Sef 2a0de

No.
SEF-2A0DE
R
SERVICE MANUAL
SERVICE MANUAL
FORKLIFT TRUCK
FD20C3Z – FD30T4, FHD20C3A – FHD30T3A, FD35T4S

FG20C3 – FG30T3, FHG20C3 – FHG30T3, FG35T3S
FD20C3Z FD20T4 FG20C3 FG20T3
FHD20C3A FHD20T3A FHG20C3 FHG20T3
FD35T4SE FG35T3S
No. SEF-2A0DE
TCM CORPORATION
No. SEF-2A0DE
FOREWORD
TCM’s new forklift trucks with capacities from 2.0 through 3.5 tons feature low operating noise and
reduced vibration as well as improved controllability and higher safety, and come equipped with new
high-performance engines.
The gasoline engines are equipped with an FTI system, auto-choke, and idle-up device, while the
diesel engines come with an auto grow system to improve startability.
The steering system can correct steering wheel knob deviation automatically to provide better driver
control. The instrument panel accommodates optional OK monitors which allow the operator to check
the water level, air cleaner plugging, and battery condition of charge with just a glance. The service-
ability of these trucks has been greatly improved by these changes.
The trucks are equipped with traveling and load handling interlock systems (the traveling interlock
system is only available on automatic transmission trucks) which turn on switches that prevent the
truck from moving and disable the load handling system if the operator is not in the operator’s seat.
This Service Manual describes all of the major components and their service procedures. We en-
courage you to make practical use of it while servicing the trucks.
We also hope you will understand that, due to on-going improvements of the parts and components,
the values and some of the descriptions in this manual are subject to change without notice.
September, 2012
No. SEF-2A0DE
(Empty page)
SPECIFICATIONS (1)
Truck model FG20C3 FHG20C3 FG25C3 FHG25C3 FG30C3 FHG30C3
Item FG20T3 FHG20T3 FG25T3 FHG25T3 FG30T3 FHG30T3
Performance
Max. load kg[lbs] 2000 [4000] ← 2500 [5000] ← 3000 [6000] ←
Basic load center mm[in.] 500 [24] ← ← ← ← ←
Lift height mm[in.] 3000 [118.1] ← ← ← ← ←
Tilt angle (fwd-bwd) ° 6 - 12 ← ← ← ← ←
Free lift mm[in.] A 110 [4.3] ← ← ← 165 [6.5] ←
Lift speed mm/s[fpm]
(unloaded) 580 [114.2] 620 [122.1] ← ← 490 [96.5] 520 [102.4]
(loaded) 540 [106.3] 600 [118.1] ← ← 440 [86.6] 500 [98.4]
Traveling speed km/h[mph] C3 T3 C3 T3 C3 T3 C3 T3 C3 T3 C3 T3
fwd 1st 8.5 [5.3] 19.0 [11.8] 9.0 [5.4] 19.0 [11.8] 8.5 [5.3] 19.0 [11.8] 9.0 [5.4] 19.0 [11.8] 9.0 [5.4] 19.5 [12.1] 9.5 [5.9] 19.5 [12.1]
2nd 19.0 [11.8] * 19.0 [11.8] * 19.0 [11.8] * 19.0 [11.8] * 19.5 [12.1] * 19.5 [12.1] *
rev 1st 8.5 [5.3] 19.0 [11.8] 9.0 [5.4] 19.0 [11.8] 8.5 [5.3] 19.0 [11.8] 9.0 [5.4] 19.0 [11.8] 9.0 [5.4] 19.5 [12.1] 9.5 [5.9] 19.5 [12.1]
2nd 19.0 [11.8] * 19.0 [11.8] * 19.0 [11.8] * 19.0 [11.8] * 19.5 [12.1] * 19.5 [12.1] *
Max. drawbar pull kN{kgf}[lbf] C3 T3 C3 T3 C3 T3 C3 T3 C3 T3 C3 T3
(unload) 8.3{850} ← ← ← ← 9.8 {1000} ← ←
[1866] [2203]
(loaded) 12.3{1250} 16.7{1700} 14.2{1450} 22.1{2250} 12.3{1250} 16.7{1700} 14.2 {1450} 22.1{2250} 10.8{1100} 14.2{1450} 12.7{1300} 19.6{2000}
[2765] [3754] [3192] [4968] [2765] [3754] [3192] [4968] [2428] [3192] [2855] [4406]
Gradeability C3 T3 C3 T3 C3 T3 C3 T3 C3 T3 C3 T3
(unload) 1/5.0 ← ← ← ← 1/5.0 ← ←
(loaded) 1/5.0 1/3.5 1/4.2 1/2.8 1/5.2 1/4.2 1/4.8 1/3.0 1/7.2 1/5.6 1/5.6 1/4.1
Min. turning radius mm[in.] B 2170 [85.4] ← 2240 [88.2] ← 2400 [94.5] ←
Min. 90° intersecting aisle mm[in.] C 1920 [75.6] ← 2010 [79.1] ← 2110 [83.1] ←
Dimensions
Overall length mm[in.] D 3550 [139.8] ← 3625 [142.7] ← 3775 [148.6] ←
Overall width mm[in.] E 1150 [45.3] ← ← ← 1225 [48.2] ←
Overall height
(at overhead guard) mm[in.] F 2070 [81.5] ← ← ← 2090 [82.3] ←
Overall height with
extended mast mm[in.] G 4030 [158.7] ← ← ← 4250 [167.3] ←
Wheelbase mm[in.] H 1600 [63.0] ← ← ← 1700[66.9] ←
Tread mm[in.]
(front) J 970 [38.2] ← ← ← 1000 [39.4] ←
(rear) K 970 [38.2] ← ← ← ← ←
Fork overhang L 445 [17.5] ← 450 [17.7] ← 480 [18.9] ←
Rear overhang mm[in.] M 435 [17.1] ← 505 [19.9] ← 525 [20.7] ←
Fork size mm[in.] 1070 x 122 x 40 ← ← ← 1070 x 125 x 45 ←
(Length (N) x Width (P) x Thick (Q) [42.1 x 4.8 x 1.6] [42.1 x 4.9 x 1.8]
Fork spacing mm[in.] R 245 - 1020 ← ← ← 250 - 1090 ←
[9.65 - 40.2] [9.8 - 42.9]
Under clearance (at mast) mm[in.] 110 [4.3] ← ← ← 140 [5.5] ←
Weight
Operating weight kg[lbs] 3210 [7077] 3220 [7099] 3570 [7871] 3580 [7893] 4250 [9370] 4260 [9392]
No. SEF-2A0DE
SPECIFICATIONS (2)
Truck model FD20C3Z FHD20C3A FD25C3Z FHD25C3A FD30C3Z FHD30C3A
Item FD20T4 FHD20T3A FD25T4 FHD25T3A FD30T4 FHD30T3A
Performance
No. SEF-2A0DE
Max. load kg[lbs] 2000 [4000] ← 2500 [5000] ← 3000 [6000] ←

