORWARD.
3
2
14
1
Inching Pedal Adjustment

(1) Lug. (2) Bolt. (3) Nut.
Inching Operation Test

(1) Inching pedal.
3. Start the engine and put the transmission

FORWARD.
2. Slowly push down on inching pedal (1) until the

movement of the brake pedal causes the brake
discs to make contact (small drag) with the brake
plates.
4. With the drive wheels turning, depress inching pedal

until the drive wheels stop.
5. Now depress the brake pedal until disc contact is
felt.
3. Increase the engine speed to high idle. The truck

must not move.
6. Loosen nut (3) and adjust bolt (2) to contact lug (1)
that rotates the brake control cross shaft. Tighten
nut (3).
If the operation of the inching valve is not correct, do

the procedure that follows.
7. Check the inching valve operation again.

a. If something is wrong, inspect all points again
one by one very carefully.
1. Adjust and bleed the wheel brakes as shown in the

Vehicle Systems module.
Power Train
54
The adjusting procedure is as follows. Be sure that the

air bleeding of brake system should be done in
advance.
85.5 1 mm
3. Adjust the height (C) of inching pedal and brake

pedal. (C) should be 110mm at the same level.
(A)
82.5 mm
235 1
mm
(B)
(E)
4. Adjust the gap (D) for engaging brake pedal by

inching pedal. (D) should be approx. 9.5mm.
1. Adjust the length (A) from the spool to the

connection point of yoke. (A) should be 85.5 1mm.
Be sure that 1mm of gap between the piston and
the rod should exist. In case of no gap, it would
result in brake drag or overheating of axle oil. In
case of too loose, the performance of service brake
become lowered.
5. The distance (E) between the shaft center and its

mounting bracket should be 82.5mm.
6. The stroke of inching spool should be 8 1mm.
7. Before doing the truck test, inspect again all
relevant dimensions.
8. Inspect the service brake and then, inching
operation.
2. Adjust the length (B) of rod by fixing the nuts at both

ends. (B) should be 235 1mm.
Power Train
55
Adjustments on Drive axle
4. Calaulate the shimpack thickness according to the

following formula.
Shimpack thickness = A-(127+B+C)
Example) if A=160.50, B=32.00, C=+0.05
Then, shimpack thickness
=160.50-(127+32.00+0.05) = 1.45mm
Axle, Pinion, crown gear
* To minimize the measuring error, measure

three places at least and average them.
1. Measure the depth from center of diff. carrier to the

seat of pinion bearing cup. (Dimension A)
5. Shims of calculated thickness laid into bearing seat.
2. Measure the width of pinion bearing.(Dimension B)
6. Install bearing cup.
3. Check the etched value on the pinion face.

(Dimension c)
*unit : mm
7. Install crown gear, differential assy and cap lightly.

Power Train
56
8. Install bearing nuts for the correct cap position and

lightly torque them to achieve bearing preload.
11. When drag is correct, mark position of nuts both

on nuts and bridge.
9. Tap on differential on both sides to achieve correct

bearing cone position, rotate differential (3-5 times).
12. After marking of position remove differential assy.
10. Check drag 19.6 N.m (14.5 lb.ft) on rotating

differential.
Power Train
57
Installation of Pinion
4. Tap bearing cone to correct position(Rotate pinion

3-5 times)
1. Install cup of rear pinion bearing
5. Assemble yoke and nut and tighten flange nut to

180 15 Nm (13311 lbft)
2. Install spacer and shims on pinion (basic thickness
1.5mm (0.059 in)).
6. Measure the rolling torque. The value of rolling

torque should be 1.5~2.0 Nm (1.1~1.5 lbft)
7. If the rolling torque exceeds 2 Nm, add one shim
and if it is lower than 1.5 Nm, subtract one shim
3. Install bearing cone.
8. When the adjustment is correct, disassemble the

nut and the yoke. Assemble the oil seal and yoke
again and then tighten the nut to 180 15 Nm
(13311 lbft)
Power Train
58
Adjustment of Crown Wheel
3. Tap on both sides of the differential to achieve

correct position of bearing cups.
1. Torque crown wheel bolts to 80 Nm (59 lbft).
4. Check backlash between pinion and crown gear in 3

different positions. Backlash shall be 0.15-0.20 mm
(0.006-0.008 in)
2. Install differential assy., to previously mounted

position (rotate both nuts simultaneously to
maintain bearing preload).
5. Check contact face by rotating pinion in both

directions, hold back crown wheel.
Power Train
59
9. Position not correct.
6. Check contact area position and correct in

accordance with specification if neccessary.
10. After correct adjustment of contact area secure

differential nut with split pin.
7. Position not correct
8. Correct position.
Power Train
60
Adjustment of Wheel Bearings
4. Remove wheel nut for lockwasher installation.

1. Assemble outer hub bearing without lockwasher.
5. Install lockwasher and nut.
2. Tighten wheel nut to 135 14 Nm (10010 lbft).
6. Tighten nut to 50 5 Nm (373 lbft).
3. Tap on and rotate hub 3-5 times to achieve correct

bearing position
Power Train
61
SB4254E00
Apr. 2007
Power Train
Disassembly & Assembly
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
G20E-5, G25E-5, G30E-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5
GC20P-5, GC25P-5, GC30P-5, GC33P-5

WARNING
in injury or death.
Index
Transmission
Disassembly of Transmission Housing ...................... 5
Disassembly of Counter Shaft.................................... 9
Assembly of Counter Shaft....................................... 11
Disassembly of Input Shaft....................................... 14
Assembly of Input Shaft ........................................... 16
Disassembly of Output Shaft.................................... 19
Assembly of Output Shaft......................................... 19
Assembly of Transmission Housing ......................... 20
Disassembly & Assembly of
Valve Ass'y ............................................................... 26
Drive Axle
Disassembly of Drive Axle........................................ 27
Disassembly of Shaft................................................ 30
Assembly of Shaft .................................................... 31
Disassembly & Assembly of Brake Parts ................. 31
Disassembly & Assembly of Hub ............................. 32
Disassembly of Differential Assembly ...................... 33
Disassembly of Bevel Pinion .................................... 34
Adjustment of Bevel Pinion ...................................... 36
Disassembly & Assembly of Bevel Pinion ................ 38
Assembly of Bevel Pinion......................................... 38
Disassembly & Assembly of Differential................... 40
Assembly of Crown wheel & Adjustment.................. 42
Assembly of Carrier Diff ........................................... 45

Special Service Tools............................................... 50
WARNING
Disconnect batteries before performance of
any service work.
Power Train
Index
Transmission
Disassembly of
Transmission Housing
IDCD504P
4. To remove the torque converter housing, loosen

the upper housing screws. (Hexagonal socket
17 mm)
1. Mount the transmission on a suitable jig.
IDCD505P
5. Loosen the lower housing screws.
(Hexagonal socket 17 mm)

4
2. Loosen the screw (1) with socket head wrench

8mm.
IDCD506P
3
6. Install 2 jackbolts (M10, 30mm (1.2in)) in

locations (4) until they stop against bearing plate,
alternately tighten bolts to separate the torque

converter housing from the transmission.
IDCD503P
3. Remove the Gasket (2) and oil dipstick (3).
Power Train
Transmission
IDCD510P
IDCD507P
7. To remove strainer, loosen the screw with an
10. Remove the remaining screws between the

T/M bearing plate and the torque converter
housing. (Hexagonal socket 17 mm).
allen head wrench.
IDCD508P
IDCD511P
8. Lift the torque converter housing from the T/M

bearing plate.
11. Secure the eyebolts M10 to remove the T/M

bearing plate.
IDCD509P
IDCD512P
9. Secure the eyebolts M10 to remove the torque
12. Loosen the jam nut (1) to loosen the hand

brake adjustment with the ring spanner (22
mm) and the threaded bolt (2) with the open
ended spanner (10 mm).
converter housing.
Power Train
Transmission
IDCD516P
IDCD513P
13. Turn the adjustment bolt until the strut (1) can
be removed from the brake band.
16. Remove the output shaft.
IDCD517P
IDCD514P
17. Remove the input shaft with forward clutch.

14. Remove the brake struts from the eccentric
shaft.
IDCD518P
18. Use the eyebolt M18 to lift the reverse shaft.
IDCD515P
15. Lower the loosened brake band into the

housing. Remove after dismounting the shaft
Power Train
Transmission
IDCD592P
19. Remove the lube pump. (Hexagonal socket 13

mm)
IDCD593P
20. Lift the lube pump with 2 screw drivers.
Power Train
Transmission
Disassembly of Counter Shaft

1
IDCD524P
4. Remove the snap ring (1) from the support disk

with the circlip pliers.
IDCD521P
1. Disassemble the shaft with the 2-leg puller.
IDCD525P
IDCD522P
5. Lift the multiple disk body.
2. Remove the safety ball from the seat with a screw

driver.
IDCD526P
6. Remove the snap ring (2) while pressing the return

spring on the spring retainer with a hydraulic press.
Slowly relieve the tension of the spring. (Tool Ref.
No 1)
IDCD523P
3. Remove the double needle bearing.
Power Train
Transmission
2
3
IDCD527P
IDCD530P
7. Remove the parts - snap ring (1), spring

retainer(2) and return spring (3)
10. ATTENTION: Open the R-rings before lifting!
IDCD531P
IDCD528P
11. Remove the bearing from the shaft with a 2-leg

puller.
8. Lift the piston by using compressed air in the lower

bore.
IDCD529P
9. Remove both R-rings before lifting the bearing (4).
Power Train
10
Transmission
Assembly of Counter Shaft
IDCD535P
4. Inner and outer piston rings must be lubricated with

transmission oil.
IDCD532P
1. Heat bearing (1) to a temperature of 120C (248F)

and install it on the shaft.
IDCD536P
5. Insert the piston.
IDCD533P
ATTENTION: Canting the piston can cause damage.
2. After the bearing has cooled, the inner bearing ring

must be tapped into position.
5
2
4
IDCD537P
IDCD534P
6. Install return spring (3), spring retainer (4) and

snap ring (5).
3. Install both R-rings (2) in their grooves.
Power Train
11
Transmission
IDCD538P
IDCD541P
7. Install snap ring (1) by pressing the return spring.

(Tool Ref. No 1)
10. Align the teeth of the clutch disks.
IDCD542P
11. Install the needle bearing.

8. Elements of the multiple disk body: (1) Bend plate
(2) pressure disk, (3) inner separater disk, (4) outer
clutch disks, (5) support disk
IDCD543P
12. Put the gear wheel on the shaft.

IDCD540P
9. Put the multiple disk body on the gear and install

the snap ring.
Power Train
12
Transmission
IDCD544P
IDCD547P
13. Lubricate the needle bearing before installing

the washer.
16. Heat bearing (4) to a temperature of 120C

(248F) and install it on the shaft.
IDCD545P
IDCD548P
14. After installing the washer (1), put the ball (2) in
he hole.
17. After cooling the bearing, the inner bearing ring

must be tapped to set bearing.
IDCD546P
IDCD549P
15. Install the steel-washer (3).
18. Install the R-ring (5).
ATTENTION: The ball must engage the notch!
Power Train
13
Transmission
Disassembly of Input Shaft
IDCD553P
4. Remove the ball from the seat with a magnet.
IDCD550P
1. Disassemble the shaft with a 2-leg puller.

Remove R-ring before lifting the bearing.
4
5
3
IDCD554P
5. Remove the double needle bearing (4) and the

brass washer (5).
IDCD551P
2. After lifting the gear wheel (1), remove bearing

(2) and washer (3).
IDCD555P
6. Remove the snap ring (6) from the support disk

with the circlip pliers and remove the disks.
IDCD552P
3. Lift the gear wheel.
Power Train
14
Transmission
IDCD556P
IDCD530P
7. Remove the snap ring (1) while pressing the

return spring on the spring retainer with a
hydraulic press. Slowly relieve the tension of the
spring. (Tool Ref. No 1)
10.
ATTENTION : Open the R-rings before lifting.
IDCD559P
11.
IDCD557P
Lift the back bearing.
8. Lift the piston by using compressed air in a

lower bore, after removing the spring retainer
and return spring.
IDCD558P
9. Remove both R-rings before lifting the bearing.
Power Train
15
Transmission
Assembly of Input Shaft
IDCD563P
1
IDCD560P
4. Insert the piston.
ATTENTION: Canting the piston can cause

damage.
1. Ring (1) and inner needle bearing (2).
IDCD561P
IDCD564P
2. Drive the ring and bearing with an puncher

(25mm, length 400 mm) ( 1.0 in X 15.75 in
length) into the shaft.
5. Install snap ring by pressing the return spring.

(Tool Ref. No 1)
IDCD565P
IDCD562P
6. Put the multiple disk body on the gear.
3. Inner and outer piston rings must be lubricated

with the transmission oil.
Power Train
16
Transmission
IDCD566P
IDCD569P
7. Mount the snap ring (1) on the support disk

with the circlip pliers.
10. Align the teeth of the clutch disks and put gear
wheel on the shaft.
IDCD567P
IDCD570P
8. Lubricate the support disk area.
11. Lubricate the washer.
IDCD568P
IDCD571P
9. Install the washer and needle bearings.
12. Put the ball in the hole of the shaft and the
notch in the washer.
ATTENTION: The ball must engage the notch!
Power Train
17
Transmission
IDCD572P
IDCD575P

16. Install the heated back bearing (120C, 248C)

on the shaft.
IDCD573P
IDCD576P
14. Install the bearing on the shaft.
17. After mounting and cooling, the inner bearing

ring must be tapped into position.
2
IDCD574P
IDCD577P
15. After the bearing has cooled, the inner bearing

ring must be tapped into position. Install the Rring.
Power Train
18. Mount and hook the R-ring (2).
18
Transmission
Disassembly of Output Shaft
Assembly of Output Shaft
IDCD578P
IDCD580P
1. ATTENTION: Set the puller on the inner bearing

ring!

IDCD579P
IDCD581P
2. Remove the shaft with suitable puller device.

This can be done from either end of shaft.
2. After cooling, the inner bearing ring must be

tapped into position.
Power Train
19
Transmission
Assembly of Transmission
Housing
IDCD585P
4. Mount the brake band.

IDCD582P
1. Mount the parking brake adjustment bolt.

1
IDCD586P
5. Mount the snap ring of the park brake lever (1).

IDCD583P
2. Eccentric shaft for parking brake.

Check the free-movement.
2
IDCD587P
6. Oil Seal of output gear wheel (2) must be set

flush with the housing surface.
IDCD584P
3. Check the bearing parts for damages.

Be sure all surfaces are clean.
Power Train
20
Transmission
IDCD591P
IDCD588P
7. Install the counter shaft.
10. Assemble the struts for the parking brake band.

Adjust after assembly.
11. Install each bearing cup on the counter shaft
assembly and the output shaft assembly.
IDCD589P
8. Install the lnput shaft. Check for free rotation.
12. Measure the height from the surface of

transmission housing to the top of the each
bearing cup (A or A dimension)
* To minimize the measuring error measure
at least three places and average them.
13. Measure the depth from the bearing plate
surface to the shoulder of the hole for the
bearing of each shaft, counter and output (B or
B dimension)
IDCD590P
9. Install output shaft last. Check for free rotation.

* For the output shaft, measurement should
be done with the cover installed
14. Caculate the required shimpack thickness (Z)
with the following formula.
Z = B-A+(0.02 mm) or (0.001 in)
For counter shaft
= B-A-C + (0.05 mm) or (0.002 in)
(C : Cover thickness)
For output shaft
Power Train
21
Transmission
15. Insert shims according to the calculated

thickness above behind the bearing cup of each
shaft. And assemble bearing cups into the
bearing plate.
IDCD597P
2
3
19. Tap the bearing plate into position over dowel

pins and tighten all bearing plate mounting bolts.
4
IDCD594P
16. Valves in the bearing plate consist of: ball(1),

spring(2), seal ring (3) and plug (4). Tighten the
plug with allen head wrench 8 mm. (2 places)
IDCD598P
20. Using a punch, tap bearing cone down against

input shaft. Install bearing cup against cone in
the same manner.
IDCD595P
ATTENTION: Check for free rotation.

17. The housing areas must be cleaned and
degreased. Apply sealing compound (LOCTITE
5127) to coat on one side.
IDCD599P
21. Measure the depth of the bearing cup below

bearing plate surface at three places. Average
this dimension and record as Dim. A
IDCD596P
18. Lower the bearing plate.
Power Train
22
Transmission
IDCD600P
IDCD510P
25. Assemble the T/C pump with screws M8,

torque .............. 30 2 Nm (22.1 1.5 lbft)
(Hexagonal socket 13 mm).
22. Measure the height of pump pilot surface

above mounting surface at three places.
Average this dimention and record as Dim. B.
IDCD604P
IDCD601P
26.Tap the outer front bearing ring back.
23. Select shim thickness by subtracting B Dim.

from A Dim. Shim thickness = A-B-0.05 mm
(0.002 in)
IDCD605P
IDCD602P
27. Check the shaft end play by moving the shaft

up and down. Dial indicator should not exceed
0.05mm (0.002 in)
24. The sealing area of the T/C pump must be

cleaned and degreased. Apply sealing
compound (LOCTITE 5127) to pump flange.
Power Train
23
Transmission
IDCD606P
IDCD609P
28. The housing areas must be cleaned and

degreased. Apply sealing compound (LOCTITE
5127) on one side of bearing plate.
31. Install the housing screws with a torque of 55

10 Nm (41 7 lbft).
IDCD607P
IDCD610P
29. Before joining torque converter housing to

bearing plate, apply lubricant to T/C pump ring.
32. Install the oil filter screen. Tighten the plug with
IDCD608P
IDCD611P
30. Install the torque converter housing.
33. Install the torque converter.
Power Train
an allen head wrench.
24
Transmission
34. Mount the valve block.

ATTENTION: Tighten the screws from inner to
outer with the tightening torque of 41
Nm (30.2 lbft).
Power Train
25
Transmission

Valve Assy
3. Dismount / mount the inching valve.
4. Dismount / mount the selection valve.
1. Dismount/mount the solenoid valves of the

forward and reverse clutch.
5. Dismount / mount the modulation valve.
2. Dismount / mount the inching valve.
IDCD620P
6. Adjust the main pressure with the shims in the

screw of main valve
Power Train
26
Transmission
Drive Axle
Disassembly of Drive Axle
IDCD624P
4. Loosen the end cover with a plastic hammer

before removing.
IDCD621P
1. Poision the axle on a suitable support.
IDCD625P
5. Remove the friction disks and separater disks.

IDCD622P
1
2. Remove the disk brake adapter.
IDCD626P
6. Brake parts : (1) sepratater disks, (2) friction

discs.
IDCD623P
3. Remove the cover-end (Hexagon socket 13

mm)
Power Train
27
Drive Axle
IDCD627P
IDCD630P
7. Remove the gear cover.
10. Straighten the lock tab with a punch.
IDCD628P
IDCD631P
8. Loosen the gear cover by using a plastic

hammer.
11. Remove spindle nut with a special tool.(Ref.

No 2)
IDCD629P
IDCD632P
9. Force the gear cover with 2 tire irons.
12. Remove the nut (1), washer (2), shield (3) and
outer hub bearing.
Power Train
28
Drive Axle
IDCD633P
IDCD636P
13. Remove the hub.
16. Remove the spindle from the axle housing.
IDCD634P
IDCD637P
14. Remove the inner wheel bearing (1).
17. Pull the axle shaft assembly with a pry bar and
a spindle mounting bolt.
IDCD635P
IDCD638P
15. Remove the spindle with a hexagon socket 18

mm.
Power Train
18. Remove the shaft assembly from the axle

housing.
29
Drive Axle
Disassembly of Shaft
IDCD639P
IDCD640P
19. Parts overview of the disassembled axle

without the differential and axle housing.
1. Remove the roller bearing and the ring.
Power Train
30
Drive Axle
Assembly of Shaft

Brake Parts
IDCD644P
IDCD647P
1. Mount the bearing (1).

1. Remove the brake piston.
IDCD645P
IDCD648P
2. Heat the ring to a temperature of 135C (275F).

2. Lubricate the seal and sliding surface with
transmission oil.
IDCD646P
IDCD649P
3. Mount the heated ring with the plastic hammer.
3. Mount the brake piston using a press.
Power Train
31
Drive Axle

Hub
IDCD653P
4. Press in the outer bearing cup. (Tool Ref. No 3)

IDCD650P
1. Remove the inner bearing cup with hammer and

punch.
IDCD651P
2. Remove the outer bearing cup.
IDCD652P
3. Install seal with a special tool. (Tool Ref. No 7)
Power Train
32
Drive Axle
Disassembly of Differential
Assembly
IDCD657P
4. Lift the differential carrier out of the axle housing.

IDCD654P
1. Remove all differential carrier mounting bolts.

(hexagon socket 19mm)
IDCD658P
5. Remove the locking cotter pins.

IDCD655P
2. Install 2 jackbolts to carrier flange.
IDCD659P
6. Loosen the retainer with special tool on both

sides. (Tool Ref. No 4)
IDCD656P
3. Press off the axle drive from the axle housing.

Alternately tighten jackbolts to separate carrier
from axle housing.
Power Train
33
Drive Axle
Disassembly of Bevel Pinion
IDCD660P
IDCD663P
7. Loosen the bearing bolts. (ring spanner 19mm)

1. Loosen yoke retaining nut with a special tool.
(Tool Ref. No 7) (Hexagon socket 42mm)
IDCD661P
IDCD664P
8. Mark the bearing parts with hammer and centre

punch to guarantee correct side mounting.
2. Pull off the yoke with a suitable gear puller.
IDCD662P
IDCD665P
9. Lift the differnential assembly out of the axle

housing.
Power Train
3. Remove pinion from inside carrier while gently

tapping pinion shaft from yoke end using a soft
face mallet.
34
Drive Axle
IDCD666P
4. Remove the bevel pinion bearing cup and seal.
IDCD667P
5. Carefully drive out the internal bevel pinion

bearing cup.
Power Train
35
Drive Axle
4. Calaulate the shimpack thickness according to

the following formula.
Shimpack thickness = A-(127+B+C)
Example) if A=160.50, B=32.00, C=+0.05
Then, shimpack thickness = 160.50127+32.00+0.05) = 1.45mm
Adjustment of Bevel Pinion
* To minimize the measuring error, measure

three places at least and average them.
IDCD668P
1. Measure the depth from center of diff. carrier to

the seat of pinion bearing cup. (Dimension A)
IDCD671
5. Shims of calculated thickness laid into bearing

seat.
2. Measure the width of pinion bearing. (Dimension

B)
IDCD672P
6. Install bearing cup.
IDCD670P
3. Check the etched value on the pinion face.

(Dimension c) *unit : mm
IDCD673P
7. Install crown gear, differential assy and cap

lightly.
Power Train
36
Drive Axle
8. Install bearing nuts for correct cap position and

lightly torque them to achieve bearing preload.
11. When drag is correct, mark position of nuts

both on nuts and cap.
9. Tap on differential on both sides to achieve

correct bearing cone position, rotate differential
(3-5 times).
12. After marking of position remove differential

assy.
10. Check drag 19.6 N.m (14.5 lb.ft) on rotating

differential.
Power Train
37
Drive Axle

Bevel Pinion
Assembly of Bevel Pinion
IDCD681P
IDCD679P
1. Install cup of rear pinion bearing

1. Pull the tapered roller bearing of the bevel pinion
using a two leg puller.
IDCD682P
IDCD680P
2. Install spacer and shims on pinion (basic

thickness 1.5mm (0.059 in)).
2. Install the roller bearing with a press.
IDCD683P
3. Install bearing cone.
Power Train
38
Drive Axle
IDCD684P
4. Tap bearing cone to correct position(Rotate

pinion 3-5 times)
IDCD685P
5. Assemble yoke and nut and tighten flange nut to

180 15 Nm (13311 lbft)
IDCD686P
6. Measure the rolling torque. The value of rolling

torque should be 1.5~2.0 Nm (1.1~1.5 lbft)
7. If the rolling torque exceeds 2 Nm, add one
shim and if it is lower than 1.5 Nm, subtract one
shim
8. When the adjustment is correct, disassemble
the nut and the yoke. Assemble the oil seal
and yoke again and then tighten the nut to 180
15 Nm (13311 lbft).
Power Train
39
Drive Axle

Differential
IDCD690P
4. Grease all sliding surfaces with Molycote BR-2

also during assembly.
IDCD687P
1. Loosen differential housing bolts to disassemble

differential.
IDCD691P
5. Assemble cross shaft with small differential

bevel gears and thrust washers and place into
half the differential housing.
IDCD688P
2. After loosening the bolts, lift the differential

housing carefully.
IDCD692P
6. CAUTION : The thrust washer and cross shafts

have flats to prevent washer rotation
with bevel gears.
IDCD689P
3. Overview of the differential parts.
Power Train
40
Drive Axle
IDCD693P
IDCD696P
7. Check the greasing of all sliding surfaces and

position of the cross shaft.
10. Secure the bolts to the instructed torque ......

.......................... (54 5 Nm (40 3.7 lbft).
IDCD694P
8. The flat side of the shaft must be on top. Join

differential housing halves so marks are aligned.
IDCD695P
9. Secure the bolts with Loctite 271 before

installing.
Power Train
41
Drive Axle
Assembly of Crown wheel &

Adjustment
IDCD699P
3. Strike the crown wheel left and right to insure

position.
IDCD697P
1. Torque of the crown wheel bolts 80 6 Nm (60

4 lbft).
IDCD700P
4. Rotate the axle drive through 100 and check

the tooth backlash at several points of the crown
wheel using a dial gauge. The tooth backlash
should be 0.15 - 0.20mm. (0.006 - 0.008 in)
IDCD698P
2. Assemble the crown wheel with bearing support

and retainers. First turn the retainers to the
marked position (for adjusting turn both
retainers on the same side to keep the constant
bearing preload of the crown wheel !) (Tool Ref.
No 4)
IDCD701P
5. In order to check the depth of engagement of

the bevel pinion, apply a coating of a gear tooth
pattern checking material.
Power Train
42
Drive Axle
IDCD702P
IDCD705P
6. Rotate gears and examine contact pattern.
9. With a contact pattern as shown in diagram the

bevel pinion has too little an engagement. The
shim of the bevel pinion should be rechecked if
the contact pattern as shown in fig. 7 is not
achieved.
IDCD703P
7. Depth of engagement of the bevel pinion is

correctly set, when the contact pattern appears
as shown in diagram.
IDCD706P
10. If the depth of engagement is correct secure

the retainers with locking split pins.
IDCD704P
8. The contact pattern in diagram shows too great

a depth of engagement.
IDCD707P
11. Install the seal flush with carrier housing. (Tool

Ref. No 6)
Power Train
43
Drive Axle
IDCD708P
IDCD711P
12. Before assembling the yoke, coat the seal with

grease.
14. Apply Loctite 242 to the yoke retaining nut.
IDCD712P
IDCD709P
IDCD710P
15. Tighten the nut to the instructed torque of ......

180 15 Nm (133 11 lbft). (Tool Ref. No 8)
13. Install the yoke.

CAUTION : Take care that the sealing lips will not
be damaged !
Power Train
44
Drive Axle
Assembly of Carrier Diff
IDCD717P
IDCD713P
4. Coat the plug with Loctite 609 (Cushion Type).
1. Install the dowels for the carrier housing.
IDCD718P
IDCD715P
5. Install the plug (Cushion Type).
2. Install the differential carrier assembly.
IDCD719P
6. Drive the plug flush with axle housing (Cushion

Type).
IDCD716P
3. Tighten the carrier assembly housing on the

axle housing to the instructed torque ............
....................... 115 15 Nm (85 11 lbft).
Power Train
45
Drive Axle
IDCD720P
IDCD723P
7. Insert the pre-assembled shaft assembly.
10. Tighten all bolts of the spindle to a torque of ..

........................ 115 15 Nm (85 11 lbft).
IDCD721P
IDCD724P
8. Tap the shaft assembly into the differential and

axle housing.
11. Install the inner tapered roller bearing.
IDCD722P
IDCD725P
9. Install the spindle into the drive axle. Apply

Loctite 242 to secure bolts.
12. Fully pack outer roller bearing into grease and

install into hub. Install shield and nut.
Power Train
46
Drive Axle
IDCD726P
IDCD729P
13. Tighten the hub nut to 135 Nm (100 lbft).

(Tool Ref. No 2)
16. Install the safety washer and the nut.
IDCD730P
IDCD727P
17. Tighten the nut to ..........................................

............................. 50 5 Nm (37 11 lbft)
........................................... (Tool Ref. No 2)
14. Knock with the percussion drive and rotate the

hub drive axle to insure the seating of the
bearings.
IDCD731P
IDCD728P
18. Lock the nut with a punch.

15. Loosen the nut of the hub drive axle to install
the safety washer. (Tool Ref. No 2)
Power Train
47
Drive Axle
IDCD732P
IDCD735P
19. Install 2 dowels on both sides.
22. Install the friction discs and plates in the gear

cover. First mount a plate outer.
IDCD733P
IDCD736P
20. Degrease the contact area and seal with

Loctite 5127.
23. Degrease and seal the gear cover to end cover

with Loctite 5127.
IDCD734P
IDCD737P
21. Install and tighten the gear cover to...............

..........................55 10 Nm (41 7.5 lbft).
Power Train
24. Put on the end cover.
48
Drive Axle
IDCD738P
25. Tighten the end cover with ............................

.............................. 25 7 Nm (18 5 lbIft)
IDCD739P
26. Install the adapter for wheels.
IDCD740P
27. Tighten the adapter to 285 Nm (210 lbft).
Power Train
49
Drive Axle

Ref.No
Tool Name
Transmission
Piston return spring
Compressor
Illustration
Drive Axle
Hub Bearing Lock
Nut Installer
Remark
DOOSAN Tool
No.: T059
Drive Axle
Hub Bearing Cup
Installer
DOOSAN Tool
No.: T020
Drive Axle
Differential
Retainer Installer
DOOSAN Tool
No.: T001
Power Train
50
Ref.No
Tool Name
Drive Axle
Yoke Nut
Installer
Remark
Drive Axle
Input Shaft
Lip-seal
Installer
Drive Axle
Hub Lip-seal
Installer
Drive Axle
Yoke Nut
Installer
Power Train
Illustration
DOOSAN
Tool
No.: T022
51
SB4255E00
Apr. 2007
Vehicle System
Specification
System Operation
Testing & Adjusting
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
G20E-5, G25E-5, G30E-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5
GC20P-5, GC25P-5, GC30P-5, GC33P-5

WARNING
in injury or death.
System Operation
Index
Hydraulic Schematic........................................... 20
Specification
Control Valve...................................................... 22
External Configuration..................................... 22
Hydraulic Circuit .............................................. 22
Inlet Block - Key On......................................... 23
Lift Spool Neutral Position - Solenoid and Key Off
....................................................................... 23
Lift Spool Neutral Position - Solenoid and Key On
....................................................................... 24
Lift Spool - Positioned to Lift ............................ 24
Lift Spool - Positioned to Lower ....................... 25
Tilt Spool - Positioned for Forward Tilt ............. 25
Tilt Spool - Positioned for Backward Tilt........... 26
Auxiliary Spool - Positioned for Left Hand Shifting
....................................................................... 26
Auxiliary Spool - Positioned for Right Hand
Shifting............................................................ 27
Pressure and Flow Control Section.................. 27
Flow Control Adjustment - Tilt and Auxiliary..... 28
Hydraulic Control Valve........................................ 5

Hydraulic Pump ................................................ 6
Lift Cylinders........................................................ 6
Full Free Triple Lift and Full Free Lift Primary.... 7
Full Free Triple Lift and Full Free Lift Secondary7
Lift Secondary .................................................. 7
Tilt Cylinder ...................................................... 8
Tilt Cylinder ...................................................... 8
Mast .................................................................... 9
Carriage............................................................... 9
Lift Relay Group..................................................10
Standard Lift....................................................10
Full Free Lift ....................................................11
Full Free Triple ................................................12
Quad Lift .........................................................13
STEERING SYSTEM.......................................... 29
Hydraulic Schematic........................................ 29
Steering Cylinder............................................. 30
Steering Gear.................................................. 31
Lift & Tilt Mounting Group....................................14

Steering Wheel................................................15
Brake Power Master Cylinder ............................. 33

Oil Cooled Disc Brake ..................................... 35
Parking Brake ................................................. 35
Steering Gear .....................................................16

Steer Axle and Wheel .........................................17
Steer Tire Installation ..........................................18
Delayed Engine Shutdown System ..................... 36

Operation ........................................................ 36
Diagram of Delayed Engine Shutdown System 37
Trouble shooting of Delayed Engine Shutdown
System............................................................ 38
Diagnostic Fault Codes ................................... 38
Delayed Engine Shutdown System Schematic. 39
(GC Models Only) ...............................................18

Steer Wheel Mounting.........................................18
Oil Cooled Disc Brake.........................................18
Parking Brake .....................................................19
OSS (Operator Sensing System) ........................ 42

Operation ........................................................ 43
Symbols of OSS.............................................. 43
Operator Sensing System Schematic .............. 44
Trouble shooting of Operator Sensing System. 45
Vehicle Systems
Index

Troubleshooting ..................................................47
Visual Checks..................................................47
Performance Test ............................................47
Hydraulic System and Mast .............................49
Hydraulic Pump ...............................................50
Hydraulic Control Valve ...................................51
Lift and Tilt Cylinders .......................................52
Steering System ..............................................53
Steering System ..............................................53
Power Master Cylinder ....................................54
Brake System..................................................55
Hydraulic System................................................56
Relief Valve Pressure Check ...........................56
Standard Lift Cylinder Air Removal ..................58
Mast and Carriage ..............................................59
Mast Adjustment - STD, FFL & FFT .................59
Mast Adjustment - Quad ..................................64
Carriage Adjustment ........................................69
Quad Mast.......................................................71
Chain Adjustment ............................................72
Chain Wear Test .............................................73
Carriage and Mast Height Adjustment..............74
Forks Parallel Check........................................74
Tilt Cylinder Alignment.....................................75
Drift Test .........................................................77
Steering System .................................................78
Steer Wheel Bearing Adjustment .....................78
Steering Axle Stop Adjustment ........................78
Steering Knuckle Bearing Preload Adjustment .79
Steering System Pressure Check ....................79
Brake System .....................................................81
Brake System Air Removal ..............................81
Parking Brake Test ..........................................81
Parking Brake Adjustment ...............................82
Vehicle Systems
Index
Specification
Hydraulic Control Valve
CONTROL VALVE
D20S-5
G20E-5
G20P-5
GC20E-5
GC20P-5
D25S-5
G25E-5
G25P-5
GC25E-5
GC25P-5
D30S-5
G30E-5
G30P-5
GC30E-5
GC30P5
G32E-5
G32P-5
D33SC-5
D35SC-5
G33P-5
G35P-5
Main Relief
Pressure
Tilt, Auxiliary
Relief Pressure
18,100 350 Kpa
15,500 350 Kpa
2.625 50 psi
2,250 50 psi
19,500 350 Kpa
15,500 350 Kpa
2,825 50 psi
2,250 50 psi
(1) Torque for bolts that hold control valve sections

Together .............40.52.5 Nm (36024 lbin)
(2) Torque for nut......... 4.90.5 Nm (4312 lbin)
(3) Torque for nut......... 4.90.5 Nm (4312 lbin)
(4) Torque for plug.............. 10.5 Nm (95 lbin)
(5) Torque for screws... 5.42.7 Nm (4824 lbin)
21,550 350 Kpa
15,500 350 Kpa
3,125 50 psi
2,250 50 psi
24,000 (+500,0) Kpa
15,500 350 Kpa
3,490 73 psi
2,250 50 psi
(6) Adjust main relief valve pressure for lift as

shown above. See Relief Valve Pressure Check
in Testing And Adjusting.
(7) Adjust secondary relief valve pressure for tilt
and side shift as shown above. See Relief Valve
Pressure Check in Testing And Adjusting.
(8) Torque for plug......5.52.5 Nm (49224 lbin)
(9) Torque for plug....63.72.5 Nm (56424 lbin)
(10) Torque for plug........................ 55.52.5 Nm
(49224 lbin)
(11) Torque for plug......302.5 Nm (26024 lbin)
(12) Adjust tilt and side shift flow rate by using 6mm
hex-wrench if required. See Flow Control Valve
Adjustment in Testing And Adjusting.
(13) Torque for plug....................... 63.72.5 Nm
(56424 lbin)
Vehicle Systems
Specifications
Lift Cylinders
Hydraulic Pump
Standard
Type of pump : gear

Displacement
D518161 : 30.6 cc/rev for D20/25/30S-5
D518162 : 27.7cc/rev for G20/25/30(E)P-5 &
GC20/25/30/32(E)P-5
D514185 : 29.0cc/rev for D33S/35SC-5 &
G33/35P-5
Maximum working pressure : 25Mpa (250bar)

Maximum speed : 2600 rpm
Rotation : clockwise when seen from shaft end
1. Put pipe sealant on the last three threads of

bearing.
2. Torque for setscrews ....61 Nm ( 53 9 lbin)
NOTE: All seals to be lubricated with hydraulic oil.
Vehicle Systems
Specifications
Full Free Triple Lift and Full Free Lift

Primary
Full Free Triple Lift and Full Free Lift

Secondary

bearing.

bearing.
NOTE : All seals to be lubricated with hydraulic oil.
NOTE: All seals to be lubricated with hydraulic oil.
Vehicle Systems
Specifications
Tilt Cylinder
TILT
ANGLE
(FOR-BWD)
STD
TILT CYLINDER GROUP

PART NO
FF
D.G20/25S-5
D.G30/32/33S-5
D35C-5
GC20/25S-5
GC30/32S-5
D.G20/25S-5
D.G30/32/33S-5
D35C-5
A215179
A215191
A215174
A215190
A215173
A215189
A215172
A215203
A215206
A215202
A215209
A215205
A215201
A215191
A215174
A215190
A215173
A215189
A215172
3 - 3
6 - 3
3 - 5
6 - 5
10 - 5
3 - 8
6 - 8
3 - 10
6 - 10
GC20/25S-5
GC30/32S-5
A215206
A215202
A215209
A215205
A215201
FFT
D.G20/25S-5
D.G30/32/33S-5
D35C-5
GC20/25S-5
GC30/32S-5
A215192
A215179
A215191
A215174
A215190
A215173
A215207
A215203
A215206
A215202
A215209
* Permissible tolerance of 1/2
(1) Adjust pivot eye to dimension (Z) with cylinder

closed.
(2) Torque for bolt.95 15 Nm ( 70 10 lbft)
(3) Torque for head..270 30 Nm
(200 22 lbft)
(4) Torque for piston nut. 270 30 Nm
(200 22 lbft)
Vehicle Systems
Specifications
Mast
Carriage
IDCS172S
1. With mast at 475 mm (18.7 in) channel lap,

equally shim both sides until contact (A) is made
(zero clearance) between bearings and mast
uprights.
IDCS173S
1. Select bearings from the chart to obtain minimum

clearance (C) between bearings and channel leg
for full channel length. Use same bearing at all
six locations.
2. With mast at full extension, shim behind pads

until there is clearance (B) between the mast
uprights and the pads of...0.80 mm (.031 in)
2. Equally shim both sides until contact (A) is made

(zero clearance) between bearings and inner
mast at narrowest point.
3. Select lower bearings from the chart to obtain

minimum clearance (C) between bearing and
channel leg for full channel length. Use same
bearing on left and right side.
3. Shim bolt as needed to obtain a 6.0 to 9.0 mm

(.236 to .354 in) overlap (B) between bolt (3) and
the carriage stop on the inner upright.
(See Carriage Adjustment in Testing & Adjusting).
(See Mast Adjustment in Testing & Adjusting).

MAST BEARING CHART
D581814
Undersize
D581815
Standard
D581816
Oversize
4. Torque for screw..........347 Nm (360 24 lbin)
108.60mm
(4.276in)
109.60mm
(4.315in)
110.70mm
(4.358in)
CARRIAGE BEARING CHART

Part No.
Bearing Size
D581814
Undersize
D581815
Standard
D581816
Oversize
* Permissible tolerance of 0.08 mm (.003 in).
Bearing OD*
108.60mm
(4.276in)
109.60mm
(4.315in)
110.70mm
(4.358in)
*Permissible tolerance of 0.08 mm (.003 in).
Vehicle Systems
Specifications
Lift Relay Group
WARNING
Do not put a lift truck into service if the chain
wear indication is 2% or more. A reading of 2%
or more could cause damage or injury to
persons.
Standard Lift
1. Put LOCTITE NO. 242 Thread Lock on the

threads of the relay group locknuts after
adjustment of the lift chains is completed.
2. Maximum chain weLess than 2% (See
Chain Wear Test in TESTING & ADJUSTING).
3. Distance from bottom of inner mast to bottom of
lower bearing on carriage must be even (flush)
with the inner mast.
IDCS174S
Vehicle Systems
10
Specifications
Full Free Lift
WARNING
persons.
2
1. Tighten bolts until contact is made with guard.
3. Maximum chain wearLess than 2% (See
Chain Wear Test in TESTING & ADJUSTING).
lower bearing on carriage must be 411.5 mm
(1.61 0.6 in). Bottom of inner mast must be
even (flush) with bottom of stationary mast.
Adjust inner first.
3
3
IDCS175S
Vehicle Systems
11
Specifications
Full Free Triple
WARNING
wear indication is 2% or more. A Reading of 2%
persons.
1. Maximum chain wearLess than 2%

(See Chain Wear in TESTING & ADJUSTING).
2
3
3. Tighten bolts until contact is made with guide

assembly.

(1.61 0.6 in). Bottom of inner mast be even
(flush) with bottom of stationary mast. Adjust
inner mast first
IDCS193S
Vehicle Systems
12
Specifications
Quad Lift
WARNING
wear indication is 2% or more. A Reading of 2%
persons.
1
1. Maximum chain wear................. Less than 2%
(See Chain Wear in TESTING & ADJUSTING).
2
1

3. Tighten bolts until contact is made with guide
assembly.
(1.61 0.6 in). Bottom of inner mast be even
(flush) with bottom of stationary mast. Adjust
inner mast first
Vehicle Systems
13
Specifications
1. (Standard Mast, Full Free Triple Lift Mast or

Quad Lift Mast Only) With chains adjusted for
equal tension, run mast to full lift. If mast does
not kick (move) to one side, no shims are
needed. If mast does kick (move) to one side,
disconnect cylinder from the bar on that side.
Add shim, connect cylinder, adjust chains and
run mast to full lift to check for kick. Repeat
process if necessary. The total shim pack must
not be more than three shims maximum.
Lift & Tilt Mounting Group
2. Install bearing outer race to a depth of (F)

4.5 0.8 mm (.177 .031 in).
3. Tilt cylinder installation shown.
4. Bearing split to be located at angle (D) 4515
5. Install bearing outer race to a depth of (G)
4.5 0.8 mm (.177 .031 in).
6. (Full Free Lift Mast Only):
Tighten nuts until U-bolt is firm against cylinder,
do not apply standard torque.
7. (Full Free Lift Mast Only):
With chains adjusted for equal tension run mast
to full lift. If mast does not kick (move) to one
side, no shims are needed. If mast does kick
(move) to one side, hold lift cylinder tube on that
side and loosen bearing 1/4 turn and check
mast again. Loosen bearing until kicking
(movement) stops or gap (H) reaches 3.0 mm
(.12 in) (approximately 1.5 turns), whichever is
less. Insert shims (8) under bearing (it may be
necessary to loosen bearing an additional
amount of turns to install shims). Tighten
bearing again.
IDCS176S
DETAIL E
IDCS177S
Vehicle Systems
14
Specifications
Steering Wheel
IDCS206S
1. Torque for steering wheel nut ..........................

...................................... 80 6 Nm (60 4 lbft)
Vehicle Systems
15
Specifications
Steering Gear
IDCS180S
(1) Pin (1) in the body must be aligned with internal

pump gear (gerotor) (2) and drive (3) as shown.
(4) Tighten bolts in sequence shown.
Tighten to a first torque of........ 14.1 2.8 Nm
(125 25 lbin)
Tighten to a final torque of........28.2 2.8 Nm
(250 25 lbin)
(5) Torque for plug ................11.3 Nm (100 lbin)
Plug to be flush (even) with or below mounting
surface.
Vehicle Systems
16
Specifications
(3) Loosen nuts and on both sides. Adjust

bolts to get steering knuckle turning angle (A) of
78 to 80.
See Steering Axle Stop Adjustment in Testing
And Adjusting section.
Steer Axle and Wheel
(4) Torque for bolts that hold steer cylinder to

axle beam300 40 Nm (220 30 lbIft)
1
NOTE: Steer axles with tapered roller bearings
shown.
2
10
(5) Torque for bolts that hold cover

... 55 6 Nm (40 5 lbft)
(1) Do the steps that follow for steer wheel bearing

adjustment.
(6) Add or remove shims under cover until

torque required to turn knuckle assembly is
...4.5 to 6.8 Nm (40 to 60 lbin)
See Steering Knuckle Bearing Preload
Adjustment in Testing & Adjusting.
a. Tighten nut slowly to 135 Nm (100 lbft)

while turning the wheel.
b. Loosen nut completely.
Tighten it again to ....................... 50 5 Nm
(37 4 lbIft)
c. Assemble lock washer and align the hole
for assembling the bolt. If the holes does not
match, turn nut about 1/32 turn clockwise.
d. Apply loctite 242 on the threads of bolts
and tighten them at ................... 8 3 Nm
(6 2 lbft).
(2) Torque for bolt that holds pin ....111 Nm
(100 9 lbft)
Vehicle Systems
17
Specifications
Steer Tire Installation

(GC Models Only)
Steer Wheel Mounting

1
A
IDCS210S
(1) Torque for bolts that hold steer wheel ............

............................120 20 Nm (90 15 lbft)
IDCS184S
GC20E/P-5, GC25E/P-5 Models
IDCS209S
GC30E/P-5, GC32E/P-5 Model
(1) Install tires to dimension (A) or (B) of .............

................................. 17 2 mm (.67 .08 in)
Vehicle Systems
18
Specifications
Oil Cooled Disc Brake
Parking Brake
5
6
4
1
2
3
IDCS212S
IDCS211S
(1), (2) Put LOCTITE NO.17430 Liquid Gasket on

contact surface area of the axle flange cover
assembly and cover before installation.
(3) Thickness of one new Plate ...2.50 .064 mm
(.100 .0025 in)
Thickness of one new friction disc: .................
........................ 4.59 .13 mm (.181 .005 in)
Parking Brake Adjustment

(1) Screw. (2) Nut. (3) Stop.
Minimum depth of grooves before the

replacement of frictiondine is necessary .........
...........................................0.32 mm (.013 in)
Soak new discs in drive axle oil for one hour
before installing.
(4) Lever.
(5) Lock. (6) Nut.
Adjustment Procedure :
1. Put the parking brake control lever in the
released position.
2. Bend lock (5) away from nut (6). Adjust nut (6) so
lever (4) is against stop (3).
3. Tighten nut (6) finger tight and bend lock (5) to
hold in place.
4. Loosen nut (2).
5. Tighten screw (1) to a torque of....5.6 to 6.8 Nm
(50 to 60 lbin)
6. Loosen screw (1) 1.2 to 1.5 turns. Hold in this
position and tighten nut (2).
See Parking Brake Adjustment in Testing &
Adjusting.
Vehicle Systems
19
Specifications
System Operation
Hydraulic Schematic
Basic Hydraulic Actuator System Schematic

1. Lift cylinder-secondary; 2. Flow protector-primary; 3. Lift cylinder-primary; 4. Flow protector-secondary; 5. Cylinder;
6. Tilt cylinder; 7. Control valve; 8. Unload solenoid valve; 9. Lift lock solenoid valve; 10. CF line to steering unit;
11. LS line to steering unit; 12. Brake reservoir; 13. Brake power master cylinder; 14. Relief valve - Tilt/Aux;
15. Relief valve - Main; 16. Needle valve; 17. Drive axle; 18. Gear pump; 19. Suction filter; 20. Return oil filter;
21. Main oil supply line; 22. Return oil line; 23. Hydraulic tank; 24. Brake boost pressure line
Vehicle Systems
20
Systems Operation
The lift cylinder lowering speed is controlled by a

flow regulator valve integrated into lift spool.
The hydraulic gear pump (18) is driven off the

transmission PTO which draws oil from the
hydraulic oil tank (23). Oil is supplied to the first
control valve (7) section through hydraulic line (21).
This section also contains the priority valve that
distributes oil to the following areas based on, 1st
brakes, 2nd steering, and 3rd implement flow
demand (mast/tilt/auxiliary functions). A constant
flow of 0.8 GPM is provided by the priority valve to
the brake power master cylinder (13). From the
CF port, oil flows through hydraulic line (10) to the
steering unit. From the LS port, oil flows through
hydraulic line (11) to the steering unit. The
remaining oil from the control valve and the power
master cylinder is returned to the hydraulic tank
through hydraulic lines (22).
Levers of control valve move spools within the

control valve. The movement of spool allows fluid
for lift, tilt, and side shift (5) functions. The return
hydraulic fluid from each cylinder flows through
control valve, hydraulic line (22), through the filterreturn (20), and back to a hydraulic tank.
If the pressure in the lift circuit goes higher than the
pressure setting shown in the CONTROL VALVE
SECTION of SPECIFICATION, the main relief valve
(15) opens to control system pressure and dump
excess pressure to the hydraulic tank. If the
pressures in the tilt and/or auxiliary circuits go
higher than the pressure setting shown in the
CONTROL VALVE SECTION of SPECIFICATION,
the secondary relief valve (14) opens to control
system pressure and dump excess pressure to the
hydraulic tank.
The safety unloader solenoid of the priority valve

section prevents oil flow through the control valve
when the operator has left the seat thereby
preventing any function regardless of lever position.
Unloader solenoid valve (8) is electrically connected
to the seat switch. The solenoid valve (8) is turned
off within 3 seconds of the operator leaving the seat.
System pressure drops to less than 7 bar (100 PSI)
and oil is diverted to tank instead of flowing through
the control valve. Once the operator returns to the
seat, the solenoid valve is turned on opening oil
flow to the control valve and immediately returning
normal work function to the control valve.
Flow protectors (2) & (4) integrated in the lift

cylinders provide a controlled decent of the mast
and/or carriage if a critical hydraulic line is broken.
Sudden dropping of the mast and/or carriage is
controlled.
The speed of forward/backward tilt and side shift
cylinder extension are controlled by individually
adjustable flow controls internal to each section of
the control valve. Additionally, the counterbalance valve (or tilt lock valve) in the tilt spool
prevents cavitations (development of air pocket) in
tilt cylinder. For a complete hydraulic circuit, see
the foldout, in the back of this module.
An additional safety lift lock function is also included

which works much the same as the unloader
solenoid mentioned above. This solenoid valve (9)
prevents lowering of the carriage and/or mast when
the operator leaves the seat more then 3 seconds,
or the key switch is off. When the solenoid is off,
oil flow is prevented from exiting the lift cylinders if
the lever is pushed accidentally. Normal operation
returns once the key switch is turned on or the
operator returns to the seat.
A needle valve (16) on the side of the lift section
can be used in an emergency should the lowering
function not work normally. Approximately one
half turn counter-clockwise makes it possible to
lower the mast and/or carriage when the lift spool is
shifted for lowering. After lowering the mast or
carriage to the ground and with the start key off,
inspect for possible causes of the malfunction.
Refer to the detailed trouble shooting guide will be
shown in TESTING and ADJUSTING.
Power Train
21
System Operation
Control Valve
External Configuration
Hydraulic Circuit
Power Train
22
System Operation
Inlet Block - Key On
Lift Spool Neutral Position - Solenoid and Key Off
The above figure shows the lift spool in neutral position with key switch off. The solenoid valve is deenergized and blocks lift cylinder return oil flow through the control valve passage to tank. Lift lock also
blocks fluid passage of lift cylinder to tank.
Power Train
23
System Operation
Lift Spool Neutral Position - Solenoid and Key On
The above figure shows the lift spool in neutral position with key switch on. The solenoid valve is energized
and opens to allow oil flow to tank. The lift lock remains closed and blocks oil flow through passage to tank.
Lift Spool - Positioned to Lift
With lift spool pulled out, fluid goes through a load check valve, spool and lift lock to lift cylinder. Lift cylinder
is extended.
Power Train
24
System Operation
Lift Spool - Positioned to Lower
With lift spool pushed in, fluid passes from lift cylinder to tank. The fluid goes through lift lock, lift spool, flow
regular valve and tank and the lift cylinder lowers. The flow regulator valve permits a consistent lowering
speed of lift cylinder regardless of load.
Tilt Spool - Positioned for Forward Tilt
On shifting tilt spool in, the fluid passage of pump to tilt cylinder is made. Pump fluid goes through a load
check valve, tilt spool to a head side of tilt cylinder. At the same time, the fluid of rod side of tilt cylinder goes
through the tilt lock to tank. The tilt cylinder is moved forward.
Power Train
25
System Operation
Tilt Spool - Positioned for Backward Tilt
On shifting tilt spool out, the fluid passage of pump to tilt cylinder is made. Pump fluid goes through a load
check valve, tilt spool to a rod of tilt cylinder. At the same time, the fluid of a head side of tilt cylinder goes
through spool to tank. The tilt cylinder is moved backward.
Auxiliary Spool - Positioned for Left Hand Shifting
Power Train
26
System Operation
Auxiliary Spool - Positioned for Right Hand Shifting
Pressure and Flow Control Section
The main relief valve (system R/V) limits the MAX. lift pressure. The auxiliary relief valve limits the max. tilt
and auxiliary system relief pressure. The hydrostat will by-pass the remaining flow back to tank according to
the flow control valve in tilt and auxiliary section.
Power Train
27
System Operation
Flow Control Adjustment - Tilt and Auxiliary
Tilt and auxiliary sections have the capability to adjust flow to the actuating cylinders. Clockwise rotation of
the adjustment screw will increase hydraulic flow to the cylinders and increase extension or retraction speed.
Counter-clockwise rotation of the adjustment screw will decrease hydraulic flow to the cylinders and reduce
extension or retraction speed.
Power Train
28
System Operation
STEERING SYSTEM
Hydraulic Schematic
Steering system schematic