Basic load center mm[in.] 500 [24] ← ← ← ← ←
Lift height mm[in.] 3000 [118.1] ← ← ← ← ←
Tilt angle (fwd-bwd) ° 6 - 12 ← ← ← ← ←
Free lift mm[in.] A 110 [4.3] ← ← ← 165 [6.5] ←
Lift speed mm/s[fpm] C3Z T4 C3Z T4
(unloaded) 570 [112.2] 600 [118.1] 670 [131.9] 570 [112.2] 600 [118.1] 670 [131.9] 590 [116.1] ←
(loaded) 530 [104.4] 560 [110.2] 630 [124.0] 530 [104.4] 560 [110.2] 630 [124.0] 520 [102.4] ←
Traveling speed km/h[mph] C3Z T4 C3A T3A C3Z T4 C3A T3A C3Z T4 C3A T3A
fwd 1st 8.0 [5.0] 18.5 [11.5] 8.5 [5.3] 18.5 [11.5] 8.0 [5.0] 18.5 [11.5] 8.5 [5.3] 18.5 [11.5] 9.0 [5.4] 19.5 [12.1] ←
2nd 18.0 [11.2] * 19.0 [11.8] * 18.0 [11.2] * 19.0 [11.8] * 19.5 [12.1] * ←
rev 1st 8.0 [5.0] 18.5 [11.5] 8.5 [5.3] 18.5 [11.5] 8.0 [5.0] 18.5 [11.5] 8.5 [5.3] 18.5 [11.5] 9.0 [5.4] 19.5 [12.1] ←
2nd 18.0 [11.2] * 19.0 [11.8] * 18.0 [11.2] * 19.0 [11.8] * 19.5 [12.1] * ←
Max. drawbar pull kN{kgf}[lbf] C3Z T4 C3A T3A C3Z T4 C3A T3A C3Z T4 C3A T3A
(unload) 8.3{850} ← ← ← ← 9.8 {1000} ← ←
[1866] [2203]
(loaded) 11.7{1200} 13.7{1500} 14.8{1510} 23.5{2400} 11.7{1200} 19.1{1950} 14.8 {1510} 23.5{2400} 10.8{1100} 17.2{1750} 13.8{1410} 20.6{2100}
[2650] [3300] [3327] [5283] [2650] [4294] [3327] [5283] [2400] [3867] [3102] [4631]
Gradeability C3Z T4 C3A T3A C3Z T4 C3A T3A C3Z T4 C3A T3A
(unload) 1/5.0 ← ← 1/5.5 ← 1/5.0 ← ← ←
(loaded) 1/4.8 1/3.6 1/3.8 1/2.8 1/5.6 1/4.3 1/4.5 1/3.3 1/6.7 1/5.3 1/6.7 1/4.2
Min. turning radius mm[in.] B 2170 [85.4] ← 2240 [88.2] ← 2400 [94.5] ←
Min. 90° intersecting aisle mm[in.] C 1920 [75.6] 1950 [76.8] 2010 [79.1] ← 2110 [83.1] ←
Dimensions
Overall length mm[in.] D 3555 [139.8] ← 3625 [142.7] ← 3775 [148.6] ←
Overall width mm[in.] E 1150 [45.3] ← ← ← 1225 [48.2] ←
Overall height
(at overhead guard) mm[in.] F 2070 [81.5] ← ← ← 2090 [82.3] ←
Overall height with
extended mast mm[in.] G 4030 [158.7] ← ← ← 4250 [167.3] ←
Wheelbase mm[in.] H 1600 [63.0] ← ← ← 1700[66.9] ←
Tread mm[in.]
(front) J 970 [38.2] ← ← ← 1000 [39.4] ←
(rear) K 970 [38.2] ← ← ← ← ←
Fork overhang L 450 [17.7] ← ← ← 480 [18.9] ←
Rear overhang mm[in.] M 435 [17.1] ← 505 [19.9] ← 525 [20.7] ←
Fork size mm[in.] 1070 x 122 x 40 ← ← ← 1070 x 125 x 45 ←
(Length (N) x Width (P) x Thick (Q) [42.1 x 4.8 x 1.6] [42.1 x 4.9 x 1.8]
Fork spacing mm[in.] R 245 - 1020 ← ← ← 250 - 1090 ←
[9.65 - 40.2] [9.8 - 42.9]
Under clearance (at mast) mm[in.] 110 [4.3] ← ← ← 140 [5.5] ←
Weight
Operating weight kg[lbs] 3340 [7363] ← 3700 [8157] ← 4390 [9678] ←
SPECIFICATIONS (3)
Truck model
FG35T3S FD35T4SE
Item
Performance
Max. load kg[lbs] 3500 [7000] ←
Basic load center mm[in.] 500 [24] ←
Lift height mm[in.] 3000 [118.1] ←
Tilt angle (fwd-bwd) ° 6 - 12 ←
Free lift mm[in.] A 170 [6.7] ←
Lift speed mm/s[fpm]
(unloaded) 450 [88.6] 420 [82.7]
(loaded) 400 [78.8] ←
Traveling speed km/h[mph]
fwd 1st 19.0 [11.7] 18.0 [12.0]
2nd * *
rev 1st 19.0 [11.7] 18.0 [12.0]
2nd * *
Max. drawbar pull kN{kgf}[lbf]
(unload) 9.8 {1000} [2200] 10.8 {1100} [2420]
(loaded) 17.0 {1730} [3805] 15.9 {1620} [3570]
Gradeability
(unload) 1/6.0 ←
(loaded) 1/5 1/6
Min. turning radius mm[in.] B 2470 [97.2] ←
Min. 90° intersecting aisle mm[in.] C 2280 [89.8] ←
Dimensions
Overall length mm[in.] D 3870 [152.3] ←
Overall width mm[in.] E 1290 [50.8] ←
Overall height
(at overhead guard) mm[in.] F 2140 [84.3] ←
Overall height with
extended mast mm[in.] G 4255 [167.5] ←
Wheelbase mm[in.] H 1700 [66.9] ←
Tread mm[in.]
(front) J 1060 [41.7] ←
(rear) K 970 [38.2] ←
Fork overhang L 495 [19.5] ←
Rear overhang mm[in.] M 605 [23.8] ←
Fork size mm[in.] 1070 x 150 x 50 ←
(Length (N) x Width (P) x Thick (Q) [42.1 x 5.9 x 2.0]
Fork spacing mm[in.] R 300 - 1090 ←
[11.8 - 42.9]
Under clearance (at mast) mm[in.] 145 [5.7] ←
Weight
Operating weight kg[lbs] 4820 [10605] 4920 [10850]
No. SEF-2A0DE
No. SEF-2A0DE
Unit: mm [in.]
3000 [118.1]
Free lift
Fig. 1 Truck Dimensions

No. SEF-2A0DE
SELF-INSPECTION STANDARD LIST

Truck model FG20C3 FG20T3 FD20T4 FD20C3Z FD20C13Z
Item FG25C3 FG25T3 FD25T4 FD25C3Z FD25C13Z
Unloaded maximum rpm 2800 ± 100 2800 2700 ± 50
Idling rpm 800 ± 50 700 ± 50 700 ± 25
Valve C: Cold Intake valve mm [in.] H: 0.38 ± 0.02 [0.015 ± 0.0008] C: 0.18 - 0.22 [0.007 ± 0.009] H: 0.45 ± 0.02 [0.018 ± 0.009]
clearance H: Hot Exhaust valve mm [in.] H: 0.38 ± 0.02 [0.015 ± 0.0008] C: 0.18 - 0.22 [0.007 ± 0.009] H: 0.45 ± 0.02 [0.018 ± 0.009]
3.24 - 3.72 {33.04 - 37.93}
[469.92 - 539.54]/290
Compression MPa{kgf/cm2}[psi]/rpm 1.45 {14.7} [210.3]/250 33 - 38 {336.5 - 387.5} 2.9 {30} [420.6]/200
Engine
[4786.2 - 5511.4]/290
Ignition timing (before TDC) °/rpm 2 ± 1/700 * *
Injection timing (before TDC) °/rpm * 15.7 - 17.0 9 ± 0.5
Injection start pressure MPa{kgf/cm2}[psi] * 13.7 {140} [1987] 11.8 {120} [1711.4]
10 ± 2 [0.39 ± 0.079]/ 8 ± 1 [0.315 ± 0.039]/ 10 ± 2 [0.39 ± 0.079]/
Fan belt deflection mm[in.]/N{kgf}[lbf] 98 {10} [22.03] 58.8 - 68.6 {6 - 7} [13.2 - 15.4] 98 {10} [22.03]
20.6 ± 3.9 {2.1 ± 0.4}
Gas cylinder mounting bolt torque N-m{kgf-m}[lbf-ft] [15.19 ± 2.88] * *
Standard truck mm [in.] 117 ± 5 [4.6 ± 0.197] * 117 ± 5 [4.6 ± 0.197]
Clutch pedal height
Clutch pedal play mm [in.] 0 - 5 [0 - 0.197] * 0 - 5 [0 - 0.197]
Clutch pedal travel mm [in.] 65 ± 10 [2.56 ± 0.39] * 65 ± 10 [2.56 ± 0.39]
Power train
Clutch disc thickness mm [in.] 9.1 ± 0.3 [0.36 ± 0.012] * 9.1 ± 0.3 [0.36 ± 0.012]
1.08 - 1.47 {10.9 - 15}
Transmission clutch oil pressure MPa{kgf/cm2}[psi] ← *
[156.6 - 213.2]
Inching pedal height mm [in.] 117 ± 5 [4.6 ± 0.197] ← *
Inching pedal play mm [in.] 0 [0] 40 [1.57] *
Clearance between inching pedal and floor mm [in.] 90 ± 5 [3.54 ± 0.197] ← ←
plate (with clutch disengaged)
0.69 ± 0.03 {7.0 ± 0.3} [100.1 ± 4.35]
Tire Front (single, double) MPa{kgf/cm }[psi]
2
0.69 ± 0.03 {7.0 ± 0.3} [100.1 ± 4.35] ← ←
inflation
pressure 0.69 ± 0.03 {7.0 ± 0.3}
Rear MPa{kgf/cm }[psi]
2
[100.1 ± 4.35] ← ←
470.7 - 549.2 {48 - 56}
Front N-m{kgf-m}[lbf-ft] [347.2 - 405.1] ← ←
Hub nut torque
Wheels and axles
127.5 - 190.3 {13 - 19.4}

Rear N-m{kgf-m}[lbf-ft] [94.04 - 140.36] ← ←
Axle shaft mounting bolt torque 96.1 - 110.8 {9.8 - 11.3}

N-m{kgf-m}[lbf-ft] ← ←
[70.88 - 81.72]
197.1 - 295.2 {20.1 - 30.1}
Front N-m{kgf-m}[lbf-ft] ← ←
[145.37 - 217.73]
Rim assembling bolt torque
Rear 60.8 - 90.2 {6.2 - 9.2}
[44.84 - 66.53]
Fore-and-aft clearance of steering axle mm [in.] -0 [0.039-0
1+1 +0.039
] ← ←
Steering axle center pin diameter mm [in.] 50+0-0.1 [1.97-0.004 ]
+0
← ←
Steering axle bushing inner diameter mm [in.] 50+0-0.1 [1.97-0.004 ]
+0
← ←
Steering wheel play in rotational direction mm [in.] 15 - 30 [0.59 - 1.18] ← ←
Steering system
Camber angle ° 1 ± 0.5 ← ←

2.0 t 2170+50 -0 [85.43-0
+1.97
] ← ←
Minimum turning angle 2.3 t 2240+50 -0 [88.19-0 ]
+1.97
mm [in.] ← ←
2.5 t 2240+50 -0 [88.19-0
+1.97
] ← ←
8.83 ± 0.29 {90 ± 3}
Power steering relief pressure setting MPa{kgf/cm2}[psi] [1280.7 - 42.1] ← ←
Standard trucks mm [in.] 117 ± 5 [4.6 ± 0.197] ← ←
Brake pedal height
Trucks with power brake mm [in.] * * *
Brake pedal play mm [in.] 10 ± 5 [0.393 ± 0.197] ← ←
Brake pedal height with pedal fully depressed mm [in.] 95 ± 5 [3.74 ± 0.197] ← ←
Unloaded within 5.0 m [16.4 ft] ← ←
Foot brake braking effect
Loaded within 2.5 m [8.2 ft] ← ←
245.2 ± 49 {25 ± 5}
Parking brake lever pulling force N{kgf}[lbf] [55.12 ± 11.02] ← ←
Brake system
Can be held in place

Unloaded ← ←
on a grade of 20%
Parking brake braking force
Can be held in place
Loaded ← ←
on a grade of 15%
Clearance between brake drum and lining mm [in.] 0.4 - 0.45 [0.016 - 0.018] ← ←
Lining thickness mm [in.] -5 [0.276-0.197 ]
7+0 +0
← ←
Brake drum inner diameter mm [in.] 310+2 -0 [12.205-0
+0.079
] ← ←
470.7 - 549.2 {48 - 56}
Brake drum mounting bolt torque N-m{kgf-m}[lbf-ft] [347.2 ± 405.1] ← ←
205.9 - 225.6 {21 - 23}
Back-up plate mounting bolt torque N-m{kgf-m}[lbf-ft] [151.86 ± 166.39] ← ←
Fork thickness mm [in.] 40+0-4 [1.575-0.157 ]
+0
← ←
dling system
Load han-
Opening of fork tips mm [in.] within 10 [0.394] ← ←