1. Steering unit; 2. Priority valve end of control valve; 3. Steering CF line; 4. Left turn hydraulic line;
5. Right turn hydraulic line; 6. Power steering cylinder; 7. Steering LS line; 8. Steering return oil line;
9. Pump oil supply line; 10. Control & Priority valve return oil line; 11. Hydraulic oil tank; 12. Pump;
13. Suction filter; 14. Return filter; 15. Transmission PTO
Power Train
29
System Operation
The priority valve is integrated to the first block of

control valve. This section distributes oil to the
following areas based on, 1st brakes, 2nd steering,
and 3rd implement flow demand (mast/tilt/auxiliary
functions). The priority valve (2) supplies oil from
the pump (12) to brakes and steering unit (1) as
needed. The fluid is drawn from the hydraulic tank
(11) by the pump (12). The pump supplies fluid
through hydraulic hose (9) to a first block of control
valve (2).
Steering Cylinder
Steering cylinder (1) gives power assistance through
the use of pressure oil at either end of the cylinder
piston.
The steering cylinder is double ended and the body of
the cylinder is mounted stationary to the steer axle.
The rod assembly is connected to the steering link
assembles at both ends of the cylinder which allows
the cylinder to move the link assemblies.
When the steering unit (1) is neutral position, pilot

pressure in load sensing line (7) is reduced and the
spool of the priority valve is moved downward.
Most fluid goes passes through the neutral passage
of control valve and hydraulic line (10) back to
hydraulic tank (11)
When making a right turn, pilot pressure is

increased in load sensing line (7) forcing the priority
valve spool to moved toward the right. Oil flows
through hydraulic line (3) to the steering unit.
From the steering unit the oil flows through a
hydraulic line (5) filling the cylinder. This forces
the cylinder piston toward to opposite end of the
cylinder for a right turn. The piston movement
displaces oil from the opposite end of the cylinder
which returns to the steering unit though hydraulic
line (4) and hydraulic line (10) to the hydraulic tank
(11).
Steering Cylinder (Typical Example)

(1) Steering cylinder.
During a left turn, a pilot pressure is again

increased in load sensing line (7) which moves the
spool of priority valve upward. A fluid flows through
a hydraulic line (3) to a steering unit. From the
steering unit, the fluid flows through a hydraulic line
(4) to a power steering cylinder (6) to make a left
turn. The return fluid flows through a hydraulic line
(5) back to steering unit, a hydraulic line (8) and into
the hydraulic tank.
A check valve is installed into the port of steering
unit connected to hydraulic line(3) to prevent a fluid
back to priority valve right after a turn is made,
Relief valve in steering unit will open if steering
pressure goes above 9500 (+500,-0) kpa or 1380
(+70, -0) PSI.
Power Train
30
System Operation
Steering Gear
1
A
2
10
11
12
IDCS113S
Steering Gear
(1) Spool. (2) Sleeve. (3) Outlet (to tank). (4) Inlet (for pump oil). (5) Internal pump gear. (6) External pump gear. (7) Centering springs.
(8) Pin. (9) Left turn port. (10) Right turn port. (11) Body. (12) Drive. (A) Control section. (B) Metering section.
Oil from the control valve goes through inlet (4) into
the control section of the steering gear. When the
steering wheel is turned, the control section sends
the oil to and from the metering section and also to
and from the steering cylinder.
Lift trucks use the load sensing, closed center (oil

flow to steering gear only when needed) steering
gear.
All lift truck hydraulic lines serve a dual purpose in
that they serve both the steering and cylinder
hydraulics through the use of a priority valve. The
priority valve sends oil to the steering gear before
the needs of the cylinder hydraulics are met.
The metering section is a small hydraulic pump. It

controls (meters) the oil that goes to the steering
cylinder. As the steering wheel is turned faster,
there is an increase in the flow of oil to the steering
cylinder. This increased flow causes the main valve
spool to move farther. As the spool moves farther,
more oil can flow from the priority valve or power
steering pump to the steering cylinder, and a faster
turn is made.
The steering gear has two main sections: control

section (A), and pump or metering section (B).
These two sections work together to send oil to the
steering cylinder.
Power Train
31
System Operation
Oil Flow
The oil from the control valve flows through inlet
(4). When the steering wheel is stationary
(NEUTRAL), the oil is stopped by spool (1). The oil
can not flow through the steering gear to the
steering cylinder until the steering wheel is turned.
The steering wheel is connected to spool (1) by a

shaft assembly and splines. When the steering
wheel is turned, spool (1) turns a small amount until
springs (7) are compressed. Then, sleeve (2) starts
to turn. As long as the steering wheel is turned, the
spool and sleeve both turn as a unit, but they turn a
few degrees apart.
When the spool and sleeve are a few degrees apart,
oil passages are opened between them. This lets
the pump oil from inlet (4) flow through passages in
body (11) to the metering section.
12
When the steering wheel is turned, pin (8) turns

with the sleeve and causes drive (12) to turn also.
The drive causes a rotation of gear (5) inside gear
(6). This rotation of the gear sends a controlled
(metered) flow of pilot oil back through body (11).
This oil flows to port (9) or (10) and then to the
steering cylinder. Port (9) or (10), that is not used
for pressure oil to the steering cylinder, is used for
return oil from the other end of the steering cylinder.
IDCS114S
Pump Gears In Metering Section

(5) Internal pump gear. (6) External pump gear. (8)
Pin. (12) Drive.
If the steering wheel rotation is stopped, springs(7)
will move sleeve(2) back in alignment with spool(1)
(NEUTRAL position). This will close passages
between the metering section and control section
and the steering gear will be in the NEUTRAL
position.
When the engine is off, the steering gear can be
manually operated. The control section will work as
a pump. The oil that is returned from the steering
cylinder is not returned to the tank. The suction of
the control section will open an internal check valve
and let return oil from the steering cylinder go to the
inlet side of the control section. During power
operation, supply pressure keeps the check valve
closed.
Power Train
32
System Operation
Brake Power Master Cylinder
Vehicle Systems
33
Systems Operation
Relief valve (7) is built into the power master

cylinder to prevent exceeding 40 bar (580 PSI)
pressure within chamber (3). As pressure builds,
the sleeve of the relief valve shifts and
compresses the spring. This opens boost
chamber (3) to drain chamber (8) preventing
over-pressurizing the system. This limits
excessive reaction force of the brake pedal.
In case of accidental engine shut down the
system becomes mechanically operated. With no
hydraulic boost the result is greater brake pedal
force is required to stop the truck.
Fig 4: Detail - Boost Not Applied (2 -> 6)
The flow divider provides continual flow of 0.8 GPM

through the brake spool to P port (4) of power master
cylinder. When the brake pedal is not pushed (neutral
position), the fluid goes through the flow passage (2)
between the master piston (1) and servo piston (6), flow
passage (5) and chamber (8), then returns to tank, as
shown in Fig 1.
When the brake pedal is pushed, the master piston (1)
advances toward the servo piston (6). Oil flowing
through oil passage (2) is restricted and increases
pressure in chamber (3) which pushes the servo piston
more to the right. The master and servo pistons
continue to move independently in reaction to the flow
and pressure changes until a balance is reached where
the force in chamber (3) equals the force working
against servo piston in chamber (10) plus the reaction
force of spring (15) and flow passage (2) is closed (ref:
Fig 3 & Fig 4). Pressure then builds up to assist in brake
application. The operator feels the feed-back force as
pressure increases in chamber (3).
When the brake pedal is released, return spring (15)
forces master piston (1) and a servo piston (6) to return
to the initial position (or neutral position). As these
pistons return, displaced oil within chamber (10) is
replenished through check valve (11) from reservoir
(14). When the pistons have moved past the
replenishing orifice (9), pressure in chamber (10) drops
to zero and oil from reservoir (14) can now pass through
the orifice.
Vehicle Systems
34
Systems Operation
Oil Cooled Disc Brake

1
Parking Brake
3
7 5 6 4
IDCS211-1S
Disc Brake Assembly
Parking Brake Linkage
(1) Cable Assembly. (2) Switch. (3) Lever.
(1) Inlet (from brake valve). (2) Passage. (3) Plates (five).
(4) Discs (four). (5) Piston. (6) Seal. (7) Seal.
(8) Passage (for cooling oil).
The band-type parking brake is installed on the input

shaft clutch pack inside the transmission. The parking
brake control assembly is mounted on the cowl. The
parking brake is controlled with a lever. The control
lever is connected to the parking brake with a cable
assembly (1).
When the brake pedal is pushed down, the brake

valve pushes brake liquid through the brake valve
outlet, the brake lines, to inlet (1) of each disc brake
assembly. Liquid flows through inlet (1), passage (2)
and pushes on piston (5). Piston (5) pushes against
plates (3) and friction discs (4) to stop any movement
of the lift truck. The five separator plates (3) are
splined to the wheel cover and the four friction discs
(4) are splined to the hub. During brake activation the
piston seals (6) and (7) are deflected by the brake
piston movement.
The parking brake is activated when the control lever

is pulled. When the operator pulls the control lever,
cable assembly (1) pulls lever (3) which will turn cam
and push strut (5). This will tighten brake band (6) on
the input shaft clutch pack and stop any lift truck
movement.
To prevent driving when the parking brake is activated
(engaged) switch (2) is opened. This will put the
transmission in neutral so the lift truck can not be
driven.
When the brake pedal is released, the brake liquid

pressure is released and seals (6) and (7) return to
their original position. This seal retraction gives the
running clearance needed between plates (3) and
discs (4). This action will release the brakes on the lift
truck. As the seals retract brake liquid is returned to
the brake valve. The piston automatically slides
outward from the cylinder bore as the friction discs
wear. This new location then becomes the beginning
or at rest position of the seals. This will maintain the
proper clearances of the discs and plates.
When the brakes are activated, heat is generated by
plates (3) and discs (4). Drive axle oil in a separate
brake cooling circuit flows through passage (8) and
cools the plates and discs during normal operation.
Parking Brake
(4) Cam. (5) Strut. (6) Brake Band.
Vehicle Systems
35
Systems Operation
Delayed Engine Shutdown System

Operation
The delayed engine shutdown system will shut the
engine down if no proper action is taken by the
operator. This system makes use of the engine
oil pressure switch, transmission oil temperature
switch and water (coolant) temperature sensor to
get the required truck condition.
If an engine damaging condition arises, such as too
much oil pressure drop, this system will alert the
operator by warning MIL Lamp.
If the operator ignores this warning and does not
shutdown the engine within thirty seconds, this
delayed engine shutdown system will interrupt the
fuel supply to the engine, thereby saving the engine
from the critical damage.
1. Low engine oil pressure
The warning MIL lamp will turn on when the oil
pressure drops to approximately 28KPa (4 psi) and
the delayed engine shutdown system will interrupt
the fuel supply to the engine after thirty seconds.
2. Hot engine coolant
The warning MIL lamp will turn on when the coolant
temperature reaches approximately 115(239)
and the delayed engine shutdown system will
interrupt the fuel supply to the engine after thirty
seconds.
3. Hot transmission oil
The warning MIL lamp will turn on when the
transmission oil temperature reaches approximately
125(257) and the delayed engine shutdown
system will interrupt the fuel supply to the engine
after thirty seconds.
Vehicle Systems
36
Systems Operation
Diagram of Delayed Engine Shutdown System
G420F(E) / G424F(E) ENGINE LP TRUCK
G420F(E) / G424F(E) ENGINE GAS & DF TRUCK
Vehicle Systems
37
Systems Operation
Trouble shooting of Delayed Engine Shutdown System
When the ignition key is turned on, the MIL Lamp 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 Lamp will illuminate and remain ON. This signals the operator that a
fault has been detected by the SECM. If the MIL Lamp turns on while operating the lift truck, park the lift
truck and stop the engine, and then check the follows.
Delayed Engine shutdown : Some faults, such as low oil pressure, will cause the MIL Lamp to illuminate
for 30 seconds and then shut down the engine
FAULT
CODE
(M104 CODE)
DESCRIPTION
ECT Over
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 Over
Temperature
Fault
Engine Coolant Temperature is High.

The sensor has measured an excessive coolant temperature
typically due to the engine overheating
161(15)
Low Oil
Pressure Fault
521(52)
Transmission
Oil Temperature
933
Diagnostic Fault Codes

DFC
PROBABLE FAULT
FAULT ACTION
CORRECTIVE ACTION FIRST CHECK
151
(15)
ECT Range High

Coolant sensor
disconnected
or open circuit
(1) Turn on MIL

(2) Delayed Engine
Shutdown
(3) Check Engine Light

disconnected or for an open ECT
circuit SECM (Signal) Pin B15 to ECT
Pin 3 SECM (Sensor GND) Pin B1 to
ECT Pin 1
161
(15)
ECT Over Temperature

Fault
Engine coolant
temperature is high.
The sensor has
coolant temperature
typically due to the
engine overheating.
(1) Turn on MIL

(2) Delayed Engine
Shutdown

leaks in the system.
Possible ECT short to GND, check
ECT
signal wiring SECM (Signal) Pin B15 to
ECT pin 3 SECM (Sensor GND) pin B1
to ECT pin 1 SECM (System GND) pin
A16, B 17 Check regulator for coolant
leaks
521
(52)
Low Oil Pressure Fault

(1) Turn on MIL

(2) Delayed Engine
Shutdown

pressure switch SECM Pin B9 to Oil
Pressure Switch
933
Trans Oil Temperature

Excessive Transmission
oil temperature
(1) Turn on MIL

(2) Delayed Engine
Shutdown
Refer to drive train manufacturers

Transmission service procedures
Vehicle Systems
38
Systems Operation
Delayed Engine Shutdown System Schematic
DELAYED ENGINE SHUTDOWN : G420F(E) - LP
Vehicle Systems
39
Systems Operation
ENG GND
NEAR COILS
E/G OIL PR
E/G CHECK
DELAYED ENGINE SHUTDOWN : G420F(E) - GAS&DF
Vehicle Systems
40
Systems Operation
DELAYED ENGINE SHUTDOWN : G424F(E) - LP
Vehicle Systems
41
Systems Operation
DELAYED ENGINE SHUTDOWN : G424F(E) - GAS&DF
Vehicle Systems
42
Systems Operation
OSS (Operator Sensing System)

4. Water separator (sediment) warning only diesel
Water separator lamp indicates when the engine
is running and there is much water in the fuel
filter exceeding 100cc.
If the lamp turns on with the engine running, park
the lift truck and stop the engine. Drain some fuel
(and any water) until clean fuel flows from the
filter which approximately takes 5 to 6 seconds.
Operation
Operator Sensing System is operated by seat
switch built into the seat. If the operator leaves the
seat without applying the parking brake within three
seconds after leaving the seat, Operator Sensing
System will automatically disengage the
transmission and interrupt the operation of mast.
In addition, the warning lamp and buzzer are
operated in order to prevent the unintentional
movement.
5. Mast interlock
Alarm warning lights when operator leaves the
seat without applying parking brake and then,
operation of mast is automatically interrupted .
Symbols of OSS
6. Air cleaner warning

Alarm warning lights if the dust is chock full at
the air clean.
1. Parking alarm
Alarm warning lights when the operator leaves
the seat without applying parking brake.
2. Seat belt indicator
Seat belt warning lights for 10 seconds reminds
the operator to fasten seat belt.
The truck is normally operated although warning
lamp is turned on.
3. Neutral shift feature
Transmission is automatically shifted to the
neutral when the operator leaves the seat with
the engine running and the direction lever in
forward or reverse. To restore the lift truck, return
the directional lever to the neutral position and
then, reselect a direction of travel (either forward
or reverse). The transmission will then re-engage.
Vehicle Systems
43
Systems Operation
Operator Sensing System Schematic
INDICATOR AS
SOL_VALVE_LIFT LOCK
SOL_VALVE_UNLOAD
SEAT BELT SWITCH
CONTROLLER - VCS
SEAT SWITCH
AIR CLEANER SWITCH
REV
LP PR SW
SEDIMENT SW
PARKING
BRAKE SW
FWD
PILOT BUZZER
FUSE
RELAY
CREEPING SPEED
FUSE
CIRCUIT BREAKER
DIR SWITCH IGNITION SW
BATTERY
Systems Operation
44
Vehicle Systems
Trouble shooting of Operator Sensing System

CONDITION
PROBABLE FAULT
CORRECTIVE ACTION
1. Buzzer warning
1. Seat switch open
1. Check seat switch
2. Parking brake
light
2. Parking brake switch open
2. Check parking brake switch
3. Controller defect
3. Check continuity of wire from seat switch to

controller (SW2)
4. Wiring defect
4. Measure the voltage between
controller(SW2) and GND : 12V is no
problem
1. Seat belt
warning light
1. Seat switch open
2. Check continuity of wire from seat belt switch

to controller (SW3)
3. Wiring defect
controller(SW3) and GND : 12V is no
problem
1. Buzzer warning
1. Seat switch open
2. Neutral light
2. Relay (REV/FWD/Creep
speed) defect
2. Check relay (REV/FWD/Creep speed)
3. No drive
operation
3. Check FWD/REV Solenoid

3. Directional switch defect
4. Wiring defect
5. FWD/REV Solenoid defect
4. Check continuity of wire from relay creeping

speed (85) to controller (C/RELAY)
5. Check continuity of wire from relayREV(86)or Dir SW(3) to controller (REW SW)
6. Check continuity of wire from relayFWD(86)or Dir SW(2) to controller (FWD
SW)
1. Buzzer warning
1. Sediment switch short
1. Check sediment switch
2. Water separator
warning light
2. Wiring defect
2. Check continuity of wire from sediment

switch to controller (AUX2)
controller(AUX2) and GND : 12V is no
problem
Vehicle Systems
45
Systems Operation
CONDITION
1. Buzzer
warning
2. Mast interrupt
light
PROBABLE FAULT
1. Seat switch open
2. Fift lock / Unload

solenoid defect
2. Check Lift lock/Unload Solenoid
3. Wiring defect
3. No mast
operation
CORRECTIVE ACTION
3. Check continuity of wire from solenoid-lift lock(2)

or solenoid-unload(2) to controller (ISO3691
VALVE)
4. Check continuity of wire from solenoid-lift lock(1)
or solenoid-unload(1) to controller (IGN)
5. Measure the voltage between controller(IGN)
and controller(ISO3691 VALVE) : 12V is no
problem
1. Air cleaner
light
Vehicle Systems
1. Air cleaner switch short
1. Check air cleaner switch
2. Wiring defect
2. Check continuity of wire from air cleaner switch

to air cleaner lamp
46
Systems Operation
Visual Checks
A visual inspection of the hydraulic system and its

components is the first step when a diagnosis of a
problem is made. Lower the carriage to the floor
and follow these inspections;
Troubleshooting
Troubleshooting can be difficult. A list of possible
problems and corrections are on the pages that
follow.
1. Measure the oil level. Look for air bubbles in the

oil tank.
This list of problems and corrections will only give

an indication of where a problem can be and what
repairs are needed. Normally, more or other repair
work is needed beyond the recommendations on
the list. Remember that a problem is not necessarily
caused only by one part, but by the relation of one
part with other parts. This list can not give all
possible problems and corrections. The serviceman
must find the problem and its source, then make the
necessary repairs.
2. Remove the filter element and look for particles

removed from the oil by the filter element. A
magnet will separate ferrous particles from
nonferrous particles (piston rings, O-ring seals,
etc.).
3. Check all oil lines and connections for damage or
leaks.
4. Check all the lift chains and the mast and
carriage welds for wear or damage.
Tools needed
Fittings Group
Performance Test
The Fitting Group is used to make the pressure

tests of the hydraulic system. Before any test is
made, visually inspect the complete hydraulic
system for leakage of oil and for parts that have
damage.
The performance tests can be used to find leakage

in the system. They can also be used to find a bad
valve or pump. The speed of rod movement when
the cylinders move can be used to check the
condition of the cylinders and the pump.
WARNING
Lift, lower, tilt forward and tilt back the forks several
times.
To prevent personal injury when testing and

adjusting the hydraulic system, move the
machine to a smooth horizontal location and
lower the mast and carriage to the ground,
make sure they are blocked correctly to keep
them from a fall that is not expected. Move away
from machines and personnel that are at work.
There must be only one operator. Keep all other
personnel away from the machine or where the
operator can see the other personnel.
1. Watch the cylinders as they are extended and

retracted. Movement must be smooth and
regular.
2. Listen for noise from the pump.
3. Listen for the sound of the relief valve. It must not
open except when the cylinders are fully
extended or retracted without load on forks.
Before any hydraulic pressure plug, line or

component is removed, make sure all hydraulic
pressure is released.
Vehicle Systems
47
Testing & Adjusting
Hydraulic Oil Temperature (Too Hot)
Hydraulic System and Mast
When the temperature of the hydraulic oil gets over

98.8C (210F), polyurethane seals in the system
start to fail. High oil temperature causes seal failure
to become more rapid. There are many reasons
why the temperature of the oil will get this hot.
During a diagnosis of the hydraulic system,

remember that correct oil flow and pressure are
necessary for correct operation. The output of the
pump (oil flow) increases with an increase in motor
speed (rpm) and decreases when motor speed
(rpm) is decreased. Oil pressure is caused by
resistance to the flow of oil.
1. Hydraulic pump is badly worn.

2. Heavy hydraulic loads that cause the relief valve
to open.
Visual checks and measurements are the first step

when troubleshooting a possible problem. Then do
the Operation Checks and finally, do instrument
tests with pressure gauges.
3. The setting on the relief valve is too low.

4. Too many restrictions in the system.
Use the Fittings Gauge, a stop watch, a magnet, a

thermometer and a mm (inch) ruler for basic tests to
measure:
5. Hydraulic oil level in the tank is too low.

6. High Pressure oil leak in one or more circuits.
1. The pressure of the oil to open the relief valve.

Relief valve pressures that are too low will cause
a decrease in the lift and the tilt characteristics of
the lift truck. Pressures that are too high will
cause a decrease in the life of hoses and
components.
7. Very dirty oil.

8. Air in the hydraulic oil.
NOTE : If the problem is because of air in the oil, it
must be corrected before the system will operate at
normal temperatures. There are two things that
cause air in the oil (aeration). These are:
2. Drift rates in the cylinders. Cylinder drift is

caused by a leakage past cylinder pistons, O-ring
seals in the control valve, check valves that do
not seat correctly or poor adjustment or fit in the
control valve spools.
a. Return oil to the tank goes in above the level of

the oil in the tank.
3. Cycle times in the lift and tilt circuits: Cycle times

that are too long are the result of leakage, pump
wear and/or pump speed (rpm).
b. Air leaks in the oil suction line between the pump

and the tank.
Vehicle Systems
48
Testing & Adjusting
Hydraulic System and Mast
Problem: Mast does not move smoothly.
Problem: The hydraulic system will not lift the load.
Probable Hydraulic Cause:
1. Air in the hydraulic system.
1. There is an air leak, which lets air into the

hydraulic system on the inlet side of the hydraulic
pump.
2. Relief valve sticks or defective.
2. The relief valve opens at low oil pressure.
Probable Mechanical Cause:
3. The hydraulic pump has too much wear.
1. Not enough lubricant on the parts of the mast

that move.
3. Damaged cylinders.
4. The priority valve does not work correctly.
2. Load rollers defective or not adjusted correctly.
5. The load is not correct.
3. Mast rollers not shimmed correctly.
6. Unload function doesnt work correctly.
4. Mast assembly is damaged or not in alignment.
Problem: The mast does not tilt correctly or moves

too slowly.
1. The mast is not in alignment with the other lifting

components and does not move freely.
Problem Hydraulic Cause:
2. Not enough lubricant on the parts of the mast

that move.
1. There is a restriction in the hydraulic tilt lines.
3. The carriage or mast rollers bearings are worn

and do not move (seized).
2. There is an air leak, which lets air into the

hydraulic system on the inlet side of the hydraulic
pump.
4. Mast shimmed too tight.
3. The relief valve opens at low oil pressure.
Problem: Lift cylinder extends too slowly.
4. The hydraulic pump has too much wear.
5. The internal valve of the tilt spool is stuck
1. Not enough oil supply to lift cylinder.
6. Control valve tilt spool has a restriction
2. Defective lift cylinder seals.
7. The priority valve does not work correctly.
3. Relif pressure ser too low.
8. Seals in tilt cylinder worn or damaged.

Provable Mechanical Cause:
1. Damage or failure of the tilt cylinders.
2. Mast mounting pins seized.
Vehicle Systems
49
Testing & Adjusting
Problem: The carriage will not lower correctly.
Hydraulic Pump
Problem: Noise in the pump.
Safety lift lock function: Once the operator

leaves a seat more than 3 seconds or a start
key is off, the lift cylinder doesnt lower even
though lift lever is pulled for lowering. If the
operator is seated or, a key is on, the lowering
will normally work immediately.
Probable Cause:
1. The oil level is low.
2. The oil is thick (viscosity too high) or seals..
3. The pump inlet line has a restriction in it (strainer

plugged).
1. The electric switch (on-off) below a seat got

damaged.
4. Worn parts in the pump.
2. The electric parts (relay and controller) related to

a solenoid valve in lift section of control valve got
failed.
5. Oil is dirty.
Problem: The oil temperature is too high.
1.Lift poppet (lift lock) damaged and contaminated.
Probable Cause:
2. Needle valve is loosened.
1. The oil level is low.
Problem: The lift or tilt cylinders do not hold their

position with the valve control levers in neutral
position.
2. There is a restriction in an oil passage.
Probable Cause:
4. The oil is too thin.
6. Air leaks into the inlet line.
3. The relief valve setting is too low.
1. The valve spools do not hold their positions

because the springs for the valve spools are
weak or broken.
5. There is air leakage in the system.

6. The pump has too much wear.
2. Control valve leakage caused by worn valve

spools or seals.
7. The system operates at too high a pressure.

a. Relief valve setting too high.
3. The check valves in the control valve are

defective.
b. Attachment components cause a restriction

during movement.
4. Leakage of the cylinder lines or piston seals.
c. Restrictions in flow control valve, load check

valve and in oil lines.
5. There is foreign material in the control valve.
8. Severe hydraulic usage.
Vehicle Systems
50
Testing & Adjusting
Problem: Leakage at the pump shaft seal.
Hydraulic Control Valve
Probable Cause:
Problem: The control spools do not move freely.
1. The shaft seal is worn.
Probable Cause:
2. There is a broken gasket behind the seal.
1. The temperature of the oil is too high.
3. The inner parts of the pump body are worn.
2. There is foreign material in the fluid.
4. Operation with too low oil level in tank causes

suction on the seal.
3. The fitting connections in the valve body are too

tight.
5. Seal cut on shoulder of pump or keyway during

installation.
4. The mounting bolts of the valve assembly do not

have the correct torque and have twisted the
body.
6. Seal lips are dry and hardened from heat.
5. Linkage of the lift and tilt levers does not operate

smoothly.
Problem: There is a failure pump to deliver the

fluid.
6. Bent lift or tilt spools.
Probable Cause:
7. Damage to the return springs of the spools.
1. Low level of the oil in the tank.
8. The valve is not at normal temperature for

operation.
2. There is a restriction in the pump inlet line.

3. There is air leakage in the pump inlet line.
Problem: Control valve spools have leakage

around the seal.
4. The viscosity of the oil is wrong.
Probable Cause:
1. There is some foreign material under the seal.
6. Failure of the pump shaft or coupling.
2. The valve spools are worn.
7. The bolts of the pump do not have the correct

torque.
3. The seal plates are loose.
8. Filter by-pass not working or installed backwards.
4. The seals have damage or are badly worn.

Problem: The load lowers when the lift spool is
moved from the neutra position to the raise
position.
Probable Cause:
1. There is some foreign material in the load check
valve area.
2. The load check valve and seat show wear.
3. Sudden loss of pump oil pressure.
4. Damage to the relief valve which causes low oil
pressure.
Vehicle Systems
51
Testing & Adjusting
Problem: Spools do not return to neutral.
Lift and Tilt Cylinders
Probable Cause:
Problem: Leakage around the cylinder rod.
1. The springs are broken.
Probable Cause:
2. The spool is bent.
1. Cylinder head (bearing) seals are worn.
3. The system or valve has foreign particles in it.
2. Cylinder rod is worn, scratched or bent.
4. The control linkage is not in alignment.
Problem: There is leakage of oil inside the cylinder

or loss of lift or tilt power.
5. The fastening bolts of the valve have too much

torque.
Probable Cause:
1. The piston seals are worn and let oil go through.
Problem: No motion or slow, then a too sudden

action of the hydraulic system.
2. Cylinder has damage.
Probable Cause:
Problem: The piston rods show wear.
1. The relief valve is not correctly set, or will not

move in base and/or is worn.
Probable Cause:
2. There is air in the system.
1. The cylinders are not in correct alignment.
3. Dirt or foreign particles between relief valve

control poppet and its seat.
2. Oil is dirty.
4. Valve body has a crack inside.
Problem: Foreign material behind the wiper rings

causing scratches on the cylinder rod.
5. Spool not moved to a full stroke.
Probable Cause:
1. The wiper rings show wear and do not remove
dirt and foreign material.
Vehicle Systems
52
Testing & Adjusting
Problem: Low oil pressure.
Steering System
Probable Cause:
Problem: Too much force needed to turn

steering wheel.
1. Low oil level.
Probable Cause:
2. Priority valve relief valve spring weak.
1. Priority valve releases pressure oil at a low

setting.
3. Relief valve (priority valve) will not move from the

Open position.
2. Pump oil pressure is low, worn pump.
4. Oil leakage inside or outside of the system.
3. Steering gear covers are too tight.
5. Defective pump.
4. Steering column not aligned with steering gear.
Problem: Pump makes noise and the steering

cylinder rod does not move smoothly.
5. Priority valve spool is held in one position.
Probable Cause:
6. Steering gear without lubrication.
1. Air in the steering hydraulic circuit.
7. Low fluid level in the hydraulic supply tank.
8. Steer axle damaged.

9. Worn steer cylinder piston seal.
3. Loose connection of the oil line on the inlet side

of the pump.
Problem: Steering wheel does not return to center

position correctly.

5. The oil level in the hydraulic tank is low.
Probable Cause:
6. Worn steer cylinder piston seal.
1. Steering gear covers are too tight.

2. Steering column is not in correct alignment.
Problem: Lift truck does not turn when steering

wheel is slowly turned.
3. Valve spool in the steering gear has a restriction.
Probable Cause:
4. Priority valve check valve permits lift and tilt

hydraulic oil to affect steering hydraulic circuit.
1. The oil level of the tank is low.

2. There is air in the steering system.
Problem: Oil leakage at the pump.
3. The pump operation is not correct.
Probable Cause:
4. Dirt in the steering system.
1. Loose hose connections.
5. Steering gear operation is not correct.
2. Detective shaft seal.
6. Steering cylinder has worn parts.

7. Restriction in the steer axle linkage.
Vehicle Systems
53
Testing & Adjusting
Problem: The temperature of the oil is too hot.
Power Master Cylinder
Probable Cause:
Problem: Low power braking pressure or loss of

power braking
Probable Cause:
2. Air mixed with the oil.
1. Insufficient pedal stroke.
3. The relief valve is set too high (priority valve).
2. Lines connected to wrong ports.
4. There is a restriction in the line circuit.
3. Insufficient brake flow from the first section of

control valve due to a stuck brake spool.
5. Unit being held in relief mode for long periods of

time.
4. Relief valve in brake valve damaged.

5. Seals of servo piston in brake valve got damaged.
Problem: Low manual braking pressure or loss
of manual braking
Probable Cause:
1. Insufficient pedal stroke.
2. Air in lines.
3. Damaged servo piston seals and sleeve due to
contamination.
Problem: Pedal instability
Probable Cause:
1. Air in lines.
2. Damaged a check valve of brake port in the first
section of control valve.
3. Damaged a spring of relief valve in brake valve.
4. Damaged a spring for brake spool in the first
section of control valve.
Problem: External leakage
Probable Cause:
1. Damaged master piston or seal of master piston.
2. Casting porosity.
3. Fitting or line leakage.
Vehicle Systems
54
Testing & Adjusting
Brake System
Problem: Hard pedal.
NOTE: If excessive force is applied to the brake

pedal, the pedal can be forced to the end of the
stroke. This is normal and should not be interpreted
as a problem.
Probable Cause:
1. Mechanical resistance at pedal or disc assembly.
2. Restriction in the brake line.
Problem: Pedal resistance is not solid (spongy)

(under normal pedal pressure).
3. Defective brake valve.
Probable Cause:
4. Brake discs look like glass (glazed) or are worn.
1. Air in the brake hydraulic system.
Problem: Both brake disc assemblies will not

release all the way (drag).
2. Brake valve is loose.
Probable Cause:
3. Servo piston seals worn or defective in brake

valve.
1. Brake disc assemblies defective (stuck pistons).
4. Piston seals worn or defective in drive axle brake.
2. Brake disc uneven (out of flat).
5. Low oil level of reservoir.
3. Restriction in the brake line.
Problem: Extra (excessive) pedal travel (under

normal pedal pressure).
Probable Cause:
Problem: Brakes will not make application after

being bled.
1. Pedal adjustment is not correct.
Probable Cause:
1. Leak in hydraulic line or connection.
3. Brake valve is loose.
2. Damaged seals in the brake valve.
4. Servo piston seals worn or defective in brake

valve.
Problem: Brake oil low in master cylinder

reservoir, fluid must be added frequently.
5. Low oil level of reservoir.
Probable Cause:

Problem: Brake will not make application.
1. Leak in hydraulic line or connection.
Probable Cause:
2. Damaged seals in the brake valve.
1. Low oil level of reservoir of brake valve.
3. Leak in the disc assemblies.
Parking Brakes
3. Linkage adjustment is incorrect or bent.
Problem: Brake will not make application.
Probable Cause :
5. Bent plates or discs in drive axle brake.
1. Parking brake assembly is out of adjustment.
2. Parking brake control cable is out of adjustment.

3. Worn brake band.
Vehicle Systems
55
Testing & Adjusting
Hydraulic System
Relief Valve Pressure Check
Tools Needed
Fittings Group
CONTROL VALVE
D20S-5
G20E-5
18,100 350 Kpa
15,500 350 Kpa
2.625 50 psi
2,250 50 psi
19,500 350 Kpa
15,500 350 Kpa
2,825 50 psi
2,250 50 psi
G20P-5
GC20E-5
(1) gage plug (PF 1/2 thread) (2) Nipple assembly
GC20P-5
D25S-5
G25E-5
With the engine off, remove the gage plug from

nipple assembly (2) and connect the 28,000 KPa
(4000 psi) gauge to the nipple assembly.
G25P-5
GC25E-5
GC25P-5
Lift Relief Valve Check and Adjustment
D30S-5
G30E-5
G30P-5
21,550 350 Kpa
15,500 350 Kpa
3,125 50 psi
2,250 50 psi
1. Start the engine and activate the hydraulics until

the hydraulic oil is at the normal operating
temperature.
GC30E-5
GC30P-5
G32E-5
2. Lift mast to maximum fork height without load on

forks. Increase engine rpm to high idle. Hold the
lift control lever in the lifting position and watch
the gauge. The gauge indication is the pressure
that opens the relief valve at the end of lift
cylinder stroke.
G32P-5
D33SC-5
D35SC-5
G33P-5
G35P-5
24,000 (+500,-0) Kpa
15,500 350 Kpa
3,490 (73,-0) psi
2,250 50 psi
Use the Fittings Group to check the relief valve

pressure.
Caution: Make sure there is adequate ceiling

height. Lift cylinder must be fully extended. Mast
should be in the vertical position and truck
parked on level ground.
WARNING
Hydraulic oil, under pressure can remain in the
hydraulic system after the engine and pump have
been stopped. Personal injury can be caused if this
pressure is not released before any work is done on
the hydraulic system. To prevent possible injury,
lower the carriage to the ground, turn the engine off
and move the control levers to make sure all
hydraulic pressure is released before any fitting,
plug, hose or component is loosened, tightened,
removed or adjusted. Always move the lift truck to a
clean and level location away from the travel of
other machines. Be sure that other personnel are
not near the machine when the engine is running
and tests or adjustments are made.
3. The correct pressure setting is shown in the chart.
Relief Valve Adjustment.

(3) Lock Nut. (4) Stud.
Vehicle Systems
56
Testing & Adjusting
Tilt and Sideshift Relief Valve Check and

Adjustment
Flow Control Valve Adjustment
1. Start the engine and activate the hydraulics until

the hydraulic oil is at the normal operating
temperature. Put the mast in the full tilt back
position.
The tilt and first attachment speeds can be adjusted

at the control valves. They can be adjusted by
turning the plug in the hydraulic control valve body.
The lift speed can not be adjusted. Do the
procedure that follows to change the flow control
assembly.
2. With the engine at high idle, hold the tilt control

lever in the full tilt back position and watch the
gauge. The gauge indication is the pressure that
opens the relief valve.
WARNING
Hydraulic oil, under pressure can remain in the
hydraulic system after the engine and pump
have been stopped. Personal injury can be
caused if this pressure is not released before
any work is done on the hydraulic system. To
prevent possible injury, lower the carriage to
the ground, turn the engine off and move the
control levers to make sure all hydraulic
pressure is released before any fitting, plug,
hose or component is loosened, tightened,
removed or adjusted. Always move the lift truck
to a clean and level location away from the
travel of other machines. Be sure that other
personnel are not near the machine when the
engine is running and tests or adjustments are
made.
3. The correct pressure setting is shown in the chart.

4. If an adjustment to the relief valve setting is
necessary, loosen nut (5).
Relief Valve Adjustment

(5) Locknut. (6) Stud.
5. Turn setscrew (6) clockwise to increase or

counterclockwise to decrease the pressure
setting of the relief valve.
6. Tighten the locknut and check the pressure
setting again for correct adjustment.
1. Remove the nut from the slotted tie-stud of main

hydraulic valve
2. Remove the slotted tie-stud from the valve.
3. Use Hex Wrench (6mm or 1/4 inch), turn the flow
control adjuster (1) clockwise to increase the flow
or counterclockwise to decrease the flow.
4. Assemble the tie stud in the valve. Torque the
stud to 40.5 2.5 Nm (360 24 lbin)
5. Reinstall the nut on the tie bolt.
Vehicle Systems
57
Testing & Adjusting
5. Locate the setscrew on each lift cylinder. Slowly

open setscrews no more than one turn. The
weight of the carriage will force air and hydraulic
oil out of the cylinders through the setscrews.
Close the setscrews before all the pressure is out
of the cylinders. This will prevent air from
entering through the setscrews.
Standard Lift Cylinder Air Removal

After the standard lift cylinder has been disassembled
and then assembled again, it may be necessary to
remove the air (bleed) from the cylinder.
1. With no load, lift and lower the mast and carriage

through one complete cycle.
6. Repeat Steps 4 and 5 until there are no air

bubbles at the setscrews.
2. With the forks on the floor, check the oil level in

the hydraulic tank. Add oil (if necessary) to bring
the oil level to the full mark.
7. After all the air is removed, tighten the setscrews

to a torque of 5 to 7 Nm (45 to 60 lbin).
3. With no load, lift and lower the mast and carriage

again through four complete cycles.
8. Fill the hydraulic tank to the full mark.

9. Lift and lower the mast and carriage again
through one complete cycle. If the mast does not
operate smoothly, repeat Steps 3 through 9.
WARNING
The oil will have high pressure present. To
prevent personal injury, do not remove the
bleed screws completely. Keep hands and feet
away from any parts of the truck that move,
because the forks will lower when the bleed
screw is loosened.
4. Lift the forks high enough to put a load on all
stages of the lift cylinders.
Setscrew Locations
(Standard Cylinders)
NOTE: The Standard Lift mast has two secondary

cylinders and no primary cylinders. The Full
Free Triple Lift mast has one primary and two
secondary cylinders.
Vehicle Systems
58
Testing & Adjusting
Mast and Carriage
Mast And Carriage Bearings
Part No.
D581814
D581815
D581816
Mast Adjustment - STD, FFL & FFT

NOTE: The Standard, Full Free Lift and Full Free
Triple Lift mast load bearings are all adjusted the
same way. The mast shown in the following
illustrations is the Full Free Triple Lift mast.
Bearing Size
Under Size
Standard
Over Size
Bearing O.D.*
108.6 mm(4.276 in)
109.6 mm(4.135 in)
110.7 mm(4.358 in)
* Permissible tolerance 0.08mm (.003in)
To make the mast clearance adjustments, mast

must be removed from the lift truck.
Carriage, chain and lift cylinder must be removed
from the mast for easy adjustments.
Use the procedure that follows to adjust the load
bearings.
A. Lower Bearing Adjustment of Intermediate Mast
2. Find narrowest point by ruler on the stationary

mast in the area where the bearings make
contact at 475 mm (18.7 in) channel lap.
A
B
C
IDCS123S
Mast Adjustment Lower Bearings
(A) Zero clearance. (B) Minimum clearance. (C) Zero clearance.
(3) Bearing.
(4) Bearing. (5) Shims. (6) Shims.
1. Select lower bearings (3) and (4) from the chart to

obtain minimum clearance (B) between bearing and
Vehicle Systems
59
Testing & Adjusting
A
B
C
IDCS123S
(A, B, C) Zero clearance. (D) Minimum clearance.
(3, 4, 5) Bearing. (6, 7, 8) Shims.

3. Install 1 mm shim to each bearing of intermediate
lower and stationary upper basically. Lifting by
crane, insert intermediate mast into stationary mast
from the upper side.
NOTE: When installing shims (5) behind bearing (4),
make sure the amount of shim is divided equally when
positioned behind each bearing (4).
4. Make surer outer intermediate mast lower

bearings are properly shimmed in the stationary
mast by rolling up and down and moving outer
intermediate mast to right and left. If clearance
between both masts can be detected, pull out the
intermediate mast from the stationary mast with
crane and add shim 0.5 mm or 1 mm to both
intermediate lower bearings.
Vehicle Systems
60
Testing & Adjusting
B. Upper Bearing Adjustment of Stationary

Mast
5. In case of standard and full free mast, inner lower

bearings can be easily extruded by pulling down
the inner mast from the bottom of stationary mast.
If intermediate mast is stuck and cannot move by
rolling up and down, there might be excessive
shims. Pull out the intermediate mast from the
stationary mast and remove shim 0.5 mm to both
intermediate lower bearings. Repeat same
procedure of above until properly shimmed.
There is to be contact zero clearance (C)
between intermediate lower bearings and
stationary channel at approximately 475 mm
(18.7 in) channel lap.
1. Lift by crane, and pull out intermediate mast from

stationary mast. Install 1 mm shim to each
bearing of stationary mast upper. Bearing should
be part number D581814 under size bearing.
E
7
8
F
7
10
IDCS124S
Mast Adjustment Upper Bearings
(D) Zero clearance. (E) 0.80 mm (.031 in) Clearance maximum.
(F) Zero clearance. (7) Pads. (8) Shims. (9) Shims. (10) Shims.
Vehicle Systems
61
Testing & Adjusting
C. Upper Pad Adjustment
E
7
8
F
2. Make sure stationary mast upper bearings are

properly shimmed by rolling up and down and
moving intermediate mast to right and left. If
clearance between both masts can be detected,
pull out the intermediate mast from the stationary
mast with crane and add shim 0.5 mm or 1 mm
to both stationary upper bearings.
7
8
10
IDCS124S
3. In case of standard and full free mast, stationary

upper bearings can be easily extruded by pulling
down the inner mast from the bottom of
stationary mast. If intermediate mast is stuck and
cannot move by rolling up and down, there might
be excessive shims. Pull out the intermediate
mast from the stationary mast and remove shim
0.5 mm to both stationary upper bearings.
Repeat same procedure of above until properly
shimmed. There is to be contact zero clearance
(C) between stationary upper bearings and the
widest point of intermediate mast to be checked
before.
Vehicle Systems
1. Install shims (8) behind each pad (7) until there is

0.80 mm (.031 in) maximum clearance (E)
between the pads and the inner and intermediate
masts with the masts at full extension. Lift by
crane, and pull out intermediate mast from
stationary mast and insert the shims behind each
pad. In case of standard and full free mast, the
pads of stationary upper can be easily extruded
by pulling down the inner mast from the bottom
of stationary mast.
62
Testing & Adjusting
D. Lower Bearing Adjustment of Inner Mast

Part No.
D581814
D581815
D581816
Bearing Size
Under Size
Standard
Over Size
Bearing O.D.*
108.6 mm(4.276 in)
109.6 mm(4.135 in)
110.7 mm(4.358 in)
A
B
2. Find narrowest point by ruler on the intermediate

mast in the area where the inner lower bearings
make contact full length of intermediate mast
excluding minimum channel lap 475 mm (18.7 in).
IDCS123S
(A) Zero Clearance.
(B) Minimum Clearance.
(C) Zero
Clearance. (3) Bearing. (4) Bearing. (5) Shims. (6) Shims.
1. Select lower bearings (3) and (4) from the chart

to obtain minimum clearance (B) between
bearing and channel leg for full channel length.
Use same bearing on left and right side.
3. Install 1 mm shim to each bearing of inner lower

and intermediate upper basically. Lift by crane,
insert inner mast into intermediate mast from the
upper side.
Vehicle Systems
63
Testing & Adjusting
Mast Adjustment - Quad

NOTE: The Standard, Full Free Lift, Full Free Triple

Lift and Quad Lift mast load bearings are all
adjusted the same way. The mast shown in the
following illustrations is mainly the Full Free Triple
Lift mast, but for necessary points illustrations of
Quad Lift mast are inserted.
Part No.
D581814
D581815
D581816
Bearing Size
Under Size
Standard
Over Size
Bearing O.D.*
108.6 mm(4.276 in)
109.6 mm(4.135 in)
110.7 mm(4.358 in)
To make the mast clearance adjustments, mast

must be removed from the lift truck.
Carriage, chain and lift cylinder must be removed
from the mast for easy adjustments.
Use the procedure that follows to adjust the load
bearings.
A. Lower Bearing Adjustment of Outer
Intermediate Mast
2. Find narrowest point by ruler on the stationary

mast in the area where the bearings make
contact at 475 mm (18.7 in) channel lap.

(3, 4, 5) Bearing. (6, 7, 8) Shims.
1. Select lower bearings (3), (4) and (5) from the chart
to obtain minimum clearance (D) between bearing and
channel leg for full channel length. Use same bearing
on left and right side.
Vehicle Systems
64
Testing & Adjusting

(3, 4, 5) Bearing. (6, 7, 8) Shims.

lower and stationary upper basically. Lifting by
crane, insert intermediate mast into stationary
mast from the upper side.
NOTE: When installing shims (5) behind bearing (4),
make sure the amount of shim is divided equally
when positioned behind each bearing (4).
4. Make surer outer intermediate mast lower

bearings are properly shimmed in the stationary
mast by rolling up and down and moving outer
intermediate mast to right and left. If clearance
between both masts can be detected, pull out the
intermediate mast from the stationary mast with
crane and add shim 0.5 mm or 1 mm to both
intermediate lower bearings.
Vehicle Systems
65
Testing & Adjusting
B. Upper Bearing Adjustment of Stationary

Mast

bearings can be easily extruded by pulling down
the inner mast from the bottom of stationary mast.
If outer intermediate mast is stuck and cannot
move by rolling up and down, there might be
excessive shims. Pull out the outer
intermediate mast from the stationary mast and
remove shim 0.5 mm to both outer intermediate
lower bearings. Repeat same procedure of
above until properly shimmed. There is to be
contact zero clearance (C) between intermediate
lower bearings and stationary channel at
approximately 475 mm (18.7 in) channel lap.

stationary mast. Install 1 mm shim to each
bearing of stationary mast upper. Bearing should
be part number D581814 under size bearing.

(E, F, G) Zero clearance.
(H) 0.80 mm (.031 in) Clearance maximum.
(9) Pads. (10) Shims. (11, 12, 13) Shims.
Vehicle Systems
66
Testing & Adjusting

mast with crane and add shim 0.5 mm or 1 mm
to both stationary upper bearings.

(E, F, G) Zero clearance.
(H) 0.80 mm (.031 in) Clearance maximum.
(9) Pads. (10) Shims. (11, 12, 13) Shims.

down the inner mast from the bottom of
stationary mast. If outer intermediate mast is
stuck and cannot move by rolling up and down,
there might be excessive shims. Pull out the
outer intermediate mast from the stationary mast
and remove shim 0.5 mm to both stationary
upper bearings. Repeat same procedure of
above until properly shimmed. There is to be
contact zero clearance (G) between stationary
upper bearings and the widest point of
intermediate mast to be checked before.
Vehicle Systems
1. Install shims (10) behind each pad (9) until there

is 0.80 mm (.031 in) maximum clearance (H)
pads of stationary upper can be easily extruded
by pulling down the inner mast from the bottom
of stationary mast.
67
Testing & Adjusting
D. Inner Intermediate Mast Adjustment
Part No.
D581814
D581815
D581816
Follow the same procedure with above A~C.
E. Lower Bearing Adjustment of Inner Mast
Bearing Size
Under Size
Standard
Over Size
Bearing O.D.*
108.6 mm(4.276 in)
109.6 mm(4.135 in)
110.7 mm(4.358 in)
2. Find narrowest point by ruler on the inner

intermediate mast in the area where the inner
lower bearings make contact full length of inner
intermediate mast excluding minimum channel
lap 475 mm (18.7 in).
(3, 4, 5) Bearing. (6, 7, 8) Shims.
1. Select lower bearings (3), (4) and (5) from the

chart to obtain minimum clearance (D) between
bearing and channel leg for full channel length.
Use same bearing on left and right side.

and inner intermediate upper basically. Lift by
crane, insert inner mast into intermediate mast
Vehicle Systems
68
Testing & Adjusting
Carriage Adjustment
STD, FFL & FFT
NOTE: The standard, Full Free Lift and Full Free
Triple Lift carriage load bearings are all adjusted the
same way. The Full Free Triple Lift carriage is
shown in the following illustrations.
To make the carriage clearance adjustments,
carriage must be removed from the mast.
Use the procedure that follows to adjust carriage
load bearings.
C
(3, 4, 5) Bearing. (6, 7, 8) Shims.
4. Make sure inner mast lower bearings are

properly shimmed in the intermediate mast by
rolling up and down and moving inner mast to
right and left. If clearance between both masts
can be detected, pull down the inner mast from
the bottom of intermediate mast. Inner lower
bearings can be easily extruded. Add shim 0.5
mm or 1 mm to both inner lower bearings. If inner
mast is stuck and cannot move by rolling up and
down, there might be excessive shim. Pull out
the inner mast from the inner intermediate mast
and remove shim 0.5 mm to both inner lower
bearings. Repeat same procedure of above until
properly shimmed. There is to be contact zero
clearance (C) between inner lower bearings and
inner intermediate channel at narrowest point.
VIEW A-A
6
C
VIEW B-B
7
A
C VIEW C-C 8
IDCS125S
Carriage Adjustment
(3) Upper Bearings. (4) Shims. (5) Bolt. (6) Screw.
(7) Middle Bearings. (8) Lower Bearings. (A) Zero Clearance.
(B) 6.0 to 9.0 mm. (.236 to .354 in) Clearance.
(C) Minimum Clearance.
F. Upper Bearing Adjustment of Inner

Intermediate Mast
Follow same procedure with above B.

minimum clearance (B) between bearings and
bearing in all six locations.
G. Upper Pad Adjustment of Inner

Intermediate Mast
Follow same procedure with above C.
Vehicle Systems
69
Testing & Adjusting
Part No.
D581814
D581815
D581816
Bearing Size
Under Size
Standard
Over Size
Bearing O.D.*
108.6 mm(4.276 in)
109.6 mm(4.135 in)
110.7 mm(4.358 in)
5. Tighten screw (5) that holds the top bearings to

the carriage to a torque of 347 Nm (255 lb ft)
2. Find narrowest point by ruler on the inner mast in

the area where the bearings make contact.
3. Install enough shims (4) that have been divided
into two equal groups behind bearings (3). At
installation, there is to be contact [zero clearance
(A)] between the bearings and the narrowest
point of inner mast.
6. Shim stop bolt (11) as required to obtain a 6 to 9

mm (.24 to .35 in) lap with top carriage stop on the
inner upright.
4. Do step 2 through 3 for other sets of bearings.
IDCD015P
Vehicle Systems
70
Testing & Adjusting
Quad Mast
To make the carriage clearance adjustments, carriage

must be removed from the mast.
Part No.
Bearing Size Bearing O.D.*
D581814
Under Size
108.6 mm(4.276 in)
D581815
Standard
109.6 mm(4.135 in)
D581816
Over Size
110.7 mm(4.358 in)
Use the procedure that follows to adjust carriage load

bearings.
A
B
VIEW A-A
6
C

VIEW B-B
3. Install enough shims (4) that have been divided

into two equal groups behind bearings (3). At
installation, there is to be contact [zero clearance
(A)] between the bearings and the narrowest
point of inner mast.
4. Do step 2 through 3 for other sets of bearings.
VIEW C-C 8
IDCS125S
Carriage Adjustment
(3) Upper Bearings. (4) Shims. (5) Bolt. (6) Screw.
(7) Middle Bearings. (8) Lower Bearings. (A) Zero Clearance.
(B) 6.0 to 9.0 mm. (.236 to .354 in) Clearance.
(C) Minimum Clearance.

Vehicle Systems
IDCD015P
71
Testing & Adjusting
Chain Adjustment
If the tension is not the same on both chains, do the
WARNING
Personal injury can be caused by sudden
movement of the mast and carriage. Blocks
must be used to prevent the mast and carriage
from any movement while the adjustments are
made. Keep hands and feet clear of any parts
that can move.
5. Tighten screw (5) that holds the top bearings to the

carriage to a torque of 347 Nm (255 lb ft)
11
6. Shim stop bolt (11) as required to obtain a 6 to 9

mm (.24 to .35 in) lap with top carriage stop on the
inner upright.
Chain Adjustment
1
Chain Adjustment Check
Inner Lift Chains

(1) Chain Anchor Nuts. (2) Chain Anchor Bolt
1. Lift the mast and carriage and put blocks under

the mast and carriage to release the tension from
the lift chains.
Chain Adjustment Check
2. Make adjustments to chain anchor nuts (1) or

bolts (2) for equal tension of the mast and
carriage chains.
Lift the carriage and mast high enough to put their

full weight on the carriage and mast chains. Check
the chains, and make sure the tension is the same.
3. Put LOCTITE NO.242 Thread Lock on the

threads of the locknuts after the adjustment is
completed.
Vehicle Systems
72
Testing & Adjusting
Chain Wear Test

Chain wear test is a measurement of wear of the
chain links and pins. Do the steps that follow to
check chain wear.
1. Lift the mast and carriage enough to put tension
on the lift chains.
2. Measure precisely ten links of chain distance at
the center of pins in millimeter.
A chain wear gauge can also be used.
3. Calculate chain wear rate.