Difference in height between fork tips mm [in.] 0 ± 5 [0 ± 0.197] ← ←
Chain length mm [in.] 19.05+3 -0 [0.75-0
+1.969
] ← ←
107.9 ± 20.6 {11.0 ± 2.1}
Lift cylinder piston rod bolt torque N-m{kgf-m}[lbf-ft] ← ←
[79.58 ± 15.19]
Hydraulic system
Tilt cylinder piston rod lock bot and nut N-m{kgf-m}[lbf-ft] 107.9 ± 20.6 {11.0 ± 2.1}
torque [79.58 ± 15.19] ← ←
Lift cylinder natural drop mm [in.]/min less than 60 [2.36]/10 ← ←
Tilt cylinder natural inclination (extension of piston rod) mm [in.]/min less than 20 [0.79]/10 ← ←
Fork lifting speed mm [in.]/sec 580+0 -50 [22.8 ] 670-0 [26.4+0
+50
-1.97 ] 670-0 [26.4+0
+50
-1.97 ]
17.65 ± 0.49 {180 ± 5}

Control valve relief pressure setting MPa{kgf/cm2}[psi] [2559.9 ± 71.1] ← ←
Overhead guard mounting bolt and nut 34.3 - 44.1 {3.5 - 4.5}
device
torque [25.30 ± 32.53]

Safety
47.1 - 71.6 {4.8 - 7.3}

Load backrest mounting bolt torque N-m{kgf-m}[lbf-ft] [34.74 ± 52.81] ← ←
No. SEF-2A0DE
Truck model FHG20C3 FHG20T3 FHD20C3A FHD20T3A FHG30C3 FHG30T3 FHD30C3A FHD30T3A
Item FHG25C3 FHG25T3 FHD25C3A FHD25T3A
Unloaded maximum rpm 2800 ± 100 2600 ± 100 2800 ± 100 2600 ± 100
Idling rpm 800 ± 50 800 ± 25 800 ± 50 800 ± 25
Valve C: Cold Intake valve mm [in.] H: 0.38 ± 0.02 [0.015 ± 0.0008] C: 0.25 - 0.02 [0.0098 ± 0.0008] H: 0.38 ± 0.02 [0.015 ± 0.0008] C: 0.25 ± 0.02 [0.0098 ± 0.0008]
clearance H: Hot Exhaust valve mm [in.] H: 0.38 ± 0.02 [0.015 ± 0.0008] C: 0.25 - 0.02 [0.0098 ± 0.0008] H: 0.38 ± 0.02 [0.015 ± 0.0008] C: 0.25 ± 0.02 [0.0098 ± 0.0008]
1.5/1.28 {15.3} 2.84 - 3.23 {29 - 33} 1.5/1.28 {15.3} 2.84 - 3.23 {29 - 33}
Compression MPa{kgf/cm2}[psi]/rpm [210.3]/250 [412.8 - 469]/290 [210.3]/2500 [412.8 - 469]/290
Engine
Ignition timing (before TDC) °/rpm 2 ± 1/700 * 2 ± 1/700 *

Injection timing (before TDC) °/rpm * 7 ± 0.5 * 7 ± 0.5
13.73 - 14 {140 - 150} 13.73 - 14 {140 - 150}
Injection start pressure MPa{kgf/cm2}[psi] * [1991.4 - 2030.5] * [1991.4 - 2030.5]
10 ± 2 [0.39 ± 0.079]/98
Fan belt deflection mm[in.]/N{kgf}[lbf] {10} [22.03] ← ← ←
Gas cylinder mounting bolt torque 20.6 ± 3.9 {2.1 ± 0.4} 20.6 ± 3.9 {2.1 ± 0.4}
N-m{kgf-m}[lbf-ft] * *
[15.19 ± 2.88] [15.19 ± 2.88]
Standard truck mm [in.] 117 ± 5 [4.6 ± 0.197] ← ← ←
Clutch pedal height
117 ± 5 [4.6 ± 0.197] ← ← ←
Clutch pedal play mm [in.] 0 - 5 [0 - 0.197] ← ← ←
Clutch pedal travel mm [in.] 65 ± 10 [2.56 ± 0.39] ← ← ←
Power train
Clutch disc thickness mm [in.] 9.1 ± 0.3 [0.36 ± 0.012] ← ← ←

Transmission clutch oil pressure 1.08 - 1.47 {10.9 - 15}
MPa{kgf/cm2}[psi] ← ← ←
[156.6 - 213.2]
Inching pedal height mm [in.] 117 ± 5 [4.6 ± 0.197] ← ← ←
Inching pedal play mm [in.] 0 ← ← ←
Clearance between inching pedal and floor mm [in.] 90 ± 5 [3.54 ± 0.197] ← ← ←
0.69 ± 0.03 {7.0 ± 0.3} [100.1 ± 4.35]
Tire Front (single, double) MPa{kgf/cm2}[psi] 0.69 ± 0.03 {7.0 ± 0.3} [100.1± 4.35] ← ← ←
inflation
pressure Rear 0.69 ± 0.03 {7.0 ± 0.3}
MPa{kgf/cm }[psi]
2
← ← ←
[100.1 ± 4.35]
470.7 - 549.2 {48 - 56}
Front N-m{kgf-m}[lbf-ft] [347.2 - 405.1] ← ← ←
Hub nut torque
Wheels and axles
127.5 - 190.3 {13 - 19.4}

Rear N-m{kgf-m}[lbf-ft] [94.04 - 140.36] ← ← ←
Axle shaft mounting bolt torque 96.1 - 110.8 {9.8 - 11.3}

N-m{kgf-m}[lbf-ft] ← ← ←
[70.88 - 81.72]
197.1 - 295.2 {20.1 - 30.1}
Front N-m{kgf-m}[lbf-ft] ← ← ←
[145.37 - 217.73]
Rear 60.8 - 90.2 {6.2 - 9.2}
[44.84 - 66.53]
Fore-and-aft clearance of steering axle mm [in.] -0 [0.039-0
1+1 +0.039
] ← ← ←
+0
← ← ←
Steering axle bushing inner diameter mm [in.] 50-0.1 [1.97-0.004 ]
+0 +0
← ← ←
Steering wheel play in rotating direction mm [in.] 15 - 30 [0.59 - 1.18] ← ← ←
Steering system
Camber angle ° 1 ± 0.5 ← ← ←

2.0 t 2170+50 -0 [85.43-0
+1.97
] ← ← ←
Minimum turning radius 2.5 t 2240+50 -0 [88.19-0 ]
+1.97
mm [in.] ← ← ←
3.0 t * * 2400-0 [94.49+1.97
+50
-0 ] ←
8.83 ± 0.29 {90 ± 3}
Power steering relief pressure setting MPa{kgf/cm2}[psi] [1280.7 - 42.1] ← ← ←
Standard trucks mm [in.] 117 ± 5 [4.6 ± 0.197] ← ← ←
Brake pedal height
Trucks with power brake mm [in.] 117 ± 5 [4.6 ± 0.197] ← ← ←
Brake pedal play mm [in.] 10 ± 5 [0.393 ± 0.197] ← ← ←
Brake pedal height with pedal fully depressed mm [in.] 95 ± 5 [3.74 ± 0.197] ← ← ←
Unloaded within 5.0 m [16.4 ft] ← ← ←
Loaded within 2.5 m [8.2 ft] ← ← ←
245.2 ± 49 {25 ± 5}
Parking brake lever pulling force N{kgf}[lbf] [55.12 ± 11.02] ← ← ←
Brake system
Held in position
Unloaded ← ← ←
on 20% slope
Held in position
Loaded ← ← ←
on 15% slope
0.25 - 0.45 [0.0098 -
Clearance between brake drum and lining mm [in.] 0.4 - 0.45 [0.016 - 0.018] ← ←
0.018]
7+0 +0
← 8+0
-5 [0.315-0.197 ]
+0
←
Brake drum inner diameter mm [in.] 310+2-0 [12.205-0
+0.079
] ← 314-0 [12.362+0.079
+2
-0 ] ←
470.7 - 549.2 {48 - 56}
Brake drum mounting bolt torque N-m{kgf-m}[lbf-ft] [347.2 ± 405.1] ← ← ←
205.9 - 225.6 {21 - 23}
Back-up plate mounting bolt torque N-m{kgf-m}[lbf-ft] [151.86 ± 166.39] ← ← ←
+0
← 45+0
-4 [1.772-0.157 ]
+0
←
dling system
Load han-
Opening of fork tips mm [in.] within 10 [0.394] ← ← ←

Difference in height between fork tips mm [in.] 0 ± 5 [0 ± 0.197] ← ← ←
+1.969
] ← 25.4+3
-0 [1-0
+0.118
] ←
107.9 ± 20.6 {11.0 ± 2.1}
Lift cylinder piston rod bolt torque N-m{kgf-m}[lbf-ft] ← ← ←
[79.58 ± 15.19]
Hydraulic system
torque [79.58 ± 15.19] ← ← ←
Lift cylinder natural drop mm [in.]/min less than 60 [2.36]/10 ← less than 50 [1.97]/10 ←
Tilt cylinder natural inclination (extension of piston rod) mm [in.]/min less than 20 [0.79]/10 ← ← ←
Fork lifting speed mm [in.]/sec 620+0 -50 [22.8-1.97 ]
+0
640 +0
-50 [25.2+0
-1.97 ] 520+0-50 [20.58-1.97 ]
+0
540 +0
-50 [21.3+0
-1.97 ]
17.65 ± 0.49 {180 ± 5}

Control valve relief pressure setting MPa{kgf/cm2}[psi] [2559.9 ± 71.1] ← ← ←
device
torque [25.30 ± 32.53]

Safety
47.1 - 71.6 {4.8 - 7.3}

Load backrest mounting bolt torque N-m{kgf-m}[lbf-ft] [34.74 ± 52.81] ← ← ←
No. SEF-2A0DE
Truck model FG30C3 FG30T3 FD30T3Z FD30T4 FD35T3SE

Item
Unloaded maximum rpm 2800 ± 100 2800 2800 ± 100 ←
Idling rpm 800 ± 50 700 ± 50 800 ± 50 ←
Valve C: Cold Intake valve mm [in.] H: 0.38 ± 0.02 [0.015 ± 0.0008] C: 0.45 ± 0.02 [0.018 ± 0.009] H: 0.18 - 0.22 [0.007 - 0.009] ←
clearance H: Hot Exhaust valve mm [in.] H: 0.38 ± 0.02 [0.015 ± 0.0008] C: 0.45 ± 0.02 [0.018 ± 0.009] H: 0.18 - 0.22 [0.007 - 0.009] ←
Compression 3.24 - 3.72 {33 - 38}
MPa{kgf/cm2}[psi]/rpm 1.45 {14.7} [210.3]/250 2.9 {30} [420.6]/200 ←
[469.92 - 539.54]/290
Engine
Ignition timing (before TDC) °/rpm 2 ± 1/700 * * *

Injection timing (before TDC) °/rpm * 9 ± 0.5 15.7 - 17.0 ←
Injection start pressure MPa{kgf/cm2}[psi] * 11.8 {120} [1711.4] 13.7 {140} [1987] ←
10 ± 2 [0.39 ± 0.079]/98 8 ± 1/58.8 [0.315 ± 0.039] -
Fan belt deflection mm[in.]/N{kgf}[lbf] {10} [22.03] * 68.6 {6 - 7} [13.2 - 15.4] ←
Gas cylinder mounting bolt torque 20.6 ± 3.9 {2.1 ± 0.4}

N-m{kgf-m}[lbf-ft] * * *
[15.19 ± 2.88]
Standard truck mm [in.] 117 ± 5 [4.6 ± 0.197] ← * *
Clutch pedal height
Clutch pedal play mm [in.] 0 - 5 [0 - 0.197] ← * *
Clutch pedal travel mm [in.] 65 ± 10 [2.56 ± 0.39] ← * *
Power train
Clutch disc thickness mm [in.] 9.1 ± 0.3 [0.36 ± 0.012] ← * *

Transmission clutch oil pressure 1.08 - 1.47 {10.9 - 15} 1.08 - 1.47 {10.9 - 15}
MPa{kgf/cm2}[psi] * ←
[156.6 - 213.2] [156.6 - 213.2]
Inching pedal height mm [in.] 117 ± 5 [4.6 ± 0.197] * 117 ± 5 [4.6 ± 0.197] ←
Inching pedal play mm [in.] 0 * 40 [1.57] ←
Clearance between inching pedal and floor mm [in.] 90 ± 5 [3.54 ± 0.197] ← ← ←
MPa{kgf/cm }[psi] 0.69 ± 0.03 {7.0 ± 0.3} [100.1 ± 4.35]
2
Tire Front (single, double) 0.69 ± 0.03 {7.0 ± 0.3} [100.1 ± 4.35] ← ← ←
inflation
MPa{kgf/cm2}[psi] 0.69 [100.1
pressure Rear ± 0.03 {7.0 ± 0.3}
± 4.35] ← ← ←
N-m{kgf-m}[lbf-ft] 470.7 - 549.2 {48 - 56}

Front [347.2 - 405.1] ← ← ←
Hub nut torque
Wheels and axles
127.5 - 190.3 {13 - 19.4}