1
* For STD, FF, FFT Mast

1
New one pitch = 19.05 mm (D20/25/30/32S Model)

25.40 mm (D33S,
G33P Model)
Chain wear rate (%)

= Actual measurement - 190.5 x100 (D20/32S Model)
190.5
Outer Lift Chains
(1) Chain Anchor Nuts.
(2) Chain Anchor Bolts.
= Actual measurement - 254 x100 (D33S,G33P Model)

254
* For Quad Mast
- Carriage & Outer Mast Chain
Chain wear rate (%)
= Actual measurement - 254
254
x100
- Inner Mast Chain

Chain wear rate (%)
= Actual measurement - 190.5 x100
190.5
WARNING
persons.
4. If the chain wear indication is 2% or more,
replace the lift chain.
Vehicle Systems
73
Testing & Adjusting
Carriage and Mast Height Adjustment
Forks Parallel Check
1. Move the mast either forward or backward so it is

in the vertical position.
1. Lift the mast and operate the tilt control lever,

until the top surface of the forks is parallel with
the floor. Place two straight bars, that are the
same width as the carriage, across the forks as
shown. Measure the distance from the bottom of
each end of the two bars to the floor. The forks
must be parallel within 3 mm (.12 in) for Full
Tapered and Polished (FTP) forks, all other forks
6.4 mm (.25 in), for their complete length.
2. Lower the carriage completely.
2. If not parallel, determine which one is defective

and replace it.
A
IDCS191S
3. On Full Free Lift Full Free Triple Lift and Quad

Lift models, the bottom of the inner mast must be
even with the bottom of the stationary mast.
Forks Parallel Check

(Typical Example)
4. Measure the distance from the bottom of the

inner upright to the bottom of carriage bearing.
5. The measurement (A) must be as follows:
STD ......................................................... Zero
FFL, FFTL & Quad... 411.5 mm (1.61 .06 in)
NOTE: On Standard Lift models the bearing must
be even (flush) with the inner mast. If the above
measurements are not correct, make adjustments
to the chains to get the correct measurement. See
Chain Adjustments in TESTING AND ADJUSTING.
Vehicle Systems
74
Testing & Adjusting
Tilt Cylinder Alignment

If the tilt cylinders are out of alignment, extra
stresses in the mast assembly and the mast hinge
area will result. To prevent damage, the tilt
cylinders must stop evenly at the end of the tilt back
and tilt forward strokes.
Tilt Angle Check
Tilt Angle Check (Typical Example)
The tilt angle of the mast must be checked in the

full tilt back and full tilt forward positions. A tilt
indicator or a protractor can be used to measure the
angle. Both sides of the mast must be checked to
make sure that the mast is not twisted.
The tilt angle is determined by the tilt cylinders used.
See tilt cylinders in specifications to determine the
tilt angle from the cylinder being used.
Vehicle Systems
75
Testing & Adjusting
Tilt Cylinder Length Check
WARNING
Tilt cylinder pivot eyes can loosen if the torque on
the pivot eye clamping bolt is not tight enough.
This will let the tilt cylinder rod turn in the tilt
cylinder eye. The cylinder rod may then twist our
of the pivot eye and the tilt cylinder will be out of
alignment or may let the mast fall and cause
personal injury or damage. When the rod lengths
are made even, the tilt angle differences or the
mast alignment will no longer be a problem.
3. Tighten bolt (2) and the nut to a torque of 95 15

Nm (70 10 lbft). If the nuts had been
removed completely, it needs to be replaced with
the new ones.
IDCS009P
Tilt Cylinder Length Check
1. Tilt the mast to full forward position. Measure the
extended length of the cylinder rods from the

cylinder housing to the mast. The difference of
length between the two cylinder rods must be
within 3.18 mm (.125 in) of each other.
4. With mast at full back tilt, install shims (4) as

required to permit no gap between spacer (5)
and head (6). Shim so mast does not twist at full
tilt back.
Tilt Cylinders With Tilt Back Limiting Group
IDCS129S
Tilt Cylinder Adjustment
(1) Pivot eye. (2) Bolt. (3) Rod. (4) Shims. (5) Spacer.
(6) Head.
1. With the mast at full forward tilt, loosen bolt (2).

2. Slide spacer (5) back so rod (3) can be turned
into or out of pivot eye (1) to obtain the correct
length or angle.
Vehicle Systems
76
Testing & Adjusting
Drift Test
Drift Test For The Tilt System
Drift is movement of the mast or carriage that is the

result of hydraulic leakage in the cylinders or control
valve. Before testing the drift:
1. Put a rated capacity load on the forks on the lift

truck. Operate the lift truck through a complete lift
and tilt cycle until the oil is at normal temperature
for operation, 45 to 55 C (113 to 131 F).
WARNING
2. Put the mast in a vertical position. Raise a rated

capacity load to a height of 2.5 meters (8.2 ft). In
the case of trucks with less than 2.5 meters (8.2 ft)
height extension, raise the load to the trucks
maximum height.

movement of the mast or carriage. Use wood
blocks and clamps to hold the mast in this
position. Keep hands and feet clear of any parts
that can move.
1. Check the chain adjustment and tilt cylinder
alignment and make necessary adjustments.
2. Lift the mast approximately 762 mm (30 in). Use
wood blocks and clamps to hold the mast in this
position.
3. Check the mast hinge bolts to make sure they are
tight.
4. Remove the blocks and clamps and lower the mast.
Tilt Drift Check.
3. The tilt drift is measured as the charge in the tilt

cylinder stroke. Measure any drift of the mast for
ten minute period.
Drift for shall not exceed 35.5 mm (1.40 in).
Drift Test For Lift System

1. Secure a rated capacity load on the forks of the lift
truck. Operate the lift truck through a complete lift
and tilt cycle until the oil is at normal temperature
of operation, 45 to 55 C (113 to 131 F).
2. Put the mast in a vertical position.
Raise a rated capacity load to a sufficient height to
test the lift cylinders.
3. Measure any drift of the carriage for a ten minute
period. Drift for all models shall not exceed 100.0
mm (4.00 in).
Vehicle Systems
77
Testing & Adjusting
Steering System
Steering Axle Stop Adjustment
Steer Wheel Bearing Adjustment

1
12
3
Bearing Adjustment
IDCS132S
(1)Nut (2) Lock Washer
Steer Angle
(1) Bolt. (2) Nut. (3) Bolt. (4) Nut. (5) Bolts. (A) 80 angle.
1. Tighten nut (1) slowly to 135 Nm (100 lbft)

while the wheels is rotated in both directions to
put the bearings into position.
Use the procedure that follows to make an adjustment

to the steer axle turning angle.
2. Loosen nut (1) completely. Tighten nut (1) again

to.............................. 50 5 Nm (37 4 lbft) .
1. Adjust the cylinder rod extension so it is equal on

both sides of the axle.
3. Put the lock washer (2) on the nut and align the
hole. In case of no match, rotate the nut (1)
about 1/32 turn clockwise.
2. Loosen nuts (2) and (4) on both sides of the steer

axle.
4. Apply loctite 242 on the threads of bots and

tighten them at 83 Nm (62 lbft).
3. Turn the steer wheel one direction until the steer

cylinder rod extension measures 94mm(3.7 in)
more than the straight ahead measurement.
4. Adjust stop bolt (1) on one side and stop bolt (3)
on the other.
5. Tighten nut (2) on one side and nut (4) on the
other side. Turn the steer wheel the opposite
direction and do the same procedure for the
opposite stop bolts. This will give a maximum
cramp angle of 80
Vehicle Systems
78
Testing & Adjusting
Steering Knuckle Bearing Preload

Adjustment
Steering System Pressure Check

If the steering system does not work correctly,
check the hydraulic tank for the correct oil level and
the hoses and connections for leakage. If all these
items are correct, use the Pressure Gauge Kit to
check the steering hydraulic system and its relief
pressure setting.
Hydraulic Steering Gear

(1) Elbow (Pressure line from priority valve).
IDCS133S
WARNING
Steering Knuckle Bearing Preload Adjustment

(6) Steering link. (7) Shims. (8) Cover. (9) Bolts.
Hydraulic pressure can cause personal injury.

Before any steering system hydraulic lines or
components are disconnected, make sure all
hydraulic pressure is released in the steering
system. Move the steer wheels to the left and
right and then to the straight forward direction.
1. During assembly of the steering knuckle, install

the upper bearing cup, cone and seal.
2. Install lower bearing group cover (8) without
shims. Tighten two opposed cover bolts (9) to a
torque of 5.6 Nm (50 lbin).
Check steering system relief pressure as follows:

1. Turn the engine off.
3. Measure the clearance between cover (8) and

the axle beam at each bolt with a feeler gauge.
2. Remove plug from elbow(1)

Install pressure-checking adapter(4) and connect
pressure-tube (5) and pressure gage (6).
Pressure gage(6) has a range of 28,000 kpa
(4,000psi).
4. Take an average of the measurements found in

Step 3. Select shims (7) equal in thickness to the
average clearance.
5. Remove the bearing group and install shims (7),
cover (8) and bolts (9). Tighten bolts (9) to a
torque of 556 Nm (405 lbft).
3. Move the seat to the normal position for

operation, turn the key switch to the ON position
and activate the hydraulic controls until the oil is
at a temper-ature for normal operation.
6. With steering links (6) disconnected from the

steering cylinder, check knuckle for 4.5 to 6.8
Nm(40 to 60 lbin) of rolling torque. Add or
remove shims from cover (8) to obtain the proper
rolling torque.
4. Turn the steer wheels to the left or right against

the stops and make a note of the indication on
the pressure gauge.
5. The indication on the pressure gauge must be
the priority valve relief setting of 9000 + 300 kPa
(1305+43.5 psi). If the indication is correct and a
problem exists, then there is possibly a
mechanical failure in the steering system.
7. Connect links (6) to the steering cylinder. Tighten

cylinder mounting bolts (5) to a torque of 460
60 Nm (340 40 lbft).
Vehicle Systems
79
Testing & Adjusting
6. If the indication is not correct, then there is

steering hydraulic failure in the components.
(6)
(5)
M10 X 1.0 THD
(4)
IDCS134S
(4) Pressure-Checking Adapter. (5) Pressure-Tube.

(6) Pressure Gauge.
7. If the steering gear and the priority valve are

working properly, the steering cylinder is
defective and must be repaired.
8. Correct the problem and check steering relief
valve pressure again.
a. With the engine running, turn the steer wheels in
any directions and read the indication on
pressure gauge (6).
b. If the indication is approximately the pressure
shown in Step 5, then the steering gear has a
hydraulic failure.
c. If the indication is too low or too high, then the
priority valve or its components must be replaced.
Vehicle Systems
80
Testing & Adjusting
Brake System
Parking Brake Test
Brake System Air Removal
WARNING
To prevent personal injury, the operator must
be ready to use the service brake if the parking
brake is not adjusted correctly and the lift truck
starts to move.
When the brake pedal resistance is spongy (not

solid) it is usually an indication that there is air in
the brake hydraulic system. The cause may be low
fluid or oil level, leakage in the system, a broken
brake line or a brake line that is not connected. To
remove air from the brake system, do the procedure
that follows.
1. Drive the fully loaded lift truck forward up a 15%

incline.
2. Half way up the incline, stop the lift truck with the
service brakes. Make an application of the
parking brake.
3. If the parking brake has the correct adjustment,
the lift truck will be held in this position.
4. If the parking brake does not hold, do the steps in
Parking Brake Adjustment.
IDCS213P
Right Bleed Screw Location (Left Not Shown)
(1) Bleed Screw.
1. Check the hydraulic oil level in oil reservoir and

fill if needed. See Operation and Maintenance
Manual.
2. Start the engine and keep it at low idle.
3. Put pressure on the brake pedal and open bleed
screw (1) to let air out of the system. Close bleed
screw (1), while pressure is still on the brake
pedal, then let the pedal return to the original
position.
4. Do Step 3 again as many times as necessary
until the brake liquid is free of air.
5. Use the procedure in Steps 3 and 4 again,
except this time use the left bleed screw (not
shown).
6. Check the hydraulic oil level again and fill as
required. See Operation and Maintenance
Manual.
Vehicle Systems
81
Testing & Adjusting
3. Bend lock (5) away from nut (6). Loosen nut (6)
until lever (4) is against stop (3).
4. Tighten nut (6) finger tight and bend lock (5) to

hold in place. Be sure to do this correctly.
5. Loosen nut (2).

6. Tighten screw (1) to a torque of 5.6 to 6.8 Nm
(50 to 60 lbin).
6
4
7. Loosen screw (1) 1.2 to 1.5 turns, hold in this

position and tighten nut (2).
1
2
3
IDCS212S
7
8
IDCS219S
(1) Screw. (2) Nut. (3) Stop.
(7) Switch Assembly.

(4) Lever.
(8) Screws.
(5) Lock. (6) Nut
8. Loosen screws (8).

NOTICE
Turn the adjustment screw clockwise to tighten.

Turning the screw too far counterclockwise could
allow parts to fall into the bottom of the transmission.
The transmission would then require disassembly to
remove the parts.
9. Adjust switch assembly (7) until switch actuation

occurs between the 2nd. Or 3rd click as the
parking brake is engaged. Tighten screws (8).
1. Put the parking brake control in the released

position.
2. Make sure lever (4) is against stop (3). If against
stop, go to Step 5. If not against stop, go to Step
3.
Vehicle Systems
82
Testing & Adjusting
SB4256E00
Apr. 2007
Vehicle System
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
G20E-5, G25E-5, G30E-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5
GC20P-5, GC25P-5, GC30P-5, GC33P-5
WARNING
in injury or death.
Index
Hydraulic Control Valves.................................... 5
Disassembly & Assembly.................................. 9
Hood (with seat) ................................................ 9
Overhead Guard.............................................. 10
Forks............................................................... 11
Backrest .......................................................... 11
Carriage .......................................................... 12
Assemble Carriage .......................................... 17
Mast ................................................................ 19
Assemble FFT Mast ........................................ 26
Assemble Quad Mast ...................................... 34
Standard Lift Cylinder ...................................... 42
Secondary Lift Cylinder.................................... 44
Primary Lift Cylinder ........................................ 47
Steering Wheel................................................ 60
Steering Unit ................................................... 61
Master cylinder ................................................ 70
Master Cylinder ............................................... 71
Steer Wheel & Bearing .................................... 74
Pneumatic Truck ............................................. 75
Tie Rod ........................................................... 77
Steering Knuckle, Kingpin, and Bearing ........... 77
Steer Axle........................................................ 79
Steering Cylinder ............................................. 80
Universal Joint................................................. 83
Counterweight ................................................. 83
WARNING
Disconnect batteries before performance of any
service work.
Vehicle Systems
Index
Hydraulic Control Valves

Removal and Install ation
5
WARNING
3
Hydraulic oil under pressure can remain in the

hydraulic system after the engine and pump have
been stopped. Personal injury can result if the
pressure is not released before any work is done
to the hydraulic system. To prevent possible
personal injury, turn the engine off and move the
control levers to make sure the hydraulic pressure
is released before any fitting, plug, hose or
component is loosened, tightened, removed or
adjusted. Always move the lift truck to a clean and
level location away from the travel of other
machines.
IDCD088P
3. Support control valve (3). Remove three bolts (5),

nut and control valve (3).
4. Install the control valve in the reverse order of
removal.
5. Fill the hydraulic tank to the correct level with fluid.
Refer to the Operation And Maintenance Manual for
further information.
IDCD087P
NOTE : For purposes of reassembly, put identification

marks on all lines, tubes and hoses before any
disconnections are made.
1. Disconnect seven lines (4) from control valve (3).
2. Remove the cotter pins, washers and pins (1) from
linkages (2).
Vehicle Systems
Disassembly of Hydraulic Control

Valve
Start By :
a. Remove hydraulic control valve.
NOTICE : For the sake of convenience in assembly,

put an identification mark on all valves.
Cover the all openings with plug to protect from dirt
and dust.
2. Release the bolt (4) and take apart the valve

sections.
3. Release the screw (5) and separate return cap from

valve. Then, remove the spool from the valve in
downward direction (cap side).
1. If necessasy, release the nut (2) and separate the

solenoid valve (1) from plunger (3).
Vehicle Systems
7
7
Assembly of Control valve
1. Make sure that all valve parts are clean and free
from dirt and dust.
7
IDCD221P
2. Assemble the spool (1), return cap (2) and valve

section, then fasten the screw (3). Replace seals
with the new one in case of leakage from cap side
or spool side caused by dent or scar on spool
4
4
4
4. Separate O-ring seals (7) from valve body.

Be careful not to miss the small spring and ball.
4
IE0M117S
Spring
Ball
5. Take apart the relief valve into plug (8), spring (9)
and poppet (10).
3. Install O-ring seals (4) on the valve body. Make sure

that the small ball and spring are installed.
6. If necessary, separate the lift lock valve (11) from

the lift block.
Vehicle Systems
4. Dust and dirt should be cleaned when you

assemble and disassemble the lift lock valve
7. Assemble the poppet (1), spring (2), relief plug (3)

into relief valve. Inspect the poppet and replace it
with new one if it has scar or dent.
NOTE : Until the repaired valve is mounted on the lift
truck, be sure to plug all openings.
5. Install and tighten the tie rods (7). Be sure that you
have to tighten the tie rods to the proper torque.
6. Install solenoid valve on the lift section. Before

assembly, inspece the O-rings (8) and replace
damaged or worn O-rings with new ones.
Vehicle Systems
Hood (with seat)

Remove & Install Hood (with seat)
Assembly
5. Remove the washers and four bolts (3).
WARNING
The hood and seat assembly can fall when nut (1)
is removed from the support cylinder rod. To avoid
personal injury, support the seat and hood
assembly before removing nut (1).
6. Release latch (4). Use the hoist to remove hood and

seat assembly. The hood and seat assembly weighs
approximately 52 kg (115 lb).
1. Raise the hood. Support the hood with a hoist.
7. Install the hood and seat assembly in the reverse

order of removal.
2. Remove nut (1) from the support cylinder. Remove

the cylinder rod from the bracket.
3. Lower the hood.
4. Remove the bolts (2) from the cover. Remove

cover.
Vehicle Systems
Overhead Guard
Remove & Install Overhead Guard
3. Remove the washers, nuts, and two bolts (3).

4. Remove front overhead guard (1), Front overhead
guard (1) weighs approximately 30 kg (66 lb).
1. Support overhead guard (1) with lifting straps and a

hoist.
5. Remove the washers, nuts, and four bolts (4).

6. Remove rear Leg (5).
7. Install front overhead guard (1) and rear leg (5) in
the reverse order of removal.
2. Remove the washers, nuts, and two bolts (2).
Vehicle Systems
10
Forks
Backrest
Remove & Install Forks
Remove & Install Backrest
2
2
IDCD003P
IDCD001
1. Fasten a hoist to the backrest. Remove bolts (2)

that fasten the backrest to the carriage.
2. Remove backrest (1). Backrest (1) weighs
3. Install backrest (1) in the reverse order of removal.
IDCD002P
1. Lift fork pin (1).

2. Use a suitable C-clamp, strap and hoist to support
the fork as shown.
3. Slide the fork to slot (2) in the middle of the carriage.
4. Remove the fork. The weight of the fork is
5. Repeat steps 1 through 4 for the remaining fork.
6. Install the forks in the reverse order of removal.
7. Put the forks in position. Lower both fork pins (1) to
lock the forks in position.
Vehicle Systems
11
NOTE: For purposes of reassembly, identify and mark

all hydraulic lines and connectors before removing or
disconnecting.
Carriage
Remove & Install Carriage for STD,
FFL & FFT
Tools Needed
Retaining Ring Pliers
A
1
Start By:
8
a. Remove forks.
b. Remove backrest.
3. Remove four bolts (8) from the chain guard/hose
support assembly (6). Set the hoses aside, clear
from the primary cylinder and cross head.
9
1
IDCD004P
1. Raise carriage (1). Position a wooden block as

shown. Lower carriage (1) onto the wooden block.
10
2. Disconnect two hydraulic lines (4) from side shifter

cylinder (2). Plug and cap all openings to prevent
contamination and debris from entering system.
4. Remove two bolts (9) from the hose mounting

bracket. Set the hoses aside. Remove two nuts (10)
from the chain anchors. Set the chains aside, clear
from the mast.
WARNING
To prevent personal injury be sure pressure in the
hydraulic system has been released before
disconnecting any hydraulic lines. Slowly loosen
the cap of the hydraulic tank to release any
pressure in the tank. Be cautious of hot hydraulic
oil when any lines are disconnected in the
hydraulic system.
Vehicle Systems
12
11
11
12
12
IDCD008
IDCD008P
5. Use tool (A) to remove retainer ring (11) from the

cross head shaft.
10. Install cross head (12) and retaining ring (11).
6. Remove cross head (12) from the shaft.
15
10
14
IDCD010P
7. Raise the inner mast to pull out carriage as shown.

8. Remove carriage from bottom of inner mast (15).
Carriage (14) weighs approximately 116kg (255 lb).
11. Put the chains in position over cross head (12).
Install nuts (9) onto the chain anchors to a torque
of 270 40 Nm (200 30 lbft).
Install bolts (10) onto the hose mounting bracket.
NOTE: Use the following steps to install the carriage.

9. Raise the inner mast to put in the carriage onto the
mast, and lower the inner mast to cover carriage
(1) bearing fully.
Vehicle Systems
13
Remove & Install Carriage for Quad

Mast
Start By:
a. Remove forks.
b. Remove backrest.
12. Install chain guard/hose support assembly (6) and

four bolts (8) to a torque of 28 7 Nm (20 5
lbft).
13
1. Raise carriage and remove stopper bolts (13).
13. Connect two hydraulic line (4) in their original

positions.
1
End By:
IDCD004P
a. Install backrest.
b. Install forks.
2. Raise carriage (1). Position a wooden block as

shown. Lower carriage (1) onto the wooden block.
3. Disconnect two hydraulic lines (4) from side shifter
cylinder (2). Plug and cap all openings to prevent
contamination and debris from entering system.
Vehicle Systems
14
WARNING
hydraulic system.
15
NOTE: For purposes of reassembly, identify and mark

all hydraulic lines and connectors before removing or
disconnecting.
14
6
IDCD010P
6. Raise the inner mast to pull out carriage as shown.

7. Remove carriage from bottom of inner mast (15).
Carriage (14) weighs 116kg (255 lb).
NOTE: Use the following steps to install the carriage.
8. Raise the inner mast to put in the carriage onto the
mast, and lower the inner mast to cover carriage
bearing fully.
4. Remove four bolts (8) from the chain guard/hose

support assembly (6). Set the hoses aside, clear of
the primary cylinder and cross head.
12
9-1
9. Put the chains in position over cross head (12).

Install nuts (9) onto the chain anchors to a torque of
800 100 Nm (600 75 lbft).
5. Set the hoses aside. Remove two nuts (9) from the
chain anchors. And remove nuts (9-1) of clamp
together. Set the chains aside, clear of the mast.
Vehicle Systems
15
Disassemble Carriage
6
Start By:
8
a. Remove carriage.
10. Install chain guard/hose support assembly (6) and

four bolts (8) to a torque of 28 7 Nm (20 5
lbft).
Typical Example
1. Remove the roll pins and pins (2) to disconnect
chains (1).
11. Connect two hydraulic line (4) in their original

positions.
13
2. Remove four lower roller bearings (3) and theshims

from the carriage.
12. Install stopper bolt (13) on the inner mast.

End By:
a. Install backrest.
b. Install forks.
3. Remove screw (5) and washer (4). Remove

toproller bearings (6) and the shims.
Vehicle Systems
16

Part No.
Bearing Size
D581814
Under Size
D581815
Standard
D581816
Over Size
Assemble Carriage
Triple Lift carriage load bearings are all adjusted the
same way. The Full Free Triple Lift carriage is shown
in the following illustrations.
Bearing O.D. *
108.6 mm (4.276 in)
109.6 mm (4.276 in)
110.7 mm (4.358 in)
* Permissible tolerance 0.08 mm (.003in)
To make the carriage clearance adjustments, carriage

must be removed from the mast.
Use the procedure that follows to adjust carriage load
bearings.
B 5
IDCD014P

VIEW A-A
3. Install enough shims (4) that have been divided into

two equal groups behind bearings (3). At installation,
there is to be contact [zero clearance (A)] between
the bearings and the narrowest point of inner mast.
6
B
VIEW B-B
4. Do step 2 through 3 for other sets of bearings (8),

(9).
7
A
C VIEW C-C 8
IDCS125S
3
Carriage Adjustment
(3) Upper bearings. (4) Shims. (5) Bolt. (6) Screw. (7)
Middle bearings. (8) Lower bearings. (A) Zero
clearance. (B) 6.0 to 9.0 mm. (.236 to .354 in)
clearance. (C) Minimum clearance.
IDCD015P

IDCD016P
Vehicle Systems
17
5. Tighten screw (5) that holds the top bearings to the

carriage to a torque of 34 7 Nm (25 5 lbft)
11
IDCD009
6. In case of Quad mast shim stop bolt (11) as

required to obtain a 6 to 9 mm (.24 to .35 in) lap with
top carriage stop on the inner upright.
8
6
7
9
IDCD011P
7. Position chains (6) on the carriage. Install pins

(7) and the roll pins.
End By:
a. Install carriage, raise the inner mast and insert the
carriage from the bottom of inner mast.
Vehicle Systems
18
Mast
4
Remove & Install Mast

Start By:
5
a. Remove forks.
3. Disconnect two hydraulic lines (4).
WARNING
Tilt cylinders (7) can drop when pin (6) is removed.
To avoid component damage or personal injury,
support tilt cylinder (7) while removing pin (6).
1. Support mast assembly (2) with a hoist and two
straps (1) as shown.
4. Remove bolt (5) from each side of mast assembly

(2).
5. Remove pin (6) from the tilt cylinders on each side
of the mast assembly (2).
IDCD020P
NOTICE
Place identification marks on all hydraulic connectors
and hoses to assure proper installation. Plug and cap
all hydraulic connectors and hoses to avoid debris and
contamination from entering the system.
6. Tilt forward mast assembly (2) about 8 with the

hoist. Remove bolts (8) from each side of the base
of mast assembly (2).
2. Disconnect hose (3).
Vehicle Systems
19
Disassemble Mast for FFT

WARNING
NOTE : The standard, Full Free Lift and Full Free
Triple Lift mast are almost the same way. The mast
shown in the following illustrations is the Full Free
Triple Lift mast.
Loosen the tension of straps to be connected with

hoist when mast assembly (2) is tilted forward.
If straps are too tight, mast assembly (2) could
slide off when bolts (8) are removed.
Start By:
7. Use the hoist to remove mast assembly (2) from the
machine.
a. Remove primary lift cylinder.
8. Install the mast in the reverse order of removal.
b. Remove mast.
End By:
NOTE: The following disassembly and assembly

procedure is for a full free triple lift mast.
a. Install forks.
b. Fill hydraulic oil to tank*.
* Refer to the Operation And Maintenance Manual for

IDCD021P
1. Remove hoses (1) along with the hose support

clamps.
3
4
IDCD023P
2. Remove hose sheave (3).

3. Remove chain nut (4) from the top of the mast
(each side).
Vehicle Systems
20
IDCD024P
4. Disconnect and remove chains (5) from the bottom

of the mast.
7. Fasten a nylon strap and hoist to secondary

cylinder (9) as shown. Remove secondary cylinders
(9). Each cylinder weighs 50 kg (110 lb).
10
IDCD025P
IDCD028P
8. Check the condition of bearings (10) located in each

of the tilt cylinder pin bores. Replace
bearings (10) with new if worn or damaged.
5. Remove top cylinder retainer bolt (6) from each side

of the mast.
11
IDCD029P
IDCD026P
6. Remove cylinder retainer brackets (8) from each

cylinder.
Vehicle Systems
9. Remove mast mounting pins (11) from the mast

mounting bores.
21
15
12
IDCD033P
IDCD030P
10. Check the condition of the bearings (12) located in

each of the mast mounting bores.
Replace the bearings (12) with new if worn or
damaged.
13. Fasten nylon straps and a hoist to the intermediate

mast channel (15). Remove mast channel (15).
The
intermediate
mast
channel
weighs
approximately 168kg (370 lb).
16
13
17
IDCD031P
IDCD034P
14. Remove rollers (16) and the shims from the

intermediate mast channel.
11. Fasten nylon straps and hoist to inner channel (13).

Remove inner channel (13). The weight of the
inner channel is 150kg (330 lb).
15. Remove nylon pads (17) and the shims.
18
19
14
IDCD032P
IDCD035P
12. Remove rollers (14) and the shims from the inner
channel mast.

stationary mast channel.
Vehicle Systems
22
Disassemble Quad Mast

Start By:
b. Remove mast.
5
NOTE: The following disassembly and assembly

procedure is for Quad Mast.
5-1
4. Disconnect and remove chains (5) and chain anchor

block (5-1) from the bottom of the mast.
1. Remove all hoses (1) along with the hose support

clamps.
5. Remove top cylinder retainer bolt (6) from each side

of the mast.
2. Remove hose sheave (3).

3. Remove chain nut (4) from the top of the mast
(each side).
6. Remove cylinder retainer brackets (8) from each

cylinder.
Vehicle Systems
23
IDCD030P
IDCD027P
7. Fasten a nylon strap and hoist to secondary cylinder

(9) as shown. Remove secondary cylinders (9).
Each cylinder weighs 50 kg (110 lb).
10. Check the condition of the bearings (12) located in

each of the mast mounting bores.
Replace the bearings (12) with new if worn or
damaged.
NOTE: LH, RH secondary cylinders are different.

Identity or mark each cylinder for purpose of
reassembly.
10
IDCD028P
11. Fasten nylon straps and hoist to inner channel (13).

Remove inner channel (13). The weight of the
inner channel is 150kg (330 lb).
8. Check the condition of bearings (10) located in each

of the tilt cylinder pin bores. Replace
bearings (10) with new if worn or damaged.
11
14
IDCD029P
IDCD032P
9. Remove mast mounting pins (11) from the mast

mounting bores.
Vehicle Systems
12. Remove rollers (14) and the shims from the inner
channel mast.
24
13. Fasten nylon straps and a hoist to the inner

intermediate mast channel. Remove that mast
channel and then remove the onter intermediate
mast channel (15) in the same way. The each
intermediate mast channel weighs 168kg (370 lb).
16
17
IDCD034P

intermediate mast channels.
18
19
IDCD035P

stationary mast channel.
Vehicle Systems
25
Assemble FFT Mast

Triple Lift mast load bearings are all adjusted the
same way. The mast shown in the following
illustrations is the Full Free Triple Lift mast. Also, the
actual appearance would be different partially
1. Make sure all parts are clean and free of dirt and
foreign material.
IDCD036P
2. Check all parts for damage, use new parts for

replacement.
A. Lower Bearing Adjustment of Intermediate Mast
4. Find narrowest point by ruler on the staionary mast

in the area where the bearings make contact at 475
mm (18.7 in) channel lap.
NOTE: When installing shims (2) behind bearings (1),

5. Install the correct amount of shim (2) behind rollers

until contact (zero clearance) is made between the
rollers.
A
B
C
IDCS123S
(3) Bearing. (4) Bearing. (5) Shims. (6) Shims.

obtain minimum clearance (B) between bearing and
channel leg for full channel length. Must use same

Part No.
Bearing Size
Bearing O.D. *
D581814
Under Size
108.6 mm (4.276 in)
D581815
Standard
109.6 mm (4.276 in)
D581816
Over Size
110.7 mm (4.358 in)
* Permissible tolerance 0.08 mm (.003 in)
Vehicle Systems
26
NOTICE
When the correct amount of shim has been installed
behind rollers (1) there will be contact (zero clearance)
between the rollers and the inner mast at most narrow
point of mast (refer to step 4)
A
B
C
IDCD037P
IDCS123S
IDCD033P

lower and stationary upper basically. Lifting by crane,
insert intermediate mast into stationary mast from
the upper side.
IDCD039P
7. Make sure intermediate mast lower bearings are

properly shimmed in the stationary mast by rolling
up and down and moving intermediate mast to right
and left. If clearance between both masts can be
detected, pull out the intermediate mast from the
stationary mast with crane and add shim 0.5 mm or
1 mm to both intermediate lower bearings.

Vehicle Systems
27
E
7
8
F
IDCD039P

bearings can be easily extruded by pulling down the
inner mast from the bottom of stationary mast. If
intermediate mast is stuck and cannot move by
rolling up and down, there might be excessive shim.
Pull out the intermediate mast from the stationary
mast and remove shim 0.5 mm to both intermediate
lower bearings. Repeat same procedure of above
until properly shimmed. There is to be contact zero
clearance (C) between intermediate lower bearings
and stationary channel at approximately 475 mm
(18.7 in) channel lap.
10
IDCS124S
B. Upper Bearing Adjustment of Stationary Mast
IDCD038P

mast with crane and add shim 0.5 mm or 1 mm to
both stationary upper bearings.
IDCD033P

stationary mast. Install 1 mm shim to each bearing
of stationary mast upper basically. Bearing should
be selected D581814 under size bearing.
Vehicle Systems
28
E
7
8
IDCD039P
F
down the inner mast from the bottom of stationary
mast. If intermediate mast is stuck and cannot
excessive shim. Pull out the intermediate mast
from the stationary mast and remove shim 0.5 mm
to both stationary upper bearings. Repeat same
procedure of above until properly shimmed. There
is to be contact zero clearance (C) between
stationary upper bearings and the widest point of
8
E
10
IDCS124S

IDCD033P
0.80 mm (.031 in) maximum clearance (E)
pads of stationary upper can be easily extruded by
pulling down the inner mast from the bottom of
stationary mast.
Vehicle Systems
29
D. Lower Bearing Adjustment of Inner Mast
IDCD031P

and intermediate upper basically. Lifting by crane,
insert inner mast into intermediate mast from the
upper side.
A
B
IDCS123S
(A) Zero clearance. (B)Minimum clearance. (C)Zero clearance.
obtain minimum clearance (B) between bearing
and channel leg for full channel length. Must use
same bearing on left and right side.
A
B

Part No.
Bearing Size
D581814
Under Size
D581815
Standard
D581816
Over Size
Bearing O.D. *
108.6 mm (4.276 in)
109.6 mm (4.276 in)
110.7 mm (4.358 in)
C
IDCS123S

16. Make sure inner mast lower bearings are properly

shimmed in the intermediate mast by rolling up
and down and moving inner mast to right and left.
If clearance between both masts can be detected,
pull down the inner mast from the bottom of
intermediate mast. Inner lower bearings can be
easily extruded. Add shim 0.5 mm or 1 mm to
both inner lower bearings. If inner mast is stuck
and cannot move by rolling up and down, there
might be excessive shim. Pull out the inner mast
from the intermediate mast and remove shim 0.5
mm to both inner lower bearings. Repeat same
is to be contact zero clearance (C) between inner
lower bearings and intermediate channel at
narrowest point.
IDCD040P
14. Find narrowest point by ruler on the intermediate

mast in the area where the inner lower bearings
make contact full length of intermediate mast
excluding minimum channel lap 475 mm (18.7 in).
Vehicle Systems
30
E. Upper Bearing Adjustment of intermediate Mast

F. Upper Pad Adjustment of Intermediate Mast
IDCD041P
17. If the bearings were removed from the mast

mounting blocks, install new ones.
20. Fasten a hoist and nylon strap to secondary

cylinder (12). Install secondary cylinders (12) into
the stationary mast.
13
11
IDCD042P
IDCD026P
18. Put a small amount of clean grease on mounting

pins (11). Install mounting pins (11) into mast
mounting blocks.
21. Install secondary cylinder mounting brackets (13)

over the secondary cylinders.
IDCD025P
IDCD043P
19. If the bearings were removed from the tilt cylinder

pin bores, install new ones.
Vehicle Systems
14
22. Install top retainer bolts (14) for the secondary

cylinders.
31
19
13
15
IDCD044P
27. Install the lift hose support bracket (19) and hoses.
IDCS322S
23. Install hydraulic steel tube to each secondary

cylinder. When install the steel tube, assembling
angle should be kept as shown in above figure.
16
IDCD045P
28. Install primary lift cylinder.
IDCD024P
24. Connect chains (16) at the bottom of the mast.
18
16
IDCD023P
IDCD010P
25. Connect chains (16) at the chain bracket of

stationary mast upper.
29. Install carriage assembly from the bottom of inner

mast
26. Install sheave (18) of lift hose.
Vehicle Systems
32
20
IDCD008P
30. Install cross head (20) to primary lift cylinder.
33. Install mast to lift truck.
31. Install carriage chains to primary lift cylinder.
22
21
32. Install hydraulic hose (21) of side shifter to side

shifter cylinder (22).
Vehicle Systems
33
Assemble Quad Mast

1. Make sure all parts are clean and free of dirt and
foreign material.
2. Check all parts for damage, use new parts for
replacement.
A. Lower Bearing Adjustment of Outer
Intermediate Mast
IDCD036P
4. Find narrowest point by ruler on the staionary mast

in the area where the bearings make contact at 475
mm (18.7 in) channel lap.
5. Install the correct amount of shim (2) behind rollers
until contact (zero clearance) is made between the
rollers.

(3, 4, 5) Bearing (6, 7, 8) Shims.
3. Select lower bearings (3), (4) and (5) from the chart
to obtain minimum clearance (D) between bearing
Part No.
D581814
D581815
D581816

Bearing Size
Bearing O.D. *
Under Size
108.6 mm (4.276 in)
Standard
109.6 mm (4.276 in)
Over Size
110.7 mm (4.358 in)
* Permissible tolerance 0.08 mm (.003 in)
Vehicle Systems
34
NOTICE
When the correct amount of shim has been installed
behind rollers (1) there will be contact (zero clearance)
between the rollers and the inner mast at most narrow
point of mast (refer to step 4)
IDCD037P

(3, 4, 5) Bearing (6, 7, 8) Shims.

lower and stationary upper basically. Lifting by crane,
insert intermediate mast into stationary mast from
the upper side.
IDCD039P
7. Make sure outer intermediate mast lower bearings

are properly shimmed in the stationary mast by
rolling up and down and moving outer intermediate
mast to right and left. If clearance between both
masts can be detected, pull out the intermediate
mast from the stationary mast with crane and add
shim 0.5 mm or 1 mm to both intermediate lower
bearings.

Vehicle Systems
35
IDCD039P
8. If intermediate mast is stuck and cannot move by

rolling up and down, there might be excessive shim.
Pull out the outer intermediate mast from the
stationary mast and remove shim 0.5 mm to both
outer intermediate lower bearings. Repeat same
procedure of above until properly shimmed. There is
to be contact zero clearance (C) between
intermediate lower bearings and stationary channel
at approximately 475 mm (18.7 in) channel lap.

(E, F, G) Zero clearance. (H) 0.80 mm (.031 in) Clearance
maximum. (9) Pads. (10) Shims. (11, 12, 13) Shims.
B. Upper Bearing Adjustment of Stationary Mast
IDCD039P
IDCD033P

mast with crane and add shim 0.5 mm or 1 mm to
both stationary upper bearings.

stationary mast. Install 1 mm shim to each bearing
of stationary mast upper basically. Bearing should
be selected D581814 under size bearing.
Vehicle Systems
36
11. If outer intermediate mast is stuck and cannot

excessive shim. Pull out the outer intermediate
mast from the stationary mast and remove shim
0.5 mm to both stationary upper bearings. Repeat
same procedure of above until properly shimmed.
There is to be contact zero clearance (G) between
stationary upper bearings and the widest point of

(E, F, G) Zero clearance. (H) 0.80 mm (.031 in) Clearance
maximum. (9) Pads. (10) Shims. (11, 12, 13) Shims.
IDCD033P
0.80 mm (.031 in) maximum clearance (H)
pads of stationary upper can be easily extruded by
pulling down the inner mast from the bottom of
stationary mast.
Vehicle Systems
37
D. Inner Intermediate Mast Adjustment.

Follow same procedure with above A~C.
E. Lower Bearing Adjustment of Inner Mast
IDCD040P
14. Find narrowest point by ruler on the inner

intermediate mast in the area where the inner
lower bearings make contact full length of inner
intermediate mast excluding minimum channel lap
475 mm (18.7 in).

IDCD031P

and inner intermediate upper basically. Lifting by
crane, insert inner mast into intermediate mast
(3, 4, 5) Bearing (6, 7, 8) Shims.
obtain minimum clearance (B) between bearing
Part No.
Bearing Size
Bearing O.D. *
D581814
Under Size
108.6 mm (4.276 in)
D581815
Standard
109.6 mm (4.276 in)
D581816
Over Size
110.7 mm (4.358 in)
Vehicle Systems
38
F. Upper Bearing Adjustment of Inner Intermediate

Mast
G. Upper Pad Adjustment of Inner Intermediate
Mast

IDCD041P
(3, 4, 5) Bearing (6, 7, 8) Shims.
17. If the bearings were removed from the mast

mounting blocks, install new ones.
16. Make sure inner mast lower bearings are properly

shimmed in the intermediate mast by rolling up
and down and moving inner mast to right and left.
If clearance between both masts can be detected,
pull down the inner mast from the bottom of
intermediate mast. Inner lower bearings can be
easily extruded. Add shim 0.5 mm or 1 mm to both
inner lower bearings. If inner mast is stuck and
cannot move by rolling up and down, there might
be excessive shim. Pull out the inner mast from
the inner intermediate mast and remove shim 0.5
mm to both inner lower bearings. Repeat same
is to be contact zero clearance (C) between inner
lower bearings and inner intermediate channel at
narrowest point.
11
IDCD042P
18. Put a small amount of clean grease on mounting

pins (11). Install mounting pins (11) into mast
mounting blocks.
IDCD043P
19. If the bearings were removed from the tilt cylinder

pin bores, install new ones.
Vehicle Systems
39
Hole
Hole
Bar
20. Fasten a hoist and nylon strap to secondary

cylinder (12). Install secondary cylinders (12) into
the stationary mast.
23. Put the end bar of cylinder into the hole of

stationary masts lower stay, then the angles of
part become spontaneously 45.
13
16-1
16
21. Install secondary cylinder mounting brackets (13)

over the secondary cylinders.
24. Connect chains (16) and anchor block (16-1) at the

bottom of the mast.
18
16
19
14
16
22. Install top retainer bolts (14) for the secondary

cylinders.
25. Connect chains (16) at the chain bracket of

stationary mast upper.
26. Install sheave (18) of lift hose.
Vehicle Systems
40
Lift Hose
27. Install the lift hose along with the hose support
clamps.
30. Install carriage chains to primary lift cylinder.
22
21
IDCD005P
28. Install primary lift cylinder and assemble bolt (a).
31. Install hydraulic hose (21) of side shifter to side

shifter cylinder (22).
32. Install mast to lift truck.
IDCD010P
29. Install carriage assembly from the bottom of inner

mast
Vehicle Systems
41
Standard Lift Cylinder

4
Disassemble Standard Lift Cylinder

Start By:
a. Remove standard lift cylinders.
IDCD409P
4. Remove rod (4) from the cylinder body.
IDCD399P
5
1. Put standard lift cylinder (1) in position on vise (A).

IDCD409P
5. Remove split rings (5) from the cylinder rod.

2
IDCD007P
2. Loosen set screw (2) with wrench (B).

6. Remove O-ring seal (6) and back-up ring (7) from
the bearing.
IDCD407P
3. Remove bearing (3) with wrench (C).

IDCD411P
7. Remove wiper seal (8) and seal (9) from the bearing.
Vehicle Systems
42
Assemble Standard Lift Cylinder
5. Install cylinder rod (6) in the cylinder body.

IDCD411P
1. Install seal (2) in the bearing.

2. Install wiper seal (1). Install the seal with the lip
toward the outside.
IDCD407P
6. Install bearing (7) on the cylinder rod and tighten

using wrench (C).
4
IDCD410P
NOTE : Install back-up ring (4) with the curved side

contacting the O-ring seal.
3. Install O-ring seal (3) and back up ring (4) into the
bearing.
B
IDCD406P
7. Tighten setscrew (8) with wrench (B) to a torque of

61 Nm (539 lbin).
End By:
a. Install standard lift cylinders.
IDCD409P
4. Install split rings (5) on the cylinder rod.
Vehicle Systems
43
Secondary Lift Cylinder

Disassemble Secondary Lift Cylinder
Tools Needed
Hydraulic Cylinder Repair Stand
Wrench Assembly
A
1
B
1
Start By:
a. Remove standard lift cylinders.
IDCD204P

A
1
IDCD201P
1. Put standard lift cylinder (1) in position on tool (A).
IDCD206P
4. Remove stop ring (4) from the cylinder rod.
5. Remove wear ring(5), U-packing(6) and backup

ring(7).
IDCD203P
2. Remove bearing (2) with tool (B).

10
IDCD207P
6. Remove retaining ring(8), spacer(9) and check

valve(10).
Vehicle Systems
44
7. Remove ring (11), wear ring (12) and O-ring (13)

from the bearing.
16
14
15
IDCD209P
8. Remove wiper seal (14) and retaining ring (15) from

the bearing.
9. Remove U-packing (16).
Vehicle Systems
45
Assemble Secondary Lift Cylinder

10
11
IDCD206P
13
12
5. Install stop rings (10) on the cylinder rod.
IDCD209P
6. Install wear ring (11), U-packing (12) and backup

ring (13).
1. Install U-packing (1) in the bearing.

2. Install wiper seal (2) and retaining ring (3). Install
the seal with the lip toward the outside.
14
4
IDCD204P
6
IDCD208P
3. Install O-ring (4), wear ring (5) and ring (6) in the
bearing.
B
15
IDCD203P
IDCD207P
8. Install bearing (15) on the cylinder rod and tighten

using tool (B).
End By :
4. Install check valve (7), retaining ring (8) and spacer

(9).
Vehicle Systems
a. Install secondary lift cylinders.
46
Primary Lift Cylinder

Remove & Install Primary Lift
Cylinder
Start By:
a. Remove carriage.
WARNING
3. Pull the cylinder out far enough to disconnect elbow
(2). Remove primary lift cylinder. Weight is roughly
27 kg (60 lb).
To prevent personal injury, move the control

levers backward and forward to release any
pressure in hydraulic system. Slowly loosen the
cap of the hydraulic tank to release any pressure
in the tank. Be cautious of hot hydraulic oil when
any lines are disconnected in the hydraulic system.
NOTE : The following steps are for the installation of

the primary lift cylinder.
4. Put primary lift cylinder (3) in position on the mast.
5. Connect elbow (2).
6. Install bolt bolts (1).
End By:
a. Install carriage.
IDCD059P
1. Fasten nylon straps and hoist to the primary lift

cylinder.
2. Remove bolts (1).
Vehicle Systems
47
Disassemble Primary Lift Cylinder

Tools Needed
Wrench Assembly
B
1
Start By:
IDCD211P
1
4. Remove piston seal (4).
5
6
IDCD210P
1. Remove flow protector valve (1) from the cylinder

body.
IDCD212P
2
5. Remove retaining ring (5), and check valve (6).
A
3
IDCD215P
2. Remove rod cover (2) with tool (A).
IDCD213P
6. Remove O-ring (7).
Vehicle Systems
48
10
4
IDCD214P
IDCD213P
7. Remove wiper seal (8) and retaining ring (9) and Upacking (10) from the rod cover.
3. Install O-ring seal (4).
Assemble Primary Lift Cylinder

Tools Needed
Wrench Assembly
IDCD212P
4. Install check valve (5), retaining ring (6).

1
IDCD214P
1. Install U-packing (1) in the rod cover.

7
2. Install wiper seal (2) and retaining ring (3). Install

the seal with the lip toward the outside.
IDCD211P
5. Install wear ring (7), piston seal (8) on the cylinder

rod.
Vehicle Systems
49
10
1
9
A
3
IDCD215P
WARNING
7. Install rod cover (10) on the cylinder body. Use tool

(A) to tighten bearing.
To prevent personal injury, move the control

levers backward and forward to release any
pressure in hydraulic system. Slowly loosen the
cap of the hydraulic tank to release any pressure
in the tank. Be cautious of hot hydraulic oil when
any lines are disconnected in the hydraulic system.
11
1. Disconnect the connector (1). Remove retainer bolt

(2) and pin (3).
IDCD210P
8. Install flow protector valve (11) on the cylinder body.
End By:
6
a. Install primary lift cylinder.
Tilt Cylinder
2. Remove retainer bolt (6) from pin (5). Remove pin

(6).
Remove & Install Tilt Cylinders
3. Remove tilt cylinder (4).
NOTE: The procedure for removing and installing the

tilt cylinders is the same for both cylinders.
4. Install the tilt cylinder in the reverse order of

removal.
WARNING
If both tilt cylinders are removed at the same time
the mast can fall. To avoid possible personal
injury, make sure the mast is securely held in
place or supported by a hoist before removing the
tilt cylinders.
Vehicle Systems
50
Disassemble & Assemble Tilt

Cylinders
4. Remove piston and seal assembly (4) from the

cylinder rod.
Tools Needed
Spanner Wrench
5. Remove head assembly (5).
A
1
Start By:
a. Remove tilt cylinder.
A
8
IDCD423P
6. Remove spacer (6) from the cylinder rod.

7. Loosen the nut and bolt on the rod eye Remove
cylinder rod (7) and shims (8).
IDCD421P
10
1. Use tool (A) to remove head (1) from the cylinder

body.
9
NOTICE
Use extra care not to damage the highly finished
surface of the cylinder rod and the bore of the cylinder
body during disassembly and assembly of the tilt
cylinder.
IDCD424P
2. Remove rod assembly (2) from the cylinder body.
8. Remove seal assembly (10) and O-ring seal (9)

from the piston.
IDCD422P
3. Remove nut (3) from the cylinder rod.
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51
11
14
15
16
IDCD253P
IDCD426P
9. Remove seal (11) from the spacer.
12. Install seal (14) in the head. Position the lip of the
seal toward the inside of the head.
13. Install seal (15).
12
14. Install seal (16) in the cylinder head. Position the

lip of seal (16) toward the outside of the cylinder
head.
13
12
IDCD425P
10. Remove O-ring seal (12) and back-up ring (13)

from the head.
13
IDCD425P
NOTE: The curved side of back up ring (13) should

contact O-ring seal (12).
14
15. Install O-ring seal (12) and back-up ring (13).

Make sure the curved side of back-up ring (13) is in
contact with O-ring seal (12).
15
16
IDCD426P
11. Remove seals (14), (15), and (16) from the head.
NOTE: Use the following steps to assemble the tilt
cylinder.
Vehicle Systems
52
10
11
IDCD258P
IDCD424P
16. Install seal (11) in the spacer.
19. Install seals (10) and O-ring seal (9) on the piston
IDCD423P
IDCD422P
17. Install spacer (6).
20. Install head assembly (5) on the cylinder rod.
18. Install shims (8) and rod eye (2). Tighten the bolt
on rod eye (2) to a torque of 9515 Nm (7011
lbft).
21. Install piston assembly (4) onto the cylinder rod.

22. Install nut (3). Tighten nut (3) to a torque of
27030 Nm (20022 lbft).
IDCD427P
23. Install the rod assembly in the cylinder body.
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53
Disassemble & Assemble Master

hydraulic Pump
for D20/25/30S-5, G20/25/30E-5, G20/25/30P-5
,GC20/25/30E-5, GC20/25/30P-5
4. Remove a gear assemble (4) from a gear body (5)
1. Remove the eight screw bolts (1).
5. Remove a wear plate (6) from a bottom of gear

body.
2. Remove a mounting flange (2) from pump assembly.
6. Remove a seal (7) and a back up gasket (8) from a

wear plate.
3. Remove a wear plate (3) from pump assembly.
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54
Disassembly of Pump
for D33SC, D35SC, G33P, G35P
7. Remove gear body (9).
1 .Put the unit back side down to your work place.
8. Remove a seal (10) from gear body.
2. Remove all fasteners, bolts and units.
9. Remove a seal (11) from an end block (12).

10. Assemble the pump in the reverse order of
disassembly.
3. Put all removed parts on a safe place.
Tightening torque of each screw bolt; 34 to 37 N.m
Vehicle Systems
55
4. Remove the mounting flange (1) and gear sets (2)

from the bottom of body.
8. Check balance plates, and sealing parts.
5. Remove the snap ring (3).
9. Assemble new sealing parts, the rubber seal first (4),

the plastic seal (5) on top.
10. Remove the section seal (6) from the mounting

flange (7).
6. Use proper and safe tools for the operation
7. Push out shaft seal

Vehicle Systems
11. Clean all mounting faces of the mounting flange

from sealant and dirt.
56
12. Be careful, avoid mechanical surface damages.
2. Assemble carefully the gear set (3).
13. Clean all mounting faces of body from sealant and

dirt.
3. Put the upper balance plate (4) on top of the gear

set. Position is rotation sensitive!
Assembly of pump
for D33SC, D35SC, G33P, G35P
4. Prepare the shaft seal for assembly. Use a proper

assembly fixture
1. Assemble the lower balance plate (1) into the body

(2), sealing parts can be fixed with grease. Position
is rotation sensitive!
5. The shaft seal should be packed with some grease.

Vehicle Systems
57
6. Press in the shaft seal to bottom of the shaft seal

bore.
10. Put a rope of Loctite sealant out side the interlock

track on the body (it's for corrosion protection)
7. Assemble the snap ring.
11. Fit an assembly fixture for shaft sea protection to

the drive shaft.
8. Check the section seal. Use of a new one is

recommended in each case.
12. The assembly fixture should be oiled with clean

hydraulic fluid to lubricate the shaft seal lip during
assembly.
9. Clean all assembly faces again.

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58
13. Fit the mounting flange careful from top down to

the body. Fit the interlock track correct.
14. Remove the shaft seal protection fixture careful.
15. Fit fasteners, bolts or nuts with correct assembly

torque.
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59
Steering Wheel
Remove & Install Steering Wheel
1. Remove cap (1) from the steering wheel.
2. Remove nut (2) and washer (3) from the steering

wheel shaft. Put location marks on the steering
wheel and the steering wheel shaft for installation
purposes.
3. Remove the steering wheel from the shaft.
NOTE : Use the following steps to install the steering
wheel.
4. Put the steering wheel on the steering wheel shaft
in its original position.
5. Install washer (3) and nut (2). Tighten nut (2) to a
torque of 80 7 Nm (60 5 lbft).
6. Install cap (1).
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60
1. Disconnect (4) tubes and (1) hose assembled to

steering unit.
Steering Unit
Remove & Install Steering Unit
Start By:
a. Remove covers from steering wheel group
WARNING
hydraulic system.
2. Remove four bolts (1).
NOTE : Identify and mark all hydraulic hoses for

purposes of reassembly.
NOTICE
Steering unit (2) and column (3) can separate after
bolts (1) have all been removed, causing unit (2) to fall.
To avoid damaging components, support the steering
pump while removing bolts (1).
3. Support steering unit (2) while removing the

remaining two bolts (1). Remove steering unit (2).
4. Install the steering unit in the reverse order of
removal.
End By :
a. Install the cover on steering wheel group.
Vehicle Systems
61
Disassemble Steering Unit

Cleanliness is extremely important when repairing a
steering unit. Work in a clean area. Before
disconnecting lines, clean port area of unit thoroughly.
Use a wire brush to remove foreign material and
debris from around exterior joints of the unit.
Although not all drawings show the unit in a vise, we
recommend that you keep the unit in the vise during
disassembly. Follow the clamping procedures
explained throughout the manual.
End Cap Cap Screw
Seal
Gerotor (Meter) End
IDCD279S
2. Remove 5/16 inch cap screws and washers if

applicable (7 each).
3. Remove end cap.
4. Remove seal from end cap.
Seal
IDCD278S
1. Clamp unit in vise, meter end up. Clamp lightly on

edges of mounting area. Use protective material on
vise jaws. Housing distortion could result if jaws are
overtightened.
Spacer(s)
IDCD280S
5. Remove meter. Be careful not to drop star.

6. Remove seal from meter.
7. Remove drive spacer(s).
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62
Seal Gland
Bushing
Spacer Plate
Seal
IDCD283S
Drive
12. Rotate spool and sleeve until pin is horizontal.

Push spool and sleeve assembly forward with your
thumbs just far enough to free gland bushing from
housing. Remove bushing.
IDCD281S
8. Remove drive.
9. Remove spacer plate.
10. Remove seal from housing.
Control End
Dust
Seal
Quad
Ring
Seal
Seal
Gland
Bushing
IDCD284S
13. Remove quad ring seal from seal gland bushing.

IDCD282S
14. Use a thin bladed screwdriver to pry dust seal from

seal gland bushing. Do not damage bushing.
11. Remove housing from vise. Place housing on a

clean soft cloth to protect surface finish. Use a
thin bladed screwdriver to pry retaining ring from
housing.
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63
Needle
Thrust
Bearing
Bearing
Race
Bearing
Race
IDCD285S
IDCD287S
15. Remove 2 bearing races and the needle thrust

bearing from spool and sleeve assembly.
18. Push spool partially from control end of sleeve,

then remove 4 centering springs from spool
carefully by hand.
19. Push spool back through and out of sleeve. Rotate
spool slowly when removing from sleeve.
20. Remove seal from housing.
Seal
Pin
IDCD286S
16. Remove spool and sleeve assembly from 14 hole

end of housing.
Check Ball Seat
ATTENTION: Do not bind spool and sleeve in housing.

Rotate spool and sleeve assembly slowly when
removing from housing.
Check Ball
IDCD288S
21. Remove check ball seat.

17. Push pin from spool and sleeve assembly.
22. Tip housing to remove check ball.
Vehicle Systems
64
Assemble Steering Unit

Check all mating surfaces. Replace any parts that
have scratches or burrs that could cause leakage.
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. Do not use a coarse grit or try to file or
grind these parts.
Control Sleeve
Spring Slot
Spring Slot
Identification Control
Spool
Marks
NOTE: Lubricate all seals with clean petroleum jelly

such as Vaseline.
IDCD290S
6. Assemble spool and sleeve carefully so that the

spring slots line up at the same end. Rotate spool
while sliding parts together. Some spool and sleeve
sets have identification marks, align these marks.
Test for free rotation. Spool should rotate smoothly
in sleeve with finger tip force applied at splined end.
Do not use excessive lubricant on seals for meter

section.
Refer to parts listings covering your steering unit when
ordering replacement parts. A good service policy is to
replace all old seals with new seals.
Check Ball
Seat
Check Ball
IDCD289S
IDCD291S
1. Use a needle nose pliers to lower check ball

retainer into check valve hole of housing. Make sure
retainer is straight (not tilted on edge) in housing.
7. Bring spring slots of both parts in line and stand

parts on end of bench. Insert spring installation tool
through spring slots of both parts. Position 2 pairs of
centering springs on bench so that extended edge is
down and arched center section is together. In this
position, insert one end of entire spring set into
spring installation tool, with spring notches facing
sleeve.
2. Install check ball in housing

3. Lubricate 9.3 mm [.36 in.] ID seal and 7.7 mm [.30
in.] ID seal. Install seals on check ball seat as
shown.
4. Lubricate check ball seat and seals thoroughly
before installing seat in housing. When installing
seat do not twist or damage seals. Install check ball
seat in housing, insert open end of seat first. Push
check ball seat to shoulder of hole.
8. Compress extended end of centering spring set and

push into spool sleeve assembly withdrawing
installation tool at the same time.
9. Center the spring set in the parts so that they push
down evenly and flush with the upper surface of the
spool and sleeve.
5. Install set screw. Use a 1/4 inch hex key to torque

set screw to 11 Nm [100 lbin]. To prevent
interference make sure top of set screw in slightly
below housing mounting surface.
Vehicle Systems
10. Install pin through spool and sleeve assembly until

pin is flush at both sides of sleeve.
65
Needle
Thrust
Bearing
Pin
Bearing
Race(2)
Seal
IDCD292S
11. Position the spool and sleeve assembly so that the

splined end of the spool enters the 14 hole end of
housing first.
ATTENTION: Be extremely careful that the parts do
not tilt out of position while inserting. Push parts gently
into place with slight rotating action, keep pin nearly
horizontal. Bring the spool assembly entirely within the
housing bore until the parts are flush at the meter end
or 14 hole end of housing.
Do not pull the spool assembly beyond this point to
prevent the cross pin from dropping into the discharge
groove of the housing. With the spool assembly in this
flush position, check for free rotation within the
housing by turning with light finger tip force at the
splined end.
IDCD293S
12. Place housing on clean lint free cloth. Install 47.5

mm [1.86 in.] ID seal in housing.
13. Install 2 bearing races and the needle thrust
bearing in the order shown.
14. Install 25 mm [1 in.] ID dust seal in seal gland
bushing, flat or smooth side must face down
towards bushing.
15. Install the quad ring seal in seal gland bushing.
Smooth seal in place with your finger. Do not use
any seal that falls freely into pocket of bushing.
Vehicle Systems
66
Retaining
Ring
Seal
Gland
Bushing
(with seals)
IDCD294S
IDCD296S
16. Install seal gland bushing over the spool end with
a twisting motion. Tap the bushing in place with a
rubber hammer. Make sure the bushing is flush
against the bearing race.
18. Clamp housing in vise. Clamp lightly on edges of

mounting area. Do not over tighten jaws.
NOTE: Check to insure that the spool and sleeve are
flush or slightly below the 14 hole surface of the
housing.
ATTENTION: Clean the upper surface of the housing
by wiping with the palm of clean hand. Clean each of
the flat surfaces of the meter section parts in a similar
way when ready for reassembly. Do not use cloth of
paper to clean surfaces.
Screwdriver
Dust Seal
Retaining
Ring
Seal Gland
Bushing
Quad Ring
Seal
IDCD295S
17. Install retaining ring in housing. After installing ring,

tap on ring end or pry with screwdriver around
entire circumference of ring to properly seat ring in
groove.
IDCD293S
19. Install 73.5 mm [2.89 in.] ID seal in housing.

20. Install spacer plate. Align bolt holes in spacer plate
with tapped holes in housing.
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67
Seal Groove this Side of Gerotor (Meter)

Star Valley
Port Face
Drive
Pin Parallel
with Port
Face
Drive
(Marked)
C
D
Pin
IDCD298S
21. Rotate spool and sleeve assembly until pin is

parallel with port face. Install drive, make sure you
engage drive with pin. To assure proper alignment,
mark drive as shown. Note relationship between
slotted end of drive to splined end of drive when
marking.
Pin
Port Face
IDCD300S
23. With seal side of meter toward spacer plate, align

star valleys on drive. Note the parallel relationship
of reference lines A, B, C, and D. Align bolt holes
without disengaging meter from drive.
Seal
IDCD299S
22. Install 73.5 mm [2.89 in.] ID seal in spacer plate or

gerotor (meter).
Vehicle Systems
68
24. Install drive spacer (s) when used, in meter.

25. Install 73.5 mm [2.89 in.] ID seal in gerotor (meter)
or end cap, see notes.
Seal
Drive Spacer(s)
26. Install end cap on gerotor, align holes.
IDCD301P
Actual
Displacement
/r(in/r)
Spacer
IDCD302P
45 [2.8]
60 [3.6]
75 [4.5]
95 [5.9]
120 [7.3]
145 [8.9]
160 [9.7]
185 [11.3]
230 [14.1]
295 [17.9]
370 [22.6]
460 [28.2]
590 [35.9]
740 [45.1]
Vehicle Systems
Length mm [in.]
None
None
None
3.56 [.140]
6.10 [.240]
10.29 [.405]
12.19 [.480]
15.62 [.615]
21.97 [.865]
28.45 [1.120]
41.15 [1.620]
53.67 [2.113]
66.37 [2.613]
91.77 [3.613]
27. Install 7 dry cap screws in end cap. Pretighten

screws to 11-17 Nm [100-150 lbin] then torque
screws to specifications.
69
Master cylinder
Remove & Install Master cylinder

NOTE : Plug and cap all openings to avoid
contamination and debris from entering the system
after removing any tubes or lines.
1. Before disconnecting the lines to master cylinder(1),

prepare the proper plugs.
3. Disconnect the yoke (3) from bell crank.

4. Dismount the master cylinder.
5. Install the waster cylinder in the reverse order of
removal.
6.
Fill the oil reservoir with the correct oil

recommended at Operating & Maintenance manual.
7. Bleed the brake system. Refer to the Testing and

Adjusting Manual for the further information.
2. Disconnect the hoses and the tubes assembled to
master cylinder, one by one.
Be sure that the oil in reservoir will be brained once
the hose (2) is disconnected.
NOTE : Put the proper marking on the hoses not to be
confused. Also, after being disconnected, put the
proper plug or plugging on the hoses and tube.
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70
Master Cylinder
Disassemble & assemble brake valve
1. Take off bellows (4) and lift push rod (3), remove vent air (25) and bolts (28).
2. Separate the front housing (1) and rear housing (2), remove servo spring (10), servo piston (9) and master
piston (5).
3. Take off seal u-cup (14) from master piston (5). Notice the direction of the seal.
Vehicle Systems
71
4. Remove lock washer (6) and ball (7) from servo piston (9). Pull off piston ring (8), seal u-cup (13), seal u-cup
(12) and seal u-cup (11) in sequence. Notice the direction of each seal.
No
Color
Material
11
Translucency
Urethane
12
Black
NBR Hs70
13
Yellow
Urethane
5. Remove relief plug (18), o-ring (19), spring (17), shims (16) and piston (15) from front housing (1).
Vehicle Systems
72
6. Remove check valve parts from rear housing (2): plug (26), o-ring (27), cage (24), spring (23), ball (21) and oring (22). Remove o-ring (20).
7. Assemble brake valve in the reverse order of disassembly.
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73
Steer Wheel & Bearing

Cushion truck
Tools Needed
Floor Jack
Dirver Set
Lock Nut Installer
A
1
1
1
5
NOTE : The procedure to remove the steer wheels is

the same for the right and left steer wheel.
IDCD072P
5. Remove bearing cone (4) from steer wheel (5).

6. Remove steer wheel (5). Steer wheel (5) weighs 34
kg (75 lb).
1
6
A
IDCD070P
7
1. Support the steer axle with a floor jack (A).

2. Remove wheel cap (1).
IDCD073P
7. Remove seal (6) from the back of steer wheel (5).
8. Remove bearing cone (7) and the bearing cup from
the back of steer wheel (5).
IDCD071P
3. Bend the tab in locking washer (2) clear of the slot

in nut (3).
4. Use tool (C) to remove nut (3). Remove locking
washer (2)
Vehicle Systems
74
Pneumatic Truck
5
Tools Needed
Floor Jack
Torque wrench
Lock Nut Installer
NOTE : The procedure to remove the steer wheels is

the same for the right and left steer wheel.
IDCD074P
9. Remove bearing cup (8) from the front of steer

wheel (5).
1. Support the steer axle or CTWT with a proper jack

or hoist.
NOTE : Check the condition of all seals, bearings and

components. If any parts are worn or damaged use
new parts for replacement. For purposes of assembly,
lower the temperature of the bearing cups and before
installing into steer wheel (5). Use tooling (B) to install
bearing cups and seals.
2. Remove wheel cap.
10. Pack bearing cones (4) and (7), and lubricate the
contact surfaces of the bearing cups with
Multipurpose Grease.
11. Reverse the procedures and steps 4 through 9 to

install the steer wheels and bearings.
12. Adjust the steer wheel bearings as follows:
3. Remove the Bolts (1).
a. Use tool (C) to tighten nut (3) to a torque of

135 Nm (100 lbft) while slowly rotating steer
wheel (5).
4. Remove the bearing lock washer (2).
b. Use tool (C) to loosen nut (3) completely.

c. Use tool (C) to tighten nut (3) again to a torque of
50 5 Nm (37 4 lbft).
d. Bend a tab of locking washer (2) into a slot of nut
(3).
13. Install wheel cap (1).
14. Remove tooling (A) and lower the lift truck.
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75
9. By using the tool (4), adjust the bearing as follows.
4
2
5. Remove bearing lock nut (3) with the jig (4) like the
picture.
a. Use tool (4) to tighten nut (3) to a torque of 135
Nm (100 Ibft) while slowly rotating steer wheel.
6. Remove bearing cone (6) and cup (7) from steer

hub (8).
b. Use tool (4) to loosen nut (3) completely.
NOTE : Check the condition of all seals, bearings and

new parts for replacement use tooling (C) to install
bearing cups.
c. Use tool (4) to tighten nut (3) again to a

torque of 505 Nm (374 Ibft).
10. Put the bearing lock washer (2). Check out if two
mounting bolt holes are aligned with the holes at
bearing lock nut. If it doesnt match, rotate the
bearing lock nut clockwise about, /32 turn.
7. Pack bearing cones (6), and Iubricate the contact

surfaces of the bearing cups with Multipurpose
Grease.
11. Assemble (2) bolts after Loctite 242 is applied.

12. Pack the multipurpose grease inside the cap.
13. Fit the cap.
14. Install wheel cap (1).
15. Remove tooling (A) and lower the lift truck.
8. After putting the bearings, put the bearing lock nut

(3).
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76
Tie Rod
Steering Knuckle, Kingpin,

and Bearing
Remove and Install Tie Rod

Tools Needed
Floor Jack
Driver Set
A
1
Remove and Install Steering

Knuckle, King Pins and Bearing
B
2
Tools Needed
Drive Set
Start By :
a. Remove steer wheels.
Start By:
NOTE : The procedure to remove and install the tie

rod is the same for each steer wheel.
a. remove steer wheels
A
1
NOTE : The procedure to remove and install the

steering knuckles, kingpins, and bearings is the same
for both sides of the lift truck.
1
4
1. Support the steer axle with a floor jack (A). Position

the wheel to gain access to the tie rods.
2. Remove two pin retaining bolts (2). Remove pins (1).
1. Remove pin retaining bolt (2). Remove pin (1).
3. Remove tie rod (4) and dust seals (3).
2. Position the tie rod away from the steering knuckle.
IDCD082P
4. Use tooling (B) to remove bearings (5) from the tie

rod.
3. Remove four bolts (3) and cover (4).
5. Use tooling (B) to install new bearings (5) in the tie

rod.
6. Install the tie rod in the reverse order of removal.
Vehicle Systems
77
10
14
11
12
13
IDCD081P
4. Remove four bolts (5) and cover (6).
7. Remove spacer (11), bearing cup (13) and bearing

cone (12).
8. Check the condition of lip type seal (14). Replace
seal (14) with new if worn or damaged.
9. Repeat steps 7 and 8 for the remaining seal,
bearing and spacer in the other side of knuckle
(10).
NOTICE
Check the condition of all seals, bearings and
new parts for replacement.
5. Remove the nut (7) and bolt (8). For purposes of

reassembly, the torque for bolt (7) is 11 1 Nm(100
9 lbft).
10. Lubricate the pins, king pins and bearings.

11. Install the steering knuckle, kingpins and bearings
in the reverse order of removal.
End By:
a. Install steer wheels.
6. Remove kingpin (9) and knuckle (10).
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78
Steer Axle
Remove & Install Steer Axle
Tools Needed
Jack Stand
A
4
WARNING
Be sure the pressure in the hydraulic system is

released before any lines or hoses have been
disconnected.
6. Remove bolts (2) and mounting caps (3) from the

steer axle.
7. Remove steer axle (4). The steer axle weighs

1. Put the lift truck in position with a jacket.
NOTE : Use the following steps to install the steer axle.
2. Disconnect tube (1). Plug and cap all openings to

prevent contamination and debris from entering the
system.
8. Use a floor jack to position steer axle (4).
3. Support the steel axle with a floor jack.

4. Loosen mounting bolts (2) until approximately two
bolt threads are left in the mounting bosses.
5. Lower the steer axle onto the bolt heads with the
floor jack.
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79
NOTE : Use bolts (2) and cap (3) to align steer axle
(4) with the mounting bosses while raising steer axle
(4) into position with the floor jack.
Steering Cylinder
Remove & Install Steering Cylinder
9. Seat steer axle (4) as follows:
Start By:
a. Install bolts (2) through cap (3) and into the

mounting bosses approximately two bolt
threads.
a. Remove steer axle.
b. Use the floor jack to raise steer axle (4) into the
mounting boss.
c. Tighten bolts (2).
1. Remove the pin retaining bolt and pin (2) from the
tie rod at each end of steering cylinder (1).
1
1
10. Connect tube (1).
2. Remove four bolts (3). For installation purposes, the

torque for bolts (3) is 300 40 Nm (220 30 lbft).
3. Remove steering cylinder (1).
4. Install steering cylinder (1) in the reverse order of
removal.
Vehicle Systems
80
Disassemble Steering Cylinder

Start By :
a. Remove steering cylinder.
1. Put location marks on end caps (1) as to their

position on the steering cylinder tube.
2. Remove end caps (1) from the steering cylinder.
5. Disassemble each rod cover as follows.

a. Remove retaining ring (5) and dust wiper (6).
b. Remove U-packing (7).
c. Remove O-ring (8) and back up ring (9).
d. Remove DU-bush (10).
3. Remove cylinder tube (2) from the rod assembly.
4. Remove piston seal (3) and wear ring (4).
Vehicle Systems
81
Assemble Steering Cylinder
3. Install cylinder tube (2) on the rod assembly.
4. Install rod covers (1) on cylinder tube (2).
1. Assemble each rod cover as follows ;
End By :
a. Install DU-bush (10).
a. Install the steering cylinder.
b. Install back up ring (9) and O-ring (8)

c. Install u-packing (7).
d. Install dust wiper (6) and retaining ring (5).
2. Install piston seal (3) and wear ring (4).
Vehicle Systems
82
Universal Joint
Counterweight
Remove and Install Universal Joint
Remove & Install Counterweight

Tools Needed
Link Bracket
A
4
NOTE : Steps 1 through 3 are for L.P. and Gas model

machines only. After steps 1 through 4 have been
done, the removal procedure is the same for all
models. For gasoline model machines, go to step 5.
1. Remove the L.P. fuel tank. Refer to the Operation &
Maintenance manual for further information.
1
3
IDCD090P
1. Remove four bolts (1).

2. Remove four bolts and nuts (2) and flange
assembly (3).
3. Remove yoke shaft assembly (4).
Use the following steps to assemble the universal
joint.
4. Install the yoke shaft assembly (4) into transmission.
2. Disconnect fuel line (1) from the LP converter.
5. Put the flange assembly in the position between the
drive axle and the yoke shaft assembly (4).
6. Apply loctite #242 thread lock to threads of the bolts
(1) and the bolts (2).
7. Tighten the bolts (1) and the bolts (2) to a torque of
75 5 Nm (55.4 3.7 lbft).
3
2
IDCD092P
3. Remove the washers and bolts (2) from each side

of L.P. tank mounting bracket (3). Remove mounting
bracket (3).
Vehicle Systems
83
4
5
NOTE : The following steps are for installation of the

counterweight.
4. Remove the washers and bolts (4) and exhaust pipe

(5) for the diesel truck.
8. Put counterweight (6) in position on the frame, and

install bolt (8) and bolts (9). Tighten the bolts to a
torque of 400 60 Nm (300 45 lbft).
NOTE : This completes the installation of the counter

weight for gasoline model machines. For L.P. Gas
model machines, reverse the procedures and Steps 1
through 3 and 5 to complete installation of the L.P.
tank mounting bracket and gas line. For diesel model
machines, reverse the procedures and steps 4 through
5 to complete installation of exhaust pipe and cover
5. Support counter weight (6) with a hoist and tooling

(A) as shown.
The weight of the counter weight is approximately
2,100kg (4,630 lb).
6. Remove the washer plate and bolts (8).

7. Use the hoist and tooling (A) to remove counter
weight (6). The weight of the counterweight is
approximately 2,100 kg (4,630 lb).
Vehicle Systems
84
Removal and Installation of Drive

axle
Start by :
a. Remove the mast.
Refer to the topic of " Mast " in this module for the
b. Remove the drive tire.
c. Drain the drive axle oil.
4. Disconnect the brake tube.
5. Disassemble the nuts for mounting the drive axle.

For the purpose of reassembly, the torque is 460 +/60 N.m (354 +/- 45 lb.ft).
1. Raise the machine and put the rigid block under the
frame. To be safe.
2. Disassemble the u-joint. For the purpose of

reassembly, apply MoS2 grease on the spline.
6. Remove the drive axle.
3. Disassemble three hoses to the lube pump.

Vehicle Systems
85

Transmission
Start by :
a. Remove the mast.
c. Drain the transmission oil.
4. Disconnect the parking cable.
d. Disassemble Drive axle.
5. Dismount the front plate.
1. Disconnect two hoses assembled to the hydraulic

pump.
6. Disconnect all harnesses, connectors and hoses.

7.
After removing the trans. housing cover,

disassemble the torque converter plate from the
flywheel. For the purpose of reassembly, the torque
is 45 +/- 7 N.m (34 +/- 5 lb.ft).
8. Suspend the transmission and engine by hoist,

separately.
2. Disconnect the inching cable.
3. Dismount the accel pedal.

Vehicle Systems
86
Removal and Installation of Engine

Start by :
a. Remove the mast.
c. Drain the transmission oil.
d. Drain the engine oil.
e. Drain the coolant.
f. Disassemble Drive axle.
9. Dismount the transmission from the engine.
1. Dismount the overhead guard, hood and counter

weight.
2. Dismount the radiator.
Vehicle Systems
87
3. Dismount the air cleaner and hose to the intake.
7. Disconnect the exhaust tube.
4. Disconnect the battery cable and dismount the

battery.
8. Disconnect all harnesses, connectors to the engine.
5. Disconnect LP hose to fuel lock.
6. Dismount the sub. Assembled LP Regulator.
9. Disconnect the coolant hose to LP regulator.

10. Dismount the assembled transmission and engine
together.
11. Discount the transmission from the engine.
12. Reassembly in the reverse order of disassembly.

For the purpose of reassembly, the torque of
bolts for mounting the transmission is ................
........................240 +/- 40 N.m (180 +/- 30 lb.ft).
Vehicle Systems
88
SB4257E01
Aug. 2007
Hydraulic Schematic
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
G20E-5, G25E-5, G30E-5
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5
GC20P-5, GC25P-5, GC30P-5, GC33P-5
HYDRAULIC SCHEMATIC
MODEL : D20/25/30/33S-5, D35C-5, G20/25/30E-5
G20/25/30/33P-5, G35C-5, GC20/25/30/32E(P)-5
STEER
CYLINDER
A295001
90BAR
FULL FREE MAST

FULL FREE TRIPLE MAST
BRAKE OIL
RESERVOIR
SECONDARY
LIFT CYL.
PRIMARY
LIFT CYL.
EXCESS
FLOW
PROTECTOR
STEER GEAR
D512994
STANDARD MAST
SECONDARY
LIFT CYL.
EXCESS
FLOW
PROTECTOR
LIFT CYL.
LIFT CYL.
EXCESS
FLOW
PROTECTOR
40BAR
D700495
T
T
MASTER CYLINDER
A335006
A215297 - D(G)
D518150 - GC
AXLE / BRAKE
BF
LS
TILT CYLINDER
CONTROL VALVE
M
T
FLOW REGULATOR V/V

ENGINE-STALL PREVENTION
HYDROSTATOR
SOLENOID V/V "B"
A335008
CHECK V/V
BF
LS
D516975 FILTER
P
P
AUX2
MAIN RELIEF V/V

AUX RELIEF V/V
GEAR PUMP
D518161(30.6cc/rev) for D(C)20/25/30S-5
D518162(27.7cc/rev) for G20/25/30(E)P-5,
GC20/25/30/32(E)P-5
D514185(29cc/rev) for D33S/D35SC-5,
G33/35P-5
AUX1
TILT
LIFT
4A 4B
3A 3B
2A 2B
D518009
D518010
D518011
CF
DUAL FLOW DIVIDER BLOCK
MAIN CONTROL VALVE

2 SECTION
3 SECTION
4 SECTION
1A
TILT LOCK V/V
LIFT LOCK V/V SOLENOID V/V "A"
D20S-5
G20E-5
G20P-5
GC20E-5
GC20P-5
D25S-5
G25E-5
G25P-5
GC25E-5
GC25P-5
D30S-5
G30E-5
G30P-5
GC30E-5
GC30P-5
G32E-5
G32P-5
D33SC-5
D35SC-5
G33P-5
G35P-5
Main Relief Pressure
Tilt, Auxiliary
Relief Pressure
18,100 350 Kpa
15,500 350 Kpa
2,625 50 psi
2,250 50 psi
19,500 350 Kpa
15,500 350 Kpa
2,825 50 psi
2,250 50 psi
21,550 350 Kpa
15,500 350 Kpa
3,125 50 psi
2,250 50 psi
24,000 (+500,0) Kpa
15,500 350 Kpa
3,490 73 psi
2,250 50 psi
Adjustable Flow Control on Tilt and Aux.

*Flow rate on Tilt ; 28 +/- 2 LPM
*Flow rate on Aux1. ; 26 +/- 2 LPM
D500093
SB4258E00
Apr. 2007
Electric Schematic
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
G20E-5, G25E-5, G30E-5
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5
GC20P-5, GC25P-5, GC30P-5, GC33P-5
Doosan Infracore Co., L

HEAD OFFICE : 7-11, Hwasu-dong, Dong-gu, Incheon, K
Tel : 82-32-211-1114
http://iv.doosaninfracore.co.kr
ELECTRIC SCHEMATIC
MODEL : G15S/18S/20SC-5 Non-Certi GAS & DF
G20/25/30E-5 Tier-3 DF & Non-Certi GAS, DF
A404010-01
ELECTRIC SCHEMATIC
MODEL : G15S/18S/20SC-5 Non-Certi & Tier-3 LP
GC15S/18S/20SC-5 Tier-3 LP
G20/25/30E-5 Non Certi & Tier-3 LP
GC20/25/30/33E-5 Non Certi & Tier-3 LP
A404014-01
ELECTRIC SCHEMATIC
MODEL : G20P/G25P/30P/33P/35C-5 LP Tier-3 & Non-Certi
GC20/25/30/33P-5 LP Tier-3
A404073-00
ELECTRIC SCHEMATIC
MODEL : G20P/25P/30P/33P/35C-5 DF Tier-3
A404036-00
ELECTRIC SCHEMATIC
MODEL : D20/25/30/33S-5, D35C-5
A404018-00
SB2349E00
Operation &
Maintenance Manual
LIFT TRUCKS
D20S-5, D25S-5, D30S-5, D33S-5, D35C-5
G20E-5, G25E-5, G30E-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5
GC20P-5, GC25P-5, GC30P-5, GC33P-5
0702
Table of Contents
Table of Contents
Information Section
Maintenance Section
Foreword ....................................................................2
Inspection, Maintenance and Repair of Lift Truck

Forks ...................................................................... 128
Tire Inflation Information....................................... 132
Torque Specifications ........................................... 133
Cooling System Specifications............................. 135
Fuel Specifications................................................ 137
Lubricant Information............................................ 139
Lubricant Viscosities and Refill Capacities ......... 141
Maintenance Intervals .......................................... 142
When Required ..................................................... 146
Every 10 Service Hours or Daily.......................... 151
First 50 - 100 Service Hours or a Week.............. 157
First 250 Service Hours or a Month..................... 162
Every 250 Service Hours or Monthly................... 163
Every 500 Service Hours or 3 Months................. 170
Every 1000 Service Hours or 6 Months .............. 178
Every 1500 Service Hours or 9 Months .............. 183
Every 2000 Service Hours or Yearly ................... 185
Every 2500 Service Hours or 15 Months ............ 192
Every 3000 Service Hours or 18 Months ............ 195
Safety Section
Important Safety Information ....................................4
Safety .........................................................................5
Warning Signs and Labels ................................5
Parking brake .....................................................9
General Hazard Information........................... 10
Operation Information..................................... 11
Maintenance Information................................ 14
Operator Restraint System(If Equipped)....... 17
Avoiding Lift Truck Tipover............................. 21
Safety Rules .................................................... 23
How to Survive in a Tipover ........................... 28
General Section
Specifications.......................................................... 30
Noise and Vibration ................................................ 40
Capacity Chart (Without Sideshifter Pneumatic).. 41
Capacity Chart (With Sideshifter Pneumatic)....... 45
Serial Number......................................................... 57
Operator's Warning and Identification Plate ......... 60
Index Section
Index ...................................................................... 196
Operation Section
Operators Station and Monitoring Systems......... 61
Seat Switch System (If Equipped)......................... 65
Lift Truck Controls .................................................. 67
Refueling ................................................................. 69
Before Starting the Engine..................................... 72
Starting the Engine................................................. 74
Dual Fuel System ................................................... 77
Lift Truck Operation................................................ 80
Mono-Ped Control System (Option).................... 115
Auto Shift Controller ASC-100 (If Equipped) ...... 116
Operating Techniques.......................................... 119
Parking the Lift Truck ........................................... 123
Lift Fork Adjustment ............................................. 124
Storage Information.............................................. 125
Transportation Hints ............................................. 126
Towing Information............................................... 127
-1-
Information Section
Foreword
Photographs or illustrations guide the operator
through correct procedures of checking, operation
and maintenance of the DOOSAN operator
restraint system.
Literature Information
This manual should be stored in the operators
compartment in the literature holder or seat back
literature storage area.
This
manual
transportation,
information.
contains
lubrication
SAFE and EFFICIENT OPERATION of a lift truck

depends to a great extent on the skill and alertness
on the part of the operator. To develop this skill the
operator should read and understand the Safe
Driving Practices contained in this manual.
safety,
operation,
and maintenance
Some photographs or illustrations in this publication

show details or attachments that can be different
from your lift truck. Guards and covers might have
been removed for illustrative purposes.
Forklift trucks seldom tipover, but in the rare event

they do, the operator may be pinned to the ground
by the lift truck or the overhead guard. This could
result in serious injury or death.
Continuing improvement and advancement of

product design might have caused changes to your
lift truck which are not included in this publication.
Read, study and keep this manual with the lift truck.
Operator training and safety awareness is an

effective way to prevent accidents, but accidents
can still happen. The DOOSAN operator restraint
system can minimize injuries. The DOOSAN
operator restraint system keeps the operator
substantially within the confines of the operators
compartment and the overhead guard.
Whenever a question arises regarding your lift truck,

or this publication, please consult your DOOSAN
dealer for the latest available information.
This manual contains information necessary for

Safe Operation. Before operating a lift truck, make
sure that the necessary instructions are available
and understood.
Safety
The Safety Section lists basic safety precautions. In
addition, this section identifies the text and
locations of warning signs and labels used on the
lift truck.
Read and understand the basic precautions listed
in the Safety Section before operating or
performing lubrication, maintenance and repair on
this lift truck.
Operation
The Operation Section is a reference for the new
operator and a refresher for the experienced one.
This section includes a discussion of gauges,
switches, lift truck controls, attachment controls,
transportation and towing information.
Photographs and illustrations guide the operator
through correct procedures of checking, starting,
operating and stopping the lift truck.
Operating techniques outlined in this publication
are basic. Skill and techniques develop as the
operator gains knowledge of the lift truck and its
capabilities.
Operator Restraint System (If Equipped)

This manual contains safety, operation and
maintenance information for the DOOSAN operator
restraint system. Read, study and keep it handy.
WARNING
Your DOOSAN truck comes equipped with an
operator restraint system. Should it become
necessary to replace the seat for any reason, it
should only be replaced with another DOOSAN
operator restraint system.
-2-
Information Section
Maintenance
The Maintenance Section is a guide to equipment
care. The illustrated, step-by-step instructions are
grouped by servicing intervals. Items without
specific intervals are listed under When Required
topics. Items in the Maintenance Intervals chart
are referenced to detailed instructions that follow.
Maintenance Intervals
Use the service hour meter to determine servicing
intervals. Calendar intervals shown (daily, weekly,
monthly, etc.) can be used instead of service hour
meter intervals if they provide more convenient
servicing schedules and approximate the indicated
service hour meter reading. Recommended service
should always be performed at the interval that
occurs first.
Under extremely severe, dusty or wet operating
conditions, more frequent lubrication than is
specified in the Maintenance Intervals chart might
be necessary.
Perform service on items at multiples of the original
requirement. For example, at Every 500 Service
Hours or 3 Months, also service those items listed
under Every 250 Service Hours or Monthly and
Every 10 Service Hours or Daily.
Environment Management
Note that DOOSAN INFRACORE is ISO 14001
certified which is harmonized with ISO 9001.
Periodic
ENVIRONMENTAL
AUDITS
&
ENVIRONMENTAL
PERFORMANCE
EVALUATIONS have been made by internal and
external
inspection
entities.
LIFE-CYCLE
ANALYSIS has also been made through out the
total product life. ENVIRONMENT MANAGEMENT
SYSTEM includes DESIGN FOR ENVIRONMENT
from the initial stage of the design. ENVIRONMENT
MANAGEMENT SYSTEM considers environmental
laws & regulations, reduction or elimination of
resource consumption as well as environmental
emission or pollution from industrial activities,
energy saving, environment-friendly product
design(lower noise, vibration, emission, smoke,
heavy metal free, ozone depleting substance free,
etc.), recycling, material cost reduction, and even
environmentally oriented education for the
employee.
-3-
Safety Section

before an accident occurs. A person must be alert to potential hazards, and use common sense. Persons
must also have the necessary training, skills and tools before attempting to perform these functions.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as WARNING
as shown below.
WARNING
The meaning of this safety alert symbol is as follows:
Attention! Become Alert! Your Safety is involved.
The message that appears under the warning, explaining the hazard, can be either written or pictorially
presented.
publication.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard, and common
sense is always required. The warnings in this publication and on the product are therefore not all inclusive.
Before any tool, procedure, work method or operating technique not specifically recommended by DOOSAN is
used, you must be sure that it is safe for you and others. You should also ensure that the product will not be
damaged or made unsafe by the operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustration in this publication are on the basis of information available at
the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and
other items can change at any time. These changes can affect the service given to the product. Obtain the
complete and most current information before starting any job. DOOSAN dealers have the most current
information available.
-4-
Safety Section
Safety
The safety rules and regulations in this section are
representative of some, but not all rules and
regulations noted under the Occupational Safety
and Health Act (OSHA) and are paraphrased
without representation that the OSHA rules and
regulations have been reproduced verbatim.
Warning Signs and Labels

There are several specific safety signs on your lift
truck. Their exact location and description of the
hazard are reviewed in this section. Please take the
time to familiarize yourself with these safety signs.
Make sure that you can read all warning and
instruction labels. Clean or replace these labels if
you cannot read the words or see the pictures.
When cleaning the labels use a cloth, water and
soap. Do not use solvent, gasoline, etc.
You must replace a label if it is damaged, missing
or cannot be read. If a label is on a part that is
replaced, make sure a new label is installed on the
replaced part. See your dealer for new labels.
Please refer to 1910. 178 in Federal Register Vol.

37, No. 202, the National Fire Protection
Association No. 505 (NFPA), American National
Standard, ANSI B56. 1 Safety Standard for Low lift
and High Lift Trucks and subsequent revisions for a
complete list of OSHA rules and regulations as to
the safe operation of powered industrial lift trucks.
Since regulations vary from country to country
outside in U.S.A., operate this lift truck in
Traing Required To Operate or Service

Warning
DOOSAN lift trucks are manufactured according to

the regulations and standards laid down in EU
Machinery Directive 98/37/EC and EMC directive
89/336/EC. Please refer to the Directives
89/655/EC and 89/391/EC and its amendments for
the safe use of DOOSAN lift trucks.
The most effective method of preventing serious
injury or death to the lift truck operator or others is
for the lift truck operator to be familiar with the
proper operation of the lift truck, to be alert and to
avoid actions or conditions which can result in an
accident.
Do not operate a lift truck if in need of repair,
defective or in any way unsafe. Report all defects
and unsafe conditions immediately. Do not attempt
any adjustments or repairs unless trained and
authorized to do so.
Located on the right side of the steering wheel.
WARNING
Improper operation or maintenance could result
in injury or death. Do not operate or work on the
lift truck unless you are properly trained. Read
and understand the Operation and Maintenance
Manual. Additional manuals are available from
DOOSAN Lift Truck dealers.
This label also provides allowable lift truck capacity
information
-5-
Safety Section
5. Travel with load as low as possible and tilted
back. If load interferes with visibility, travel with
load trailing.
General Warning to Operator
6. On grade operations travel with load up grade.

7. Watch out for pedestrians and obstructions.
Check overhead clearances.
8. Do not permit riders on forks or machine at any
time.
9. Do not allow anyone to stand or pass under the
elevated portion of any machine.
10. Be sure operating surface can safely support
machine.
Located on the right side of the operator's seat

(STD).
11. Operate machine and attachments only from

operator's position.
12. Do not handle unstable or loosely stacked
loads.
13. Use minimum tilt when picking up or depositing
a load.
14. Use extreme care when handling long, high, or
wide loads.
15. Forks should be completely under load and
spread apart as far as load permits.
Located on the overhead guard (If Convenience
Package Equipped).
16. Machine should be equipped with overhead

guard or equivalent protection. Where load
requires it, use a load backrest extension. Use
extreme caution if operating without these
devices.
WARNING
Only trained and authorized personnel may
operate this machine. For safe operation, read
and follow the operation and maintenance
Manual furnished with this lift truck and
observe the following warnings:
17. Parking - Lower lifting mechanism to floor. Put

directional control or shift lever in neutral. Set
parking/secondary brake. Turn ON - OFF
switch off. Chock wheels if machine is on incline.
Disconnect battery when storing electric
machines.
1. Before starting machine. Check all controls and

warning devices for proper operation.
18. Observe safety rules when handling fuel for

engine powered machine and when changing
batteries for electric machines.
2. Refer to machine identification plate for

allowable machine capacity. Do not overload.
Operate machines equipped with attachments
as partially loaded machines when not handling
a load.
3. Put directional control or shift lever in neutral
before ON - OFF switch is turned on.
4. Start, turn and brake smoothly. Slow down for
turns, slippery or uneven surfaces. Extremely
poor surfaces should be repaired. Avoid running
over loose objects or holes in the roadway
surfaces. Use extreme caution when turning on
inclines.
-6-
Safety Section
Pressure Warning
No Standing On Fork Warning

No Standing Under Fork Warning
WARNING
Contents under pressure may be hot. Allow to
cool before opening.
WARNING
Do not stand or ride on the forks. Do not stand
or ride on a load or pallet on the forks. Do not
stand or walk under the forks.
Located on the radiator top tank by the radiator

cap.
Located on the lift cylinder.
Hand Placement Warning
Load Backrest Must Be In Place

Warning
WARNING
WARNING
Operation without this device in place may be
hazardous.
No hands. Do not place hands in this area. Do

not touch, lean on, or reach through the mast or
permit others to do so.
Located on the load backrest.

Located on the mast.
-7-
Safety Section
Moving Fan Warning
Overhead Guard Must Be In Place

Warning
WARNING
WARNING
To avoid personal injury, stay clear of moving

fan.
Operation without this device in place may be

hazardous. This guard conforms to
A.N.S.I.B56.1 and F.E.M.Section IV. This design
has been tested with an impact of appropriate
valve.
Located inside the engine compartment cover.
Located on the Overhead Guard.
No Riders Warning
WARNING
To avoid personal injury, allow no riders. A lift
truck is designed for only one operator and no
riders.
Located beside the operator's station (STD) or on

front of the hood (Convenience Package).
-8-
Safety Section
Parking brake
Pull the lever BACK to engage the

parking brake.
Push the lever FORWARD to release
the parking brake.
Applying the parking brake puts the transmission in
NEUTRAL. The parking brake must be applied
when leaving the lift truck and when starting the
engine. If the operator leaves the seat without
applying the parking brake, an audible alarm will
sound.
WARNING
When leaving machine apply parking brake!
Parking brake is not automatically applied.
Alarm will sound if parking brake is not applied.
WARNING
Correct adjustment is necessary to provide
adequate braking. See the MAINTENANCE
section for adjustment procedures. The lift
truck may creep at engine idle and can cause
damage, injury or death. Always apply the
parking brake when leaving the lift truck. The
parking brake is NOT automatically applied.
-9-
Safety Section
Always use the overhead guard. The overhead
guard is intended to protect the lift truck operator
from overhead obstructions and from falling
objects.
General Hazard Information
A truck that is used for handing small objects or

uneven loads must be fitted with a load backrest.
If the lift truck must be operated without the
overhead guard in place due to low overhead
clearance, use extreme care. Make sure there is no
possibility of falling objects from any adjacent
storage or work area. Make sure the load is stable
and fully supported by the carriage and the load
backrest extension (if equipped).
Attach a Do Not Operate or similar warning tag to
start switch or controls before servicing or repairing
the lift truck.
Do not raise loads any higher than necessary and

never raise a load higher than 1830 mm (72 in) with
the overhead guard removed.
Do not start or service the lift truck when a DO

NOT OPERATE or similar warning tag is attached
to the start switch or controls.
Always use load backrest extension when the

carriage or attachment does not fully support the
load. The load backrest extension is intended to
prevent the load or any part of the load from falling
backwards into the operator's station.
Wear a hard hat, protective glasses and other

protective equipment as required by job conditions.
When operating the lift truck, do not depend only on

flashing lights or back-up alarm (if equipped) to
warn pedestrians.
Know the width of your attachments so proper

clearance can be maintained when operating near
fences, boundary obstacles, etc.
Always be aware of pedestrians and do not

proceed until the pedestrians are aware of your
presence and intended actions and have moved
clear of the lift truck and/or load.
Do not wear loose clothing or jewelry that can catch

on controls or other parts of the lift truck.
Keep the lift truck, especially the deck and steps,
free of foreign material such as debris, oil tools and
other items which are not part of the lift truck.
Do not drive lift truck up to anyone standing in front

of an object.
Obey all traffic rules and warning signs.
Secure all loose items such as lunch boxes, tools

and other items which are not part of the lift truck.
Keep hands, feet and head inside the operator

station. Do not hold onto the overhead guard while
operating the lift truck. Do not climb on any part of
the mast or overhead guard or permit others to do
so.
Know the appropriate work-site hand signals and

who gives them. Accept signals from one person
only.
Do not allow unauthorized personnel to ride on the

forks or any other part of the lift truck, at any time.
When working in a building or dock, observe floor
load limits and overhead clearances.
-10-
Safety Section
Inhaling Freon gas through a lit cigarette or other
smoking method or inhaling fumes released from a
flame contacting Freon can cause bodily harm or
death. Do not smoke when servicing air
conditioners or wherever Freon gas may be
present.
Operation Information
Mounting and Dismounting
Mount and dismount the lift truck carefully.
Clean your shoes and wipe your hands before
mounting.
Never put maintenance fluids into glass containers.

Use all cleaning solutions with care.
Use both hands and face the lift truck when

mounting and dismounting.
Do not use steam, solvent, or high pressure to

clean electrical components.
Use the handgrips for mounting and dismounting.
Report all needed repairs.
Do not try to climb on or off the lift truck when

carrying tools or supplies.
Do not use any controls as handholds when
entering or leaving the operator's station.
Never get on or off a moving lift truck. Never jump
off the lift truck.
Keep hands and steering wheel free of slippery
material.
Before Starting the Lift Truck

Perform a walk-around inspection daily and at the
start of each shift. Refer to the topic Walk-around
Inspection in Every 10 Service Hours or Daily
section of this manual.
Inspect the part of the chain that is normally

operated over the crosshead roller. When the chain
bends over the roller, the movement of the parts
against each other causes wears.
Adjust the seat so that full brake pedal travel can

be obtained with the operator's back against the
seat back.
Inspect to be sure that chain link pins do not extend

outside of the bore hole.
Make sure the lift truck is equipped with a lighting

system as required by conditions.
If any single link pin is extended beyond its

connecting corresponding link, it should be
suspected of being broken inside of its bore hole.
Make sure all hydraulic controls are in the HOLD

position.
Inspect the chain anchor and the anchor links for

wear.
Make sure the direction control lever is in the

NEUTRAL position.
Do not change any factory set adjustment values

(including engine rpm setting) unless you have both
authorization and training. Especially Safety
equipment and switches may not be removed or
adjusted incorrectly. Repairs, adjustments and
maintenances that are not correct can make a
dangerous operating condition.
Make sure the parking brake is engaged.

Make sure no one is standing and/or working on,
underneath or close to the lift truck before operating
the lift truck.
Operate the lift truck and controls only from the
operator's station.
For any checkup, repair, adjustments, maintenance

and all other work concerning your forklift truck,
please contact your DOOSAN dealer. We would
like to draw your attention to the fact that any
secondary damages due to improper handling,
insufficient maintenance, wrong repairs or the use
of other than original DOOSAN spare parts waive
any liability by DOOSAN.
-11-
Safety Section
Make sure the lift truck horn, lights, backup alarm (if
equipped) and all other devices are working
properly.
Operating the Lift Truck

Always keep the lift truck under control.
Check for proper operation of mast and

attachments. Pay particular attention to unusual
noises or erratic movement which might indicate a
problem.
Obey all traffic rules and warning signs.

Never leave the lift truck with the engine operating,
or with the parking brake disengaged.
Make sure service and parking brakes, steering,

and directional controls are operational.
Operate the engine only in a well ventilated area.
Make sure all personnel are clear of lift truck and

travel path.
Lower a mast, with or without load, before turning

or traveling. Tip over could result. Watch out for
overhead obstructions.
Refer to the topic Lift Truck Operation in the

Operation Section of this manual for specific
starting instructions.
Always observe floor load limits and overhead

clearance.
Starting the Lift truck
Start, turn, and brake smoothly. Slow down for

turns, grades, slippery or uneven surfaces.
Do not start the engine or move any of the controls

if there is a DO NOT OPERATE or similar warning
tag attached to the start switch or controls.
Use special care when operating on grades. Do not

angle across or turn on grades. Do not use lift truck
on slippery grades. Travel with forks downgrade
when unloaded. Travel with load upgrade.
Before Operating the Lift Truck

Test brakes, steering controls, horn and other
devices for proper operation. Report any faulty
performance. Do not operate lift truck until repaired.
Do not overload, or handle offset, unstable, or

loosely stacked loads. Refer to load capacity plate
on the lift truck. Use extreme caution when
handling suspended, long, high or wide load.
Learn how your lift truck operates. Know its safety

devices. Know how the attachments work. Before
moving the lift truck, look around. Start, turn and
brake smoothly.
An operator must constantly observe his lift truck
for proper operation.
-12-
Safety Section
Loading or Unloading Trucks/Trailers

Do not operate lift trucks on trucks or trailers which
are not designed or intended for that purpose. Be
certain truck or trailer brakes are applied and wheel
chocks in place (or be certain unit is locked to the
loading dock) before entering onto trucks or trailers.
If trailer is not coupled to tractor, make sure the
trailer landing gear is properly secured in place. On
some trailers, extra supports may be needed to
prevent upending or corner dipping.
Tilt the elevated load forward only when directly
over unloading area and with load as low as
possible.
Be certain dock plates are in good condition and

properly placed and secured. Do not exceed the
rated capacity of dock boards or bridge plates.
Do not stunt ride or indulge in horseplay.
Lift Truck Parking

When leaving the operator station, park the lift truck
in authorized areas only. Do not block traffic.
Always look and keep a clear view of the path of

travel.
Travel in reverse if load or attachment obstructs
visibility. Use extreme caution if visibility is
obstructed.
Stay in designated travel path, clear of dock edges,
ditches, other drop-offs and surfaces which cannot
safely support the lift truck.
Slow down and use extra care through doorways,
intersections and other location where visibility is
reduced.
Slow down for cross aisles, turns, ramps, dips,
uneven or slippery surfaces and in congested areas,
avoid pedestrians, other vehicles, obstruction, pot
holes and other hazards or objects in the path of
travel.
Always use overhead guards except where
operation conditions do not permit. Do not operate
lift truck in high stacking areas without overhead
guards.
When stacking, watch for falling objects. Use load
backrest extension and overhead guard.
Refer to the topic Operation Techniques in the
Operation Section of this manual.
-13-
Park the lift truck level, with the forks lowered and
the mast tilted forward until the fork tips touch the
floor.
Move the direction control lever to NEUTRAL.
Engage the parking brake.
Turn the key switch off and remove the key.
Turn the disconnect switch to OFF (if equipped).
Block the drive wheels when parking on an

incline.
Safety Section
They will throw or cut any object or tool that falls or
is pushed into them.
Maintenance Information
Perform all maintenance unless otherwise specified
as follows:
z
z
z
z
z
z
z
Do not use a kinked or frayed wire rope cable.

Wear gloves when handling the wire rope cable.
Park the lift truck in authorized areas only.

Park the lift truck level, with the forks lowered and
the mast tilted forward until the fork tips touch the
floor.
Place the transmission controls in neutral.
Stop the engine.
Remove the start switch key and turn the
disconnect switch OFF (if equipped).
Block the drive wheels when parking on an
incline.
Retainer pins, when struck with force, can fly out

and injure nearby persons. Make sure the area is
clear of people when driving retainer pins.
Wear protective glasses when striking a retainer pin
to avoid injury to your eyes.
Chips or other debris can fly off objects when struck.
Make sure no one can be injured by flying debris
before striking any object.
Pressure Air
Falling Objects Protective Structure (FOPS)
Pressure air can cause personal injury. When using

pressure air for cleaning, wear a protective face
shield, protective clothing and protective shoes.
This is an attached guard located above the

operator's compartment and secured to the lift
truck.
The maximum air pressure must be below 205 kPa

(30 psi) for cleaning purposes.
To avoid possible weakening of the Falling Objects

Protective Structure (FOPS), consult a DOOSAN
dealer before altering, by adding weight to, welding
on, or cutting or drilling holes into the structure.
Fluid Penetration
The overhead guard is not intended to protect

against every possible impact. The overhead guard
may not protect against some objects penetrating
into the operator's station from the sides or ends of
the lift truck.
Always use a board or cardboard when checking

for a leak. Escaping fluid under pressure, even a
pinhole size leak, can penetrate body tissue,
causing serious injury, and possible death. If fluid is
injected into your skin, it must be treated by a
doctor familiar with this type of injury immediately.
The lift truck is equipped with an overhead guard

and FOPS as standard. If there is a possibility of
overhead objects falling through the guard, the
guard must be equipped with smaller holes or a
Plexiglas cover.
Crushing or Cutting Prevention

Support equipment and attachments properly when
working beneath them. Do not depend on hydraulic
cylinders to hold it up. Any attachment can fall if a
control is moved, or if a hydraulic line breaks.
Any altering done that is not specifically authorized

by DOOSAN invalidates DOOSAN's FOPS
certification. The protection offered by this FOPS
will be impaired if it has been subjected to structural
damage. Structural damage can be caused by an
overturn accident, by falling objects, etc.
Never attempt adjustments while the lift truck is

moving or the engine is running unless otherwise
specified.
Where there are attachment linkages, the
clearance in the linkage area will increase or
decrease with movement of the attachment.
Do not mount any item such as fire extinguishers,

first aid kits and lights by welding brackets to or
drilling holes in any FOPS structure. See your
DOOSAN dealer for mounting guidelines.
Stay clear of all rotating and moving parts.

Keep objects away from moving fan blades.
-14-
Safety Section
Burn Prevention
Fire or Explosion Prevention
Coolant
All fuels, most lubricants and some coolant

mixtures are flammable.
At operating temperature, the engine coolant is hot

and under pressure. The radiator and all lines to
heaters or the engine contain hot water or steam.
Any contact can cause severe burns.
Fuel leaked or spilled onto hot surfaces or electrical

components can cause a fire.
Do not smoke while refueling or in a refueling area.
Steam can cause personal injury.
Do not smoke in areas where batteries are charged,

or where flammable materials are stored.
Check the coolant level only after engine has been

stopped and the filter cap is cool enough to remove
with your bare hand.
Cooling system additive contains alkali that can

cause personal injury. Avoid contact with the skin
and eyes and do not drink.
Batteries in series can be located in separate

compartments. When using jumper cables always
connect positive(+) cable to positive(+) terminal of
battery connected to starter solenoid and
negative(-) cable from external source to starter
negative(-) terminal.
(If not equipped with starter negative(-) terminal,
connect to engine block.)
Allow cooling system components to cool before

draining.
See the Operation Section of this manual for

specific starting instructions.
Oils
Clean and tighten all electrical connections. Check

daily for loose or frayed electrical wires. Have all
loose or frayed electrical wires tightened, repaired
or replaced before operating the lift truck.
Remove the cooling system filter cap slowly to

relieve pressure.
Hot oil and components can cause personal injury.

Do not allow hot oil or components to contact the
skin.
At operation temperature, the hydraulic tank is hot
and can be under pressure.
Keep all fuels and lubricants stored in properly

marked containers and away from all unauthorized
persons.
Remove the hydraulic tank filter cap only after the

engine has been stopped and the filter cap is cool
enough to remove with your bare hand.
Store all oily rags or other flammable material in a

protective container, in a safe place.
Do not weld or flame cut on pipes or tubes that
contain flammable fluids. Clean them thoroughly
with nonflammable solvent before welding or flame
cutting on them.
Remove the hydraulic tank filter cap slowly to

relieve pressure.
Relieve all pressure in air, oil fuel or cooling
systems before any lines, fittings or related items
are disconnected or removed.
Batteries
Remove all flammable materials such as fuel, oil

and other debris before they accumulate on the lift
truck.
Batteries give off flammable fumes which can

explode.
Do not expose the lift truck to flames, burning brush,

etc., if at all possible.
Do not smoke
electrolyte levels.
Shields, which protect hot exhaust components

from oil or fuel spray in the event of a line, tube or
seal failure, must be installed correctly.
when
observing the
battery
Electrolyte is an acid and can cause personal injury

if it contacts skin or eyes.
Do not operate in areas where explosive gases

exist or are suspected.
Always wear protective glasses when working with

batteries.
-15-
Safety Section
Fire Extinguisher
Have a fire extinguisher-type BC and 1.5KG

minimum capacity-on rear overhead guard leg with
latch and know how to use it. Inspect and have it
serviced as recommended on its instruction plate.
z
z
z
Ether
Ether is poisonous and flammable.
End fittings damaged or leaking.

Outer covering chafed or cut and wire reinforcing
exposed.
Outer covering ballooning locally.
Evidence of kinking or crushing of the flexible
part of hose.
Armoring embedded in the outer cover.
End fittings displaced.
Breathing ether vapors or repeated contact of ether

with skin can cause personal injury.
Make sure that all clamps, guards and heat shields

are installed correctly to prevent vibration, rubbing
against other parts, and excessive heat during
operation.
Use ether only in well-ventilated areas.