Rear N-m{kgf-m}[lbf-ft] [94.04 - 140.36] ← ← ←
N-m{kgf-m}[lbf-ft] 96.1 [70.88

Axle shaft mounting bolt torque - 110.8 {9.8 - 11.3}
- 81.72] ← ← ←
N-m{kgf-m}[lbf-ft] 197.1[145.37
- 295.2 {20.1 - 30.1}
Front ← ← ←
- 217.73]
N-m{kgf-m}[lbf-ft] 60.8[44.84
Rear - 90.2 {6.2 - 9.2}
- 66.53] ← ← ←
Fore-and-aft clearance of steering axle mm [in.] 1+1-0 [0.039-0
+0.039
] ← ← ←
+0
← ← ←
Steering axle bushing inner diameter mm [in.] 50+0-0.1 [1.97-0.004 ]
+0
← ← ←
Steering wheel play in rotational direction mm [in.] 15 - 30 [0.59 - 1.18] ← ← ←
Steering system
Camber angle ° 1 ± 0.5 ← ← ←

2400+50 -0 [94.5-0
+1.97
] ← ← ←
Minimum turning radius
mm [in.] ← ← ←
← ← ←
8.83 ± 0.29 {90 ± 3}
Power steering relief pressure setting MPa{kgf/cm2}[psi] [1280.7 - 42.1] ← ← ←
Standard trucks mm [in.] 117 ± 5 [4.6 ± 0.197] ← ← ←
Brake pedal height
Trucks with power brake mm [in.] * * * *
Brake pedal play mm [in.] 10 ± 5 [0.393 ± 0.197] ← ← ←
Brake pedal height with pedal fully depressed mm [in.] 95 ± 5 [3.74 ± 0.197] ← ← ←
Unloaded within 5.0 m [16.4 ft] ← ← ←
Loaded within 2.5 m [8.2 ft] ← ← ←
245.2 ± 49 {25 ± 5}
Parking brake lever pulling force N{kgf}[lbf] [55.12 ± 11.02] ← ← ←
Brake system
Held in position
Unloaded ← ← ←
on 20% slope
Held in position
Loaded ← ← ←
on 15% slope
Clearance between brake drum and lining mm [in.] 0.4 - 0.45 [0.016 - 0.018] ← ← ←
7+0 +0
← ← ←
Brake drum inner diameter mm [in.] 310+2-0 [12.205-0
+0.079
] ← ← ←
470.7 - 549.2 {48 - 56}
Brake drum mounting bolt torque N-m{kgf-m}[lbf-ft] [347.2 ± 405.1] ← ← ←
205.9 - 225.6 {21 - 23}
Back-up plate mounting bolt torque N-m{kgf-m}[lbf-ft] [151.86 ± 166.39] ← ← ←
+0
← ← 50+0
-4 [1.772-0.157 ]
+0
dling system
Load han-
Opening of fork tips mm [in.] within 10 [0.394] ← ← ←

Difference in height between fork tips mm [in.] 0 ± 5 [0 ± 0.197] ← ← ←
+1.969
] ← ← ←
107.9 ± 20.6 {11.0 ± 2.1}
Lift cylinder piston rod bolt torque N-m{kgf-m}[lbf-ft] ← ← ←
[79.58 ± 15.19]
Hydraulic system
torque [79.58 ± 15.19] ← ← ←
Lift cylinder natural drop mm [in.]/min less than 60 [2.36]/10 ← ← ←
Tilt cylinder natural inclination (extension of piston rod) mm [in.]/min less than 20 [0.79]/10 ← ← ←
Fork lifting speed mm [in.]/sec 580+0 -50 [22.8-1.97 ]
+0
460+0
-50 [18.1+0
-1.97 ] 490+0
-50 [19.3+0
-1.97 ] 490+0
-50 [19.3+0
-1.97 ]
17.65 ± 0.49 {180 ± 5}

Control valve relief pressure setting MPa{kgf/cm }[psi]
2
[2559.9 ± 71.1] ← ← ←
device
torque [25.30 ± 32.53]

Safety
47.1 - 71.6 {4.8 - 7.3}

Load backrest mounting bolt torque N-m{kgf-m}[lbf-ft] [34.74 ± 52.81] ← ← ←
No. SEF-2A0DE
(Empty page)
No. SEF-2A0DE
1. ENGINE .........................................................................................................................................1
1.1 GENERAL DESCRIPTION..........................................................................................................2
1.1.1 FUEL SYSTEM.................................................................................................................. 11
1.1.2 COOLING SYSTEM..........................................................................................................18
1.1.3 ACCELERATOR PEDAL..................................................................................................23
1.1.4 AIR CLEANER..................................................................................................................24
1.1.5 MUFFLER..........................................................................................................................30
2. MANUAL TRANSMISSION SYSTEM ..........................................................................33

2.1 GENERAL DESCRIPTION........................................................................................................33
2.1.1 SYNCHROMESH TRANSMISSION................................................................................33
2.1.2 CLUTCH COVER AND CLUTCH DISC..........................................................................40
2.1.3 RELEASE CYLINDER......................................................................................................43
2.1.4 MASTER CYLINDER.......................................................................................................43
2.1.5 CLUTCH PEDAL...............................................................................................................44
2.1.6 OIL CLUTCH.....................................................................................................................47
3. AUTOMATIC TRANSMISSION SYSTEM ....................................................................55

3.1.1 TORQUE CONVERTER....................................................................................................58
3.1.2 CHARGING PUMP............................................................................................................59
3.1.3 TRANSMISSION...............................................................................................................60
3.1.4 TRANSMISSION CONTROL VALVE..............................................................................64
4. DRIVE AXLE .............................................................................................................................60

4.1.1 REDUCTION GEAR AND DIFFERENTIAL...................................................................74
5. BRAKE SYSTEM ....................................................................................................................77

5.1 GENERAL DESCRIPTION............................................................................................................77
5.1.1 BRAKE PEDAL.................................................................................................................77
5.1.2 MASTER CYLINDER.......................................................................................................80
5.1.3 WHEEL BRAKE................................................................................................................81
5.1.4 PARKING BRAKE LEVER...............................................................................................83
5.1.5 WHEEL BRAKE TROUBLESHOOTING .......................................................................87
6. STEERING SYSTEM . ...........................................................................................................89

No. SEF-2A0DE
6.1.1 STEERING AXLE..............................................................................................................90

6.1.2 STEERING WHEEL ASSEMBLY.....................................................................................92
6.1.3 ORBITROL.........................................................................................................................93
6.1.4 POWER CYLINDER.........................................................................................................96
6.1.5 STEERING WHEEL DEVIATION CONTROL................................................................97
7. HYDRAULIC SYSTEM .......................................................................................................101

7.1 GENERAL DESCRIPTION......................................................................................................102
7.1.1 MAIN PUMP....................................................................................................................102
7.1.2 CONTROL VALVE..........................................................................................................105
7.1.3 VALVE CONTROLS........................................................................................................ 114
7.1.4 LIFT CYLINDER............................................................................................................. 115
7.1.5 FLOW REGULATOR VALVE......................................................................................... 118
7.1.6 TILT CYLINDER............................................................................................................. 119
7.1.7 OIL TANK........................................................................................................................120
8. LOAD HANDLING SYSTEM ...........................................................................................123