Do not smoke while changing ether cylinders.
Tire Information
Explosions of air-inflated tires have resulted from
heat-induced gas combustion inside the tires. The
heat, generated by welding or heating rim
components, external fire, or excessive use of
brakes can cause gaseous combustion.
Use ether with care to avoid fires.

Do not store replacement ether cylinders in living
areas or in the operator's compartment.
Do not store ether cylinders in direct sunlight or at
temperatures above 39C (102F).
A tire explosion is much more violent than a

blowout. The explosion can propel the tire, rim and
axle components as far as 500 m (1500 ft) or more
from the lift truck. Both the force of the explosion
and the flying debris can cause personal injury or
death, and property damage.
Discard cylinders in a safe place. Do not puncture

or burn cylinders.
Keep ether cylinders
unauthorized personnel.
out
of
the
reach
of
Lines, Tubes and Hoses

Do not bend or strike high pressure lines. Do not
install bent or damaged lines, tubes or hoses.
Repair any loose or damaged fuel and oil lines,
tubes and hoses. Leaks can cause fires. Contact
your DOOSAN dealer for repair or replacement.
Check lines, tubes and hoses carefully. Do not use
your bare hand to check for leaks. Use a board or
cardboard to check for leaks. See Fluid Penetration
in the Safety Section for more details. Tighten all
connections to the recommended torque. Replace if
any of the following conditions are found.
Do not approach a warm tire closer than the

outside of the area represented by the shaded area
in the above drawing.
-16-
Safety Section
Dry nitrogen (N2) gas is recommended for inflation
of tires. If the tires were originally inflated with air,
nitrogen is still preferred for adjusting the pressure.
Nitrogen mixes properly with air.
Operator Restraint System(If

Equipped)
Nitrogen inflated tires reduce the potential of a tire

explosion, because nitrogen does not support
combustion. Also, nitrogen helps prevent oxidation
and the resulting deterioration of rubber and
corrosion of rim components.
Your DOOSAN lift truck has the following tipover

warning decals.
Warning Signs and Labels
Make sure that you can read all safety signs. Clean
or replace these if you cannot read the words or
see the pictures. When cleaning the labels use a
cloth, water and soap. Do not use solvent, gasoline,
etc. You must replace a label if it is damaged,
missing or cannot be read. If a label is on a part
that is replaced, make sure a new label is installed
on the replaced part. See you DOOSAN Lift Truck
dealer for new labels.
The most effective method of preventing serious
injury or death to yourself or others is to familiarize
yourself with the proper operation of the lift truck, to
be alert, and to avoid actions or conditions which
can result in an accident.
Proper nitrogen inflation equipment and training in

its use are necessary to avoid over-inflation. A tire
blowout or rim failure can result from improper or
misused equipment.
Stand behind the tread and use a self-attaching
chuck when inflation a tire.
Servicing, changing tires and rims can be
dangerous and should be done only by trained
personnel using proper tools and procedures. If
correct procedures are not followed while servicing
tires and rims, the assemblies could burst with
explosive force and cause serious personal injury
or death. Follow carefully the specific information
provided by your tire or rim servicing personnel or
dealer.
WARNING
Tipover can occur if the truck is improperly
operated. In the event of tipover, injury or death
could result.
-17-
Safety Section
If Optional Suspension Seat (weight

adjusting type) Equipped
Forward and Backward Adjustment
The seat can be adjusted by pushing the lever on
the right side of seat.
The Survive in tipover warning is located on the

overhead guard. It shows the proper use of the
operator restraint system.
Forward and Backward

Adjustment
Seat Adjustment
Adjust the seat before operating the lift truck.

After adjusting, set the seat to make sure it is
properly locked. Do not adjust the seat while the
truck is in motion .
Move the lever, slide the seat to the desired

position, and release the lever.
Adjust the seat before operating the lift truck. After
adjusting, set the seat to make sure it is properly
locked. Do not adjust the seat while the truck is in
motion.
WARNING
Do not place your hand or fingers under the
seat. Injury may occur as the seat moves up
and down.
-18-
Safety Section
Seat Belt
Weight adjustment
The Operator Restraint System, Prevents the

operator from jumping from the operators
compartment in the event of a forward or side
tipover. The system is designed to keep the
operator on the seat and in the operators
compartment in the event of a tipover.
Pull the weight adjustment lever upwards and move

right or left side.
Adjust to drivers weight in 7 steps (50 ~ 110 kg)
NOTICE
Inspection
Do not place your hand or fingers under the seat.
Injury may occur as the seat moves up and down.
1. If the seat belt is torn, if pulling motion is

interrupted during extension of the belt, or if the
belt cannot be inserted into the buckle properly,
replace the seat belt assembly.
Backrest Inclination
The backrest angle can be adjusted by using the
lever on the left side of seat.
2. Belt Maintenance - Every 500 service hours.

Check that the belt fastening works properly
and that winding device is free from run lock
when jerked. Check that the belt is suitably
fastened to the seat. Check that the seat is
correctly secured to the hood and the chassis.
On visual inspection, fastenings must be intact,
otherwise, contact the safety manager.
WARNING
Your DOOSAN truck comes equipped with a
DOOSAN operator restraint system. Should it
become necessary to replace the seat for any
reason, it should only be replaced with another
DOOSAN operator restraint system.
-19-
Safety Section
WARNING
If you fasten the belt across your abdomen, the
belt may injure your abdomen in an accident.
3. In the event of a tipover, the seat and restraint

system should be inspected for damage and
replaced, if necessary.
NOTE: Operator restraints shall be examined at
the regular truck service intervals. It is
recommended that they be replaced if any
of the following conditions are found:
Cut or frayed strap
Worn or damaged hardware including anchor
points
Buckle or retractor malfunction
Loose stitching
WARNING
The seat belt may cause the operator to bend at
the waist. If you are pregnant or have suffered
from some abdominal disease, consult a doctor
before you use the seat belt.
3. Be sure to fasten the belt across your hips, not

across your abdomen.
Fasten the Seat Belt
NOTE: The belt is designed to automatically adjust

to your size and movement. A quick pull on
the belt will confirm that the automatic
adjuster will hold the belt position in the
event of an accident.
Release the Seat Belt
1. Grip the plate (connector) of the belt and pull the

belt from the retractor. Then insert the plate into
the slot of the buckle until a snap is heard. Pull
on the belt to confirm it is latched.
Push the button of the buckle to release the belt.
The belt will automatically retract when released.
Hold the plate of the belt and allow the belt to
slowly retract.
2. Make sure the belt is not twisted.
-20-
Safety Section
Avoiding Lift Truck Tipover
Stability and Center of Gravity
Lift Truck Stability
The stability of the lift truck is determined by the

location of its CG; or, if the truck is loaded, the
combined CG of the truck and load. The lift truck
has moving parts and, therefore, has a CG that
moves. The CG moves forward or backward as the
mast is tilted forward or backward. The CG moves
up or down as the mast moves up or down. The CG
and, therefore, the stability of the loaded lift truck,
are affected by a number of factors such as:
z the size, weight, shape and position of the load
Counterbalanced lift truck design is based on the

balance of two weights on opposite sides of a
fulcrum (the front axle). The load on the forks must
be balanced by the weight of the lift truck. The
location of the center of gravity of both the truck
and the load is also a factor. This basic principle is
used for picking up a load. The ability of the lift
truck to handle a load is discussed in terms of
center of gravity and both forward and sideways
stability.
Center of Gravity (CG)
the height to which the load is lifted
the amount of forward or backward tilt
tire pressure
dynamic forces created when the lift truck is

accelerated, braked or turned
condition and grade of surfaces on which the lift

truck is operated
The point within an object, at which the whole

weight of the object may be regarded as being
concentrated, is called the center of gravity or CG.
If the object is uniform, its geometric center will
coincide with its CG. If it is not uniform, the CG
could be at a point outside of the object. When the
lift truck picks up a load, the truck and load have a
new combined CG.
These same factors are also important for unloaded
lift trucks. They tip over sideways easier than a
loaded lift truck carrying its load in the lowered
position.
-21-
Safety Section
Remember that, unless otherwise indicated, the
capacity load shown on the nameplate is for a
standard lift truck with standard backrest, forks and
mast, and having no special-purpose attachment.
In addition, the capacity load assumes that the load
center is no further from the top of the forks than it
is from the face of the backrest. If these conditions
do not exist, the operator may have to reduce the
safe operating load because the truck stability may
be reduced. The lift truck should not be operated if
its capacity/nameplate does not indicate capacity
load.
Lift Truck Stability Base
NOTE:
For the lift truck to be stable (not tip over forward or
to the side), the CG must stay within the area of the
lift truck stability base a triangular area between
the front wheels and the pivot of the steer wheels. If
the CG moves forward of the front axle, the lift truck
will tip forward. If the CG moves outside of the line
on either side of the stability base, the lift truck will
tip to the side.
If the load is not uniform, the heaviest

portion should be placed closer to the
backrest and centered on the forks.
NOTICE
1. Capacity/Nameplates originally attached to

forklifts sold by DOOSAN shall not be removed,
altered or replaced without DOOSANs approval.
2. DOOSAN assumes no responsibility for lift trucks
placed in service without a valid DOOSAN
Nameplate.
WARNING
3. If necessary to change your specification, contact

your DOOSAN lift truck dealer.
Dynamic forces (braking, acceleration, turning)

also affect stability and can produce tipover
even when the CG is within the stability
triangle.
Capacity Load (Weight and Load Center)
The capacity load of the lift truck is shown on the

capacity/nameplate riveted to the truck. It is
determined by the weight and load center. The load
center is determined by the location of the CG of
the load.
The load center shown on the nameplate is the
horizontal distance from the front face of the forks,
or the load face of an attachment, to the CG of the
load. The location of the CG in the vertical direction
is the same as the horizontal dimension.
-22-
Safety Section
Safety Rules
Do not operate a lift truck unless you are in the

operators seat. Keep hands and feet inside the
operators compartment. Do not put any part of
the body outside of the operators compartment.
Never put any part of body into the mast structure
or between the mast and the truck
Only properly trained and authorized personnel

should operate forklift trucks. Wear a hard hat and
safety shoes when operating a lift truck. Do not
wear loose clothing.
Do not start, stop, turn or change direction

suddenly or at high speed. Sudden movement can
cause the lift truck to tip over. Slow the speed of
your truck and use the horn near corners, exits,
entrances, and near people.
Inspect and check the condition of your forklift truck

using the operator's check list before starting work.
Immediately report to your supervisor any obvious
defects or required repairs.
Do not operate your truck in unauthorized areas.

Know your forklift truck and think safety.
Do not compromise safety.
Follow all safety rules and read all warning signs.
Never operate a lift truck with wet hands or shoes.

Never hold any controls with grease on your hands.
Your hands or feet will slide off of the controls and
cause an accident.
-23-
Safety Section
Do not raise anyone on the forks of your lift truck.

Do not let other people ride on the truck.
Lift trucks are designed to carry loads, not people.
Do not overload. Always handle loads within the

rated capacity shown on the capacity plate.
Do not add extra counterweight to the truck. An
overload can cause the truck to roll over and cause
injury to personnel and damage to the lift truck.
Do not operate your truck without the load backrest

extension and overhead guard. Keep the load
against the backrest with the mast tilted backward
Do not drive on soft ground.

Observe all signs, especially those on maximum
permitted floor loadings, elevator capacities and
clearance heights.
Handle loads carefully and check them closely for
stability and balance.
Do not lift or move loads that are not safe. Do not

pick up an off center load. Such a load increases
the possibility of a tipover to the side. Make sure
loads are correctly stacked and positioned across
both forks. Always use the proper size pallet.
Position the forks as wide as possible under the
load. Position loads evenly on the forks for proper
balance. Do not lift a load with one fork.
Do not drive on slippery surfaces.

Sand, gravel, ice or mud can cause a tipover.
If unavoidable, slow down.
-24-
Safety Section
Do not permit anyone to stand or walk under the

load or lifting mechanism. The load can fall and
cause injury or death to anyone standing below.
Do not elevate the load with the mast tilted forward.

Do not tilt the elevated loads forwards.
This will cause the lift truck to tip over forward.
Look out for overhead obstructions when raising or

stacking loads. Do not travel with a raised load. Do
not travel with the mast raised. The lift truck can roll
over and cause injury or death to you or other
personnel.
Do not jump off if your truck starts to tip over.

Stay in your seat to survive.
Go up ramps in forward direction and down ramps

in reverse direction when moving loads.
Never elevate a load with the forklift truck on an
incline.
Go straight off and straight down. Use an assistant
when going up or down a ramp with a bulky load.
Do not move loose loads that are higher than the

load backrest.
Be alert for falling loads when stacking.
Travel with the load tilted back and the forks as low
as possible.
This will increase stability to the truck and load and
permit better visibility for you.
-25-
Safety Section
Do not stack or turn on ramps.

Do not attempt to pick-up or deposit a load unless
the lift truck is level. Do not turn on or drive across
an incline.
Do not drive in forward direction when loads restrict

your visibility. Operate your lift truck in reverse to
improve visibility except when moving up a ramp.
Be careful when operating a lift truck near the edge

of a loading dock or ramp. Maintain a safe distance
from the edge of docks, ramps and platforms.
Always watch tail swing.
The truck can fall over the edge and cause injury or
death.
Do not go over rough terrain. If unavoidable, slow

down.
Cross railroad tracks slowly and diagonally
whenever possible. A railroad crossing can give a
loaded forklift truck a real jolt. For smoother
crossing, cross the railroad diagonally so one wheel
crosses at a time.
Do not operate on bridge plates unless they can

support the weight of the truck and load.
Make sure that they are correctly positioned.
Put blocks on the vehicle you enter to keep it from
moving.
Avoid running over loose objects.

Look in the direction of travel. Look out for other
persons or obstructions in your path of travel.
An operator must be in full control of his lift truck at
all times.
-26-
Safety Section
Do not operate your truck close to another truck.

Always keep a safe distance from other trucks and
make sure there is enough distance to stop safely.
Never overtake other vehicles.
Park your lift truck in authorized areas only. Fully

lower the forks to the floor, put direction lever in
NEUTRAL position, engage the parking brake, and
turn the key to the OFF position. Remove the key
and put blocks behind the wheels to prevent the
truck from rolling. Shut off your forklift truck when
leaving it unattended.
Check the condition of your forklift truck after the
day's work.
Do not use your lift truck to push or tow another

truck.
Do not let another push or tow your truck.
If a truck will not move, call a service technician.
Exhaust from all internal combustion engines
contains carbon monoxide, a colorless, odorless,
tasteless, poisonous gas. Exposure to carbon
monoxide can cause serious injury or health
problems, including death. and avoid unnecessary
idling of the engine. If nausea, dizziness or
headaches are experienced stop the truck and
seek fresh air.
Forklift trucks may only be refueled at specially

reserved locations. Switch off the engine when
refueling.
Smoking and handling of naked flames during
refueling are strictly prohibited. This prohibition also
applies during the changing of the LPG (liquefied
propane gas) tank.
Mop up spilt fuel and do not forget to close the fuel
tank before restarting the engine.
-27-
Safety Section
How to Survive in a Tipover

WARNING
In the event of a tipover, the risk of serious
injury or death will be reduced if the operator is
using the operator restraint system and follows
the instructions provided.
Hold on tight.
Always use operator restraint system.
Brace your feet and keep them within the operators

compartment.
Dont jump.
-28-
Safety Section
Lean away from the direction of fall.
Lean forward.
-29-
General Section
Specifications
CHARACTERISTICS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
MANUFACTURER
MODEL
CAPACITY
LOAD CENTER
POWER TYPE
OPERATOR TYPE
TIRES
WHEELS(x=driven)
DIMENSIONS
LIFT
WITH
STD
TWO-STAGE MAST
FORK CARRIAGE
49
50
DOOSAN
D25S-5(B3.3)
2500
500
diesel
rider-seated
p
2/2
mm
mm
deg
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
3230
152
II
40x100x1050
275x1035
6/10
2530
1170
2175
4490
2183
1026
2220
480
2700
1970
3230
152
II
40x100x1050
275x1035
6/10
2595
1170
2175
4490
2183
1026
2265
480
2745
2000
km/hr
mm/s
mm/s
kg
%
19.5/20
550/600
510/460
1765
33
19.5/20
530/600
510/460
1740
28
3580
4930/650
1720/1860
3950
5660/790
1650/2300
2/2
7.00x15-12
6.50x10-10
1625
975/1000
115
143
foot/hyd
hand/mech
2/2
7.00x15-12
6.50x10-10
1625
975/1000
115
143
foot/hyd
hand/mech
kg
mm
maximum fork height with rated load

free lift
ISO class
thickness x width x length
FORKS
fork spacing (maximum x minimum)
TILT OF MAST
forward/backward
length to fork face
width
mast lowered height
OVERALL
DIMENSIONS
mast extended height
overhead guard height
seat height
OUTSIDE TURNING RADIUS
LOAD MOMENT CONSTANT
90 STACKING AISLE
90 INTERSECTING AISLE
PERFORMANCE
travel, loaded/unloaded
SPEED
lift, loaded/unloaded
lowering, loaded/unloaded
DRAWBAR PULL
at 1.6km/hr, loaded/unloaded
GRADEABILITY
time reached at max speed,
ACCELERATION
loaded/unloaded
WEIGHT
TOTAL WEIGHT at unloaded
at loaded, front/rear
AXLE LOAD
at unloaded, front/rear
CHASSIS
number of front/rear
TIRES
front size
rear size
WHEEL BASE
TREAD
front/rear
at loaded, the lowest point
GROUND
CLEARANCE
at loaded, center of wheelbase
SEVICE BRAKE
PARKING BRAKE
DRIVE
BATTERY
voltage/capacity
43
44
45
46
47
48
at rated load center

distance
electric, diesel, gas, LPG-gas
stand-on, ride-seated
C=cushion, P=pneumatic
DOOSAN
D20S-5(B3.3)
2000
500
diesel
rider-seated
p
2/2
mm
mm
sec
kg
kg
kg
mm
mm
mm
mm
V/AH
manufacturer/model
ENGINE
TRANSMISSION
rated output / rpm

max. torque / rpm
cycle/cylinders/displacement
type
number of speeds forward/reverse
OPERATING
PRESSURE
system/attachment
NOISE LEVEL
equivelent continuous sound

pressure level (Leq) at operator's ear
(DI : BITA/CE prEN 12053)
kw(hp)
N-m(lbft)
cc
bar
-30-
dB(A)
12/85
12/85
CUMMINS/B3.3
CUMMINS/B3.3
43.3(58)/2200
202(149)/1600
4/4/3260
powershift
1/1
43.3(58)/2200
202(149)/1600
4/4/3260
powershift
1/1
181/156
195/156
General Section
DOOSAN
D30S-5(B3.3)
3000
500
diesel
rider-seated
p
2/2
DOOSAN
D33S-5(B3.3)
3250
500
diesel
rider-seated
p
2/2
DOOSAN
D35C-5(B3.3)
3500
500
diesel
rider-seated
p
2/2
1
2
3
4
5
6
7
8
3230
152
III
45x125x1050
286x1044
6/10
2700
1197
2165
4490
2183
1026
2365
485
2850
2050
3230
152
III
45x125x1050
286x1044
6/10
2730
1197
2165
4490
2183
1026
2395
485
2880
2100
3000
152
III
45x125x1050
286x1044
6/10
2765
1255
2165
4260
2183
1026
2420
495
2915
2170
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
18/19.5
520/600
510/460
1830
25
18/19.5
500/600
510/460
1820
23.5
19/20
420/600
510/460
1750
21.5
24
25
26
27
28
29
4450
6580/870
1840/2610
4630
6940/940
1800/2830
4810
7340/970
1780/3030
30
31
32
2/2
28x9x15-12
6.50x10-10
1700
982/1000
105
143
foot/hyd
hand/mech
2/2
28x9x15-12
6.50x10-12
1700
982/1000
105
143
foot/hyd
hand/mech
2/2
250x15-18
6.50x10-12
1700
1026/1000
105
143
foot/hyd
hand/mech
33
34
35
36
37
38
39
40
41
12/85
12/85
12/85
42
CUMMINS/B3.3
CUMMINS/B3.3
CUMMINS/B3.3
43
43.3(58)/2200
202(149)/1600
4/4/3260
powershift
1/1
43.3(58)/2200
202(149)/1600
4/4/3260
powershift
1/1
43.3(58)/2200
202(149)/1600
4/4/3260
powershift
1/1
44
45
46
47
48
216/156
216/156
216/156
49
50
-31-
General Section
Specifications
CHARACTERISTICS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
MANUFACTURER
MODEL
CAPACITY
LOAD CENTER
POWER TYPE
OPERATOR TYPE
TIRES
WHEELS(x=driven)
DIMENSIONS
LIFT WITH STD TWO-STAGE MAST
FORK CARRIAGE
FORKS
TILT OF MAST
OVERALL
DIMENSIONS
kg
mm

free lift
ISO class
forward/backward
length without forks
width
mast lowered height
seat height
mm
mm

90 STACKING AISLE
PERFORMANCE
24
25
26
27
28
DRAWBAR PULL
GRADEABILITY
29
ACCELERATION
30
31
32

distance
SPEED
loaded/unloaded
WEIGHT
AXLE LOAD
mm
mm
deg
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
km/hr
mm/s
mm/s
kg
%
sec
kg
kg
kg
CHASSIS
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
TIRES
WHEEL BASE
TREAD
GROUND
CLEARANCE
SEVICE BRAKE
PARKING BRAKE
DRIVE
BATTERY
ENGINE
TRANSMISSION
front size
rear size
front/rear
voltage/capacity
manufacturer/model
rated output / rpm
max. torque / rpm
type
OPERATING
PRESSURE
system/attachment
NOISE LEVEL

pressure level (Leq) at operator's ear (DI : BITA/CE prEN 12053)
-32-
mm
mm
mm
mm
V/AH
kw(hp)
Nm(lbft)
cc
bar
dB(A)
General Section
DOOSAN
G20E-5
2000
500
LP
rider-seated
p
2/2
DOOSAN
G25E-5
2500
500
LP
rider-seated
p
2/2
DOOSAN
G30E-5
3000
500
LP
rider-seated
p
2/2
1
2
3
4
5
6
7
8
3230
152
II
40x100x1050
275x1035
6/10
2530
1170
2175
4490
2183
1026
2220
480
2700
1970
3230
152
II
40x100x1050
275x1035
6/10
2595
1170
2175
4490
2183
1026
2265
480
2745
2000
3230
152
III
45x125x1050
286x1044
6/10
2700
1197
2165
4490
2183
1026
2365
485
2850
2050
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
19/20
530/600
510/460
1440
27
19/20
510/600
510/460
1415
22.5
18/19
500/600
510/460
1485
20.5
24
25
26
27
28
29
3570
4940/630
1730/1840
3940
5670/770
1660/2280
4380
6310/1050
1800/2580
30
31
32
2/2
7.00x15-12
6.50x10-10
1625
975/1000
115
143
foot/hyd
hand/mech
2/2
7.00x15-12
6.50x10-10
1625
975/1000
115
143
foot/hyd
hand/mech
2/2
28x9x15-12
6.50x10-10
1700
982/1000
105
143
foot/hyd
hand/mech
33
34
35
36
37
38
39
40
41
12/45
G420F(E)
39.9(53.5)/2500
157(116)/1600
4/4/1975
powershift
1/1
12/45
G420F(E)
39.9(53.5)/2500
157(116)/1600
4/4/1975
powershift
1/1
12/45
G420F(E)
39.9(53.5)/2500
157(116)/1600
4/4/1975
powershift
1/1
42
43
44
45
46
47
48
181/156
195/156
216/156
49
50
-33-
General Section
Specifications
CHARACTERISTICS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
MANUFACTURER
MODEL
CAPACITY
LOAD CENTER
POWER TYPE
OPERATOR TYPE
TIRES
WHEELS(x=driven)
DIMENSIONS
LIFT
WITH
STD
TWO-STAGE MAST
FORK CARRIAGE

distance
DOOSAN
DOOSAN
G20P-5
2000
500
lp
rider-seated
p
2/2
G25P-5
2500
500
lp
rider-seated
p
2/2
mm
mm
deg
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
3230
152
II
40x100x1050
275x1035
6/10
2530
1170
2175
4490
2183
1026
2220
480
2700
1970
3230
152
II
40x100x1050
275x1035
6/10
2595
1170
2175
4490
2183
1026
2265
480
2745
2000
km/hr
mm/s
mm/s
kg
%
19/20
530/600
510/460
1750
33
19/20
510/600
510/460
1725
28
3570
4940/630
1730/1840
3940
5670/770
1660/2280
2/2
7.00x15-12
6.50x10-10
1625
975/1000
115
143
foot/hyd
hand/mech
2/2
7.00x15-12
6.50x10-10
1625
975/1000
115
143
foot/hyd
hand/mech
kw(hp)
Nm(lbft)
cc
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
bar
181/156
195/156
kg
mm

free lift
ISO class
FORKS
TILT OF MAST
forward/backward
width
mast lowered height
OVERALL
DIMENSIONS
seat height
90 STACKING AISLE
PERFORMANCE
SPEED
DRAWBAR PULL
GRADEABILITY
ACCELERATION
loaded/unloaded
WEIGHT
AXLE LOAD
CHASSIS
TIRES
front size
rear size
WHEEL BASE
TREAD
front/rear
GROUND
CLEARANCE
SEVICE BRAKE
PARKING BRAKE
DRIVE
BATTERY
voltage/capacity
manufacturer/model
rated output / rpm
ENGINE
max. torque / rpm
type
TRANSMISSION
OPERATING
PRESSURE
system/attachment
NOISE LEVEL

pressure level (Leq) at operator's ear
(DI : BITA/CE prEN 12053)
-34-
mm
mm
sec
kg
kg
kg
mm
mm
mm
mm
V/AH
dB(A)
General Section
DOOSAN
G30P-5
3000
500
lp
rider-seated
p
2/2
DOOSAN
G33P-5
3250
500
lp
rider-seated
p
2/2
DOOSAN
G35C-5
3500
500
lp
rider-seated
p
2/2
1
2
3
4
5
6
7
8
3230
152
III
45x125x1050
286x1044
6/10
2700
1197
2165
4490
2183
1026
2365
485
2850
2050
3230
152
III
45x125x1050
286x1044
6/10
2730
1197
2165
4490
2183
1026
2395
485
2880
2100
3000
152
III
45x125x1050
286x1044
6/10
2765
1255
2165
4260
2183
1026
2420
495
2915
2170
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
18/19
500/600
510/460
1815
25.5
18/19
500/600
510/460
1805
24
18.5/19.5
420/600
510/460
1735
21.5
24
25
26
27
28
29
4380
6310/1050
1800/2780
4560
6890/920
1760/2800
4750
7300/950
1750/3000
30
31
32
2/2
28x9x15-12
6.50x10-10
1700
982/1000
105
143
foot/hyd
hand/mech
2/2
28x9x15-12
6.50x10-12
1700
982/1000
105
143
foot/hyd
hand/mech
2/2
250x15-18
6.50x10-12
1700
1026/1000
105
143
foot/hyd
hand/mech
33
34
35
36
37
38
39
40
41
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
42
43
44
45
46
47
48
216/156
216/156
216/156
49
50
-35-
General Section
Specifications
CHARACTERISTICS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
MANUFACTURER
MODEL
CAPACITY
LOAD CENTER
POWER TYPE
OPERATOR TYPE
TIRES
WHEELS(x=driven)
DIMENSIONS
LIFT WITH
STD
TWO-STAGE MAST
FORK CARRIAGE

distance
kg
mm

free lift
ISO class
FORKS
TILT OF MAST
forward/backward
width
mast lowered height
OVERALL
DIMENSIONS
seat height
90 STACKING AISLE
PERFORMANCE
SPEED
DRAWBAR PULL
GRADEABILITY
ACCELERATION
loaded/unloaded
WEIGHT
AXLE LOAD
CHASSIS
TIRES
front size
rear size
WHEEL BASE
TREAD
front/rear
GROUND
CLEARANCE
SEVICE BRAKE
PARKING BRAKE
DRIVE
BATTERY
voltage/capacity
manufacturer/model
rated output / rpm
ENGINE
max. torque / rpm
type
TRANSMISSION
OPERATING
PRESSURE
system/attachment
NOISE LEVEL

pressure level (Leq) at operator's ear (DI : BITA/CE
prEN 12053)
-36-
mm
mm
DOOSAN
GC20E-5
2000
500
LP
rider-seated
C
2/2
mm
mm
deg
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
3230
152
II
40x100x1050
297x905
6/8
2218
1110
2130
4480
2150
1038
2000
367
2367
1798
km/hr
mm/s
mm/s
kg
%
16/16
530/600
510/460
1795
35.5
sec
kg
kg
kg
mm
mm
mm
mm
V/AH
3410
4770/640
1540/1870
2/2
21x7-15
16x5-10.5
1410
932/983
90
135
foot/hyd
hand/mech
kw(hp)
Nm(lbft)
cc
12/45
G420F(E)
39.9(53.5)/2500
157(116)/1600
4/4/1975
powershift
1/1
bar
181/156
dB(A)
General Section
DOOSAN
GC25E-5
2500
500
LP
rider-seated
C
2/2
DOOSAN
GC30E-5
3000
500
LP
rider-seated
C
2/2
DOOSAN
GC33E-5
3000(6500LBS)
600
LP
rider-seated
C
2/2
1
2
3
4
5
6
7
8
3230
152
II
40x100x1050
297x905
6/8
2268
1110
2130
4480
2150
1038
2045
367
2412
1822
3230
152
III
45x125x1050
282x954
6/8
2333
1110
2130
4480
2150
1038
2105
373
2478
1872
3230
152
III
45x125x1050
282x954
6/8
2368
1110
2130
4480
2150
1038
2135
373
2508
1907
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
16/16
510/600
510/460
1775
30
16/16
500/600
510/460
1750
25.5
16/16
500/600
510/460
1740
23.5
24
25
26
27
28
29
3710
5500/710
1460/2250
4180
6330/850
1470/2710
4350
6490/860
1420/2930
30
31
32
2/2
21x7-15
16x5-10.5
1410
932/983
90
135
foot/hyd
hand/mech
2/2
21x8-15
16x6-10.5
1410
907/956
90
135
foot/hyd
hand/mech
2/2
21x8-15
16x6-10.5
1410
907/956
90
135
foot/hyd
hand/mech
33
34
35
36
37
38
39
40
41
12/45
G420F(E)
39.9(53.5)/2500
157(116)/1600
4/4/1975
powershift
1/1
12/45
G420F(E)
39.9(53.5)/2500
157(116)/1600
4/4/1975
powershift
1/1
12/45
G420F(E)
39.9(53.5)/2500
157(116)/1600
4/4/1975
powershift
1/1
42
43
44
45
46
47
48
195/156
216/156
216/156
49
50
-37-
General Section
Specifications
CHARACTERISTICS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
MANUFACTURER
MODEL
CAPACITY
LOAD CENTER
POWER TYPE
OPERATOR TYPE
TIRES
WHEELS(x=driven)
DIMENSIONS
LIFT WITH
STD
TWO-STAGE MAST
FORK CARRIAGE

distance
kg
mm

free lift
ISO class
FORKS
TILT OF MAST
forward/backward
width
mast lowered height
OVERALL
DIMENSIONS
seat height
90 STACKING AISLE
PERFORMANCE
SPEED
DRAWBAR PULL
GRADEABILITY
ACCELERATION
loaded/unloaded
WEIGHT
AXLE LOAD
CHASSIS
TIRES
front size
rear size
WHEEL BASE
TREAD
front/rear
GROUND
CLEARANCE
SEVICE BRAKE
PARKING BRAKE
DRIVE
BATTERY
voltage/capacity
manufacturer/model
rated output / rpm
ENGINE
max. torque / rpm
type
TRANSMISSION
OPERATING
PRESSURE
system/attachment
NOISE LEVEL

pressure level (Leq) at operator's ear (DI : BITA/CE prEN
12053)
-38-
mm
mm
DOOSAN
GC20P-5
2000
500
LP
rider-seated
C
2/2
mm
mm
deg
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
3230
152
II
40x100x1050
297x905
6/8
2218
1110
2130
4480
2150
1038
2000
367
2374
1798
km/hr
mm/s
mm/s
kg
%
16/16
530/600
510/460
2170
44
sec
kg
kg
kg
mm
mm
mm
mm
V/AH
3430
4780/650
1550/1880
2/2
21x7-15
16x5-10.5
1410
932/983
90
135
foot/hyd
hand/mech
kw(hp)
Nm(lbft)
cc
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
bar
181/156
dB(A)
General Section
DOOSAN
GC25P-5
2500
500
LP
rider-seated
C
2/2
DOOSAN
GC30P-5
3000
500
LP
rider-seated
C
2/2
DOOSAN
GC33P-5
3000(6500LBS)
600
LP
rider-seated
C
2/2
1
2
3
4
5
6
7
8
3230
152
II
40x100x1050
297x905
6/8
2268
1110
2130
4480
2150
1038
2045
367
2419
1822
3230
152
III
45x125x1050
282x954
6/8
2333
1110
2130
4480
2150
1038
2105
373
2479
1872
3230
152
III
45x125x1050
282x954
6/8
2368
1110
2130
4480
2150
1038
2135
373
2509
1907
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23a
16/16
510/600
510/460
2050
37
16/16
500/600
510/460
2125
31
16/16
500/600
510/460
2115
29
24
25
26
27
28
29
3730
5510/720
1470/2260
4200
6340/860
1490/2710
4370
6500/870
1430/2940
30
31
32
2/2
21x7-15
16x5-10.5
1410
932/983
90
135
foot/hyd
hand/mech
2/2
21x8-15
16x6-10.5
1410
907/956
90
135
foot/hyd
hand/mech
2/2
21x8-15
16x6-10.5
1410
907/956
90
135
foot/hyd
hand/mech
33
34
35
36
37
38
39
40
41
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
12/65
G424F(E)
47.7(64)/2550
182(135)/2200
4/4/2405
powershift
1/1
42
43
44
45
46
47
48
195/156
216/156
216/156
49
50
-39-
General Section
Noise and Vibration

Sound Pressure Level at
Operators ear (Leq.)
according to EN12053
Guaranteed Sound
Power level(LWA )
By Noise Directive
2000/14/EC
dB(A)
dB(A)
TIER - II (B3.3 E/G)

D20S-5,D25S-5,D30S-5,
D33S-5, D35C-5
(W/O Cabin)
82
104
TIER - III (G420F(E) E/G)

G20E-5,G25E-5,G30E-5
(W/O Cabin)
82
104

G20P-5,G25P-5,G30P-5,
G33P-5,G35P-5
(W/O Cabin)
84
106

GC20E-5,GC25E-5,GC30E-5,
GC33E-5
(W/O Cabin)
80
*NA

GC20P-5,GC25P-5,GC30P-5,
GC33P-5
(W/O Cabin)
82
Model
*NA
* NA : Not Applicable
-40-
Whole-body Vibration
Level
according to EN13059
2
(m/s )
Mean
Uncertainty
0.7
0.2
1.1
0.3
General Section
Capacity Chart (Without Sideshifter Pneumatic)

SINGLE TIRE
STD, FFL
FFT
D30S-5, G30E-5, G30P-5
D25S-5, G25E-5, G25P-5
D20S-5, G20E-5, G20P-5
MODEL
-41-
General Section

SINGLE TIRE
STD, FFL
FFT
D35C-5, G35C-5
D33S-5, G33P-5
MODEL
-42-
General Section

DOUBLE TIRE
STD, FFL
FFT
D30S-5, G30E-5, G30P-5
D25S-5, G25E-5, G25P-5
D20S-5, G20E-5, G20P-5
MODEL
-43-
General Section

DOUBLE TIRE
STD, FFL
FFT
D35C-5, G35C-5
D33S-5, G33P-5
MODEL
-44-
General Section
Capacity Chart (With Sideshifter Pneumatic)

SINGLE TIRE
STD, FFL
FFT
D30S-5, G30E-5, G30P-5
D25S-5, G25E-5, G25P-5
D20S-5, G20E-5, G20P-5
MODEL
-45-
General Section

SINGLE TIRE
STD, FFL
FFT
D35C-5, G35C-5
D33S-5, G33P-5
MODEL
-46-
General Section

DOUBLE TIRE
STD, FFL
FFT
D30S-5, G30E-5, G30P-5
D25S-5, G25E-5, G25P-5
D20S-5, G20E-5, G20P-5
MODEL
-47-
General Section

DOUBLE TIRE
STD, FFL
FFT
D35C-5, G35C-5
D33S-5, G33P-5
MODEL
-48-
General Section
Capacity Chart (Without Sideshifter cushion)

NARROW TIRE
STD, FFL
FFT
GC30E-5, GC30P-5
GC25E-5, GC25P-5
GC20E-5, GC20P-5
MODEL
-49-
General Section

NARROW TIRE
STD, FFL
FFT
GC33E-5, GC33P-5
MODEL
-50-
General Section

WIDE TIRE
STD, FFL
FFT
GC30E-5, GC30P-5
GC25E-5, GC25P-5
GC20E-5, GC20P-5
MODEL
-51-
General Section

WIDE TIRE
STD, FFL
FFT
GC33E-5, GC33P-5
MODEL
-52-
General Section
Capacity Chart (With Sideshifter cushion)

NARROW TIRE
STD, FFL
FFT
GC30E-5, GC30P-5
GC25E-5, GC25P-5
GC20E-5, GC20P-5
MODEL
-53-
General Section

NARROW TIRE
STD, FFL
FFT
GC33E-5, GC33P-5
MODEL
-54-
General Section

WIDE TIRE
STD, FFL
FFT
GC30E-5, GC30P-5
GC25E-5, GC25P-5
GC20E-5, GC20P-5
MODEL
-55-
General Section

WIDE TIRE
STD, FFL
FFT
GC33E-5, GC33P-5
MODEL
-56-
General Section
Serial Number
Serial Number Locations
For quick reference, record your lift truck's serial
numbers in the spaces provided below the
photographs.
2.0 liter Spark-Ignition Engine Serial Number

(G420F(E))
_____________________________
Lift Truck Serial Number

_____________________________
2.4 liter Spark-Ignition Engine Serial Number

(G424F(E))
3.3 liter Diesel Engine (B3.3) Serial Number
_____________________________
_____________________________
-57-
General Section
Power Shift Transmission Serial Number

_____________________________
Drive Axle Serial Number

_____________________________
Typical Example
Side Shifter Serial Number (If Equipped)
_____________________________
-58-
General Section
Attachment Abbreviations (Includes

Special Forks)
SC
-Special Carriage-increased width,

height or outreach
SSS
-Shaft-type Sideshift Carriage
HSS
-Hook-type Sideshift Carriage (ITA)
CW
-Counterweight
SF
-Special Forks
SWS
-Swing Shift, Sideshift
RAM
-Ram or Boom
DBCBH
-Double Cube Block Handler
HFP
-Hydraulic Fork Positioner
CR
-Crane Arm or Crane Boom
TH
-Tire Handler
CTH
-Container Handler
LPP
-Load Push-Pull Device
CC
-Carton Clamp
RC
-Roll Clamp
LS
-Load Stabilizer
PWH
-Pulp Wood Handler
SS-ST
Sideshift-Side Tilt Carriage
-59-
General Section
Operator's Warning and Identification Plate

Familiarize yourself with the OPERATORS WARNING PLATE and IDENTIFICATION, LIFT CAPACITY and
ATTACHMENT PLATES. DO NOT exceed capacity as equipped load ratings.
Operator's Warning Plate
Identification, Lift Capacity and

Attachment Plate
Located on the right side of the operator's seat.
Located on the cowl to the right side of the steering

column.
If Convenience Package Equipped
Below are abbreviations that may appear on the

IDENTIFICATION,
LIFT
CAPACITY
and
ATTACHMENT PLATES and their meanings.
Mast Abbreviations
STD
FF
FFT
QUAD
Located on the overhead guard.
- Standard Mast (single inner member,

low free lift)
- Full Free Lift Mast (single inner member
with high free lift duplex cylinder)
- Triple Lift Mast (two inner members)
with either low or full free lift
characteristics.
- Quadruple (Quad) Mast(with three inner
members)
NOTE: When only a mast-type is listed on the

identification plate, a standard carriage and
forks are used.
-60-
Operation Section
Operators Station and Monitoring Systems

Instrument Panel
Your lift truck may not have the same indicator or warning lights as shown in the illustrations.
Due to the various options available, typical instrument panels are shown.
However, the symbols on the indicators and lights on your panel identify what those particular items are.
Also, the symbol for each of the items is identified and an explanation of their function and location is described on
the following pages.
Diesel (12V)
LPG/GAS (12V)
-61-
Operation Section
7. Transmission Oil Temperature Gauge

- Indicates transmission oil temperature. If
both tenth & ninth flash out of phase while
operating the lift truck, excessive transmission oil
temperature is indicated. Park the lift truck and stop
the engine.
1. Engine Oil Pressure Indicator Light Indicates insufficient engine oil pressure.
The light will come on when the ignition
switch is turned to the ON position. The
light should go off after the engine is started. If the
light turns on while operating the lift truck,
insufficient engine oil pressure is indicated. Park
the lift truck and stop the engine.
8. G420F(E)/G424F(E) Engine
Malfunction Indicator Lamp (MIL)
G420F(E) and G424F(E) engine control systems
are equipped with built-in fault diagnostics. Deteted
system faults can be displayed by the Malfunction
Indicator Lamp (MIL) as Diagnostic Fault Codes
(DFC) or flash codes, and viewed in detail with the
use of service tool software. When the ignition key
is turned ON the MIL will perform a self-test,
illuminate once and then go OFF. If a detected falut
condition exists, the fault or faults will be stored in
the memory of the engine control module (ECM).
Once a fault occurs the MIL will illuminate and
remain ON. This signals the operator that a faults
has been detected by the SECM.
2. Alternator Indicator Light - Indicates if

the battery charging system is operational.
The light will come on when the ignition
switch is turned to the ON position.
The light should go off after the engine is started,
indicating the alternator is producing sufficient
voltage to charge the battery. If the light turns on
with the engine running, check the alternator
charging system for a malfunction.
3. Diesel Engine Start Preheat Indicator
Light - The light will come ON when the
key is turned to the ON position from the
OFF position. This indicates that the glow plugs are
preheating the pre-combustion chambers for easier
starting.
9. Seat Belt Warning Light (If

Equipment)
Indicates when the seat belt dose not fastened by
operator.
The light will come on when the ignition switch is
turned to the on position.
The light should go off after engine is started.
The amount of time needed to preheat the

pre-combustion chambers is approximately seven
seconds, depending on the surrounding air
temperature. When the light goes OFF the
maximum pre-combustion chamber temperature
has been reached and the key can be turned to the
START position to start the engine.
10. Service hour Meter - Indicates the

total number of hours the engine and the
lift truck have operated. The hour meter
will operate when the ignition switch is in the ON
position, whether the engine is running or not. The
hour meter is used to determine lubrication and
maintenance intervals.
4. Diesel Engine Water in Fuel Filter

Indicator Light - Indicates when the
engine is running, there is water in the fuel
filter exceeds 100cc.
The light will come ON when the ignition switch is
turned to the ON position. The light should go off
after the engine is started. If the light turns on with
the engine running, park the lift truck and stop the
engine.
Drain some fuel (and any water) until clean fuel
flows from the filter which approximately takes 5 to
6 seconds.
11. Parking indicator light- The light will

come ON when the parking lever is applied.
12. Front Floodlights- Push down on the
switch(14), to the first step, to turn the front
floodlights on.
Front and Rear Floodlights Push down on the
switch(14), to the second step, to turn both the front
and rear floodlights on. The floodlights are optional.
5. Fuel Level Gauge - Indicates fuel level

(Gas, Diesel, or Dual Fuel Trucks Only)
13. Transmission Neutral Position Light

- Indicates the neutral position of
transmission.
6. Engine Coolant Temperature Gauge Indicates coolant temperature. If both tenth

& ninth flash out of phase while operating
the lift truck, overheating is indicated. Park the lift
truck and stop the engine.
14. Front and Rear Floodlights Switch

The front floodright is ON when push down
switch to the first step.
Check the cooling system for a malfunction. Both

tenth & ninth will flash out of phase when the
coolant temperature reaches approximately 106C
(223F) on all engines.
The front and rear floodlights are ON when push down

switch to the second step.
-62-
Operation Section
15. Low Level Light of LP GAS Indicates
the low Level of LP GAS (LP or DUAL only)
16. Directional Turning Indicator Light
17
17. Horn Switch - Push on the horn

button to sound the horn.
-63-
Operation Section
Electrical Disconnect Switch (If

Equipped)
Engine Compartment
1. The engine compartment is accessible by pulling

the latch (GC Series), or pushing down the lever
located at cowl (G.D Series) and raising the hood
and seat assembly (Note: Unlock latch before
pulling-if key equipped)
1. ON - Connects the battery for electrical

power to all electrical circuits.
2. OFF - Disconnects the battery from all
electrical circuits.
2. The hood and seat assembly is held up by a

support cylinder. Make certain the air cylinder is
operating properly and securely hold the hood up
before doing
anything
in
the engine
compartment.
-64-
Operation Section
Seat Switch System (If Equipped)

NOTICE
Prior to operating the lift truck, be sure to
understand and check the SEAT SWITCH
SYSTEM.
While in normal operation and on level ground,
select a direction with the derectional lever and with
the park brake released. You will note that the truck
will move slowly in the selected direction. If you lift
yours hips off of the seat, within three seconds, the
SEAT SWITCH SYSTEM will desengage the
transmission allowing the truck to coast but not
automatically stop.
The lift truck is equipped with a SEAT SWITCH

SYSTEM. In normal operation if the direction lever
is placed in either forward or reverse, the lift truck
will move at a speed proportional to the accelerator
pedal's position. If the operator leavers the seat
without setting the parking brake, within three
seconds after leaving the seat, the SEAT SWITCH
SYSTEM will automatically disengage the
transmission. The directional lever, however, will
remain in that forward or reverse location although
internally the transmission will have shifted into
neutral.
To restore the lift truck to normal operation, while

sitting in the operator's seat depress the brake
pedal to hold the lift truck, return the directional
lever to the neutral position, and then reselect a
direction of travel (either forward or reverse). The
transmission will then re-engage.
If seat or seat switch replacement becomes
necessary, be sure to use genuine DOOSAN
Infracore lift truck parts. Lift trucks should never be
operated without an operational SEAT SWITCH
SYSTEM.
Before exiting the lift truck, the parking brake

should always be applied.
.
WARNING
WHEN LEAVING MACHINE APPLY PARKING
BRAKE!
PARKING BRAKE IS NOT AUTOMATICALLY
APPLIED.
NOTE: Some trucks may be equipped (ask your
dealer if this applies to your truck) with an
alarm that will sound if the parking brake is
not applied when leaving the machine.
-65-
Operation Section
Tilt Steering Column
WARNING
When closing the engine hood, be careful not to
pinch your hand.
Circuit Breaker
To adjust the steering column, push down the

knob(1), and move the steering column to the
desired position, then release the knob(1).
Circuit Breaker -Protects the main
electrical circuits. To reset the circuit
breaker, push the button in. Located in the
engine compartment.
Fuel Selector Switch

(G420F(E)/G424F(E) Dual Fuel
Only)
Seat
NOTE:
Seat arrangements may vary.

Basic operation will be similar.
Seat adjustment should be checked at the

beginning of each shift and when operators
change.
Lock the seat into position before operating, to
prevent an unexpected seat change.
Adjust seat to allow full brake pedal travel with
operators back against seat back.
1. LPG - This position supplies electrical

power to the LP fuelock solenoid, when
the ignition switch is in the ON or the
START position.
With the LP fuel tank valve open, LP can then flow
the tank through the converter to the carburetor.
2. OFF This position shuts off all fuel
supply to the carburetor/injector.
3. GAS - This position supplies electrical
power to gasoline fuel pump and injector
This will allow gasoline fuel to flow from
the tank through the fuel filter and fuel
pump to the injector.
NOTE: The seat can only be correctly adjusted

with the operator fully seated.
-66-
Operation Section
Lift Truck Controls

Direction Control Lever
Service Brake Pedal
Push DOWN on the brake pedal to slow

or stop the lift truck.
1. Forward - Push the lever forward for

FORWARD direction travel.
RELEASE the brake pedal to allow the lift

truck to move.
2. Neutral - Move the lever to center

position for NEUTRAL.
3. Reverse - Pull the lever back for
REVERSE direction travel.
Accelerator Pedal
Transmission Inching Control

Pedal
Push DOWN on the pedal to increase

engine rpm (speed).
RELEASE the pedal to decrease engine
rpm (speed).
Inching Control Pedal - Pushing down on

the inching pedal, modulates the hydraulic
pressure to the clutch packs, permitting
disc slippage.
Further pushing on the pedal completely relieves
clutch pack pressure and applies the service
brakes to stop and hold the lift truck.
NOTE: The purpose of the inching control pedal is
to provide precise inching control at slow
travel speed, with high engine rpm. This is
used for fast hydraulic lift during load
approach, pickup or positioning.
-67-
Operation Section
Parking Brake Lever
Tilt Control
Pull the lever BACK to engage the parking

brake.
1. Mast Tilt Forward - Push the lever

FORWARD smoothly to tilt the mast
forward.
Push the lever FORWARD to release the

parking brake.
2. Mast Hold - When the lever is released

it will return to the HOLD or center position.
Tilting action will stop.
Lift Control
3. Mast Tilt Back - Pull the lever BACK

smoothly to tilt the mast backward.
Sideshift Attachment (If Equipped)
NOTE: To prevent a sudden change of position of

the load, operate all lift, tilt and attachment
controls smoothly.
1. Lower Position - Push the lever
FORWARD smoothly to lower the load.
1. Sideshift Left - Push the lever
FORWARD to shift the carriage to the left.
2. Hold Position - When the lever is

released it will return to the HOLD or center
position. Lifting or lowering action will stop.
2. Sideshift Hold - When the lever is

released it will return to the HOLD or
center position. Sideshifting action will
stop.
3. Lift Position - Pull the lever BACK

smoothly to lift the load.
3. Sideshift Right - Pull the lever BACK to

shift the carriage to the right.
-68-
Operation Section
Refueling
Gasoline or Diesel Engine
Equipped
WARNING
Explosive fumes may be present during
refueling.
Do not smoke in refueling areas.
Lift truck should be refueled only at designated
safe locations. Safe outdoor locations are
preferable to those indoors.
Stop the engine and get off the lift truck during
refueling.
1. Park the lift truck only at a designated safe

location. Place the transmission in NEUTRAL.
Lower the forks to the ground. Engage the
parking brake. Stop the engine.
NOTICE
Do not allow the lift truck to become low on fuel or
completely run out of fuel. Sediment or other
impurities in the fuel tank could be drawn into the
fuel system. This could result in difficult starting or
damage to components.
Fill the fuel tank at the end of each day of operation
to drive out moisture laden air and to prevent
condensation.
In the cold weather, the moisture condensation can
cause rust in the fuel system and hard starting due
to its freezing
2. Open the filter cap.
Do not fill the tank to the top. Fuel expands when it

gets warm and may overflow.
3. Fill the fuel tank slowly. Close the filter cap.

If spillage occurs, wipe off excess fuel and was
down area with water.
NOTE: Drain water and sediment from fuel tank as
required by prevailing conditions. Also,
drain water and sediment from the main
fuel storage tank weekly and before the
tank is refilled. This will help prevent water
or sediment being pumped from the
storage tank into the lift truck fuel tank.
-69-
Operation Section
Changing LP Tanks
WARNING
Only trained, authorized personnel should fill or
exchange LP tanks.
Personnel engaged in filling of LP containers
should wear protective clothing such as face
shield, long sleeves and gauntlet gloves.
Do not refuel or store LP powered lift trucks
near any underground entrance, elevator shafts
or any other place where LP could collect in a
pocket causing a potentially dangerous
condition.
2. Close the fuel shut off valve at the LP tank. Run

the engine until it stops, then turn off the ignition
switch and the disconnect switch (if equipped).
Examine all LP containers before filling and

again before reuse, for damage to various
valves, liquid gauge, fittings and hand valve
wheels.
3. Disconnect the fuel supply line.
All defective or damaged LP containers must be

removed from service.
Explosive fumes may be present during
refueling.
Do not smoke in refueling areas.
Lift truck should be refueled only at designated
safe locations. Safe outdoor locations are
preferable to indoor locations.
Stop the engine and get off the lift truck during
refueling.
If Swing out type LP-Cradle Equipped
The careless handling of LP containers can

result in a serious accident.
Use extreme care when transporting containers
to prevent damage to them.
1. Park the lift truck on level ground, with the
parking brake applied, the transmission in
NEUTRAL, the forks lowered and the engine
running at low idle.
4. Loosen the retaining clamps and remove the

tank.
5. Check the mounting to be sure the locating pin
(dowel) is not missing or broken.
-70-
Operation Section
NOTICE
If the location pin (dowel) is missing or broken, be
sure the pin is replaced.
11. Position the replacement tank so that the

locating pin (dowel) is in place.
WARNING
The LP tank must
counterweight
6. Check to be sure that the LP warning plate is in

position on the lift truck, and is legible.
not extend
past
the
12. Clamp the tank securely.
7. Check to be sure the replacement tank is of the

correct type.
13. Connect the fuel supply line.
8. Inspect the replacement tank for damage such

as dents, scrapes or gouges and for indication
of leakage at valves or threaded connections.
14. Open the fuel valve by slowly turning it

counterclockwise. If the fuel valve is opened too
quickly, a back pressure check valve will shut
off the fuel supply. If this happens, close the
fuel valve completely. Wait five seconds and
then open the fuel valve very slowly.
15. Inspect the LP fuel lines and fittings with a soap
solution after filling the tank or when looking for
leaks.
9. Check for debris in the relief valve, for damage

to various valves and liquid level gauge.
10. Inspect the quick - disconnect couplings for
deterioration, damage or missing flexible seals.
-71-
Operation Section
Before Starting the Engine

Walk - Around Inspection
Make a thorough walk - around inspection before
mounting the lift truck or starting the engine. Look
for such items as loose bolts, debris buildup, oil or
coolant leaks. Check condition of tires, mast,
carriage, forks or attachments. Have repairs made
as needed and all debris removed.
7. Inspect the overhead guard for damage and

loose or missing mounting bolts.
8. Inspect the hydraulic system for leaks, worn
hoses or damaged lines.
9. Look for transmission and drive axle leaks on
the truck and on the ground.
1. Inspect the operators compartment for loose
items and cleanliness.
2. Inspect the instrument panel for broken or
damaged indicator lights or gauges.
3. Test the horn and other safety devices for
proper operation.
4. Inspect the mast and lift chains for wear, broken
links, pins and loose rollers.
B3.3 Diesel Engine
10. Inspect the engine compartment for oil, coolant

and fuel leaks.
5. Inspect the carriage, forks or attachments for

wear, damage and loose or missing bolts.
6. Inspect the tires and wheels for cuts, gouges,
foreign objects, inflation pressure and loose or
missing bolts.
-72-
Operation Section
B3.3 Diesel Engine
13. Observe the fuel level gauge after starting the

truck. Add fuel if necessary.
11. Measure the engine crankcase oil level with the

dip stick. Maintain the oil level between the
MAX. and MIN., (or FULL and ADD) notches on
the dip stick.
WARNING
Personal injury may occur from accidents
caused by improper seat adjustment. Always
adjust the operators seat before starting the lift
truck engine.
Seat adjustment must be done at the beginning
of each shift and when operators change.
B3.3 Diesel Engine
12. Observe the engine coolant level in the coolant

recovery bottle. With the engine cold, maintain
the level to the COLD mark. If the recovery
bottle is empty, also fill the radiator at the top
tank.
14. To position the seat, PUSH the lever away from
the seat track and move the seat forward or
backward to a comfortable position.
-73-
Operation Section
Starting the Engine

Prestart Conditions
Gasoline Engine
NOTE: The engine will not start unless the

transmission directional control lever is in
the NEUTRAL position.
NOTICE
Do not leave the key in ON position when engine is
not running.
Do not engage the starter more than 10 seconds at
any one time.
1. Dont press accelerator pedal, and turn the

ignition switch to the START position.
2. Once the engine starts, release the ignition
switch.
3. If the engine does not start, repeat step 1.
4. If engine coolant is cold, engine speed could be
higher than low idle speed. Dont drive forklift
until engine speed becomes normal low idle
speed.
1. Engage the parking brake, if not already

engaged. Place the transmission directional
control lever in the NEUTRAL position.
NOTICE
If the inside of engine cylinder is wet by gasoline,
the engine could not start. In this case, press
accelerator pedal fully and turn the ignition switch
to ON position for 10 seconds. The inside of
cylinder would be dry because ECM does not allow
gasoline fuel injection. Repeat it three times. Dont
press accelerator pedal and turn the Ignition switch
to the START position to start engine.
2. Lift trucks equipped with electrical disconnect
switches; the engine will not start unless the
disconnect switch is in the ON (closed) position.
-74-
Operation Section
LP Engine
Diesel Engine
Starting a Cold Diesel Engine
WARNING
1. Turn the key to the ON position. The start pre

heat light will come ON. The preheat light will
stay ON approximately seven seconds,
depending on the surrounding air temperature.
LP fuel is flammable and can cause personal

injury.
Inspect LP fuel lines and fitting for leaks.
Inspect tank for secure mounting.
NOTICE
Do not engage the starter for more than 10
seconds.
2. When the preheat light goes OFF, turn the key
to the START position, with the accelerator
pedal pressed.
3. Release the key when the engine starts and
release the accelerator pedal to a low idle
position.
4. If the engine stalls or does not start, turn the
key to the OFF position, then repeat steps 1
thru 3.
1. Turn the tank fuel valve ON by slowly turning

the valve counterclockwise. Observe the LP
gauge (if equipped).
Starting a Warm Diesel Engine
2. Dont press accelerator pedal, and turn the

ignition switch to the START position.
1. Turn the key to the ON position and then to

START position, without waiting for the preheat
light to go OFF. At the same time press the
accelerator.
3. Once the engine starts, release the ignition

switch.
2. Release the key when the engine starts and

release the accelerator pedal to a low idle
position.
4. If the engine does not start, repeat step 2.