8.1 GENERAL DESCRIPTION......................................................................................................123
8.1.1 OUTER AND INNER CHANNELS................................................................................123
8.1.2 CARRIAGE......................................................................................................................125
8.1.3 LOCATIONS OF ROLLERS ..........................................................................................126
9. ELECTRIC WIRING .............................................................................................................129

1. ENGINE
1. ENGINE
■ Gasoline engine
Truck Model FHG20T3
FG20C3 FG20T3 FHG20C3
FHG25T3
FHG30T3
Item FG35T3S
Name K21 K25
Type 4-cycle, water-cooled, in-line, overhead valve type gasoline engine
No. of cylinders- Bore x stroke mm [in.] 4-89 x 83 [4-3.50 x 3.27] 4-89 x 100 [4-3.50 x 3.94]
Total displacement cm3 2065 2488
Compression ratio 8.7 ←
Performance
Rated speed rpm 2250 2100
Rated output kW{PS} 34.6 {48.6} 39.5 {54.3}
Maximum torque N-m{kgf-m}[lbf-ft] 153.5 {15.7} [113.1] / 1600 188.1 {19.2} [138.7] / 1600
Full-load rated fuel consumption g/kw·h{g/ps·h} 288 {212} 285 {210}
No-load minimum speed rpm 800 ←
Weight kg [lbs] 138 [304] ←
Dimensions (L x W x H) mm [in.] 723.9 x 590.3 x 726 [28.5 x 23.24 x 28.58]
Ignition order 1–3– 4– 2
Rotational direction Clockwise when viewed from fan.
■ Diesel engine
Truck Model FD20T4

FD20C3Z FHD20C3A FHD20T3A
FD25T4

FD30T4

Item FD35T4SE

Name C240 V2403 QD32
4-cycle, water-cooled in-line,
Type
overhead valve, swirl-chamber type diesel engine
4-86 x 102 4-87 x 102.4 4-99.2 x 102
No. of cylinders- Bore x stroke mm [in.]
[4-3.39 x 4.02] [4-3.43 x 4.03] [4-3.91 x 4.02]
Total displacement cm3 2369 2434 3153
Compression ratio 21.3 23.2 22
Performance
Rated speed rpm 2500 2600 2300
Rated output kW{PS} 35.4 {48.1} 35.5 {48.3} 44 {59.8}
Maximum torque N-m{kgf-m}[lbf-ft] 140 {14.3} [103.3]/1800153 {15.6} [112.9]/1600 189 {19.3} [139.4]/1800
Full-load rated fuel consumption g/kw·h{g/ps·h} 292.3 {215} 260 {191} 255 {187}
No-load minimum speed rpm 700 825 750
Weight kg [lbs] 252 [556] 214 [472] 262 [578]
693 x 550.5 x 689 787 x 506 x 734 794 x 616 x 747
Dimensions (L x W x H) mm [in.]
[27.28 x 21.67 x 27.13] [30.98 x 19.92 x 28.9] [31.26 x 24.25 x 29.41]
Ignition order 1– 3– 4– 2
Rotational direction Clockwise when viewed from fan.
-1-
1. ENGINE
1.1 GENERAL DESCRIPTION

This series comes equipped with either a gasoline or diesel engine. The engine is installed inside
the truck frame along with the drive unit to deliver power to both the drive and hydraulic systems.
The engine is rubber mounted at four points in the frame.
Note: The engine configuration of the sketch should be used for reference.
Tightening torque: M12: 98 – 118 N-m {10 – 12 kgf-m}

[72.2 – 86.8 lbf-ft]
M10: 49 – 59 N-m {5.0 – 6.0 kgf-m}
[36.1 – 43.5 lbf-ft]
Apply LOCTITE#262 ENGINE-SIDE BRACKET
BRACKET
Apply LOCTITE#262
Apply LOCTITE#262 FRAME-SIDE

BRACKET
Apply LOCTITE#262
RUBBER MOUNT
Apply LOCTITE#262
View A View B
Fig. 1.1 Engine Mounting
-2-
1. ENGINE
DISTRIBUTOR
CARBURETOR
THERMO-SENSOR GOVERNOR
GENERATOR
FUEL PUMP
STARTER MOTOR
PRESSURE SWITCH
DRAIN PLUG (OIL) OIL FILTER DRAIN PLUG (WATER)
Fig. 1.2 Gasoline Engine (K21/K25)
-3-
1. ENGINE
Model
K21 K25
Item
Main Construction
Type of cylinder liner Cylinder and cylinder block ←
case into one piece
Valve operation
Suction valve opens at BTDC: 14° ←
closes at ABDC: 30° ←
Exhaust valve opens at BBDC: 32° ←
closes at ATDC: 12° ←
Valve clearance, Suction valve 0.38 mm [0.01496 in.] ←
Exhaust valve 0.38 mm [0.01496 in.] ←
Ignition system Full-transistor type ←
Ignition timing BTDC 2° at 700 rpm 0° / 700
Ignition order 1–3–4–2 ←
Ignition coil Incorporated in distributor ←
Distributor T6T877 (Mitsubishi Electric) ←
Ignition plug FR2A-D (Nihon Tokushu Yogyo) ←
Spark gap 0.8 mm – 0.9 mm ←
[0.0315 in. – 0.0354 in.]
Governor Pneumatic type ←
Carburetor Nikki ←
Gas valve diameter 30 mm [1.18 in.] ←
Venturi diameter 24 mm [0.95 in.] 26 mm [1.02 in.]
Fuel pump Diaphragm type ←
Air cleaner Filter paper type ←
Lubrication system Force circulation ←
Lubrication pump Gear type ←
Lubrication oil filter Filter paper type ←
Filtration Full-flow filtration ←
Cooling system Water-cooled, forced circulation ←
Cooling fan Pusher type, 10 blades ←
O.D.: 400 mm [15.75 in.]
Drive V-belt drive ←
with pulley ratio of 1:1.10
Water pump Centrifugal type ←
Water temperature regulator Wax type (valve-opening ←
temperature: 82 °C [179.6°F])
Starting motor Magnet shift type ←
Voltage 12 V ←
Output 1.2 kW ←
-4-
1. ENGINE
Model
K21 K25
Item
Charging generator
Voltage 12 V ←
Output 50 A ←
Generation 3-phase AC ←
Voltage/current regulator
Type Transistor type ←
(built in charging generator)
Water and oil capacities
Lubrication oil 3.8 liters [1.004 U.S. gal] ←
(oil pan 3.5 liters [0.925 U.S. gal,
oil filter 0.3 liters [0.079 U.S. gal)
Cooling water 3.5 liters [0.925 U.S. gal] ←
for engine only
-5-
1. ENGINE
INJECTION PUMP
OIL FILTER ALTERNATOR