5. If engine coolant is cold, engine speed could be
higher than normal low idle speed. Dont drive
forklift until engine speed becomes normal low
idle speed.
-75-
Operation Section
Starting From a 12 Volt External

Source
WARNING
Sparks occurring near the battery could cause
vapors to explode.
Always connect the external power source
ground cable to a point away from and below
the battery, and well clear of fuel system
components.
NOTICE
Do not reverse battery cables. It can cause damage
to the alternator.
Always connect the external power source cables
in parallel with the lift truck battery cables :
POSITIVE(+) to POSITIVE(+) and NEGATIVE( - )
to NEGATIVE( - ).
Attach ground cable last, remove first. All lift trucks
equipped with DOOSAN built internal combustion
engines are NEGATIVE( - ) ground.
-76-
Operation Section
Dual Fuel System

Changing From Gasoline to LP
Gas
4. Open the fuel valve, on the LP tank, by slowly

turning the valve counterclockwise.
5. Turn the ignition switch key to the OFF position
and then to the START position to start the
engine. Release it when the engine starts.
NOTE: The Underwriters Laboratory (U.L.)

requires that the gasoline tank must be at
least one - quarter full when operating on
LP. This will allow the lift truck to be
restarted on gasoline and moved to an
approved refueling area, when operating in
a hazardous area.
Changing From LP to Gasoline

1. Park the lift truck level in an authorized
refueling area with the forks lowered, the
parking brake applied, the transmission in
NEUTRAL and the engine running.
1. Park the lift truck level in an authorized refueling

area with the forks lowered, the parking brake
applied, the transmission in NEUTRAL and the
engine running.
2
3
2. Move lever (1), on the fuel selector switch to the

OFF (2) position. Leave lever (1) in this position
until the engine stops.
2. Close the fuel valve on the LP tank. hood open.
3. Move lever (1) to the LPG (3) position.
-77-
Operation Section
2
3
3. Move lever (1) from the LPG (3) POSITION to

the OFF (2) position. Allow the engine to run
until the fuel in the line runs out and engine
stops.
4. Move lever (1) from the LPG (3) position to the
GAS (4) position.
5. Turn the ignition switch key to the OFF position.
6. Turn the ignition switch key to the START
position and start the engine. Release it when
the engine starts.
-78-
Operation Section
After Starting the Engine
4.
Observe all indicator lights and gauges frequently

during operation, to make sure all systems are
working properly. The entire indicator lights will
come ON with the ignition switch in the ON position
before the engine is started.
The diesel engine water in fuel filter indicator

light(4), will not come ON with the engine
running, unless water in fuel filter exceeds
100cc. Stop the engine immediately and drain
the water if the light comes ON.
5.
Observe the fuel level gauge (5) for fuel level

in the tank.
6.
The engine coolant temperature gauge pointer

(6) will be in the green band with the engine
running, unless the coolant temperature is
excessive.
7.
The transmission oil temperature gauge

pointer (7) will be in the green band with the
engine running, unless the oil temperature is
excessive.
Diesel (12V)
LPG/GAS (12V)
8.
1.
The engine oil pressure indicator light (1), will

not come ON with the engine running, unless
there is low or no oil pressure. Stop the engine
immediately, if the light comes ON.
2.
The alternator indicator light (2), should not

come ON during normal operation. The
alternator is not charging if the light comes ON
with the engine running.
3.
The spark-ignition G420/424F(E) engine

MIL(Malfunction Indicator Light)(3) will not
come ON with the engine running, unless the
fault or faults are stored in the memory of the
engine control module(ECM). Stop the engine
and check the electric engine control system if
the light comes ON. Refer G420F(E)/G424F(E)
Engines of this section.
-79-
Observe the hour meter (8) to make sure it is

operating properly.
Operation Section
Lift Truck Operation

Power Shift Transmission/ Drive
axle
WARNING
A lift truck with the engine running but without
an operator can move slowly (creep) if the
transmission is engaged.
1. Start the engine. See topic Starting the

Engine.
This could result in personal injury.

Always place the transmission control lever in
the NEUTRAL (center) position and apply the
parking brake before dismounting the lift truck.
2. Push down on the service brake pedal to hold

the lift truck until ready to move it.
3. Release the parking brake.
NOTE: The parking brake must be released before
the directional control can be used.
5. Release the service brake.

6. Push down on the accelerator pedal to obtain
the desired travel speed. Release the pedal to
decrease travel speed.
WARNING
Sudden reversal of a loaded lift truck traveling
forward can cause the load to fall or the lift
truck to tip over.
Stop the loaded lift truck completely, before
shifting to reverse.
Failure to comply could result in personal
injury.
4. Select the direction of travel by pushing the

directional lever FORWARD for forward
direction or by pulling the lever BACK for
reverse direction.
NOTE: Where conditions permit, directional

changes can be made under full power at
speeds up to 6 km/h (3.73 mph). A speed
of 6 km/h (3.73 mph) is a fast walk.
Directional shift changes at speeds above
6 km/h (3.73 mph) are considered abusive.
Bring the lift truck to a complete stop where
load stability or other factors prevent safe
operation under full power shifts.
-80-
Operation Section
Inching
7. To change the lift truck direction of travel,

release the accelerator pedal.
NOTE: The purpose of the inching pedal is to

provide precise lift truck inching control at
very slow travel speed and high engine
rpm. This is used for fast hydraulic lift,
during load approach, pick up or load
positioning.
8. Push down on the service brake pedal to

reduce the lift truck speed as necessary.
1. To inch (creep) in either direction, slowly push

down on the inching pedal. This will start to apply
the service brakes and allow the transmission
clutch discs to slip.
2. Vary the position of the inching pedal and the
accelerator pedal to control the inching speed
and distance.
3. Pushing down further on the inching pedal will
disengage the transmission completely and apply
the service brakes fully to stop and hold the lift
truck. This will provide full engine power for fast
hydraulic lift.
9. Move the directional lever to the desired

direction of travel. Slowly push down on the
accelerator pedal as the lift truck changes
direction.
10. When the direction change is completed,
continue to push down on the accelerator pedal
to obtain the desired travel speed.
WARNING
Do not use inching pedal instead of brake
pedal.
It will give wearing to transmission clutch disc.
11. To stop the lift truck when traveling in either

direction, release the accelerator pedal.
12. Push down on the service brake pedal and
bring the lift truck to a smooth stop.
-81-
Operation Section
Electronic Controlled Spark-Ignition Engines

G420FE Engine and G424FE Engine
EMS (Engine management system) of G420FE
engine and G424FE engine is a closed loop system
utilizing a 3-way catalytic muffler to reduce the
emission level 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 oxygen 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.
EMS schematic of G420FE Dual fuel engine

pressure are monitored by the SECM. The SECM
controller has full adaptive learning capabilities,
allowing it to adapt control function as operating
conditions change. Factors such as ambient
temperature, fuel variations, ignition component
wear, clogged air filter, and other operating
variables are compensated.

by the SECM through a variable reluctance (VR) or
Hall Effect sensor. Intake manifold air temperature
and absolute pressure are monitored with a TMAP
cables are not used. A throttle position sensor
(TPS) monitors throttle position in relation to the
MPI (multi-point injection) is used for this system.

Fuel injection pressure and flow rate depend on
engine-specific fuel injection requirements. A
variety of regulators and injectors can be used to fit
individual needs. The gasoline fuel pressure
regulator is a one-way, non-return configuration. All
gasoline specific components are automotive
production parts and validated to strict automotive
standards. Four (4) sequential injection channels
are supported.
-82-
Operation Section
G420F Engine and G424F Engine

EMS (Engine management system) of G420F engine and G424F engine is an open loop LP system and/or
closed loop gasoline system. 3-way catalytic muffler is not used for this system.
LPG regulator and the mixer are operated in open loop as no mixture adjustments are made by the SECM.
Manifold pressure from the TMAP, rpm from the crank position sensor and throttle position is used by the
SECM to calculate load. Feedback from the electronic throttle is still provided to the SECM by the throttle
position sensors (TPS).
EMS schematic of G420F Dual Fuel engine
-83-
Operation Section
Basic Troubleshooting(LP)
The MI-07 systems are equipped with built-in fault
diagnostics.
Detected system faults can be
and are covered in the Advanced Diagnostics
section. Items such as fuel level, plugged fuel
lines, clogged fuel filters and malfunctioning
pressure regulators may not set a fault code by the
Small Engine Control Module (SECM). Below are
Problem
Engine Cranking
but Will Not Start
basic checks that should be made before referring

to the Advanced Diagnostics section, if engine or
drivability problems are encountered.
Locating a problem in a propane engine is done
exactly the same way as with a gasoline engine.
Probable Cause
Corrective Action
Fill fuel container

z Do
not exceed 80% of liquid
capacity
Slowly open liquid valve
Reset excess flow valve
z Close liquid valve
z Wait for a click sound
z Slowly open liquid valve
Remove obstruction from the fuel line
z Close liquid fuel valve
z Using caution, disconnect the fuel
line (some propane may escape)
z Clear obstruction with compressed
air
z Re-connect fuel line
z Slowly open liquid fuel valve
z Leak test
Replace Fuse for SECM
z See Maintenance Section, Fuses
replacement
z See Maintenance Section, LP Fuel
Filter replacement
Check connection
z Verify no holes in hose
z Clamps must be tight
z Look for kinked, pinched and/or
collapsed hose
Repair/replace Fuel Lock-off
z See Engine Service Manual
Test pressure regulator/converter operation
z See Engine Service Manual
See Advanced Diagnostics
Liquid valve closed

Plugged fuel line
Broken Fuse - SECM

Clogged fuel filter
Faulty vapor connection between
the pressure regulator/converter
and the mixer
Fuel Lock-off malfunction
Pressure
regulator/converter
malfunction
control
No VR Sensor Signal
-84-
Verify the VR signal is present

z See Advanced Diagnostics
Operation Section
Problem
Difficult to Start
Probable Cause
Corrective Action
Fuel container almost empty
LPG Vapor from liquid outlet

z
Fill fuel container
z
Do not exceed 80% of liquid capacity

z
Close liquid valve
z
Wait for a click sound
z
See Maintenance Section, LP Fuel
Filter replacement
z
Close liquid fuel valve
z
Using caution, disconnect the fuel line
(some propane may escape)
z
Clear obstruction with compressed air
z
Re-connect fuel line
z
Slowly open liquid fuel valve
z
Leak test
Check connection
z
Verify no holes in hose
z
Clamps must be tight
z
Look for kinked, pinched and/or
collapsed hose
Test pressure regulator/converter operation
z
See Engine Service Manual
z
Fill fuel container
z
Check air filter
z
Clean/replace as required
Clogged fuel filter

Plugged fuel line

and the mixer
Pressure
regulator/converter
malfunction
Air filter clogged
Incorrect air/fuel or ignition control
Engine Mechanical
-85-
Operation Section
Problem
Will Not Run
Continuously
Probable Cause
Corrective Action

z
Fill fuel container
z

z
Close liquid valve
z
z
Filter replacement
Clogged fuel filter
Plugged fuel line
Will Not
Accelerate/Hesita
tion During
Acceleration
Incorrect idle speed or ignition

problem
Engine Mechanical

z
z
z
z
z
Slowly open liquid fuel valve & Leak
test
Check level in cooling system
z
z
-35F minimum
Check coolant hoses
z
Watch for kinks and/or pinched hoses
z
Verify one pressure hose and one
return hose
z
z
Fill fuel container
z
z
Close liquid valve
z
-86-
Operation Section
Problem
Will Not
Accelerate/Hesita
tion During
Acceleration
Engine Stalls
Probable Cause
Corrective Action
Clogged fuel filter
z
See Maintenance
Section, LP Fuel Filter replacement

and the mixer
Check connection
z
z
z
collapsed hose
Throttle butterfly valve not opening

or sticking
Foot Pedal signal incorrect or
intermittent
Engine Mechanical

z
Fill fuel container
z
z
Close liquid valve
z
z
Filter replacement
z
z
z
z
z
test
Clogged fuel filter

Plugged fuel line
-87-
Operation Section
Problem
Engine Stalls
Probable Cause
Corrective Action

z
Check connection
z
z
z
collapsed hose
Check level in cooling system
z
z
-35F minimum
z
Check coolant hoses
z
Watch for kinks and/or pinched hoses
z
Verify one pressure hose and one
return hose
Test pressure regulator operation
z
z
z
Between throttle body and intake
manifold
z
Between intake manifold and cylinder
head
Check mixer
z
See Engine Manufacturers Service Manual

and the mixer
Pressure regulator malfunction

Vacuum leak
Air/Fuel Mixer malfunction

Engine Mechanical
Rough Idle

and the mixer
Vacuum leak
Check connection
z
z
z
Look for kinked, pinched
collapsed hose
z
and/or

z
z
manifold
z
head
Check mixer
z
-88-
Operation Section
Problem
Rough Idle
High Idle Speed
Poor High Speed

Performance
Probable Cause
Corrective Action
Incorrect Idle speed control

Incorrect timing or spark control
Engine Mechanical
Throttle sticking
Foot pedal sticking or incorrect
pedal signal
Clogged fuel filter
See Advanced Diagnostics & See Engine

Service Manual
Service Manual
Check pedal return spring travel for binding
z
z
See Maintenance section, Fuel Filter
replacement
Plugged fuel line

z
z
z
z
z
test
Check air filter
z
Check connection
z
z
z
collapsed hose
z
Check mixer
z
Check exhaust system
z
Measure exhaust back pressure
Air filter clogged

and the mixer
Restricted exhaust system
Incorrect ignition control
Incorrect air/fuel control
Incorrect throttle position

Service Manual
-89-
Operation Section
Problem
Probable Cause
Corrective Action
Check mixer
z
Check air filter
z
Check system vacuum hoses from
regulator to FTV and mixer
z
Repair/replace as necessary
z
Check FTV for housing cracks or
obstructions
z
See
Advanced Diagnostics FTV
operation
z
Repair and/or replace as necessary
Repair exhaust system
Replace as necessary
z
Excessive
Fuel
Consumption/LP Air filter clogged
G Exhaust Smell
Vacuum leak
Pressure regulator malfunction/fuel

pressure too high
Faulty FTV
Weak ignition and/or spark control

Oxygen sensor failure
-90-
Operation Section
Basic Troubleshooting (Gasoline)

Problem
Engine Cranking
but Will Not Start
(Gas)
Probable Cause
Corrective Action
Fuel tank empty
Fill fuel container

z
The tank should be at least full to
properly prime the fuel pump.
z
Fuel select switch is not on GAS
z
See Maintenance section
Primary
and Secondary Fuel Filter replacement
Check connection
z
z
z
collapsed hose
Check electrical connection
z
Check Relay and fuse
Turn key ON and verify pump is operating
z
Test Injector operation
z
Clogged fuel filter

the pressure regulator/ converter
and the mixer (LPG)
Electric Fuel Pump malfunction
(GAS)
Fuel Pressure regulator malfunction
Fuel Injector malfunction
Incorrect air/fuel or ignition/ spark
control
No VR Sensor Signal
-91-
Verify the VR signal is present

z
Operation Section
Problem
Difficult to Start
(Gas)
Probable Cause
Corrective Action
Fuel tank almost empty
Fuel Pump Cavitations

z
properly prime the fuel pump
z
Fuel select switch is not on GAS
z
See Maintenance section, Primary and
Secondary Fuel Filter replacement
z
Check Relay and fuse Turn key ON
and verify pump is operating
z
z
z
Check air filter
z
Verify LPG cylinder is full and valve is open.
If the problem does not exist in LPG mode
proceed with the corrective action steps
below.
Clogged fuel filter

(GAS)
Air filter clogged
Will Not Run

Continuously
(Gas)

Engine Mechanical
Isolate the gasoline system by
running the lift truck on LPG
If the problem also exists in LPG mode then

the root cause is most likely to be
something other than the fuel system
z
z
z

Clogged fuel filter
-92-
Operation Section
Problem
Will Not Run
Continuously
(Gas)
Probable Cause
Corrective Action

(GAS)

z
Check Relay and fuse Turn key ON
and verify pump is operating
z

Will Not
Accelerate/Hesita
tion During
Acceleration or
Engine Stalls
(Gas)

z
Incorrect idle speed or ignition

problem
Engine Mechanical


below.
z
z
Clogged fuel filter
z

-93-
Operation Section
Problem
Will Not
Accelerate/Hesita
tion During
Acceleration or
Engine Stalls
(Gas)
Rough Idle (Gas)
Probable Cause
Corrective Action
Throttle butterfly valve not opening

or sticking
Foot Pedal signal incorrect or

intermittent
Engine Mechanical


below.
See Advanced Diagnostics & Service
Manual
z
z

Clogged fuel filter
z
z

z
Vacuum leak

z
z
manifold
z
head
-94-
Operation Section
Problem
Probable Cause
Corrective Action
Rough Idle (Gas)

Incorrect timing or spark control
Engine Mechanical

Service Manual
&
Engine
See Advanced
Service Manual
&
Engine
Foot pedal sticking or incorrect

pedal signal
Check pedal return spring travel for binding
High Idle Speed

(Gas)
Throttle sticking
-95-
Diagnostics
Operation Section
Problem
Probable Cause
Corrective Action

below.
Poor High Speed running the lift truck on LPG

Performance
(Gas)

Clogged fuel filter

Plugged fuel line
Air filter clogged

and the mixer
Problem
See Advanced Diagnostics & Dual Fuel

Engine Service Manual
z
See Maintenance section, Fuel Filter
replacement
z
z
z
z
z
test
Check air filter
z
Check connection
z
z
z
collapsed hose
z
See Dual Fuel Engine Service Manual
Probable Cause
Corrective Action
Check mixer
z
Check exhaust system
z
Measure exhaust back pressure
See Advanced Diagnostics & Engine
Service Manual
Poor High Speed

Restricted exhaust system
Performance
(Gas)
Incorrect ignition control
Incorrect throttle position
-96-
Operation Section
Advanced Diagnostics
Displaying Fault Codes (DFC) from

SECM Memory

by the SECM.

turned OFF.

EXAMPLE: A code 461 (ETCSticking) has been
(1) Malfunction Indicator Lamp(MIL) for Engine control system.
-97-
Operation Section
Table 2. MI-07 Diagnostic Fault Codes (Flash Codes)

DFC
PROBABLE FAULT
FAULT ACTION *
12
NONE
131
Inj1Open
TurnOnMil
132
Inj2Open
TurnOnMil
133
Inj3Open
TurnOnMil
134
Inj4Open
TurnOnMil
141
(14)
ECTRangeLow
shorted to GND
151
(15)
ECTRangeHigh
or open circuit
NONE
TurnOnMil
(1) TurnOnMil
(2) DelayedEngine
Shutdown
-98-

identification
Check Injector 1 Resistance, 12 to14
ohms (cold)
ohms (cold)
ohms (cold)
Check Injector 4 Resistance, 12 to 14
ohms (cold)
Check ECT sensor connector and wiring
for a short to GND
SECM (System GND) Pin A16, B17
disconnected or for an open ECT circuit
Operation Section
Table 2. MI-07 Diagnostic Fault Codes (Flash Codes) contd.

DFC
PROBABLE FAULT
161
(16)
ECTOverTempFault
Engine coolant temperature is
high. The sensor has
due to the engine overheating.
171
181
ECT_IR_Fault
FuelSelectConflict
ground
FAULT ACTION *
(1) TurnOnMil
(2) DelayedEngine
Shutdown

leaks in the system.
Possible ECT short to GND, check ECT
signal wiring
SECM (System GND) Pin A16, B17
Check regulator for coolant leaks
None
TurnOnMil
191
CamEdgesFault
No CAM signal when engine is
known to be rotating, broken
crankshaft sensor leads or
defective CAM sensor
None
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
193
CrankEdgesFault
engine is known to be rotating,
leads or defective crank
sensor
None
194
CrankSyncFault
Loss of synchronization on the
crankshaft sensor, normally
None
-99-
Check for coolant system problems, e.g.

defective or stuck thermostat
Check fuel select switch connection for a
short to GND
Pin 2
sensor Pin 3
Switched 12V to CAM sensor Pin 1
Check for defective CAM sensor
Pin 2
sensor Pin 3
Switched 12V to CAM sensor Pin 1
Check for defective CAM sensor
Pin 3
sensor Pin 2
Switched 12V to Crank sensor Pin 1
Check for defective Crank sensor
Pin 3
sensor Pin 2
Switched 12V to Crank sensor Pin 1
Check for defective Crank sensor
Operation Section
Table 2. MI-07 Diagnostic Fault Codes (Flash Codes) contd.

DFC
221
(22)
222
231
(23)
232
PROBABLE FAULT
TPS1RangeLow
TPS1 sensor voltage out of
TPS1 signal has shorted to
sensor has failed
TPS2RangeLow
sensor has failed
TPS1RangeHigh
range high, normally set if the
power or the ground for the
sensor has opened
TPS2RangeHigh
range high, normally set if the
power or the ground for the
sensor has opened
FAULT ACTION *
TurnOnMil
TurnOnMil
TurnOnMil

TurnOnMil

SECM pin B1 (sensor GND) to ETC Pin 2
241
(24)
TPS1AdaptLoMin
expected
None
242
TPS2AdaptLoMin
expected
None
251
(25)
252
271
TPS1AdaptHiMax
expected
TPS2AdaptHiMax
expected
TPS1AdaptHiMin
expected

GND
GND

corrosion.
TPS Pin 2 (GND) to
TPS Pin 3 (PWR) to
corrosion.
TPS Pin 2 (GND) to
TPS PIN 3 (PWR) to
None
N/A
None
N/A
None
N/A
-100-
Operation Section

DFC
272
281
282
291
PROBABLE FAULT
TPS2AdaptHiMin
expected
TPS1AdaptLoMax
than expected
TPS2AdaptLoMax
TPS2 sensor range higher
than expected
than expected amount
only be repaired by
assembly.
331
(33)
MAPTimeRangeLow
opened to the SECM
332
MAPRangeLow
opened to the SECM
FAULT ACTION *
None
N/A
None
N/A
None
N/A
(1) TurnOnMil
(2) Engine Shutdown
None
(1) TurnOnMil
(2) CutThrottle
-101-
Check TMAP connector and MAP signal

wiring for an open circuit
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
Check TMAP connector and MAP signal
wiring for an open circuit
TMAP Pin 3 to SECM Pin B24 (XDRP +5
Vdc)
Check the MAP sensor by disconnect-ing
the TMAP connector and measuring at the
sensor:
TMAP Pin 1(GND) to
Operation Section

DFC
341
(34)
342
351
352
353
371
(37)
PROBABLE FAULT
MAPTimeRangeHigh
Sensor Input is High, normally
signal wire has become
shorted to power, shorted to
the IAT signal, the TMAP has
failed or the SECM has failed.
MAPRangeHigh
Sensor Input is High, normally
signal wire has become
shorted to power, shorted to
the IAT signal, the TMAP has
failed or the SECM has failed
MAP_IR_HI
MAP_IR_LO
MAP_STICKING
expected
IATRangeLow
has failed.
FAULT ACTION *
None
(1) TurnOnMil
(2) CutThrottle
None

Check TMAP connector and MAP signal wiring
for a shorted circuit
TMAP Pin 3 to SECM Pin B24 (XDRP +5 Vdc)
Check the MAP sensor by disconnect-ing the
TMAP connector and measuring at the sensor:
TMAP Pin 1(GND) to
Check TMAP connector and MAP signal wiring
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
Check for vacuum leaks. Check that TMAP
sensor is mounted properly. Possible defective
TMAP sensor.
None
None
Check that TMAP sensor is mounted properly.

TurnOnMil
Check TMAP connector and IAT signal wiring

disconnect the TMAP connector and measure
the IAT resistance
Resistance is approx 2400 ohms at room
temperature.
-102-
Operation Section

DFC
PROBABLE FAULT
FAULT ACTION *
381
(38)
IATRangeHigh
disconnected or the circuit has
opened to the SECM.
391
IAT_IR_Fault
421
EST1_Open
EST1 output open, possibly
open EST1 signal or defective
spark module
TurnOnMil
422
EST2_Open
spark module
TurnOnMil
423
EST3_Open
spark module
TurnOnMil
TurnOnMil
None

Check TMAP connector and IAT signal wiring
disconnect the TMAP connector and measure
the IAT resistance
Resistance is approx 2400 ohms at room
temperature.
Check connections to TMAP sensor. Check
that TMAP sensor is properly mounted to
manifold.
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.
circuit
details.
circuit
SECM Pin A3 (EST3) to OEM ignition system.
See application note.
details.
-103-
Operation Section

DFC
424
425
426
427
428
431
PROBABLE FAULT
EST4_Open
spark module
EST5_Open
spark module
EST6_Open
spark module
EST7_Open
spark module
EST8_Open
spark module
EST1_Short
EST1 output shorted high or
low, EST1 signal shorted to
spark module
FAULT ACTION *
TurnOnMil

Check coil driver wiring and connector for
open circuit
system. See application manual.
engine details.
None
N/A
None
N/A
None
N/A
None
N/A
TurnOnMil

shorts
SECM Pin A9 (EST1) to ignition module
Pin D (4-pin connector)
engine details.
-104-
Operation Section

DFC
PROBABLE FAULT
FAULT ACTION *
432
EST2_Short
spark module
TurnOnMil
433
EST3_Short
spark module
TurnOnMil
434
EST4_Short
spark module
TurnOnMil
435
436
EST5_Short
spark module
EST6_Short
spark module

shorts
engine details.
shorts
engine details.
shorts
engine details.
None
N/A
None
N/A
-105-
Operation Section

DFC
437
438
PROBABLE FAULT
EST7_Short
spark module
EST8_Short
spark module
FAULT ACTION *
None
N/A
None
N/A
461
(26)
ETC_Sticking
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
assembly.
(1) TurnOnMil
(2) EngineShutdown
(3) CutThrottle
471
ETC_Open_Fault
has failed, normally set if either
of the ETC driver signals have
opened or become
disconnected, electronic throttle
or SECM is defective.
None
481
(28)
ETCSpringTest
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
assembly.
(1) TurnOnMil
(2) EngineShutdown
-106-
Check for debris or obstructions inside

the throttle body
Perform the throttle test using the
Service Tool and re-check for fault
wear
open circuit
disconnecting the throttle connector and
measuring the motor drive resistance at
the throttle
Pin 4 (-DRIVER) ~3.0-4.0
Check the ETC driver wiring for an open
circuit
measuring the motor drive resistance at
the throttle
Pin 4 (-DRIVER) ~3.0-4.0
Perform throttle spring test by cycling

the ignition key and re-check for fault
Operation Section

DFC
PROBABLE FAULT
FAULT ACTION *
491
(29)
HbridgeFault_ETC
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
521
(52)
LowOilPressureFault
(1) TurnOnMil
(2) DelayedEngine
Shutdown
531
(53)
SysVoltRangeLow
TurnOnMil
541
(54)
SysVoltRangeHigh
TurnOnMil

Check ETC driver wiring for a shorted circuit
Perform the throttle test using the Service
Tool and re-check for fault
measuring the motor drive resistance at the
throttle
Pin 4 (-DRIVER) ~3.0-4.0
pressure switch
Perform maintenance check on electrical
connections to the battery and chassis
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 A16 (DRVG)
SECM Pin B17 (DRVG)
Check battery and charging system voltage
Check battery voltage during starting and
with the engine running
Check voltage regulator, alternator, and
charging system
Check battery and wiring for overheating
and damage
Measure battery power at SECM with a
multimeter (with key on)
SECM Pin A16 (DRVG)
SECM Pin B17 (DRVG)
-107-
Operation Section

DFC
PROBABLE FAULT
FAULT ACTION *
551
(55)
SensVoltRangeLow
XDRP too low
(1) TurnOnMil
(2) EngineShutdown
561
(56)
SensVoltRangeHigh
XDRP too high
(1) TurnOnMil
(2) EngineShutdown
571
(57)
572
573
611
(61)
HardOverspeed
Engine speed has
exceeded the third level (3
of 3) of overspeed
protection
MediumOverspeed
Engine speed has
exceeded the second level
(2 of 3) of overspeed
protection
SoftOverspeed
Engine speed has
exceeded the first level (1
of 3) of overspeed
protection
APP1RangeLow
APP1 sensor voltage out
of range low, normally set
if the APP1 signal has
shorted to ground, circuit
has opened or sensor has
failed
(1) TurnOnMil
(2) HardRevLimit
(1) TurnOnMil
(2) MediumRevLimit
(1) TurnOnMil
(2) SoftRevLimit
(1) TurnOnMil
(2)
CheckEngineLight

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.
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.
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
grade
grade

-108-
Operation Section

DFC
612
(65)
621
(62)
622
(66)
PROBABLE FAULT
APP2RangeLow
low, normally set if the APP2 signal
APP1RangeHigh
high, normally set if the APP1 signal
has shorted to power or the ground
for the sensor has opened
APP2RangeHigh
high, normally set if the APP2 signal
has shorted to power or the ground
for the sensor has opened
FAULT ACTION *

CHECK
TurnOnMil

B16
(1) TurnOnMil
(2) CheckEngine
Light
TurnOnMil
631
(63)
APP1AdaptLoMin
None
632
(67)
APP2AdaptLoMin
None
641
(64)
642
(68)
651
652
661
662
691
(69)
APP1AdaptHiMax
sensor range higher than expected
APP2AdaptHiMax
sensor range higher than expected
APP1AdaptHiMin
APP2AdaptHiMin
APP1AdaptLoMax
APP2AdaptLoMax
APP position sensors do no not track
well, intermittent connections to APP
or defective pedal assembly

B7
B16
corrosion
check APP1 signal at SECM Pin
B7
corrosion
B16
None
N/A
None
N/A
None
N/A
None
N/A
None
N/A
None
N/A
(1) TurnOnMil

corrosion
B7
B16
-109-
Operation Section

DFC
PROBABLE FAULT
711
(71)
LSDFault_Dither1
dither 1 valve
TurnOnMil
712
LSDFault_Dither2
dither 2 valve
TurnOnMil
714
715
717
718
721
(72)
crank disable relay
LSDFault_LockOff
LSDFault_MIL
GasFuelAdaptRangeLo
adapt rich more than
expected
FAULT ACTION *

Check FTV1 for an open wire or FTV connector
being disconnected
FTV1 Pin 2 (power) to SECM (DRVP) Pin A23
Check FTV1 for an open coil by disconnecting
resistance (~26 2 )
Check FTV1 for an open wire or FTV connector
being disconnected or signal shorted to GND
FTV2 Pin 2 (power) to SECM (DRVP) Pin A23
Check FTV1 for an open coil by disconnecting
resistance (~26 2 )
None
Check Check Engine Lamp for an open wire or

shorted to GND
None
N/A
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 measuring the
resistance (~26 3)
Check MIL lamp for an open wire or short to
GND.
None
TurnOnMil

Check dual dither valves, e.g. leaking valve or
hose
-110-
Operation Section

DFC
PROBABLE FAULT
731
(73)
GasFuelAdaptRangeHi
expected
FAULT ACTION *
TurnOnMil
741
(74)
GasO2NotActive
leads, defective O2
sensor
(1) TurnOnMil
(2) DisableGas
O2Ctrl
742
GasPostO2NotActive
leads, defective O2
sensor.
(1) TurnOnMil
(2) DisableGasPost
O2Ctrl
751
GasO2FailedLean
operation on LPG
(1) TurnOnMil
(2) DisableGas
O2Ctrl
752
GasPostO2FailedLean
operation on LPG
(1) TurnOnMil
(2) DisableGasPost
O2Ctrl
771
(77)
GasO2FailedRich
operation on LPG
(1) TurnOnMil
(2) DisableGas
O2Ctrl

Check dual dither valves, e.g. plugged valve or
hose.
Check that Pre-catalyst O2 sensor connections
are OK.
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)
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.
PWR)
Check dual dither valves, e.g. leaking valve or
hose.
Correct other faults that may contribute to 752
(e.g. faults pertaining to dither valves, Pre-Cat
O2, Post Cat O2 sensor)
Check for leaks in exhaust, catalytic converter,
HEGO sensors; repair leaks.
Check all sensor connections (see fault 742
Check dual dither valves, e.g. plugged valve or
hose.
-111-
Operation Section

DFC
PROBABLE FAULT
FAULT ACTION *
772
GasPostO2FailedRich
operation on LPG
821
LiqFuelAdaptRangeHi
than expected
TurnOnMil
831
than expected
TurnOnMil
841
LiqO2NotActive
O2 sensor signal or heater
leads, defective O2 sensor
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
842
LiqPostO2NotActive
O2 sensor signal or heater
leads, defective O2
sensor.
(1) TurnOnMil
(2) DisableLiqPost
O2Ctrl
851
LiqO2FailedLean
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
(1) TurnOnMil
(2) DisableGasPost
O2Ctrl

(e.g. faults pertaining to FTVs, Pre-Cat O2,
Post Cat O2 sensor)
Look for leaks in exhaust, catalytic converter,
Low gasoline fuel pressure, perform gasoline
pressure test.
Injector problems, e.g. plugged, defective
injector.
pressure test
Injector problems, e.g. leaking, defective
injector.
Check that Pre-catalyst O2 sensor connections
are OK.
GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to SECM (DRVP +
12V) PIN A23
PWR)
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.
PWR)
pressure test.
Injector problems, e.g. plugged, defective
injector
-112-
Operation Section

DFC
PROBABLE FAULT
FAULT ACTION *
852
LiqPostO2FailedLean
(1) TurnOnMil
(2) DisableLiqPost
O2Ctrl

(e.g. faults pertaining to Injectors, MAP, IAT,
Pre-Cat O2, Post Cat O2 sensor)
871
LiqO2FailedRich
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
High gasoline fuel pressure, perform gasoline

pressure test
Injector problems, e.g. leaking, defective injector
872
LiqPostO2FailedRich
(1) TurnOnMil
(2) DisableLiq
PostO2Ctrl

(e.g. faults pertaining to Injectors, MAP, IAT,
Pre-Cat O2, Post Cat O2 sensor)
911
O2RangeLow
ground
(1) TurnOnMil
(2) DisableLiquid
O2Ctrl
(3) DisableGas
O2Ctrl
Check if O2 sensor installed before the catalyst

is shorted to GND or sensor GND.
912
O2_PostCatRangeLow
ground
(1) TurnOnMil
(2) Disable asoline
Post-catalyst
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
power
(1) TurnOnMil
(3) DisableGas
O2Ctrl
Check if O2 sensor installed before catalyst is

shorted to +5Vdc or battery.
922
O2_PostCatRangeHigh
ground
(1) TurnOnMil
(2) Disable asoline
Post-catalyst
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
931
FuelTempRangeLow
Input is Low normally set if
the fuel temperature
chassis ground or the
sensor has failed.
TurnOnMil
Check fuel temp sensor connector and wiring for

a short to GND
SECM (sensor GND) Pin B1 to FTS Pin 2
932
FuelTempRangeHigh
Input is High normally set if
the fuel temperature
TurnOnMil
Check if fuel temp sensor connector

SECM (sensor GND) Pin B1 to
FTS Pin 2
-113-
is
Operation Section

DFC
933
994
995
PROBABLE FAULT
TransOilTemp
temperature
ServiceFault4
reached-replace HEGO
sensors
ServiceFault5
reached-replace timing belt
FAULT ACTION *
(1) TurnOnMil
(2) DelayedEngine
Shutdown

transmission service procedures.
TurnOnMil

TurnOnMil
-114-
Operation Section
Mono-Ped Control System (Option)
Forward-Push the left side (2) of the pedal

for FORWARD direction travel.
Neutral-The lift truck should not move when
the Mono-Ped pedal is released..
Reverse-Push the right side (1) of the pedal
for REVERSE direction travel.
The MONO-PED pedal controls the speed and
direction of the lift truck. Pushing on the right side of
the pedal (1) causes the lift truck to move in
REVERSE. The optional reverse lights and optional
back-up alarm will be ON in the REVERSE position.
Pushing on the left side of the pedal (2) causes the
lift truck to move in FORWARD.
The speed of the truck increases as the pedal is
depressed
-115-
Operation Section
Auto Shift Controller ASC-100 (If Equipped)

Product Description
Adjustments
The Autoshift controller is an electrical control

system, specially designed for use on forklift trucks
with internal combustion engines.
Its primary purpose is to prevent the operator from
driving the truck outside of the design parameters,
e.g. selecting the reverse gear when traveling in
excess of 5.1 km/h ( 3.17 mph) in a forward
direction, and vice versa.
NOTCH
0
1
2
3
4
5
6
7
8
9
The Autoshift controller is mounted on a convenient

position away from excessive heat sources and the
trucks electrical system is retrofitted. An inductive
speed sensor is mounted on the differential housing
where it will pick up a pulse from a yoke tooth
pattern. This pulse is used to monitor the truck in
motion and its travel speed. To enable the system
to change gears smoothly, the shift points for offset
speed are adjustable.
SW2
(Direction Inhibit Point)
Vehicle Speed
3.3 km/h ( 2.05 mph )
3.6 km/h ( 2.24 mph )
3.9 km/h ( 2.42 mph )
4.2 km/h ( 2.61 mph )
4.5 km/h ( 2.80 mph )
4.8 km/h ( 2.98 mph )
5.1 km/h ( 3.17 mph )
5.4 km/h ( 3.36 mph )
5.7 km/h ( 3.54 mph )
6.0 km/h ( 3.73 mph )
Direction Inhibit Point
The Autoshift controller prevents strain and abuse

to the transmission. It also prevents damage to the
half shaft, excessive tire wear and heat to the
transmission.
This is accomplished on each machine with a

factory - adjusted controller.
The SW2 is for adjustment of optimal direction

inhibit speed.
Factory - setting value is 5.1 km/h ( 3.17 mph )
SW1 is not used.
WARNING
Improper operation or maintenance could result
in injury or death. Do not operate or work on the
lift truck unless you are properly trained. For
safe operation, carefully read and follow this
Operation and Maintenance Manual.
Adjustment Switch
-116-
Operation Section
Diagnostics Features
Operation
ASC-100 has an internal indicator on the right side

of the controller for displaying the selected gear
and the abnormal condition.
This system can basically operate in 2 pre-selected

modes.
z Automatic
mode (Direction Inhibit mode):
Selected as factory-setting.
z Manual
mode (Fail-Safe mode): manual
operation in emergency.
Below is a description applicable for many ASC100 implementations.
Display for Operator
Automatic mode (Direction Inhibit

mode)
This information is given during normal operating

when something special happens.
For example, on ASC-100s with the speed sensor,
one of the indicators is used to indicate a sensor
problem.
Display
A
P
F
6
7
Description
Automatic operation
Speed sensor open
Controller fault
Forward Sol. Short
Reverse Sol. Short
z
z
z
z
Remark
Flashing
Flashing
Flashing
Flashing
NOTICE
The parking brake must be released before the
direction control lever can be used.
z
Display for Troubleshooting
This information is input signal for diagnostics.

This test is used to verify an operation of direction
control lever.
Display
A
3
4
Description
Automatic operation
Forward s/w input
Reverse s/w input
Start the engine. See topic Starting the engine.

Push down on the service brake pedal to hold the
lift truck until ready to move it.
Release the parking brake.
Check diagnostics display on controller. See
Diagnostics Features.
Remark
Lever input test
Lever input test
The gear direction is selected with the direction

control lever.
In automatic mode, if the turbine speed in a for
ward direction is higher than direction inhibit
speed, though the reverse gear is selected by
operator, the direction of travel will not be
changed until the speed is reduced sufficiently by
pushing down on the service brake pedal.
WARNING
When you want to change the direction of travel,
you must push down on the service brake pedal to
reduce the travel speed.
In automatic mode, the lift trucks stopping distance
may be longer than in manual mode. BE
CAUTIOUS!
z
-117-
When the directional change is completed,

continue to push down on the accelerator pedal
to obtain the desired travel speed.
Operation Section
Manual Mode (Fail-Safe mode)

The system still allows movement of the vehicle in
case of controller breakdown by selecting the
manual mode with the Fail-Safe mode Switch in the
controller.
WARNING
In the manual mode, direction inhibition
function can not be operated normally. The
sudden reversal of a loaded lift truck traveling
forward can cause the load to fall or the lift
truck to tip.
If the controller fails
An operator can operate the truck manually by
selecting the Manual mode with the Fail-Safe mode
switch on the PCB (Printed Circuit Board).
Fail-Safe mode switch
NOTICE
Direction Inhibit Function is usable in factory-setting
controller. If you dont want to use this function,
make sure to select the manual mode with the
Fail-Safe mode switch on PCB.
-118-
Operation Section
Operating Techniques
Inching into Loads
Lifting the Load

1. Lift the load carefully and tilt the mast back a
short distance.
Typical Example
1. Move the lift truck slowly FORWARD into

position and engage the load. The lift truck
should be square with load, forks spaced
evenly between pallet stringers and as far apart
as load permits.
Typical Example
2. Tilt the mast further back to cradle the load.
Typical Example
Typical Example
3. Operate the lift truck in reverse until the load is

clear of the other material.
2. Move the lift truck FORWARD until the load

touches the carriage.
4. Lower the cradled load to the travel position.

NOTE: Lift and tilt speeds are controlled by engine
rpm.
-119-
Operation Section
Traveling With the Load
Unloading
NOTICE
Travel with the load as low as possible, while still
maintaining ground clearance.
Typical Example
1. Move the lift truck into the unloading position.
Typical Example
1. Travel with the load uphill on upgrades and

downgrades.
Typical Example
2. Tilt the mast FORWARD only when directly

over the unloading area.
WARNING
Do not tilt the mast forward with the load unless
directly over the unloading area, even if the
power is off.
Typical Example
2. For better vision, travel in reverse with bulky

loads.
-120-
Operation Section
Turning
Typical Example
3. Deposit the load and BACK away carefully to

disengage the forks.
1. When turning sharp corners, keep close to the

inside corner. Begin the turn when the inside
drive wheel meets the corner.
Typical Example
4. Lower the carriage and forks to the travel

position or to the park position.
2. In narrow aisles, keep away from the stockpile

when turning into the aisle. Allow for counter
weight swing.
-121-
Operation Section
Lifting Drums or Round Objects
Operating in hot weather

Keep the following points in mind when you operate
the lift truck in hot weather.
1. Check the radiator. Clogging can cause
overheating. Clean them out regularly with a
blast of compressed air, also, check for leakage
of water.
2. Check the fan belt tension and adjust to proper
tension.
3. Even if the engine overheats and the coolant
boils over, let the engine idle for a while with
opening engine hood until temperature falls
before shutting off the engine.
1. Block drums or round objects. Tilt the mast

FORWARD and slide the fork tips along the
floor to get under the load.
2. Before lifting, tilt the mast BACK slightly until

the load is cradled on the forks.
-122-
Operation Section
Parking the Lift Truck

5. Turn the key in the ignition switch to the OFF
position and remove the key.
NOTE: Park the lift truck level with the fork lowered
and the mast tilted forward until the fork
touches the floor. Block the drive wheels
when parking on an incline.
NOTE:
1. Park in an authorized area only. Do not block

traffic. If LP equipped, do not park near elevator
shafts or any other area where LP could collect
in a pocket (low area), causing a potentially
dangerous condition.
If a LP equipped lift truck is stopped or

parked for an indefinite or prolonged
period of time, shut off the LP fuel tank
valve.
6. Actuate each loading lever several times to

remove the residual pressure in the respective
cylinders and hoses.
If Parking Brake Alarm Equipped
2. Place the transmission controls in NEUTRAL.

3. Engage the parking brake.
4. Tilt the mast forward and lower the fork to the
ground.
WARNING
When leaving machine apply parking brake!
Parking brake is not automatically applied.
Alarm will sound if parking brake is not applied.
WARNING
Blocking the wheels will prevent unexpected lift
truck movement, which could cause personal
injury.
-123-
Operation Section
Lift Fork Adjustment

WARNING
When adjusting the fork spread, be careful not
to pinch your hand between forks and the
carriage slot.
Hook-on type Fork
1. Move up the hook pin to the free position.

2. Raise the hook pin in each fork to side the fork
on the carriage bar.
3. Adjust the forks in the position most appropriate
for the load and as wide as possible for load
stability.
4. When adjusting the forks, make sure that the
weight of the load is centered on the truck.
5. After adjustment, set the fork locks to keep the
forks in place.
WARNING
Make sure the forks are locked before carrying
a load.
-124-
Operation Section
Storage Information
Before Storage
To Operate the Lift Truck after a

Long Time Storage
Before storing your lift truck, clean and inspect as

the following procedures.
z
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Wipe away grease, oil, etc. adhering to the body

of the truck with waste cloth, and use water, if
needed.
While cleaning the truck, check general condition
of the truck. Especially check the truck body for
dents or damage and tires for wear or nails or
stones in the tread.
Fill the fuel tank with fuel specified.
Check for leakage of hydraulic oil, engine oil, fuel,
or coolant, etc.
Apply grease, where needed.
Check for looseness of nuts and bolts, especially
hub nuts.
Check mast rollers to see that they rotate
smoothly.
Prime the oil into the lift cylinders by actuating the
lift lever all the way several times.
Drain off coolant completely in cold weather, if
antifreeze is not used.
Long Time Storage

Perform the following service and checks in
addition to the Parking the lift truck services.
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Taking the rainy season into consideration, park

the machine at a higher and hard ground.
Avoid parking on soft grounds such as an asphalt
ground in summer.
Dismount the battery from the machine. Even
though the machine is parked indoors, if the
place is hot or humid, the battery should be kept
in a dry, cool place. Charge the battery once a
month.
Apply antirust to the exposed parts which tend to
rust.
Cover components such as the breather and air
cleaner which may be caught with humidity.
The machine should be operated at least once a
week. Fill the cooling system, if cooling water is
discharged, and mount the battery. Start the
engine and warm up thoroughly. Move the
machine a little forwards and backwards.
Operate the hydraulic controls several times.
-125-
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Remove covers and antirust from each of the

components and exposed parts.
Drain the engine crankcase, transmission (clutch
type machine), differential and final reduction
gear, clean the inside of them and add new oil.
Drain off foreign matter and water from the
hydraulic oil tank and fuel tank.
Remove the head cover from the engine cylinder.
Oil valves and rocker shaft and check each valve
for proper operation.
Add cooling water to the specified level.
Charge the battery and mount it on the machine.
Connect the cables.
Perform pre - operational checks carefully. (refer
to Before Starting the Engine)
Warm up the machine.
Operation Section
Transportation Hints
Lift Truck Shipping
Machine Lifting and Tiedown

Information
Check travel route for overpass clearances. Make

sure there is adequate clearance if the lift truck
being transported is equipped with a high mast,
overhead guard or cab.
NOTICE
Improper lifting or tiedowns can allow load to shift
and cause injury and/or damage.
To prevent the lift truck from slipping while loading,

or shifting in transit, remove ice, snow or other
slippery material from the loading dock and the
truck bed before loading.
1. Weight and instructions given herein apply to lift

trucks as manufactured by DOOSAN.
NOTICE
2. Use proper rated cables and slings for lifting.

Position the crane for level lift truck lift.
Obey all state and local laws governing the height,

weight, width and length of a load.
Observe all regulations governing wide loads.
3. Spreader bar widths should be sufficient to

prevent contact with the lift truck.
4. Use the tiedown locations provided for lift truck
tiedown.
NOTICE
Remove ice, snow or other slippery material from
the shipping vehicle and the loading dock.
Check the state and local laws governing weight,

width and length of a load.
Contact your DOOSAN Lift Truck dealer for
shipping instructions for your lift truck.
Always block the trailer or the rail car wheels before

loading the lift truck.
Position the lift truck on the truck bed or the rail car.
Apply the parking brake and place the transmission
control in NEUTRAL.
Tilt the mast forward and lower forks to the floor.
Turn the ignition switch to the OFF position and
remove the key. If LP equipped, shut off the LP fuel
tank.
Block the wheels and secure the lift truck with
tiedowns.
-126-
Operation Section
Towing Information
Consult your DOOSAN Lift Tuck dealer for towing a
disabled lift truck.
WARNING
Personal injury or death could result when
towing a disabled lift truck incorrectly.
Block the lift truck wheels to prevent movement
before releasing the brakes. The lift truck can
roll free if it is not blocked.
Follow the recommendations below, to properly
perform the towing procedure.
These towing instructions are for moving a disabled
lift truck a short distance, at low speed, no faster
than 2 km/h (1.2 mph), to a convenient location for
repair. These instructions are for emergencies only.
Always haul the lift truck if long distance moving is
required.
1. Release the parking brake.
Shield must be provided on the towing lift truck to

protect the operator if the tow line or bar should
break.
NOTICE
Release the parking brake to prevent excessive
wear and damage to the parking brake system.
Do not allow riders on the lift truck being towed

unless the operator can control the steering and/or
braking.
2. Check that the service brake pedal is released.

3. Key switch is in the OFF position.
Before towing, make sure the tow line or bar is in

good condition and has enough strength for the
towing situation involved. Use a towing line or bar
with a strength of at least 1.5 times the gross
weight of the towing lift truck for a disabled lift truck
stuck in the mud or when towing on a grade.
4. Direction control lever is in neutral.

5. Fasten the tow bar to the lift truck.
6. Remove the wheel blocks. Tow the lift truck
slowly. Do not tow any faster than 2 km/h (1.2
mph).
Keep the tow line angle to a minimum. Do not

exceed a 30angle from the straight ahead position.
Connect the tow line as low as possible on the lift
truck that is being towed.
WARNING
Be sure all necessary repairs and adjustments
have been made before a lift truck that has been
towed to a service area is put back into
operation.
Quick lift truck movement could overload the tow

line or bar and cause it to break. Gradual and
smooth lift truck movement will work better.
Normally, the towing lift truck should be as large as
the disabled lift truck. Satisfy yourself that the
towing lift truck has enough brake capacity, weight
and power, to control both lift trucks for the grade
and the distance involved.
To provide sufficient control and braking when
moving a disabled lift truck downhill, a larger towing
lift truck or additional lift trucks connected to the
rear could be required. This will prevent
uncontrolled rolling.
The different situation requirements cannot be
given, as minimal towing lift truck capacity is
required on smooth level surfaces to maximum on
inclines or poor surface conditions.
-127-
Maintenance Section
Inspection, Maintenance and Repair of Lift Truck Forks

The following section gives practical guidelines for
inspection, maintenance and repair of lift truck forks.
It also provides general information on the design
and application of forks and the common cause of
fork failures.
Lift truck forks can be dangerously weakened by
improper repair or modification. They can also be
damaged by the cumulative effects of age, abrasion,
corrosion, overloading and misuse.
A fork failure during use can cause damage to the
equipment and the load. A fork failure can also
cause serious injury.
A good fork inspection and maintenance program
along with the proper application can be very
effective in preventing sudden failures on the job.
Repairs and modifications should be done only by
the fork manufacturer or a qualified technician who
knows the material used and the required welding
and heat treatment process.
The individual load rating, in most cases, will be

stamped on the fork in a readily visible area. This is
generally on the top or side of the fork shank.
A fork rated at 2000 kg at 600 mm load center

will be stamped 2000x600.
While there are no specific standards or regulations

in the United States, users should be familiar with
the requirements for inspection and maintenance of
lift trucks as provided by the 29 Code Federal
Register 1910.178 Powered Industrial Truck, and
ANSI/ASME Safety Standard(s) B56.1, B56.5 or
B56.6 as applicable to the type of machine(s) in
use.
When servicing this lift truck, use an authorized

servicing area and an approved container to collect
coolant, oil, fuel, grease, electrolyte and any other
potential environmental pollutant before any lines,
fittings or related items are disconnected or
removed. After servicing, dispose of those
materials in an authorized place and container.
When cleaning the lift truck, be sure to use an
authorized area.
Forks should be properly sized to the weight and

length of the loads, and to the size of the machine
on which they are used. The general practice is to
use a fork size such that the combined rated
capacity of the number of forks used is equal to or
greater than the Standard (or rated) Capacity of
the lift truck.
A fork rated at 1500 pounds at 24 inch load

center will be stamped 1500x24.
Users may also refer to the International

Organization For Standardization-ISO Technical
Report 5057- Inspection and Repair of Fork Arms
and ISO Standard 2330 - Fork Arms - Technical
Characteristics and Testing.
Environment Protection
Users should evaluate the economics of returning

the forks to the manufacturer for repairs or
purchasing new forks. This will vary depending on
many factors including the size and type of fork.
Some countries have standards or regulations

which apply specifically to the inspection and repair
of forks.
The manufacturer identification and year and date

of manufacture are also usually shown.
-128-
Maintenance Section
Causes of Fork Failure
Repetitive Overloading
Repetitive cycling of loads which exceeds the

fatigue strength of the material can lead to fatigue
failure. The overload could be caused by loads in
excess of the rated fork capacity and by use of the
forks tips as pry bars. Also, by handling loads in a
manner which causes the fork tips to spread and
the forks to twist laterally about their mountings.
Improper Modification or Repair

Fork failure can occur as a result of a field
modification involving welding, flame cutting or
other similar processes which affect the heat
treatment and reduces the strength of the fork.
In most cases, specific processes and techniques
are also required to achieve proper welding of the
particular alloy steels involved. Critical areas most
likely to be affected by improper processing are the
heel section, the mounting components and the
fork tip.
Wear
Forks are constantly subjected to abrasion as they

slide on floors and loads. The thickness of the fork
blade is gradually reduced to the point where it may
not be capable of handling the load for which it was
designed.
Bent or Twisted Forks
Forks can be bent out of shape by extreme

overloading, glancing blows against walls or other
solid objects or using the fork tip as a pry bar.
Stress Risers
Scratches, nicks and corrosion are points of high

stress concentration where cracks can develop.
These cracks can progress under repetitive loading
in a typical mode of fatigue failure.
Bent or twisted forks are much more likely to break

and cause damage or injury. They should be
removed from service immediately.
Overloading
Extreme overloading can cause permanent bending
or immediate failure of the forks. Using forks of less
capacity than the load or lift truck when lifting loads
and using forks in a manner for which they were not
designed are some common causes of overloading.
Fatigue
Parts which are subjected to repeated or fluctuating
loads can fail after a large number of loading cycles
even though the maximum stress was below the
static strength of the part.
The first sign of a fatigue failure is usually a crack
which starts in an area of high stress concentration.
This is usually in the heel section or on the fork
mounting.
As the crack progresses under repetitive load
cycling, the load bearing cross section of the
remaining metal is decreased in size until it
becomes insufficient to support the load and
complete failure occurs.
Fatigue failure is the most common mode of fork
failure. It is also one which can be anticipated and
prevented by recognizing the conditions which lead
up to the failure and by removing the fork service
prior to failing.
-129-
Maintenance Section
Fork Inspection
First Installation
1. Inspect forks to ensure they are the correct size
for the truck on which they will be used. Make
sure they are the correct length and type for the
loads to be handled.
If the forks have been previously used, perform
the 12 Month Inspection.
If the forks are rusted, see Maintenance and
Repair.
2. Make sure fork blades are level to each other
within acceptable tolerances. See Forks, Step
4, in the 2000 Service Hours or Yearly in
Establish a daily and 12 month inspection routine

by keeping a record for the forks on each lift truck.
Initial information should include the machine serial
number on each the forks are used, the fork
manufacturer, type, original section size, original
length and capacity. Also list any special
characteristics specified in the fork design.
3. Make sure positioning lock is in place and

working Lock forks in position before using
truck. See Forks, Step 7, in the 2000 Service
Hours or Yearly in Maintenance Intervals.
Daily Inspection
Record the date and results of each inspection,

making sure the following information is included.
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Actual wear conditions, such as percent of

original blade thickness remaining.
Any damage, failure or deformation which might

impair the use of the truck.
Note any repairs or maintenance.
1. Visually inspect forks for cracks, especially in

the heel section, around the mounting brackets,
and all weld areas. Inspect for broken or jagged
fork tips, bent or twisted blades and shanks.
2. Make sure positioning lock is in place and
working. Lock the forks in position before using
the truck. See 2000 Service Hours or Yearly in
Maintenance Intervals.
3. Remove all defective forks from service.
An ongoing record of this information will help in

identifying proper inspection intervals for each
operation, in identifying and solving problem areas
and in anticipating time for replacement of the
forks.
-130-
Maintenance Section
With the fork restrained in the same manner as
its mounting on the lift truck, apply the test load
twice, gradually and without shock. Maintain the
test for 30 seconds each time.
12 Months Inspection
Forks should be inspected, at a minimum, every 12
months. If the truck is being used in a multi-shift or
heavy duty operation, they should be checked
every six months. See Forks in the 2000 Service
Hours or Yearly in Maintenance Intervals.
Check the fork arm before and after the second

application of the test load. It shall not show any
permanent deformation.
Consult the fork manufacturer for further
information as may be applicable to the specific
fork involved.
Maintenance and Repair

1. Repair forks only in accordance with the
manufacturers recommendations.
Testing is not required for repairs to the positioning

lock or the markings.
Most repairs or modifications should be done

only by the original manufacturer of the forks or
an expert knowledgeable of the materials,
design, welding and heat treatment process.
2. The following repairs or modifications SHOULD
NOT be attempted.
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Flame cutting holes or cutouts in fork

blades.
Welding on brackets or new mounting
hangers.
Repairing cracks or other damage by
welding.
Bending or resetting.
3. The following repairs MAY be performed.

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Forks may be sanded or lightly ground, to

remove rust, corrosion or minor defects
from the surfaces.
Heel sections may be ground with a carbon

stone to remove minor surface cracks or
defects. Polish the inside radius of the heel
section to increase the fatigue life of the
fork. Always grind or polish in the direction
of the blade and shank length.
Repair or replace the positioning locks on

hook type forks.
Repair or replace most fork retention

devices used with other fork types.
4. A fork should be load tested before being

returned to service on completion of repairs
authorized and done in accordance with the
manufacturers recommendations.
Most manufacturers and standards require the
repaired fork to be tested with a load 2.5 times
the specified capacity and at the load center
marked on the fork arm.
-131-
Maintenance Section
Tire Inflation Information

Tire Inflation
Tire Shipping Pressure

The tire inflation pressures shown in the following
chart are cold inflation shipping pressures.
Size
Ply Rating or
Strength Index
6.5X10
7.0X15
28X9-15
10
12
12
Shipping Pressure
kPa
790
825
825
psi
115
120
120
Standard tire, ply rating and inflation pressures.
The operating inflation pressure is based on the

weight of a ready - to - work machine without
attachments, at rated payload, and in average
operating
conditions.
Pressures
for each
application may vary and should always be
obtained from your tire supplier.
WARNING
Personal injury or death could result when tires are
inflated incorrectly.
Use a self - attaching inflation chuck and stand
behind the tread when inflating a tire.
NOTE: Fill tires to the recommended pressures

listed 35 kPa (5 psi). Tires can be filled
with nitrogen.
Proper inflation equipment and training in using the

equipment are necessary to avoid over-inflation. A
tire blowout or rim failure can result from improper
or misused equipment.
Tire Inflation Pressures

Adjustment
Tire inflation in a warm shop area, 18 to 21C (65
to 70F), will be underinflated if the machine works
in freezing temperatures. Low pressure shortens
the life of a tire.
NOTICE
Set the tire inflation equipment regulator at no more
than 140 kPa (20 psi) over the recommended tire
pressure.
-132-
Maintenance Section
Torque Specifications
Metric Hardware
Torque for Standard Bolts, Nuts,

and Taperlock Studs
Most of the nuts, bolts, studs, and threaded holes in

your lift truck are metric. In this manual we provide
specifications in both metric and U.S. customary
measurement. Always replace metric hardware with
metric hardware. See the parts books for proper
replacement.
NOTICE
The two charts below give general torques for bolts,
nuts, and taperlock studs of SAE Grade 5 or better
quality.
NOTE: For proper fit, use only metric tools on

metric hardware. Non-metric tools might
slip and cause injury.
Torques for Bolts and Nuts with

Standard Threads
Torque for Standard Hose Clamps

- Worm Drive
Thread Size
Standard Nut and Bolt Torque
NOTICE
Inch
Nm
lbft
The chart below gives the torques for initial

installation of hose clamps on new hose and for
reassembly or retightening of hose clamps on
existing hose.
1/4
12 4
93
5/16
25 7
18 5
3/8
45 7
33 5
7/16
70 15
50 11
1/2
100 15
75 11
Torque On New Hose
9/16
150 20
110 15
Nm1
lbin
5/8
200 25
150 18
65 5
3/4
360 50
270 37
40 5
7/8
570 80
420 60
82
875 100
640 75
Reassembly or
1 1/8
1100 150
820 110
Retightening
1 1/4
1350 175
1000 130
Torque On Existing Hose
1 3/8
1600 200
1180 150
1 1/2
2000 275
1480 200
Initial Installation
Clamp Width
16 mm (.625 in)
13.5 mm (.531 in)
8 mm (.312 in)
Clamp Width
7.5 0.5
4.5 0.5
0.9 0.2
Nm
16 mm (.625 in)
lbin
4.5 0.5
40 5
13.5 mm (.531 in)
3.0 0.5
25 5
8 mm (.312 in)
0.7 0.2
62
1 Newton meter (Nm) is approximately the same as 0.1 kg m.
1 Newton meter (Nm) is approximately the same as 0.1 kgm.
-133-
Maintenance Section
Torque for Metric Fasteners
Torques for Taperlock Studs

Thread Size
Inch
Standard Taperlock Stud Torque

1
Nm
NOTICE
lbft
1/4
83
62
5/16
17 5
13 4
3/8
35 5
26 4
7/16
45 10
33 7
1/2
65 10
48 7
5/8
110 20
80 15
3/4
170 30
125 22
7/8
260 40
190 30
400 60
300 45
1/8
500 700
370 50
1/4
650 80
480 60
3/8
750 90
550 65
1/2
870 100
640 75
Be very careful never to mix metric with U.S.

customary (standard) fasteners. Mismatched or
incorrect fasteners will cause lift truck damage or
malfunction and may even result in personal injury.
Original fasteners removed from the lift truck should
be saved for reassembly whenever possible. If new
fasteners are needed, they must be of the same
size and grade as the ones that are being replaced.
The material strength identification is usually shown
on the bolt head by numbers (8.8, 10.9, etc.). This
chart gives standard torques for bolts and nuts with
Grade 8.8.
NOTE: Metric hardware must be replaced with
metric hardware. Check parts book.
Thread Size
1 Newton meter (Nm) is approximately the same as 0.1 kgm.
Standard Torque
1
Metric
Nm
lbft
M6
12 4
93
M8
25 7
18 5
M10
55 10
41 7
M12
95 15
70 11
M14
150 20
110 15
M16
220 30
160 22
M20
450 70
330 50
M24
775 100
570 75
M30
1600 200
1180 150
M36
2700 400
2000 300
1 Newton meter (1 Nm) is approximately the same as 0.1

kgm.
2
ISO - International Standards organization.
-134-
Maintenance Section
Cooling System Specifications

Filling at over 20 liters (5 U.S. gallons) per minute
can cause air pockets in the cooling system.
Coolant Information
NOTE: The following information is generic and
valid for lift trucks.
Engine operating temperatures have increased to
improve engine efficiency. This means proper
cooling system maintenance is especially important.
Overheating, overcooling, pitting, cavitation erosion,
cracked heads, piston seizures, and plugged
radiators are classic cooling system failures. In fact,
coolant is as important as the quality of fuel and
lubricating oil.
NOTICE
DOOSAN recommends that the coolant mixture
contain 50% commercially available automotive
antifreeze, and 50% water.
The coolant mix with concentration of antifreeze
smaller than 30% does not provide sufficient
corrosion protection. Concentrations over 60%
adversely affect freeze protection and heat transfer
rates.
Never add coolant to an overheated engine, engine
damage can result. Allow the engine to cool first.
If the machine is to be stored in, or shipped to, an
The engine cooling system is normally protected to
-28C (-20F) with antifreeze, when shipped from
the factory unless special requirements are defined.
protection.
Clean the cooling system if it is contaminated, the
engine overheats or foaming is observed in the
radiator.
Old coolant should be drained, the system cleaned
and new coolant added every 2000 service hours
or yearly.
Refer to topic, Cooling System - Clean, Change in
Every 2000 Service Hours or Yearly section.
-135-

level.
Never operate without a thermostat in the cooling
system. Cooling system problems can arise without
a thermostat.
Maintenance Section
Coolant Water
Antifreeze

phosphates.
NOTICE
DOOSAN recommends using automotive antifreeze
suitable for gasoline engines having aluminum alloy
parts. Antifreeze of poor quality will cause corrosion
of the cooling system, and thus always use
automotive antifreeze prepared by a reliable maker,
and never use it mixed with antifreeze of different
brand.

water hardness. Hard water or water with high
the formation of insoluble chemicals, especially
after a number of heating and cooling cycles.
DOOSAN recommends that the coolant mix contain

50% commercially available automotive antifreeze,
or equivalent and acceptable water to maintain and
adequate water pump cavitation temperature for
efficient water pump performance.
Premix coolant solution to provide protection to the
lowest expected outside (ambient) temperature.
Pure undiluted antifreeze will freeze at -23C
(-10F).

Acceptable Water
Water Content
Limits (PPM)
Chlorides (Cl)
Sulfates (SO 4)
Total hardness
Total solids
PH
50 maximum
50 maximum
80mg/l
250 maximum
6.0 to 8.0
Use a greater concentration (above 50%) of

commercially available automotive antifreeze only
as needed for anticipated outside (ambient)
temperatures. Do not exceed the recommendations,
provided
with
the
commercially
available
automotive antifreezes, regarding the coolant
mixture of antifreeze to water.


cooling system top-up is an unacceptable practice.
It increases the concentration of antifreeze in the
cooling system which increases the concentration
of dissolved solids and undissolved chemical
inhibitors in the cooling system. Add antifreeze
mixed with water to the same freeze protection as
your cooling system.
Use the chart below to assist in determining the
concentration of antifreeze to use.
Antifreeze Concentrations
Protection Temperature
Concentrations
-136-
Protection to -15C (5F)
30% antifreeze and 70% water
Protection to -23C (-10F)
Maintenance Section
Fuel Specifications
Crude oil is used to describe oils/fuels that are not
refined and are in the original state as when
pumped from the ground. Certain types of crude
oils can be burned in DOOSAN Engines.
General Fuel Information

Use only fuel as recommended in this section.
NOTICE
PREFERRED DISTILLATE FUEL

FOR DISEL ENGINES
Specifications
Requirements*
Aromatics (AST D1319)
35% Max.
Fill the fuel tank at the end of each day of operation

to drive out moisture laden air and to prevent
condensation. Maintain a constant level near the
top of the day tank to avoid drawing moisture into
the tank as the level decreases.
Do not fill the tank to the top. Fuel expands as it
gets warm and can overflow.
Do not fill the fuel filters with fuel before installing
them. Contaminated fuel will cause accelerated
wear to the fuel system parts.
Ash (ASTM D482)
0.02% Weight Max.
Cetane Number
(ASTM D613)
35Min. for 45 max.

40 Min. for DI Engines
Could Point (ASTM D287)
Not Above Lowest Expected

Ambient Temperature
Gravity API (ASTM D287)
30 Min. and 45 Max.
Pour Point (ASTM D97)
6C (10F) Below Ambient

Min.
Sulfur (ASTM D2788,

D3605 or D1552)
0.5% Max.
(See Sulfur Topic)
Viscosity, Kinematic @
38C (100F) (ASTM D445)
20.0 cSt Max.

1.4 cSt Min.
Diesel Specifications
Water & Sediment

(ASTM D1796)
0.01% Max.
Fuel Types
*As delivered to fuel system
DOOSAN Diesel Engines have the ability to burn a

wide variety of fuels. These fuels are divided into
two general groups, preferred and permissible.
Fuel Sulfur Content
Drain the water and sediment from main fuel

storage tank before it is refilled. This will help
prevent water and/or sediment from being pumped
from the fuel storage tank into the engine fuel tank.
The percentage of sulfur in the fuel will affect the

engine oil recommendations. Fuel sulfur is
chemically changed during combustion to form both
sulfurous and sulfuric acid. These acids chemically
attack metal surfaces and cause corrosive wear.
The Preferred Fuels provide maximum engine

service life and performance. They are distillate
fuels. They are commonly called diesel fuel, MDO
diesel, furnace oil, gas oil or kerosene (for cold
weather operation).
Certain additives used in lubricating oils contain

alkaline compounds that are formulated to
neutralize these acids. The measure of this reserve
alkalinity in lubricating oil is known as its Total Base
Number (TBN). TBN is essential to neutralize the
acids from combustion gases and to minimize
corrosive wear.
Experience has proven that distillate fuels meeting

the following basic specifications will result in
optimum engine performance and durability.
DOOSAN strongly encourages the use of fuels that
meet the Preferred Fuels specification.
The permissible fuels are crude oils or blended
fuels. Use of these fuels can result in higher
maintenance costs and reduced engine service life.
Any API classification performance of oil should

have sufficient TBN for fuels with less than 0.5%
sulfur. For fuels with 0.5% to 1.5% sulfur by weight,
engine oil must have a TBN of 20 times the
percentage of fuel sulfur as measured by the ASTM
(American Society of Testing Materials) D-2896
method. (ASTM D-2896 can normally be found at
your local technological society, library or college).
-137-
Maintenance Section
DOOSAN recommends infrared analysis (in
conjunction with wear metal analysis) of used oil in
determining the effectiveness of oil TBN and acid
neutralization.
Gasoline Specifications
Only unleaded gasoline should be used for
DOOSAN forklift trucks.
The gasoline in which methanol is contained is not
recommended. The gasoline in which ethanol is
contained is not recommended, either.
For fuel with sulfur exceeding 1.5% by weight, use

oil with a TBN of 30 and reduce the oil change
interval by one half. Also, infrared analysis and
wear metal analysis should be used to establish oil
change intervals.
It is recommended to use gasoline fuel that has

octane number 87, to prevent knocking trouble.
Periodically request fuel sulfur content information

from your fuel supplier. Fuel sulfur content can
change with each bulk delivery.
LP Specifications
LP is liquefied petroleum gas. The exact
composition of LP varies slightly between different
parts of the country and different refineries. HD5 or
HD10 is recommended for DOOSAN forklift trucks.
Composition of HD5
Propane (C3 H8 )
90.0 %
Propylene
up to 5 %
Butane (C4 H10 )
2.0 %
iso - Butane
1.5 %
Methane (CH4 )
1.5 %
Total
100 %
WARNING
Remember LP is heavier than air and will sink
to the lowest spot possible. Avoid areas near
floor drains or lubrication pits where escaped
fuel may collect.
-138-
Maintenance Section
Lubricant Information
Lubricant Information
Hydraulic Oil (HYDO)
Certain abbreviations follow Society of Automotive

Engineers (SAE) J754 nomenclature and some
classifications follow SAE J183 abbreviations.
The following commercial classifications can be

used in the hydraulic system.
z
The MIL specifications

Specifications.
are
U.S.A.
Military
z
z
z
The recommended oil viscosities can be found in the

Lubricant Viscosities chart in this publication.
Grease is classified by the National Lubricating
Grease Institute (NLGI) based on ASTM D217-68
Worked Penetration characteristics which are given
a defined consistency number.
Engine Oil (DEO and EO)
ISO 6743/4
AFNOR NFE 48-603
DIN 51524 TEIL 2
HAGGLUNDS DENISON
CINCINNATI
HM
HM
H-LP
HFO-HF2
P68,69,70
Viscosity: ISO VG32

Industrial premium hydraulic oils that have passed
the Vickers vane pump test (35VQ25).
These oils should have antiwear, antifoam, antirust
and antioxidation additives for heavy duty use as
stated by the oil supplier. ISO viscosity grade of 32
would normally be selected.
The following oil specifications provide guidelines for

the selection of commercial products:
NOTICE

shortened engine lift due to carbon deposits or
excessive wear.
Make-up oil added to the hydraulic tanks must mix

with the oil already in the systems. Use only
petroleum products unless the systems are
equipped for use with special products. If the
hydraulic oil becomes cloudy, water or air is entering
the system. Water or air in the system will cause
pump failure. Drain the fluid, retighten all hydraulic
suction line clamps, purge and refill the system.
Consult your DOOSAN Lift Truck dealer for purging
instructions.
Consult the EMA Lubricating Oils Data Book for a

listing of oil brands.
Drive Axle Oil
z
z
Gasoline/LP Engine : API SJ or highter

Diesel Engine : API CH4, ACEA E5
NOTICE
NOTE: The percentage of sulfur in the fuel will

affect the engine oil recommendations.
For fuel sulfur effects, the Infrared Analysis
or the ASTM D2896 procedure can be used
to evaluate the residual neutralization
properties of engine oil. The sulfur products
formation depends on the fuel sulfur content,
oil formulation, crankcase blow-by, engine
operating
conditions
and
ambient
temperature.
NOTE: Do not use Gear Oil in the final drives or

differentials. Gear Oil can cause seal
material to fail and possibly leak oil.
NOTE: Failure to follow the recommendation will
cause shortened life due to excessive gear
wear.
The API CD/TO-2 specification or MIL-L-2104D, Eor
F oils could be used.
NOTE: Multi-grade oils are not blended by
DOOSAN for use in transmissions.
Multi-grade oils which use high molecular
weight polymers as viscosity index
improvers lose their viscosity effectiveness
by permanent and temporary shear of the
viscosity index improver and therefore, are
not recommended for transmission and
drive train compartments.
-139-
Maintenance Section
Lubricating Grease (MPGM)
Brake Fluid
Use Multipurpose Molybdenum Grease (MPGM) for

all lubrication points. If MPGM grease can not be
used, multipurpose type grease which contains 3%
to 5% molybdenum disulfide can be used.
NLGI No.2 grade is suitable for most temperatures.
Use NLGI No.1 or No.0 grade for extremely low
temperature.
Transmission Oil
NOTICE
This oil is formulated for transmissions and drive
trains only, and should not be used in engines.
Shortened engine life will result.
NOTE: Multi-grade oils are not blended by
DOOSAN for use in transmissions.
Multi-grade oils which use high molecular
weight polymers as viscosity index
improvers lose their viscosity effectiveness
by permanent and temporary shear of the
viscosity index improver and therefore, are
not recommended for transmission and
drive train compartments.
Oil Cooled Disc Brake Only

Use heavy duty hydraulic brake fluid certified by oil
supplier to meet the latest version of following
classifications.
ISO 6743/4
AFNOR NFE 48-603
DIN 51524 TEIL 2
HAGGLUNDS DENISON
CINCINNATI
HM
HM
H-LP
HFO-HF2
P68,69,70
Viscosity : ISO VG32
NOTE: Failure to follow this recommendation can

cause shortened transmission life due to
material
incompatibility,
inadequate
frictional requirements for disk materials
and/or excessive gear wear.
Brake reservoir oils that have passed the Vickers

vane pump test (35VQ25). These oils should have
antiwear, antifoam, antirust and antioxidation
additives for heavy duty use as stated by the oil
supplier. ISO viscosity grade of 32 would normally
be selected.
The API CD/TO - 2 specification or MIL - L 2104D, E

or F oil could be used.
The following products are authorized for use.

Supplier
TOTAL
SHELL
MOBIL
CALTEX
ESS
CASTROL
-140-
Product Name
AZOLLAZS
TELLUS
DTE20S
RANDO HD
NOTO H
HYSPIN AWS
Maintenance Section
Lubricant Viscosities and Refill Capacities

Lubricant Viscosities
Refill Capacities
LUBRICANT VISCOSITIES
REFILL CAPACITIES - (APPROXIMATE)
FOR AMBIENT (OUTSIDE) TEMPERATURES

Compartment
Oil
or System
Viscosities
Min
Max
Min
Max
SAE 10W30
-20
+40
-4
+104
G420F(E)
Engine
Compartment or System
LP)
SAE 5W30
-30
+30
-22
+86
SAE 10W30
-20
+40
-4
+104
SAE 5W30
-30
+30
-22
+86
API SJ
G424F(E)
Engine
Crankcase
(Gasoline and
LP)
API SJ
Engine
Crankcase
(Diesel)
SAE 15W40
-15
+50
-5
+122
API CH4,
ACEA E5
Power Shift
Transmission
SAE 10W
-20
+22
-4
+72
& Drive Axle

Housing
SAE 30
+10
+50
+50
+122
Power
ISO VG 22
-30
+20
-22
4.2
1.11
4.5
1.19
7.5
1.98
Cooling System
w/Coolant Recovery Bottle
G420F & G420F(E) 2.0 liter
Gasoline & LP
8.5
2.25
Cooling System
G424F & 424F(E) 2.4 liter
LP
9.0
2.38
Cooling System
B3.3 Diesel
11.0
2.91
Fuel Tank - G, D Series

Gasoline or Diesel
50
13.74
Fuel Tank - GC Series

Gasoline
40
10.56
LP
API CD/TO-2
Hydraulic and
U.S Gal.
Engine Crankcase w/Filter

G424F & 424F(E) 2.4 liter
LP
B3.3 Diesel
Crankcase
(Gasoline and
Liters

G420F & G420F(E) 2.0 liter
Gasoline & LP
Powershift
Transmission
+68
G Series
15.2kg
33.5lb
GC Series
15.2kg
33.5lb
3.43
G, D Series
13.0
GC Series
11.2
3.0
G, D Series
9.2
2.43
GC Series
10.0
2.64
34
8.98
ISO VG 32
-20
+30
-4
+86
System
ISO VG 46
-10
+40
+14
+104
Drive Axle
ISO 6743/4
ISO VG 68
+50
+32
+122
Hydraulic & Power Steering System
Steering
HM
The SAE grade number indicates the viscosity of oil.

A proper SAE grade number should be selected
according to ambient temperature.
-141-
Maintenance Section
First 250 Service Hours or a Month

Hydraulic Return Filter Change ........................ 162
Engine Valve Lash (B3.3 Diesel Engine Only) Check, Adjust ........................................................ 162
NOTICE
All maintenance and repair, except Every 10
Service Hours or Daily, on the lift truck must be
performed by qualified and authorized personnel
only.
Every 250 Service Hours or Monthly

Air Intake System - Check, Clean........................ 163
Hydraulic Oil Level Check................................. 165
Drive Axle Oil Level - Check ................................ 166
Mast, Carriage, Lift Chains & Attachments - Inspect,
Lubricate................................................................ 166
Steering Mechanism - Check, Lubricate ............. 166
Battery Terminal - Clean, Inspect ........................ 167
Engine Oil & Filter (LP & Gasoline Engine Only) Change .................................................................. 167
PCV Valve System - Inspect, Clean.................... 168
Wheel Bolts & Nuts - Inspect ............................... 169
Inspect Tightness (GC - Series) .......................... 169
NOTICE
Careless disposal of waste oil can harm the
environment and can be dangerous to persons.
Always dispose of waste oil to authorized personnel
only.
When Required
Fuel Tank Filter Cap and Screen (If Equipped) Clean ..................................................................... 146
Seat, Hood Latch & Support Cylinder - Check,
Lubricate................................................................ 146
Fuses, Bulbs, Circuit Breaker & Relay - Change,
Reset ..................................................................... 147
Priming the Fuel System (Diesel Engine Only) .. 148
Tires and Wheels (D, G-Series) - Inspect, Check
............................................................................... 150
Carriage Roller Extrusion Adjust...................... 150
Every 500 Service Hours or 3 Months

Belts - Check, Adjust ............................................ 170
Mast Hinge Pin Lubricate .................................. 170
Tilt Cylinders - Check, Adjust, Lubricate ............. 170
Crosshead Rollers - Inspect................................. 171
Transmission Oil Filter Change ........................ 172
Overhead Guard Inspect................................... 172
Drive Axle Oil & Strainer - Change, Clean.......... 173
Steer Suspension Inspect ................................. 174
Parking Brake - Test, Adjust ................................ 174
Inching & Braking Control Shaft - Lubricate........ 174
Horn and Lights (If Equipped) - Check................ 174
Fuel Strainer (B3.3 Diesel Engine Only) Clean175
Inspect
Vacuum
Lines
and
Fittings
(G420F(E)/G424F(E) Engine Only)..................... 176
Fuel
Trim
Valve(FTV)
Inspection
(G420F(E)/G424F(E) Engine Only)..................... 176
Inspect Electrical System (G420F(E)/G424F(E)
Engine Only).......................................................... 176
Fuel Filter (B3.3 Diesel Engine Only) - Change . 177
Every 10 Service Hours or Daily

Inspect Engine for Fluid Leaks ............................ 151
Engine Oil Level - Check ..................................... 151
Coolant Level Check ......................................... 152
Air Cleaner Indicator-Check................................. 153
Inspect Foot Pedal Operation (G420F(E)/G424F(E)
Only)...................................................................... 153
Inspect Engine for Exhaust Leaks....................... 153
Walk-Around Inspection - Inspect ....................... 153
Mast Channels Lubricate .................................. 154
Transmission Oil Level Check.......................... 155
Parking Brake - Inspect........................................ 155

Hydraulic Return Filter, Breather & Strainer - Check,
Change .................................................................. 178
Transmission Oil, Oil Filter & Strainer - Check,
Clean, Change ...................................................... 179
Lift Chains - Test, Check, Adjust ......................... 179
Universal Joint Inspect ...................................... 181
Air Intake System - Change ................................. 181
(LP, Dual Fuel
Engine Only).......................................................... 182
First 50 - 100 Service Hours or a Week

Engine Oil & Filter (B3.3 Diesel Engine Only) Change.................................................................. 157
Clean, Change...................................................... 158
Drive Axle Oil - Change........................................ 160
Parking Brake - Test, Adjust................................ 160
-142-
Maintenance Section
LP Regulator/Converter Inspection (LP, Dual Fuel
Engine Only) ......................................................... 182
Fuel Lines & Fittings - Check............................... 182
Inspect Mixer Assembly (G420F(E)/G424F(E)
Engine Only) ......................................................... 182
Inspect Throttle Assembly (G420F(E)/G424F(E)
Engine Only) ......................................................... 182

Inspect Ignition System (LP, Gasoline & Dual Fuel
Engines Only) ....................................................... 183
Replace Spark Plugs (G424F(E) LP, Dual Fuel
Engine Only) ......................................................... 183
Replace LP Fuel Filter Element (LP, Dual Fuel
Engine Only) ......................................................... 184
Fuel Filter (LP Engine Only) ................................ 184
Testing Fuel Lock-off Operation (LP Engine Only)
............................................................................... 184
Every 2000 Service Hours or Yearly

Engine Valve Lash (B3.3 Diesel Engine Only)
Check, Adjust........................................................ 185
Steer Wheel Bearings - Reassemble.................. 185
Drive Wheel Bearing (Power Shaft and Drive
Wheel) Reassemble.......................................... 187
Cooling System Clean, Change ....................... 188
Forks Inspect ..................................................... 190

Hydraulic Oil - Check, Clean, Change ................ 192
Inspect Battery System ........................................ 192
Replace Oxygen Sensor (G420F(E)/G424F(E)
Engine Only) ......................................................... 193
Replace Spark Plugs (G420F(E) Engine Only).. 193
Checking the TMAP Sensor (G420F(E)/G424F(E)
Engine Only) ......................................................... 194
Inspect for Intake Leaks (G420F(E)/G424F(E)
Engine Only) ......................................................... 194

Timing Belt [G420F(E)/G424F(E) LP, Gasoline,
Dual Fuel Engine Only] - Change..................... 195
-143-
Maintenance Section
Air Cleaner Indicator
Check
153
Air Intake System
Change
181
Air Intake System
Check, Clean
163
Battery Terminal
Clean, Inspect
167
Belts
Check, Adjust
170
Carriage Roller Extrusion
Adjust
150
Check
152
Cooling System
Clean, Change
188
Crosshead Rollers
Inspect
171
Drive Axle Oil
Change
160
Drive Axle Oil & Strainer
Change, Clean
173
Drive Axle Oil Level
Check
166
Checking the TMAP Sensor (G420F(E)/G424F(E) Engine

Only)
Coolant Level
O
O
O
O
194
Drive Wheel Bearing (Power Shaft and Drive Wheel)
Reassemble
187
Engine Oil & Filter (B3.3 Diesel Engine Only)
Change
157
Engine Oil & Filter (LP & Gasoline Engine Only)
Change
167
Engine Oil Level
Check
151
Engine Valve Lash (B3.3 Diesel Engine Only)
Check, Adjust
Forks
Inspect
190
Fuel Filter (B3.3 Diesel Engine Only)
Change
177
Fuel Filter (LP Engine Only)
162,185
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
184
Fuel Lines & Fittings
Check
182
Fuel Strainer (B3.3 Diesel Engine Only)
Clean
175
176
174
Fuel Trim Valve(FTV) Inspection (G420F(E)/G424F(E)

Engine Only)
Horn and Lights (If Equipped)
Check
Hydraulic Oil
Check, Clean,
Change
192
Hydraulic Oil Level
Check
165
Hydraulic Return Filter
Change
162
Hydraulic Return Filter, Breather & Strainer
Check, Change
178
Inching & Braking Control Shaft
Lubricate
174
O
O
O
O
O
192
Inspect Coolant Hoses (LP, Dual Fuel Engine Only)
182
Inspect Electrical System (G420F(E)/G424F(E) Engine

Only)
176
153
151
Inspect Foot Pedal Operation (G420F(E)/G424F(E) Only)
153
Inspect for Intake Leaks (G420F(E)/G424F(E) Engine

Only)
194
-144-
O
O
O
3000 Service Hours or18 Months
2000 Service Hours or a Yearly
1500 Service Hours or 9 Months
250 Service Hours or a Monthly
EVERY
10 Service Hours or a Daily
PAGE
250 Service Hours or a Month
SERVICES
When Required
ITEMS
50-100 Service Hours or a Week
FIRST
Quick Reference to Maintenance Schedule
Maintenance Section
Inspect Ignition System (LP, Gasoline & Dual Fuel Engines

Only)
183
Inspect Mixer Assembly (G420F(E)/G424F(E) Engine Only)
182
Inspect Throttle Assembly (G420F(E)/G424F(E) Engine

Only)
182
Inspect Tightness (GC - Series)
169
Inspect Vacuum Lines and Fittings (G420F(E)/G424F(E)

Engine Only)
179
Mast Channels
Lubricate
154
Mast Hinge Pin
Lubricate
170
Mast, Carriage, Lift Chains & Attachments
Inspect,
Lubricate
166
Overhead Guard
Inspect
172
Parking Brake
Inspect
155
Parking Brake
Test, Adjust
PCV Valve System
Inspect, Clean
LP Regulator/Converter Inspection (LP, Dual Fuel Engine

Only)
193
Replace Spark Plugs (G420F(E) Engine Only)
193
Replace Spark Plugs (G424F(E) LP, Dual Fuel Engine Only)
183
Steer Suspension
Inspect
174
Steer Wheel Bearings
Reassemble
185
Steering Mechanism
Check,
Lubricate
166
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
184
Check, Adjust,
Lubricate
170
Timing Belt [G420F(E)/G424F(E) LP, Gasoline, Dual Fuel

Engine Only]
Change
195
Tires and Wheels (D, G-Series)
Inspect,
Check
150
Transmission Oil Filter
Change
172
Transmission Oil Level
Check
155
Transmission Oil, Oil Filter & Strainer
Check, Clean,
Change
158
Transmission Oil, Oil Filter & Strainer
Check, Clean,
Change
179
Universal Joint
Inspect
181
Walk-Around Inspection
Inspect
153
Wheel Bolts & Nuts
Inspect
169
153
-145-
Tilt Cylinders
Inspect Foot Pedal Operation (G420F(E)/G424F(E) Only)
168
184
2000 Service Hours or a Yearly
O
O
160, 174
Replace Oxygen Sensor (G420F(E)/G424F(E) Engine Only)
182
Replace LP Fuel Filter Element (LP, Dual Fuel Engine Only)
250 Service Hours or a Monthly
176
Test, Check,
Adjust
Lift Chains
EVERY
10 Service Hours or a Daily
PAGE
250 Service Hours or a Month
SERVICES
When Required
ITEMS
50-100 Service Hours or a Week
FIRST
Quick Reference to Maintenance Schedule
O
O
O
O
O
O
O
O
O
Maintenance Section
When Required
You must read and understand the warnings and instructions contained in the Safety section of this manual,
before performing any operation or maintenance procedures.
Fuel Tank Filter Cap and Screen

(If Equipped) - Clean
Seat, Hood Latch & Support

Cylinder - Check, Lubricate
Park the lift truck with the forks lowered, parking

brake applied, transmission in neutral and the
engine stopped.
1. Check the operation of the seat adjuster rod.

Make sure that the seat slides freely on its
track.
Lightly oil the seat slider tracks if necessary.
1. Remove the filter cap assembly. Clean in clean,
nonflammable solvent.
2. Dry cap assembly.
3. Install filter cap assembly.
WARNING
Fuel leaked or spilled onto hot surfaces or
electrical components can cause a fire.
2. Push the lever down to raise the hood and seat
assembly. Make certain the support cylinder will
hold the hood open.
(Note: Unlock latch before pulling it - if key
equipped)
4. Drain moisture and sediment from fuel tank as

required by prevailing conditions.
Typical Example
3. Lightly oil the hood latch mechanism and the

rod for the hood support cylinder.
-146-
Maintenance Section
Fuses, Bulbs, Circuit Breaker &

Relay - Change, Reset
Fuses
NOTE: If a fuse filament separates, use only the
same type and size fuses for replacement.
If the filament in a new fuse separates,
have the circuits and instruments checked.
NOTICE
Always replace fuses with ones of the correct
ampere rating.
Remove the front cover from the fuse box located

under the cowl.
Fuse - Protects an electrical circuit from an
overload. Opens (filament separates) if an overload
occurs.
Bulbs
Bulbs are identified as follows:
1. Bulb-head lamp halogen (12V-35W)
*2. Bulb-back up (12V-10W)
*3. Bulb-turn signal (12V-23W)
*4. Bulb-stop & tail (12V-23/8W)
Typical Example
*Optional lamp or light
Check the fuses. Use a flashlight, if necessary.

Fuses are identified as follows:
1. Horn - 10 amps.
2. Head/Rear Lamp - 15 amps.
3. Fwd./Rev. Solenoid, lamp Relay & Back-up
Lamp/alarm - 10 amps.
4. Instrument Panel & Fuel Shutoff - 15 amps.
5. Turn Signal Lamp, Stop/Strobe Lamp & C.S.D.
6. Start Relay - 5 amp.
Check the fuses. Use a flashlight, if necessary.
-147-
Maintenance Section
Priming the Fuel System (Diesel

Engine Only)
Circuit Breaker
Bleeding the Fuel System

After changing the fuel filter cartridge assembly, or
after having serviced any part of the fuel system,
make sure that the air is bled from the system.
1. Raise the hood and seat assembly. Make sure

the support cylinder securely holds the hood
open.
B3.3 Diesel Engine
1. Remove a clamp (1) on overflow pipes to

injection nozzles.
2. The main circuit breaker is located on the rear

of the support for the hydraulic controls.
NOTE: To reset circuit breakers push in on the
button. The button should stay in if the
breaker is reset. If the button will not stay in,
or comes out shortly after reset, have the
circuits checked.
B3.3 Diesel Engine
2. Push the priming pump on top of the fuel filter

housing against the spring to allow air mixed
with fuel to escape through the bleeding screw.
Ensure that excess fuel is collected in a
container or rag to prevent fuel from getting
onto engine parts.
3. Repeat the pumping action until no bubbles are
visible in the flowing fuel.
4. Assemble the clamp.
5. Start the engine and check fuel system for
leaks.
-148-
Maintenance Section
Draining the Water from the Fuel Filter
Test Fuel System for Leaks(LP and Dual

Fuel Engines Only)
B3.3 Diesel Engine

1. Check "Diesel Engine Water in fuel filter
indicator light" in instrument panel. Refer to,
"Diesel Engine Water in Fuel Filter Indicator
Light" in Operator's Station and Monitoring
Systems section.
Check
Points
1. Obtain a leak check squirt bottle or pump spray
bottle.
2. Fill the bottle with an approved leak check
solution.
2. Turn the wing nut counter clockwise more than
six turns to open the drain valve on the bottom
of the fuel filter.
3. Spray a generous amount of the solution on the

fuel system fuel lines and connections, starting
at the storage container.
3. Drain some fuel (and any water) until the clean

fuel flows out from the filter.
4. Wait approximately 15-60 seconds then

perform a visual inspection of the fuel system.
Leaks will cause the solution to bubble.
5. Repair any leaks before continuing.
6. Crank the engine through several revolutions.
This will energize the fuel lock-off 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.
7. Repair any fuel leaks before continuing.
WARNING
Prior to any service or maintenance activity,
Test Fuel System for Leaks.
-149-
Maintenance Section
Tires and Wheels (D, G-Series) Inspect, Check
Carriage Roller Extrusion Adjust

1. Set the mast vertical.
WARNING
2. Lower the carriage completely.
Servicing and changing tires and rims can be

dangerous and should be done only by trained
personnel using proper tools and procedures.
If correct procedures are not followed while
servicing tires and rims, the assemblies could
burst with explosive force and cause serious
physical injury or death.
Follow carefully the specific information
provided by your tire servicing man or dealer.
3. On full free lift and full free triple lift models, the
bottom of the inner mast must be flush with the
bottom of the stationary mast.
Check Inflation and Damage

Inspect tires for wear, cuts, gouges and foreign
objects. Look for bent rims and correct seating of
locking ring.
Check tires for proper inflation. See Tire Inflation
Pressures.
4. Measure the distance from the bottom of the
inner upright to the bottom of carriage bearing.
To inflate tires always use a clip-on chuck with a

minimum 60 cm (24 inches) length of hose to an
in-line valve and gauge.
5. The measurement (A) must be as follows in

Chart below.
Always stand behind the tread of the tire. NOT in

front of the rim.
Height of carriage roller extrusion (A)

STD mast
FF mast
FFT mast
0
41
41
Do not re-inflate a tire that has been run while flat

or underinflated, without first checking to make sure
the locking ring on the rim is not damaged and is in
the correct position.
When tires are changed, be sure to clean all rim
parts and, if necessary, repaint to stop detrimental
effects of corrosion. Sand blasting is recommended
for removal of rust.
Check all components carefully and replace any
cracked, badly worn, damaged and severely rusted
or corroded parts with new parts of the same size
and type. If there is any doubt, replace with new
parts.
Do not, under any circumstances, attempt to rework,
weld, heat or braze any rim components.
-150-
Maintenance Section
Every 10 Service Hours or Daily

Gasoline and LP Engines
1. Start the engine and allow it to reach dperating

temperatures.
2. Turn the engine off.
3. Inspect the entire for oil and/or coolant leaks.
4. Repair as necessary before continuing.
Engine Oil Level - Check

1. Raise the hood and seat assembly.
1. Maintain oil level between the MAX. and MIN.
marks on the dipstick.
WARNING
Hot oil and components can cause personal
injury. Do not allow hot oil or components to
contact skin.
Diesel Engines
1. Maintain oil level between the MAX. and MIN.

marks on the dipstick.
-151-
Maintenance Section
3. Start and run the engine to stabilize the coolant
level in the filter neck. If low, add coolant until it
reaches the top of the filter neck. Install the
radiator cap. Observe coolant level in the
expansion bottle. If necessary, add coolant to
bring the coolant to the appropriate line on the
expansion bottle.
Coolant Level Check

WARNING
At operating temperature, the engine coolant is
hot and under pressure.
4. Stop the engine.
Check the coolant level only after the engine

has been stopped and the filter cap is cool
enough to touch with your bare hand.
5. Inspect the cooling system for leaks, hose

cracks or loose connections.
Remove the filter cap slowly to relieve pressure.
WARNING
Cooling system conditioner contains alkali.

Avoid contact with the skin and eyes to prevent
personal
Pressure air can cause personal injury.

When using pressure air for cleaning, wear a
protective face shield, protective clothing and
protective shoes.
Maximum air pressure must be less than 205
kPa (30 psi) for cleaning purposes.
6. Blow any dust and lint from the radiator fins.
B3.3 Diesel Engine
1. Observe the coolant level with engine cold.

Maintain coolant level to the proper line on
expansion bottle. If the expansion bottle has no
coolant, it will be necessary to check coolant at
the radiator filter neck.
2. Remove the radiator cap. Fill radiator to the top
of the filter neck. Inspect radiator cap. Replace
if damaged. Install the radiator cap.
-152-
Maintenance Section
Air Cleaner Indicator-Check
Walk-Around Inspection - Inspect
Checking Service Indicator
For maximum service life of the lift truck, make a

thorough walk-around inspection. Look around and
under the truck for such items as loose or missing
bolts, debris or dirt buildup, fuel, oil or coolant leaks
and cut or gouged tires.
Have any repairs made and debris removed, as
needed.
1. Observe the air cleaner service indicator.

2. Service the air cleaner when the RED band in
the service indicator, locks in the visible position.
See topic, Air Intake System - Check, Clean in
Every 250 Service Hours or Monthly.
1. Inspect the tires and wheels for cuts, gouges,
foreign objects, inflation pressure and loose or
missing bolts.
NOTE: Service the element more frequently, as

required, in severe dust or lint conditions.
Also, service it more frequently where the
operator is required to wear a respirator.
2. Inspect the mast and lift chains for wear, broken

links, pins and loose rollers.
3. Close hood and seat assembly.
3. Inspect the hydraulic system for leaks, worn

hoses or damaged lines.

(G420F(E)/G424F(E) Only)
4. Look for transmission and drive axle leaks on

the lift truck and on the ground.
1. Verify foot pedal travel is smooth without

sticking.
WARNING
When the acceleration pedal harness is
connected or disconnected, should be worked
key OFF condition.
If not, occured malfunction, can cause the
personal injury.
5. Inspect the operators compartment for loose

items and cleanliness.

1. Start the engine and allow it to reach operating
temperatures.
6. Inspect the instrument panel for broken gauges

and indicator lights.
2. Perform visual inspection of exhaust system.

Repair any/all leaks found.
7. Test the horn and other safety devices for

proper operation.
-153-
Maintenance Section
Mast Channels Lubricate
B3.3 Diesel Engine
The channels on the roller-type mast require a

break-in period. Apply a light film of lubricant on the
channels where the rollers ride. This will prevent
metal peel until the rollers set a pattern.
8. Inspect the cooling system for leaks, worn

hoses and debris buildup.
9. Inspect engine compartment for oil, coolant and
fuel leaks.
10. Inspect the forks.
z
z
z
Visually inspect forks for cracks, especially in the

heel section, around the mounting brackets, and
all weld areas.
Inspect for broken or jagged fork tips, bent or
twisted blades and shanks.
Make sure positioning lock is in place and
working.
Lock the forks in position before using the truck.
See Step 7 of Forks in Every 2000 Service
Hours or Yearly.
Remove all defective forks from service.
-154-
Maintenance Section
Transmission Oil Level Check
Parking Brake - Inspect

Inspection from Operator's Seat, Engine
OFF
WARNING
contact skin.
1. Start and operate the lift truck until the engine
reaches normal operating temperature.
2. Park the lift truck level with the forks lowered,
parking brake applied and the transmission
controls in NEUTRAL.
3. With the service brake applied and the engine
at low idle, shift the directional control lever to
forward and then to reverse, to fill the clutches.
4. Shift the direction control lever to the NEUTRAL
position.
1. Grasp the parking brake lever with your hand

and press down the release button with your
thumb. The lever should move freely forward
and backward.
5. Remove the dip stick/filter cap. Observe the oil

level.
6. Maintain the oil level between the Min and Max
marks on the dip stick/filter cap.
When the oil temperature is 40C approximately,
the cold side mark on the dipstick is applicable.
the hot side mark on the dipstick is applicable.
2. Remove your thumb from the release button.

The lever should resist movement when pulled
fully back and a clicking sound should be heard.
The lever should remain fully back until you
press the release button with your thumb.
3. Report a missing, damaged or loose parking
brake lever, any inability or difficulty engaging
and releasing the parking brake lever, or any
restricted movement of the parking brake lever.
Inspection from Operator's Seat, Engine

ON
PARKING BRAKE SWITCH
1. With the parking brake engaged, the direction
control lever in NEUTRAL and the engine
running, shift the direction control lever to
FORWARD.
2. The lift truck should not move forward or feel
like it wants to move forward, even when the
engine is accelerated briefly.
3. Repeat this procedure in REVERSE. Report
truck movement or tendency to move under
power with the parking brake engaged.
-155-
Maintenance Section
PARKING BRAKE
NOTE: The parking brake is required to be
adjusted to hold the lift truck with capacity
load on a 15% grade.
If there is a 15% grade in your workplace,
engage a capacity load and drive over to
the grade. If the maximum grade in your
workplace is less than 15% or if the
maximum load carried by the lift truck is
less than the lift truck's load capacity, pick
up the maximum load and drive to the
steepest grade in your workplace.
1. Raise the forks or load engaging attachment
about 30 cm (12 in) from the floor.
2. Drive forward up the grade, or in reverse down
the grade, and stop the lift truck with the service
brakes.
3. Engage the parking brake and release the
service brakes.
4. If the lift truck moves down the grade, control its
speed with the service brakes, release the
parking brake and return directly to the
inspection area.
5. Park the lift truck, engage the parking brake, shift
the direction control lever to NEUTRAL, lower the
forks or load engaging attachment to the floor,
shut OFF the engine, remove the key, chock the
tires, terminate the inspection, tag the lift truck
"Do Not Operate" and immediately report the
failure of the parking brake to hold the lift truck.
-156-
Maintenance Section
First 50 - 100 Service Hours or a Week

Engine Oil & Filter (B3.3 Diesel

Engine Only) - Change
B3.3 Diesel Engine crankcase
The percentage of sulfur in the fuel will affect the
engine oil recommendations. If the fuel has over
0.5% sulfur content, the CD engine oil must have a
TBN of 20 times the percentage of fuel sulfur (TBN
as measured by the ASTM D-2896 method). Your
oil supplier should be able to furnish the correct
oils.
1. Operate lift truck a few minutes to warm oil.
engine stopped.
Typical Example

5. Remove and discard oil filter element.
2. Raise rear of lift truck off ground and block

securely.
6. Wipe sealing surface of oil filter element

mounting base. Make sure the entire old gasket
is removed.
WARNING
contact skin.
7. Before installing a new filter element, apply a

small amount of clean engine oil to the filter
element gasket.
8. Install the new filter element. When the gasket
contacts the base, tighten it 3/4 of a turn more.
Do not over-tighten.
9. Raise the lift truck, remove the blocking and
lower the lift truck.
3. Remove the crankcase drain plug and allow oil

to drain into a suitable container. Clean and
install drain plug.
Typical Example
10. Fill the crankcase. See Refill Capacities.

11. Start the engine and allow the oil to fill the filter
and passages.
12. Check for oil leaks.
-157-
Maintenance Section
Transmission Oil, Oil Filter &

Strainer - Check, Clean, Change
WARNING
contact skin.
Park the lift truck level, with the forks lowered,
parking brake engaged, direction control lever in
NEUTRAL and the engine stopped.
13. Stop the engine and measure the oil level.
Maintain the oil level between the MAX. and
MIN marks on dip stick.
14. Close hood and seat assembly.
NOTICE
Servicing of the engine oil and oil filter element will
largely affect the engine performance as well as the
engine life.
Engine oil and filter element must be changed after
the first 50 hours.
1. Remove drain plug (1). Allow the oil to drain
into a suitable container. Clean the magnetic
drain plug. Check O-ring seal and replace if
necessary. Remove the spring and the strainer.
2. Wash the strainer assembly in clean,

nonflammable solvent and dry it. Install the
strainer assembly.
-158-
Maintenance Section
marks on the dip stick/filter cap.
the cold side mark on the dipstick is applicable.
the hot side mark on the dipstick is applicable.
13. Check for oil leaks at the filters and drain plug.
14. Stop the engine. Install the floor mat and floor
plate.
3. Remove the floor mat and the floor plate.

Remove and discard the oil filter.
4. Wipe off the filter base. Make certain that all of
the old seal is removed.
5. Apply a small amount of clean oil on the seal of
the new filter.
6. Install the filter by hand. When the filter
contacts the base, tighten an additional 3/4
turn.
7. Remove the dip stick/filter cap. Fill the

compartment with oil. See Refill Capacities.
Install the dip stick/filter cap.
9. With the service brake applied and engine at
low idle, shift the direction control lever to
forward and reverse to fill the clutches.
10. Shift the direction control lever into NEUTRAL.
level.
-159-
Maintenance Section
Drive Axle Oil - Change
Parking Brake - Test, Adjust
Park the lift truck on a level surface. Apply the

parking brake. Place the directional control lever in
NEUTRAL and stop the engine.
Parking Brake Testing

NOTICE
OSHA requires the parking brake to hold the lift
truck, with capacity load, on a 15% grade.
Testing requires a test load equal to the capacity of
the truck and a 15% grade.
If the maximum grade in the workplace is less than
its capacity, use the Parking Brake inspection
procedure covered in Inspection from Operators
Seat, Engine On in Every 10 Service Hours or
Daily section.
1. Pick up capacity load and drive over to a 15%
grade.
1. Remove drain plug. Allow the oil to drain into a

suitable container. Clean the magnetic drain
plug. Check O - ring seal and replace if
necessary.
2. Drive forward up the 15% grade. Halfway up

the grade, stop the lift truck with its service
brakes.
2. Install the drain plug.
3. Engage the parking brake and slowly release

the service brake.
3. Remove the dip stick/filter cap.

Fill the drive axle housing with oil.
See Refill Capacities.
4. Start the lift truck.
With the engine at low idle, place the directional
control lever to the NEUTRAL.
5. Maintain the oil level between lower mark and
upper mark on the dip stick/filter cap.
4. Engage the parking brake and shift the

transmission to NEUTRAL. Slowly release the
service brakes.
5. The parking brake adjustment is proper if it
holds the lift truck on the grade. The parking
brake needs adjusting if it does not hold the lift
truck on the grade.
6. If the lift truck starts to move in reverse down
the grade with the parking brake engaged, stop
it with the service brakes, disengage the
parking brake and reverse slowly down the
grade controlling your speed with the service
brakes.
6. Install the dip stick/filter cap.

NOTE: Tighten the dipstick plug fully not to allow
foreign parts(rain, water etc) to enter into
drive axle.
-160-
Maintenance Section
WARNING
To prevent personal injury, the operator MUST
be ready to use the service brake if the parking
brake is not adjusted correctly and the lift truck
starts to move.
Parking Brake Adjusting

1. Park the lift truck on a level surface, lowered
the forks, shift the transmission to NEUTRAL
and shut OFF the engine and block the wheels
securely.
2. Chock the lift truck's
unintentional movement.
tires
to
7. Loosen lock nut (5). Tighten screw (6) to 6 to 7

Nm (50 to 60 lbin). Loosen the screw (6) 1 1/6
turns and tighten the lock nut (5).
prevent
NOTICE
Turn the adjustment screw (6) clockwise to tighten.
Turning the screw (6) too far counterclockwise
could allow parts to fall into the bottom of the
transmission.
The transmission would than require disassembly
to remove the parts.
8. Reinstall the floor plate and floor mat.
9. Engage the parking brake, remove the tire
chocks and test the parking brake. Refer to
Parking Brake Testing in the preceding
section.
3. Remove the floor mat and floor plate.

4. Make sure the parking brake lever is released.
5. Make sure the brake lever (1) is held against

stop pin (2). If the brake lever (1) is held against
the stop pin (2), go to step 7. If the brake lever
(1) is NOT held against the stop pin (2), go to
step 6.
6. Remove the pin (3) and the cotter pin (4).
Tighten the nut (6) to compress the spring (7)
further and pull downward and turn the clevis
(5) until the pin (3) fits into the brake lever when
the lever (1) is held against the stop pin (2).
Then install the pin (3) and the cotter pin (4)
and return the nut (6) to the clevis (5).
-161-
Maintenance Section
First 250 Service Hours or a Month

Hydraulic Return Filter Change
Engine Valve Lash (B3.3 Diesel

Engine Only) - Check, Adjust
WARNING
Hot oil and components can cause personal injury.
Do not allow hot oil or components to contact skin.
NOTICE
The valve clearances are to be adjusted at the
times of the following situations.
z When the engine is overhauled and the cylinder
heads are disassembled.
z When severe noise comes from valve train.
z When the engine is not normally operated even
though there is no trouble in the fuel system.
Park the lift truck level with the forks lowered,

parking brake engaged, transmission in NEUTRAL
and the engine stopped.
1. Loosen the bolts of the hydraulic tank top plate
assembly.
WARNING
To prevent possible injury when adjusting
diesel engines, do not use the starter motor to
turn the flywheel.
Hot engine components can cause burns. Allow
additional time for the engine to cool before
measuring valve clearance.
NOTICE
2. Remove the return filter from tank top plate

assembly.
Measure the valve lash with the engine stopped. To

obtain an accurate measurement, allow at least 20
minutes to cool the engine cylinder head and block
temperature.
3. Change the return filter.

4. Install the tank top plate assembly and fasten
the bolts.
Set the clearance to the nominal appropriate

clearance given in the Valve Clearance Setting
shown below.
5. Start the engine and operate the hydraulic

controls, and the steering system, through a
few cycles to fill the lines. Look for oil leaks.
Engine
3.3 liter
(B3.3) Diesel
6. Stop the engine and check the oil level. With all
cylinders retracted, maintain the oil level to the
FULL mark on the dip stick/filter cap assembly.
Valve Clearances
Valve
Clearance
Exhaust Valves
.50 mm (.020 in)
Intake Valves
.35 mm (.014 in)
Refer to the Service Manual for the complete

valve adjustment procedure.
NOTE: In regards to G420F(E) and G424F(E)
Engines, valve adjustment is not necessary
because of automatic adjusting system.
-162-
Maintenance Section

1. To service the air cleaner, raise the hood and
seat assembly. Make certain the support
cylinder securely holds the hood open. Loosen
the cover latches and remove the cover.
Air Intake System - Check, Clean

Precleaner (If Equipped)
NOTICE
Never service precleaner with the engine running.
2. Rotate the element slightly to separate it from

its base and remove it from the air cleaner
housing.
3. Clean and inspect the element or replace with a
new element. See topic, Cleaning Primary
Filter Element.
1. Check the precleaner bowl for dirt build-up.

If the dirt is up to the line, remove the
precleaner bowl and empty it. Periodically wash
the cover and bowl in water.
4. Clean the inside of air cleaner housing and the

cover. Inspect all connections between the air
cleaner and carburetor. Check intake hose for
cracks, damage necessary to prevent leakage.
Servicing Filter Element

NOTICE
NOTICE
Never service filter with the engine running.
Do not allow dirty air to enter the intake hose when

cleaning the inside of the air cleaner housing.
5. Check the air cleaner housing for loose latches.
6. Reset the air cleaner service indicator.
7. Install the air filter element.
8. Install the cover and tighten the cover latches.
9. Start the engine and observe the position of the
indicator. If the indicator shows RED after the
installation of the primary element, install
another clean or a new element or, replace the
secondary element. See topic, Air Intake
System-Change in Every 1000 Service Hours
or 6 months section
Service the air cleaner when the red target in the

service indicator stays locked in the visible position
with the engine stopped.
10. Stop the engine and close the hood and seat
assembly.
-163-
Maintenance Section
Air-205 kPa (30 psi) Maximum Pressure
Cleaning Primary Filter Elements

WARNING
Pressure air can cause personal injury.
When using pressure air for cleaning, wear a
protective face shield, protective clothing and
protective shoes.
The maximum air pressure must be below 205
kPa (30 psi) for cleaning purposes.
NOTICE
Direct air on the inside and outside of the element
along the length of the pleats. Check the element
for any tears, rips or damage
Do not clean the elements by bumping or tapping

them.
Inspect filter elements after cleaning. Do not use a
filter with damaged pleats, gaskets or seals.
Water-280kPa (40 psi) Maximum Pressure
When cleaning with pressure air, use 205 kPa (30

psi) maximum pressure to prevent filter element
damage.
When cleaning with pressure water, use 280 kPa
(40 psi) maximum pressure to prevent filter element
damage.
Have spare elements on hand to use while cleaning
used elements.
The primary element should be replaced after 6
months service or after cleaning no more than 3
times.
Direct water on the inside and outside of the

element along the length of the pleats. Air dry it
thoroughly and then examine it.
Detergent
1. Wash the element in warm water and mild
household detergent.
2. Rinse the element with clean water.
See instructions in preceding topic for cleaning
with water.
3. Air dry it thoroughly, and then examine it.
-164-
Maintenance Section
Checking Element
Hydraulic Oil Level Check

WARNING
At operating temperature, the hydraulic tank is
Hot oil can cause burns.
Remove the filter cap only when the engine is
stopped, and the cap is cool enough to touch
with your bare hand. Remove the filter cap
slowly to relieve pressure.
1. Operate the lift truck for a few minutes to warm
the oil. Park the lift truck on a level surface, with
the forks lowered, mast tilted back, parking
brake engaged, transmission in NEUTRAL and
the engine stopped.
1. Insert a light inside the clean dry element and

examine it. Discard the element if tears, rips or
damage are found.
2. Wrap and store good elements in a clean, dry
place.
2. Raise the hood and seat assembly. Make sure

the air lift cylinder securely holds the hood
open.
3. Remove the dip stick/filter cap. Maintain the oil

level to the FULL mark on the dip stick/filter
cap.
-165-
Maintenance Section
5. Raise and lower the carriage a few times to
allow lubricant to enter into the chain links.
Drive Axle Oil Level - Check

Park the lift truck on a level surface. Apply the
parking brake. The engine at low idle. Place the
directional control lever in NEUTRAL.
NOTICE
Lubricate chains more frequently than normal in
applications where the lift truck is operating in an
atmosphere which could cause corrosion of
components or when lift truck must work in rapid lift
cycles.
6. Inspect the chain anchors and individual links
for wear, loose pins or cracked leaves.
Steering Mechanism - Check,

Lubricate
level.
2. Maintain the oil level between the lower mark
and upper marks on the dip stick/filter cap.
Mast, Carriage, Lift Chains &

Attachments - Inspect, Lubricate
1. Operate the lift, tilt and attachment controls.
Listen for unusual noises. These may indicate a
need for repair.
2. Inspect for loose bolts and nuts on the carriage.
Remove any debris from the carriage and mast.
1. Lubricate the steer axle king pins, total of four

fittings. Two on the right side and two on the left
side.
3. Inspect the forks and attachments for free

operation and damage. Have repairs made if
necessary.
2. Lubricate the steering link bearings, total of four

fittings. Two on the right side and two on the left
side
3. Check for any worn or loose components of the
steering mechanism. Remove any debris or
trash as
4. Brush a film of oil on all links of the chain.
-166-
Maintenance Section
Battery Terminal - Clean, Inspect
Engine Oil & Filter (LP & Gasoline

Engine Only) - Change
WARNING
Gasoline, LP Engine Crankcase
Batteries give off flammable fumes that can

explode.
1. Operate lift truck a few minutes to warm oil.

engine stopped.
Do not smoke when observing the battery

electrolyte levels.
Electrolyte is an acid and can cause personal
injury if it contacts skin or eyes.
2. Raise rear of lift truck off ground and block

securely.
Always wear protective glasses when working

with batteries.
WARNING
contact skin.
1. Clean the top of the battery and terminals.

2. Check terminals for corrosion. Coat terminals
with heavy grease.
3. Remove the crankcase drain plug and allow oil
to drain into a suitable container. Clean and
install drain plug.
5. Remove and discard oil filter element.

6. Wipe sealing surface of oil filter element
mounting base. Make sure the entire old gasket
is removed.
-167-
Maintenance Section
7. Before installing a new filter element, apply a
small amount of clean engine oil to the filter
element gasket.
PCV Valve System - Inspect,

Clean
8. Install the new filter element. When the gasket

contacts the base, tighten it 3/4 of a turn more.
Do not over-tighten.
G420F(E) Gasoline, LP and Dual Fuel

Engines
9. Raise the lift truck, remove the blocking and

lower the lift truck.
10. Fill the crankcase. See Refill Capacities.
11. Start the engine and allow the oil to fill the filter
and passages.
12. Check for oil leaks.
G424F(E) LP and Duel Fuel Engines
13. Stop the engine and measure the oil level.

Maintain the oil level to the FULL mark on the
dip stick.
14. Close hood and seat assembly
1. Loosen the hose clamps and remove the PCV
valve.
2. Shake the PCV valve. If it rattles, reinstall it. If it
does not rattle, replace it.
3. Tighten the hose clamps
-168-
Maintenance Section
Wheel Bolts & Nuts - Inspect
Inspect Tightness (GC - Series)
Inspect Tightness (D, G - Series)
Drive Wheels
Steer Wheels
Typical Example
1. Inspect tightness of wheel bolts in a sequence

opposite each other to 245 Nm (180 lbft).
Typical Example
1. Inspect tightness of wheel bolts in a sequence

opposite each other 110 Nm (75 lbft).
Drive Wheels
Typical Example
2. Inspect tightness of wheel nuts in a sequence

opposite each other to 610 Nm (450 lbft).
-169-
Maintenance Section

Belts - Check, Adjust
Mast Hinge Pin Lubricate
Typical Example
Typical Example
1. Check the condition and adjustment of the belt.

Correct adjustment allows 10 mm (3/8 inch)
deflection under 110 N (25 lb) of force.
1. Lower the forks and tilt the mast forward.

2. Lubricate the two fittings for the mast hinge pins,
one on each side of the mast.
Tilt Cylinders - Check, Adjust,

Lubricate
Chassis Pivot Eyebolts-Lubricate
NOTICE
Failure to loosen the alternator mounting bolt (2)
will cause excessive stress and break the alternator
mounting ear.
Typical Example
2. To adjust the alternator drive belt, loosen

adjusting bracket bolt (1) and mounting bolt (2).
Move the alternator in or out as required.
Tighten bolts (1) and (2).
1. Remove floor plates. (GC-series only)

2. Lubricate two fittings for the pivot eyebolts, one
on each tilt cylinder.
3. Check the pivot eye pins for loose retainer bolts
and wear.
-170-
Maintenance Section
Mast Pivot Eyes-Lubricate
Typical Example
3. To adjust the cylinder rod extension, move the

spacer to the rear and loosen the pinch bolt on
the clevis.
Typical Example
1. Lubricate two fittings for the mast pivot eyes,

one on each side of the pin.
4. Turn the cylinder rod in or out of the clevis to

obtain the proper adjustment. Turning the rod
into the clevis shortens the stroke. Turning the
rod out of the clevis lengthens the stroke.
2. Check the pivot eye pins for loose retainer bolts

and wear.
5. Tighten the pinch bolts to a torque of 9515

Name (70 10 abaft). Check the cylinder rods
again for even travel.
Cylinder Rod Extension-Adjust

NOTE: The following description is for forward tilt.
For cylinder rod back tilt, the collar should
be stationary by the tilt eye. If it is not, the
O-ring inside the collar may need to be
replaced. To adjust back tilt, spacers must
be added or removed.
Crosshead Rollers - Inspect

Check Operation
1. Operate the mast through a lift cycle. Watch the
chains move over the crosshead rollers. Make
sure the chain is tracking over the rollers
properly.
Typical Example
1. Check to make sure the tilt cylinders extend

and retract evenly.
2. If one cylinder continues to move after the other
cylinder has stopped in full forward or backward
tilt, an adjustment must be made to one
cylinder.
Typical Example
2. Check for damaged crosshead rollers, guards

and retainer rings.
-171-
Maintenance Section
Transmission Oil Filter Change
Overhead Guard Inspect
WARNING
contact skin.
parking brake engaged, direction control lever in
NEUTRAL and the engine stopped.
1. Check tightness of overhead guard mounting

bolts at 95 Nm (70 lbft).
2. Check overhead guard for bent or cracked
sections. Have repairs made if needed.
1. Remove the floor mat and the floor plate.

Remove and discard the oil filter.
2. Wipe off the filter base. Make certain that all of
the old seal is removed.
3. Apply a small amount of clean oil on the seal of
the new filter.
4. Install the filter by hand. When the filter
contacts the base, tighten an additional 3/4
turn.
6. With the service brake applied and engine at
low idle, shift the direction control lever to
forward and reverse to fill the clutches.
7. Shift the direction control lever into NEUTRAL.
level.
marks on the dip stick/filter cap. When the oil
temperature is 40C approximately, the cold
side mark on the dipstick is applicable. When
the oil temperature is 80C approximately, the
hot side mark on the dipstick is applicable.
10. Check for oil leaks at the filters.
11. Stop the engine. Install the floor mat and floor
plate.
-172-
Maintenance Section
Drive Axle Oil & Strainer - Change,

Clean
7. Install the dip stick/filter cap.

and engine stopped.
1. Remove drain plug. Allow the oil to drain into a
suitable container. Clean the magnetic drain
plug. Check O - ring seal and replace if
necessary.
2. Install the drain plug.
3. Wash the strainer assembly in clean, non

flammable solvent and dry it. Install the strainer
assembly and reconnect the hose.
4. Remove the dip stick/filter cap. Fill the drive
axle housing with oil.
See Refill Capacities.
5. Start the lift truck with engine at low idle, place
the directional control lever to the NEUTRAL.
6. Maintain the oil level between lower mark and
upper mark on the dip stick/filter cap.
-173-
Maintenance Section
Steer Suspension Inspect
Inching & Braking Control Shaft Lubricate
1. Inspect the suspension mounting bolts. Tighten

suspension mounting bolts, if necessary, to 240
30 Nm (180 20 lbft).
1. Lubricate three fittings for the inching and brake

pedal control shaft.
Horn and Lights (If Equipped) Check
2. Look for leaks at the power steering hose

connections.
3. Remove any trash buildup on the suspension or
the steer axle.
1. Press horn button, to determine if horn is

operational.
Parking Brake - Test, Adjust
2. Check and replace all defective gauges.
See topic, Parking Brake - Test, Adjust in First

50-100 Service Hours or a Week.
3. Check all lights such as warning, directional,

backup, driving and flood lights for correct
operation. Replace all burned out bulbs.
Have repairs made if needed.
-174-
Maintenance Section
Fuel Strainer (B3.3 Diesel Engine

Only) Clean
At every Engine oil exchange, clean the strainer of
fuel feed pump.
3. Soak the mesh strainer in diesel oil and wipe

the outside with a non-metallic brush.
4. Soak the mesh strainer again in new diesel oil
and take it out.
5. Blowing the compressed air inside the mesh
strainer.
Fuel passes through fuel strainer from fuel tank to

fuel filter.
6. Repeat items 3 through 5, 4-5 times.
The first filtering device uses the mesh strainer and

the second one uses the paper element.
7. Assemble in the reverse order of disassembly.
Periodically the mesh strainer must be cleaned and

the paper element must be replaced.
Disassembly and cleaning of fuel filter.
1. Loosen the bolts and separate the mesh
strainer.
2. Pull out the mesh strainer.
-175-
Maintenance Section

(G420F(E)/G424F(E) Engine Only)

1. Visually inspect vacuum lines and fittings for

physical damage such as bittleness, cracks and
1. Check for loose, dirty or damaged connectors

and wires on the harness including: Fuel
lock-off, TMAP sensor, O2 sensor, Electronic
throttle, Control Relays, Fuel Trim Valve, Foot
Pedal, and crank sensor.
2. Slovent or oil damage may cause vacuum lines

to become soft resulting in a collapsed line
while the engine is running.
2. Repair and/or replace as necessary.
3. If abnormally soft lines are detected, replace as

necessary.
2
1
(1) Fuel Trim Valve(FTV)

(2) Vacuum lines
Fuel Trim Valve(FTV) Inspection

1. Visually inspect the Fuel trim valve for
2. To ensure the valve is not leaking a blow-by
test can be performed.
connector to the FTV.
4. Disconnect the vacuum lines form the FTV to
the pressure regulator/converter, at the
converters tee connection.
5. Lightly blow through the vacuum line connected
to the FTV. Air should not pass through the FTV
when de-energized. If air leaks past the FTV
when de-energized replace replace the FTV.
-176-
Maintenance Section
Fuel Filter (B3.3 Diesel Engine

Only) - Change
Diesel Engine
B3.3 Diesel Engine
1. Remove fuel filter cartridge assembly.

2. Remove sensor
assembly.
assembly
from
cartridge
3. Before installing a new cartridge assembly,

assemble existing sensor assembly and apply a
small amount of clean fuel to the filter cartridge
gasket.
NOTICE
Do not fill fuel filters with fuel before installing them.
Contaminated fuel will cause accelerated wear to
fuel system parts.
4. Install the new fuel filter cartridge assembly.
5. Turn the new fuel filter cartridge assembly until
the filter gasket is fitted against the sealing
face.
6. Turn the fuel filter cartridge assembly an
additional 2/3 of turn.
-177-
Maintenance Section

Hydraulic Return Filter, Breather

& Strainer - Check, Change
WARNING
contact skin.
Typical Example
7. Remove and discard the air breather.

8. Install a new air breather.
FULL mark on the dipstick/filter cap assembly.
1. Loosen the bolts of the hydraulic tank top plate
assembly.
2. Remove the return filter from tank top plate
assembly.
3. Install new return filter by hand.
4. Remove the suction strainer from the tank.
5. Install the new strainer by hand.
6. Install the tank top plate assembly and fasten
the bolts.
-178-
Maintenance Section
Transmission Oil, Oil Filter &

Strainer - Check, Clean, Change
Check for Equal Tension
See topic, Transmission Oil, Oil Filter & StrainerCheck, Clean, Change in First 50 - 100 Service
Hours
Lift Chains - Test, Check, Adjust

Lift Chain Wear Test
Inspect the part of the chain that is normally
operated over the cross head roller. When the
chain bends over the roller, the movement of the
parts against each other causes wears.
Inspect to be sure that chain link pins do not extend
outside of the link hole. If any single link pin is
extended beyond its connecting corresponding link,
it should be suspected of being broken inside of its
link hole. Lift chains are required to check for wear
about every 1,000 service hours or 6 months.
Typical example
Lift the carriage and the mast high enough for

getting tension on lift chains. Check the chains, and
make sure the tension is the same. Lift chains are
required to check for equal tension about every
1,000 service hours or 6 months.
Chain wear test is a measurement of wear of the

chain links and pins. Take the following steps to
check chain wear.
WARNING
movement of the mast and carriage. Keep
hands and feet clear of any parts that can move.
1. Lift the mast and carriage enough for getting

tension on lift chains.
Lift Chain Adjustment
Typical example
2. Measure precisely ten links of chain distance at

the center of pins in millimeter.
Typical example for carriage equal tension
3. Calculate chain wear rate*.
If the tension is not the same on both chains, take

the procedure as follows.
4. If the chain wears rate is 2% or more, replace

the lift chain.
NOTE: If carriage height is not correct, make

adjustments by following procedures.
*Chain wear rate (%)

= Actual measurement - Pitch** X 10 X 100
Pitch** X 10
**Chain Pitch = 19.05mm (0.75in)
-179-
Maintenance Section
Mast Chain Adjustment - FF, FFT Mast
Carriage Chain Adjustment

Make sure that carriage height is correct. If correct,
adjust the chain for equal tension. If not, adjust the
chain for correct carriage height by adjusting
anchor nuts (1), (2).
NOTE: See the previous section, Carriage Roller
Extrusion in When Required for proper
height of carriage.
1. Fully lower the carriage and tilt mast forward or
lift the carriage and put blocks under the carriage
to release the tension from the lift chains.
2. Loosen nut(1) and adjust nut(2) to get proper
distance from bottom of inner upright to the
bottom of carriage bearing.
Typical example for FF mast
Typical example for FFT mast
Make sure that mast height is correct. If correct,

adjust chain for equal tension. If not, adjust mast
chain for correct mast height by adjusting anchor
nuts (3), (4).
Typical example for carriage chain of STD mast
NOTE: See the previous section, Carriage Roller

Extrusion in When Required for proper
inner mast height.
1. Lift the inner mast and put blocks under the inner
mast to release the tension from the lift chains.
2. Loosen nut (3) and adjust nut (4) to make inner
mast rail flush with outer mast rail bottom.
3. Make adjustment anchor nuts (3), (4) for equal
chain tension.
Typical example for carriage chain of FF, FFT mast
3. Make adjustment anchor nut (1), (2) for equal

chain tension.
4. Raise the inner mast and check equal chain

tension. If not equal, repeat the same procedure
as step 1 through step 3.
4. Set the mast vertical and raise the carriage and

check equal chain tension. If not equal, repeat
the same procedure as step 1 through step 3.
5. Put LOCTITE No. 242 tread lock on the threads

of the anchor nuts (3), (4) after the adjustment is
completed.
5. Put LOCTITE No. 242 Tread lock on the threads

of the anchor nuts (1), (2) after the adjustment is
completed.
-180-
Maintenance Section
Universal Joint Inspect
Air Intake System - Change

Changing Primary Element
See topic, Air Intake System - Check, Clean in
Changing Secondary Element

1. Remove the primary air cleaner element. See
topic Servicing Filter Element. Clean the
inside of the air cleaner housing and cover.
Check for worn or damaged bearings. Have worn

or damaged bearings replaced. Check for loose
retaining bolts and nuts. Tighten the bolts and nuts,
if necessary.
2. Remove the secondary element. Inspect the

gasket between the air cleaner housing and the
engine inlet. Replace the gasket if it is
damaged.
NOTICE
Always replace the secondary element. Do not
attempt to reuse it by cleaning.
3. Install a new secondary element. Install a new
or cleaned primary element. Install the cover.
Tighten the latches.
4. Start the engine and observe the air cleaner
service indicator. If the indicator shows RED
after installing a new secondary element and a
cleaned primary (outer) element, replace the
cleaned primary filter with a new element.
5. Stop the engine. Close the hood and seat
assembly.
-181-
Maintenance Section

(LP, Dual Fuel Engine Only)
Fuel Lines & Fittings - Check

Visually inspect fuel lines and fittings for physical
damage. Replace as required.
1. Visually inspect coolant hoses and clamps.

2. Replace any hoses that shows signs of swelling,

cracking, abrasion or deterioration.
2
3
(1) Fuel lines

(2) LP mixer
(3) Throttle Assembly
Inspect Mixer Assembly

(1) LP Regulator/Converter
(2) Coolant hoses
Refer to the LP mixer section of the engine service

manual for procedures.
LP Regulator/Converter
Inspection (LP, Dual Fuel Engine
Only)

1. Visually
inspect
the
pressure
regulator/converter housing for coolant leaks.
Refer to the pressure regulator/converter
section of the service manual if maintenance is
required.
1. Visually inspect the throttle assembly motor

housing for coking, cracks and missing
cover-retaining clips. Repair and/or replace as
necessary.
NOTE: For pressure testing and internal inspection

of the pressure regulator/converter, refer to
the pressure regulator/converter section of
the service manual.
NOTE: Refer to the LP mixer and throttle section of

the service manual for procedures on
removing the mixer and inspecting the
throttle plate.
-182-
Maintenance Section

Inspect Ignition System (LP,
Gasoline & Dual Fuel Engines
Only)
Replace Spark Plugs (G424F(E)

LP, Dual Fuel Engine Only)
1. Disconnect Battery Cables.
2. Using a gentle twisting motion remove the high

voltage cables from the spark plugs. Replace
any damaged cables.
2. Remove and inspect the spark plugs. Replace

as required.
3. Remove the spark plugs.
3. Test secondary cables with an Ohmmeter. If the

maximum resistance is higher than 25 kOhms,
repair and/or replace(G424F(E) engine only).
4. Gap the new spark plugs to the proper

specifications.
G424F(E) Engine : 0.9 mm
4. Inspect the ignition coil for cracks and heat

5. Apply anti-seize compound to the spark plug

threads and install.
G424F(E) Engine : 25 Nm (18 lbft)
G420F(E) Engine
WARNING
DO NOT OVERTIGHTEN THE SPARK PLUGS.
6. Re-install the high voltage cables.
G424F(E) Engine
1
2
(1) Spark Plug Cables

(2) Ignition Coil
-183-
Maintenance Section

(LP, Dual Fuel Engine Only)

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.

screws in an opposite sequence across the
cover.
counterclockwise.
7. Crank the engine several revolutions to open
the fuel lock-off. DO NOT START THE ENGINE.

8. Check the filter housing, fuel lines and fittings

for leaks. Repair as necessary.
Filter
Housing
Scribe
Point

(LP Engine Only)
1. Start engine.
2. Locate the electrical connector for the fuel lock
3. Disconnect the electrical connector.
4. The engine should run out of fuel and stop
within a short period of time.
(1) screws
5. Turn the ignition key switch off and re-connect

the fuel lock-off connector.
Fuel Filter (LP Engine Only)
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
Disassembly
2
1
2
5
3
6
3
1. Remove top cover (2), magnet (3), spring (4),

and filter element (7) from bottom cover (5).
(1) LP fuel lock-off
(2) Regulator/Converter
(3) Fuel Trim valve (FTV)
-184-
Maintenance Section
Every 2000 Service Hours or Yearly

Engine Valve Lash (B3.3 Diesel

Engine Only) Check, Adjust
Steer Wheel Bearings Reassemble
See topic Engine valve Lash (B3.3 Engine Only)

Check, Adjust. In First 250 Service hours.

NOTE: The procedure is shown on a GC-Series lift
truck. It is the same for D, G-Series lift
trucks.
Typical Example
1. Lift the steer wheels off the ground. Place

stands or blocking under the frame and steer
axle to support the lift truck.
Typical Example
2. Remove the hub cap which is pressed into the

wheel hub.
-185-
Maintenance Section
8. Install the outer wheel bearing and the out
washer. Install a new lock washer and fit the
locknut.
3. Straighten the lock washer tangs.
4. Remove the locknut, lock washer and flat

washer.
Remove the outer wheel bearing.
Typical Example
9. Tighten the locknut to 135 Nm (100 lbft), while

turning wheel hub to seat the bearing.
10. Loosen the locknut. Retorque it to 50 5Nm
(37 4 lbft). Bend the lock washer tang to
secure locknut.
11. Install the hub cap.
12. Raise the lift truck and remove the blocking.
Lower the lift truck to the ground.
5. Remove the wheel assembly. Examine the seal

for damage and wear. Replace the seal if
necessary.
6. Remove the inner bearing. Clean and lubricate
the steering knuckle. Reassemble both the
inner and outer bearing cones.
7. Install the inner bearing. Lubricate the seal and
install the wheel assembly on the knuckle.
-186-
Maintenance Section
Drive Wheel Bearing (Power Shaft

and Drive Wheel) Reassemble
GC-Series Lift Trucks.
Torque for wheel bolts (1) is 270 25 Nm (200

20 lbft).
Consult your DOOSAN lift truck dealer for the

proper wheel bearing reassembling procedure.
Packing of bearings and adjustment procedure
must be made by a trained mechanic or dealer
personnel.
Tighten wheel bearing nut (2) 135 Nm (100 lbft)

while the wheel is turned in both directions. Loosen
the nut completely and tighten nut again to 50 5
Nm (37 4 lbft). Bend the lock washer tab into a
groove of the nut.
Pack power shaft bearings (1) and spindle bearings

(2). Pack ring gear (3) to the depth of the teeth.
Torque for bolts (3) that hold cover to drive axle

housing is 55 10 Nm (40 7 lbft).
D, G-Series Lift Trucks
Apply Loctite No. 242 to threads of spindle bolts (4).

Torque for spindle bolts is 115 14 Nm (85 10
lbft).
Torque for single or dual wheel mounting nuts (1) is

644 34 Nm (470 25 lbft).
Torque for adapter assembly bolts (2) is 285 13
Nm (210 10 lbft).
Tighten wheel bearing nut (3) to 135 Nm (100 lbft)
while the wheel is turned in both directions. Loosen
the nut completely and tighten nut again to 50 5
Nm (37 4 lbft). Bend the lock washer tab into a
groove of the nut.
Torque for bolts (4) that hold cover to drive axle
housing is 55 10 Nm (40 7 lbft).
Apply Loctite No.242 to threads of spindle bolts
(5).Torque for spindle bolts is 115 14 Nm (85
10 lbft).
-187-
Maintenance Section
Cooling System Clean, Change

WARNING
At operating temperature, the engine coolant is
Check the coolant level only after the engine
has been stopped and the filler cap is cool
enough to touch with your bare hand.
Remove the filler cap slowly to relieve pressure.
Coolant is included antifreeze for forbidding
corrosion. Avoid contact with the skin and eyes
to prevent personal injury.
B3.3 Diesel Engine
Use all cleaning solution with care.
The Lift truck must be level, the forks lowered, the

parking brake engaged, the transmission in
NEUTRAL and the engine stopped and cool.
1. Turn the radiator cap slowly to relieve the
pressure, and then remove the cap.
G420F(E) 2.0L LPG/Gasoline Engine
2. Remove the drain plug or water hose on engine

block.
G424F(E) 2.4L LPG/Gasoline Engine
3. Open the radiator drain valve. Allow the coolant

to drain into a suitable container.
Drain the recovery bottle.
-188-
Maintenance Section
NOTICE
Hold the drain port when the radiator drain valve is
turned because the tank and the drain port are
separated.
4. After draining the coolant completely, close the

radiator drain valve and the block drain plug, fill
the engine and the radiator full with a radiator
cleaner, and clean the engine and the radiator.
5. Start and run the engine for 30 minutes.
6. Stop the engine and drain the cleaning solution
into a suitable container.
7. Flush the system with clean water, until draining
water is clear.
8. Close the drain valve and install the block drain
plug. Fill coolant to top of the filler neck.
9. Start and run the engine to stabilize the coolant
level. See topic, Coolant Level Check in
Every 10 Service hours or Daily.
-189-
Maintenance Section
Forks Inspect
3. Check the straightness of the upper face of

blade (D) and the front face of shank (E) with a
straight edge.
Forks should be inspected, at a minimum, every 12

months. If the truck is being used in a multi-shift or
heavy duty operation, they should be checked
every six months.
1. Inspect the forks carefully for cracks. Special
attention should be given to the heel section (A),
all weld areas and mounting brackets (B).
Inspect the top and bottom hooks on forks used
on hook type carriages and tubes on shaft
mounted forks.
The fork should be withdrawn from service if the

deviation from straightness exceeds 0.5 percent
of the length of the blade and/or the height of
the shank respectively 5 mm/1000 mm
(0.18"/36").
Forks with cracks should be removed from

service.
"Wet Test" magnetic particle inspection is
generally preferred due to its sensitivity and the
ease of interpreting the results. Portable
equipment is usually recommended so it can be
moved to the lift truck.
Inspectors should be trained and qualified in
accordance with The American Society for Non
Destructive Testing, Level II Qualifications.
4. Check the difference in height of one fork tip to

the other when mounted on the fork carrier. A
difference in fork tip height can result in uneven
support of the load and cause problems with
entering loads.
The maximum recommended difference in fork
tip elevation (F) is 6.5 mm (0.25") for pallet
forks and 3 mm (0.125") for fully tapered forks.
The maximum allowable difference in fork tip
elevation between the two or more forks is 3
percent of blade length (L).
Replace one or both forks when the difference
in fork tip height exceeds the maximum
allowable difference. Contact your local
DOOSAN Lift Truck Dealer for further
information.
2. Check the angle between the upper face of the

blade and the front face of the shank. The fork
should be withdrawn from service if angle (C)
exceeds 93 degrees or deviates by more than 3
degrees from an original angle other than 90
degrees, as may be found in some special
application forks.
-190-
Maintenance Section
Shaft mounted forks may use set collars or spacers
on the shaft to either side of the fork. They may
also use U bolts, pins, or similar devices which
engage the fork through the top structure of the
carriage.
5. Check the fork blade (J) and shank (H) for wear
with special attention to the heel (G). The fork
should be withdrawn from service if the
thickness is reduced to 90 percent or less of the
original thickness.
Fork blade length may also be reduced by wear,
especially on tapered forks and platens.
Remove the forks from service when the blade
length is no longer adequate for the intended
loads.
8. Check fork markings (N) for legibility. Renew

markings as required to retain legibility.
9. a. Lift the mast and operate the tilt control lever,
until the top surface of the forks is parallel
with the floor. Place two straight bars that are
the same width as the carriage, across the
forks as shown.
b. Measure the distance from the bottom of
each end of the two bars to the floor. The
forks must be parallel within 3 mm (.12 in)
for Full Tapered and Polished (FTP) forks,
all other forks 6.4 mm (.25 in), for their
complete length.
c. Put one fork, one third from the tip, under a
fixture that will not move. Then operate the
tilt control with caution until the rear of the
truck lifts just off the floor. Follow the same
procedure with the second fork. Repeat Step
a.
6. Check the fork mountings (K) for wear, crushing

and other local deformation, which can cause
excessive side to side wobble of the forks.
Excessive clearance on hook type forks may
allow them to fall from the carrier. Forks which
show visible signs of such damage should be
removed from service.
7. Check the positioning lock and other fork
retention devices to make sure they are in place
and working.
Hook type forks use a spring loaded pin (M),
located in the top hook, to engage notches in the
top carriage bar to hold the fork in place.
When adjusting the fork spacing, the forks are
prevented from sliding off the end of the carriage by
stop blocks. These stop blocks are at both ends of
the carriage and in the path of the bottom fork hook.
The load backrest extension may be used in place
of the stop blocks in some cases.
-191-
Maintenance Section

Hydraulic Oil - Check, Clean,

Change

1. Clean battery outer surfaces with a mixture of
WARNING
2. Inspect battery outer surfaces for damage and


contact skin.
3. Remove battery cable and clean, repair and/or


1. Remove the hydraulic tank drain plug. Allow the

oil to drain into a suitable container. Clean and
install the plug.
2. Remove the dipstick/filter cap assembly.
3. Fill the hydraulic tank. See topic Refill
Capacities. Install the dipstick/filter cap
assembly.
FULL mark on the dipstick/filter cap assembly.
-192-
Maintenance Section
4. Assemble new oxygen sensor
Tightening torque : 45 Nm (32.5 lbft)
Replace Oxygen Sensor

5. Connect the electrical connector of oxygen

sensor
G420F(E) Engine
WARNING
When assembling the filters, check the arrow
mark on the filter surface.
The arrow mark position is same as fuel flow
direction.
Replace Spark Plugs (G420F(E)

Engine Only)
G424F(E) Engine
2. Remove the ignition wiring harness.

3. Remove the ignition coil assy.
4. Remove spark plugs.
5. Gap the new spark plugs to the proper
specifications.
G420F(E) Engine : 0.7 ~ 0.8 mm
6. Apply anti-seize compound to the spark plug
threads and install.
G420F(E) Engine : 25 Nm (18 Ibft)
WARNING
DO NOT OVERTIGHTEN THE SPARK PLUGS.
When indicated by MIL, replace oxygen seasor on

the exhaust manifold and oxygen sensor on muffler
assembly.
1. Stop engine and wait until the exhaust pipe and

exhaust pipe is cooled.
(1) Ignition wiring harness (2) Ignition Coil Assy (3) Spark plug
2. Disconnect the electrical connector of oxygen

sensor
3. Remove oxygen sensor
-193-
Maintenance Section


1. Verify that the TMAP sensor (F) is mounted

tightly into the manifold adapter (E), with no
leakage.
1. Visually inspect the intake manifold, throttle

assembly (2), and manifold adapters (3), for
looseness and leaks. Repair as necessary.
2. If the TMAP is found to be loose, remove the

TMAP retaining screw and the TMAP sensor
from the manifold adapter.
Replace PCV Valve and breather

element - Change (LP, Gasoline and
Dual Fuel Engines)
3. Visually inspect the TMAP O-ring seal for

damage. Replace as necessary.
G420F(E) Engine
4. Apply a thin coat of an approved silicon

lubricant to the TMAP o-ring seal.
5. Re-install the TMAP sensor into the manifold
adapter and securely tighten the retaining
screw.
G424F(E) Engine
1. Loosen the hose clamps and remove the PCV

valve.
2. Assemble new PCV valve and hose.
3. Tighten the hose clamps
-194-
Maintenance Section

Timing Belt [G420F(E)/G424F(E)

LP, Gasoline, Dual Fuel Engine
Only] - Change
See the Service manual for the procedure and
specification.
WARNING
G420F(E) is dual over-head CAM engine. If
timing belt is not replaced on time, engine could
be damaged.
-195-
Index Section
Index
#
12 Months Inspection ...........................................131
A
Accelerator Pedal ...................................................67
Adjustments ..........................................................116
Advanced Diagnostics............................................97
After Starting the Engine........................................79
Air Cleaner Indicator-Check.................................153
Air Intake System - Change.................................181
Air Intake System - Check, Clean .......................163
Antifreeze..............................................................136
Attachment Abbreviations (Includes Special Forks)
.................................................................................59
Auto Shift Controller ASC-100 (If Equipped) ......116
Automatic mode (Direction Inhibit mode)............117
Avoiding Lift Truck Tipover ....................................21
B
B3.3 Diesel Engine crankcase.............................157
Basic Troubleshooting (Gasoline) .........................91
Basic Troubleshooting(LP) ....................................84
Battery Terminal - Clean, Inspect........................167
Before Operating the Lift Truck .............................12
Before Starting the Engine.....................................72
Before Starting the Lift Truck.................................11
Before Storage......................................................125
Belts - Check, Adjust............................................170
Bent or Twisted Forks ..........................................129
Bleeding the Fuel System....................................148
Bulbs......................................................................147
Burn Prevention......................................................15
C
..............................................................49, 50, 51, 52
.................................... 45, 46, 47, 48, 53, 54, 55, 56
..............................................................41, 42, 43, 44
Carriage Roller Extrusion Adjust......................150
Causes of Fork Failure.........................................129
Center of Gravity (CG) ...........................................21
Changing From Gasoline to LP Gas..................77
Changing From LP to Gasoline .............................77
Changing LP Tanks................................................70
Changing Primary Element..................................181
Changing Secondary Element.............................181
Chassis Pivot Eyebolts-Lubricate........................170
Check for Equal Tension......................................179
Check Inflation and Damage...............................150

Check Operation ..................................................171
Checking Service Indicator..................................153
Checking the TMAP Sensor (G420F(E)/G424F(E)
Engine Only).........................................................194
Circuit Breaker................................................66, 148
Cleaning Primary Filter Elements .......................164
Coolant Information..............................................135
Coolant Level Check.........................................152
Coolant Water.......................................................136
Cooling System Clean, Change.......................188
Cooling System Specifications............................135
Crosshead Rollers - Inspect................................171
Crushing or Cutting Prevention............................. 14
Cylinder Rod Extension-Adjust ...........................171
D
D, G-Series Lift Trucks ........................................187
Daily Inspection....................................................130
Diagnostics Features ...........................................117
Diesel Engine .................................................75, 177
Diesel Engines .....................................................151
Diesel Specifications............................................137
Direction Control Lever .......................................... 67
Direction Inhibit Point...........................................116
Disassembly .........................................................184
Display for Operator.............................................117
Display for Troubleshooting.................................117
Displaying Fault Codes (DFC) from SECM Memory
................................................................................. 97
Draining the Water from the Fuel Filter ..............149
Drive Axle Oil........................................................140
Drive Axle Oil - Change .......................................160
Drive Axle Oil & Strainer - Change, Clean .........173
Drive Axle Oil Level - Check................................166
Drive Wheel Bearing (Power Shaft and Drive Wheel)
Reassemble.......................................................187
Dual Fuel System................................................... 77
E
Electrical Disconnect Switch (If Equipped)........... 64
Engine Compartment............................................. 64
Engine Oil & Filter (B3.3 Diesel Engine Only) Change .................................................................157
Engine Oil & Filter (LP & Gasoline Engine Only) Change .................................................................167
Engine Oil (DEO and EO)....................................139
Engine Oil Level - Check .....................................151
Engine Valve Lash (B3.3 Diesel Engine Only) Check, Adjust .............................................. 162, 185
Environment Management ...................................... 3
Environment Protection .......................................128
-196-
Index Section
Every 10 Service Hours or Daily .........................151
Every 1000 Service Hours or 6 Months ..............178
Every 1500 Service Hours or 9 Months ..............183
Every 2000 Service Hours or Yearly...................185
Every 250 Service Hours or Monthly ..................163
Every 2500 Service Hours or 15 Months............192
Every 3000 Service Hours or 18 Months............195
Every 500 Service Hours or 3 Months ................170
F
Fatigue ..................................................................129
Fire or Explosion Prevention..................................15
First 250 Service Hours or a Month ....................162
First 50 - 100 Service Hours or a Week..............157
First Installation.....................................................130
Fluid Penetration ....................................................14
Foreword ...................................................................2
Fork Inspection .....................................................130
Forks Inspect .....................................................190
Fuel Filter (B3.3 Diesel Engine Only) Change
...............................................................................177
Fuel Filter (LP Engine Only) ................................184
Fuel Lines & Fittings - Check...............................182
Fuel Selector Switch (G420F(E)/G424F(E) Dual
Fuel Only)................................................................66
Fuel Specifications ...............................................137
Fuel Strainer (B3.3 Diesel Engine Only) Clean
...............................................................................175
Fuel Sulfur Content ..............................................137
Fuel Tank Filter Cap and Screen (If Equipped) Clean .....................................................................146
Fuel Trim Valve(FTV) Inspection
(G420F(E)/G424F(E) Engine Only).....................176
Fuel Types ............................................................137
Fuses.....................................................................147
Fuses, Bulbs, Circuit Breaker & Relay - Change,
Reset .....................................................................147
G
G420F Engine and G424F Engine........................83
G420F(E) Engine......................................... 183, 193
G420F(E) Engine and G424F(E) Engine..............82
G420F(E) Gasoline, LP and Dual Fuel Engines
...............................................................................168
G424F(E) Engine......................................... 183, 193
G424F(E) LP and Duel Fuel Engines .................168
Gasoline and LP Engines ....................................151
Gasoline Engine .....................................................74
Gasoline or Diesel Engine Equipped ....................69
Gasoline Specifications........................................138
Gasoline, LP Engine Crankcase .........................167
GC-Series Lift Trucks...........................................187
General Fuel Information .....................................137
General Hazard Information ..................................10
General Warning to Operator ..................................6
H
Hand Placement Warning........................................ 7
Hook-on type Fork................................................124
Horn and Lights (If Equipped) - Check ...............174
How to Survive in a Tipover .................................. 28
Hydraulic Oil - Check, Clean, Change................192
Hydraulic Oil (HYDO)...........................................139
Hydraulic Oil Level Check ................................165
Hydraulic Return Filter Change........................162
Hydraulic Return Filter, Breather & Strainer - Check,
Change .................................................................178
I
Identification, Lift Capacity and Attachment Plate60
If Convenience Package Equipped....................... 60
If Optional Suspension Seat (weight adjusting type)
Equipped................................................................. 18
If Parking Brake Alarm Equipped........................123
Important Safety Information................................... 4
Improper Modification or Repair..........................129
Inching..................................................................... 81
Inching & Braking Control Shaft - Lubricate.......174
Inching into Loads................................................119
Index .....................................................................196
Inspect Battery System........................................192
(LP, Dual Fuel
Engine Only).........................................................182
Inspect Electrical System (G420F(E)/G424F(E)
Engine Only).........................................................176
Inspect Engine for Exhaust Leaks ......................153
Inspect Engine for Fluid Leaks............................151
Inspect Foot Pedal Operation (G420F(E)/G424F(E)
Only)......................................................................153
Inspect for Intake Leaks (G420F(E)/G424F(E)
Engine Only).........................................................194
Inspect Ignition System (LP, Gasoline & Dual Fuel
Engines Only).......................................................183
Inspect Mixer Assembly (G420F(E)/G424F(E)
Engine Only).........................................................182
Inspect Throttle Assembly (G420F(E)/G424F(E)
Engine Only).........................................................182
Inspect Tightness (D, G - Series)........................169
Inspect Tightness (GC - Series)..........................169
(G420F(E)/G424F(E) Engine Only) ....................176
Inspection from Operator's Seat, Engine OFF...155
Inspection from Operator's Seat, Engine ON.....155
Inspection, Maintenance and Repair of Lift Truck
Forks .....................................................................128
Instrument Panel .................................................... 61
L
Lift Chain Adjustment...........................................179
Lift Chain Wear Test ............................................179
Lift Chains - Test, Check, Adjust.........................179
-197-
Index Section
Lift Control...............................................................68
Lift Fork Adjustment .............................................124
Lift Truck Controls ..................................................67
Lift Truck Operation................................................80
Lift Truck Parking....................................................13
Lift Truck Shipping................................................126
Lift Truck Stability ...................................................21
Lift Truck Stability Base..........................................22
Lifting Drums or Round Objects ..........................122
Lifting the Load .....................................................119
Literature Information ...............................................2
Load Backrest Must Be In Place Warning ..............7
Long Time Storage...............................................125
LP Engine................................................................75
LP Regulator/Converter Inspection (LP, Dual Fuel
Engine Only) .........................................................182
LP Specifications ..................................................138
Lubricant Information............................................139
Lubricant Viscosities.............................................141
Lubricant Viscosities and Refill Capacities.........141
Lubricating Grease (MPGM)................................140
M
Machine Lifting and Tiedown Information...........126
Maintenance .............................................................3
Maintenance and Repair......................................131
Maintenance Information .......................................14
Maintenance Intervals ..................................... 3, 142
Make proper antifreeze additions........................136
Manual Mode (Fail-Safe mode)...........................118
Mast Abbreviations.................................................60
Mast Channels Lubricate ..................................154
Mast Hinge Pin Lubricate..................................170
Mast Pivot Eyes-Lubricate ...................................171
Mast, Carriage, Lift Chains & Attachments - Inspect,
Lubricate................................................................166
Metric Hardware ...................................................133
Mono-Ped Control System (Option)....................115
Mounting and Dismounting ....................................11
Moving Fan Warning ................................................8
N
No Riders Warning ...................................................8
No Standing On Fork Warning ................................7
No Standing Under Fork Warning ...........................7
Noise and Vibration ................................................40
O
Operating in hot weather......................................122
Operating Techniques..........................................119
Operating the Lift Truck..........................................12
Operation ......................................................... 2, 117
Operation Information ............................................11
Operator Restraint System (If Equipped)......... 2, 17
Operators Station and Monitoring Systems.........61
Operator's Warning and Identification Plate......... 60

Operator's Warning Plate ...................................... 60
Overhead Guard Inspect ..................................172
Overhead Guard Must Be In Place Warning.......... 8
Overloading ..........................................................129
P
Parking brake ........................................................... 9
PARKING BRAKE................................................156
Parking Brake - Inspect .......................................155
Parking Brake - Test, Adjust....................... 160, 174
Parking Brake Adjusting ......................................161
Parking Brake Lever .............................................. 68
Parking Brake Testing .........................................160
Parking the Lift Truck...........................................123
PCV Valve System - Inspect, Clean ...................168
Power Shift Transmission/ Drive axle................... 80
Precleaner (If Equipped)......................................163
Pressure Air............................................................ 14
Pressure Warning .................................................... 7
Prestart Conditions................................................. 74
Priming the Fuel System (Diesel Engine Only)..148
Product Description..............................................116
R
Reading Diagnostic Fault Codes .......................... 97
Refill Capacities....................................................141
Refueling................................................................. 69
Replace LP Fuel Filter Element (LP, Dual Fuel
Engine Only).........................................................184
Replace Oxygen Sensor (G420F(E)/G424F(E)
Engine Only).........................................................193
Replace PCV Valve and breather element - Change
(LP, Gasoline and Dual Fuel Engines) ...............194
Replace Spark Plugs (G420F(E) Engine Only) .193
Replace Spark Plugs (G424F(E) LP, Dual Fuel
Engine Only).........................................................183
S
Safety ....................................................................2, 5
Safety Rules ........................................................... 23
Seat......................................................................... 66
Seat Adjustment..................................................... 18
Seat Switch System (If Equipped) ........................ 65
Seat, Hood Latch & Support Cylinder - Check,
Lubricate ...............................................................146
Serial Number......................................................... 57
Serial Number Locations ....................................... 57
Service Brake Pedal .............................................. 67
Servicing Filter Element.......................................163
Sideshift Attachment (If Equipped) ....................... 68
Specifications ................................30, 32, 34, 36, 38
Stability and Center of Gravity .............................. 21
Starting a Cold Diesel Engine ............................... 75
Starting a Warm Diesel Engine............................. 75
-198-
Index Section
Wheel Bolts & Nuts - Inspect...............................169
When Required ....................................................146
Starting From a 12 Volt External Source ..............76

Starting the Engine.................................................74
Starting the Lift truck ..............................................12
Steer Suspension Inspect.................................174
Steer Wheel Bearings - Reassemble..................185
Steering Mechanism - Check, Lubricate.............166
Storage Information..............................................125
T
Test Fuel System for Leaks(LP and Dual Fuel
Engines Only) .......................................................149
...............................................................................184
Tilt Control...............................................................68
Tilt Cylinders - Check, Adjust, Lubricate.............170
Tilt Steering Column...............................................66
Timing Belt [G420F(E)/G424F(E) LP, Gasoline, Dual
Fuel Engine Only] - Change..............................195
Tire Inflation ..........................................................132
Tire Inflation Information ......................................132
Tire Inflation Pressures Adjustment ....................132
Tire Shipping Pressure.........................................132
Tires and Wheels (D, G-Series) - Inspect, Check
...............................................................................150
To Operate the Lift Truck after a Long Time Storage
...............................................................................125
Torque for Metric Fasteners ................................134
Torque for Standard Bolts, Nuts, and Taperlock
Studs .....................................................................133
Torque for Standard Hose Clamps - Worm Drive133
Torque Specifications...........................................133
Torques for Bolts and Nuts with Standard Threads
...............................................................................133
Torques for Taperlock Studs ...............................134
Towing Information...............................................127
Traing Required To Operate or Service Warning ..5
Transmission Inching Control Pedal .....................67
Transmission Oil...................................................140
Transmission Oil Filter Change........................172
Transmission Oil Level Check..........................155
Clean, Change............................................. 158, 179
Transportation Hints .............................................126
Traveling With the Load .......................................120
Turning ..................................................................121
U
Universal Joint Inspect......................................181
Unloading..............................................................120
W
Walk - Around Inspection.......................................72
Walk-Around Inspection - Inspect .......................153
Warning Signs and Labels.......................................5
Warning Signs and Labels.....................................17
-199-

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For use in service manual

SERVICE MANUAL CONTENTS

OPERATION & MAINTENANCE

Models ; D20/25/30S-5, D33S-5, D35C-5, G20/25/30E-5, G20/25/30P-5

The proper and safe lubrication and maintenance

Do not operate this machine unless you have

Improper performance of lubrication or

5. Use steps and grab handles (if applicable) when

Theserviceman or mechanic maybe unfamiliar with many

6. To avoid back injury, use a hoist when lifting

Because of the size of some of the machine

7. To avoid burns, be alert for hot parts on machines

Following is a list of basic precautions that should always

8. Be careful when removing cover plates. Gradually

1. Readand understand all Warning plates and decals on

9. Be careful when removing filler caps, breathers and

3. Do not work on any machine that is supported only by

11. Reinstall all fasteners with same part number. Do not

4. Lower the forks or other implements to the ground

12. If possible, make all repairs with the machine parked

13. Disconnect battery and discharge any capacitors

21. Do not operate a machine if any rotating part is

14. Repairs, which require welding, should be

22. On LP equipped lift trucks, be sure to close the

15. Do not damage wiring during removal operations.

If dust which may contain asbestos is present, there are

17. Always support the mast and carriage to keep

a. Never use compressed air for cleaning.

18. Loose or damaged fuel, lubricant and hydraulic

c. For clean up, use wet methods or a vacuum

19. Tighten connections to the correct torque. Make

g. Follow environmental rules and regulations for

20. Relieve all pressure in air, oil or water systems

STANDARD TORQUE FOR METRIC FASTENERS

METRIC NUTS AND BOLTS

METRIC TAPERLOCK STUDS

STANDARD TORQUE FOR INCH FASTENERS

INCH NUTS AND BOLTS

INCH TAPERLOCK STUDS

O-RING FACE SEAL FITTINGS

O-RING FACE SEAL NUT

STRAIGHT THREAD O-RING

STRAIGHT THREAD O-RING

O-RING FACE SEAL FITTING NUT

HYDRAULIC LINE INSTALLATION

2.To put the fitting assembly in its correct position, turn

3. Install the hose and tighten all bolts finger tight.

NOTE: If the fitting is a connector (straight fitting), the

5. Tighten the bolts on both connections.

TORQUES FOR FLARED AND O-RING FITTINGS

9. Shut off the engine.

ASSEMBLY OF FITTINGS WITH STRAIGHT

HOSE CLAMP-BAND TYPE

This type of fitting is used in many applications. The tube

ELBOW BODY ASSEMBLY

37 FLARED AND STRAIGHT THREAD O-RING FITTINGS

37 FLARED AND STRAIGHT THREAD O-RING FITTINGS

NOMINAL TUBE O.D.

TIGHTENING OTHER FITTINGS

45 FLARED AND 45 INVERTED FLARE FITTINGS

45 FLARED AND 45 INVERTED FLARE FITTINGS

NOMINAL TUBE O.D.

TIGHTENING OTHER FITTINGS