STARTER
THERMO- OIL PRESSURE

WATER-TEMP. SENSOR SWITCH
SENSOR
DRAIN PLUG
Fig. 1.3 Diesel Engine (V2403)
-6-
1. ENGINE
THERMO-
SENSOR
ALTERNATOR
OIL FILTER
INJECTION PUMP
OIL PRESSURE SWITCH
STARTER
DRAIN PLUG MOTOR
Max torque
More than 138.5 Nm/approx. 1800 min-1
Shaft torque
(N-m)
Max output
34.7 +220 /kW/2500 min-1
Shaft output
(kW)
No load max speed

2750 ± 50 min-1
consumption
Rate of fuel
Fuel sumption (at 100% rated output)

(g/kWh)
Less than 292.3 g/kW.h
Engine speed (x 100 min-1)
Fig. 1.4 Diesel Engine (C240)
-7-
1. ENGINE
ALTERNATOR
FUEL FILTER
DRAIN PLUG
(WATER)
STARTER
INJECTION
PUMP
OIL FILTER
DRAIN PLUG
(OIL)
Fig. 1.5 Diesel Engine (QD32)
-8-
1. ENGINE
Engine model
V2403 240 QD32
Item
Main Construction
Valve system Overhead type ← ←
Fuel system
Injection pump Bosch type Bosch distributor
type
Plunger (diameter x stroke) 5.75 mm x 7 mm 9 mm x 2.2 mm 11 mm x 2.88 mm
[0.226 in. x 0.276 in.] [0.354 in. x 0.087 in.] [0.433 in. x 0.113 in.]
Injection nozzle Throttle type ← ←
Fuel feed pump Plunger type Diaphragm type Vane type
Fuel filter Filter paper type, ← ←
with sedimenter
Governor
Governing Centrifugal, ← ←
all-speed control
Lubrication Forced lubrication ← Fuel oil lubrication
Lubrication system
Pump Trochoid type ← Gear type
Drive Gear Cam shaft Gear
Oil pressure regulator Ball, spring type Piston, spring type Regulator vale type
Oil pressure indicator Switch type ← ←
Filtration Full-flow, ← ←
filter paper type
Oil cooler Incorporated, ← ←
water-cooling type
Cooling system
Cooling method Water cooling ← ←
Cooling fan Pusher type ← ←
with 6 blades
O.D.: 380 mm ← O.D.:430 mm
[14.96 in.] [16.93 in.]
Drive Belt drive ← ←
Pump Centrifugal type ← ←
Water temperature regulator
Type Wax type ← ←
emperature at which valve
T 71°C [159.8°F] 82°C [176.9°F] ←
begins to open
emperature at which valve
T 85°C [185°F] 95°C [203°F] ←
opens fully
Starting motor
Type Magnet shift type ← ←
Voltage 12 V ← ←
Output 2.0 kW 2.2 kW 2.8 kW
Stopping device Fuel cut-off type ← ←
Engine preheater Provided ← ←
-9-
1. ENGINE
Engine model
V2403 240 QD32
Item
Charging generator
Type A.C. generation, ← ←
diode rectification
Voltage 12 V ← ←
Output 60 A 45 A 60 A
Automatic charging regulator IC type
(built in generator)
Reference data
Oil sump capacity 7.6 liters 5.2 liters 6.5 liters
[2.01 U.S. gal] max. [1.37 U.S. gal] max. [1.72 U.S. gal] max.
5.8 liters 4.0 liters 5.0 liters
[1.53 U.S. gal] min. [1.06 U.S. gal] min. [1.32 U.S. gal] min.
Cooling water volume 3.7 liters 5.2 liters 6.2 liters
[0.98 U.S. gal] [1.37 U.S. gal] [1.64 U.S. gal]
Valve clearance
Suction valve 0.18 - 0.22 mm 0.45 mm [0.018 in.] 0.35 mm [0.014 in.]
[0.007 - 0.009 in.] (at warm) (at warm)
(at cold)
Exhaust valve 0.18 - 0.22 mm 0.45 mm [0.018 in.] 0.35 mm [0.014 in.]
[0.007 - 0.009 in.] (at warm) (at warm)
(at cold)
Valve operation
Suction valve opens at BTDC 12° 11° 16°
closes at ABDC 36° 49° 52°
Exhaust valve opens at BBDC 57° 51° 66°
closes at ATDC 12° 9° 12°
Injection timing (BTDC) 15.5 - 17.0° 9° 2°
Injection start pressure 13.7 MPa 11.8 MPa 9.8 MPa
{140 kgf/cm2} {120 kgf/cm2} {100 kgf/cm2}
[1987 psi] [1711 psi] [1421 psi]
Compression pressure 3.24 - 3.72 MPa 3.0 MPa 2.94 MPa
{33 - 38 kgf/cm2} {31 kgf/cm2} {30 kgf/cm2}
[470 - 540 psi] [435 psi] [426 psi]
(290 rpm) (200 rpm) (200 rpm)
- 10 -
1. ENGINE
1.1.1 FUEL SYSTEM

The fuel system is integral with the truck frame and consists of a fuel tank, a fuel filter, a pump
and a carburetor (gasoline engine) or an injection pump (diesel engine).
(1) Fuel tank

The fuel tank is welded with the truck frame into one integral body and located on the left side of
the frame.
The fuel tank has, on its top, a tank cover on which a fuel level signal sender is provided to detect
the fuel level inside the fuel tank.
Gas-powered trucks have only a suction pipe. Diesel-powered trucks have a return pipe as well as
a suction pipe.
Capacity: 70 liters [18.5 U.S. gal]
FUEL LEVEL CAP

SIGNAL SENDER
DRAIN PLUG
Fig. 1.6 Fuel Tank (Trucks with a K21 or K25 Gasoline Engine)
- 11 -
1. ENGINE
SEDIMENTER FUEL PUMP
View A
FUEL FILTER
CAP
FUEL LEVEL
SIGNAL SENDER
DRAIN PLUG
Fig. 1.7 Fuel System (Trucks with a V2403 Diesel Engine)
- 12 -
1. ENGINE
FUEL LEVEL
SIGNAL SENDER
FUEL FILTER
CAP
DRAIN PLUG
Fig. 1.8 Fuel System (Trucks with a C240 Diesel Engine)
- 13 -
1. ENGINE
Capacity: 70 liters [18.5 U.S. gal]
FUEL FILTER
FUEL LEVEL
SIGNAL SENDER CAP
DRAIN PLUG
Fig. 1.9 Fuel Tank (Trucks with a QD32 Diesel Engine)
- 14 -
1. ENGINE
The fuel level signal sender converts the fuel level in the fuel tank into an electric current signal.
Its construction is shown in Figure 1.10. The resistance element is a variable resistor made of
nichrome wire. The slider that changes the resistance is connected to the float.
When the float is at the top level, the resistance value between the grounding and the “G” terminal
is in the range of about 9.5 to 10.5 Ω. As the float lowers, the resistance value becomes greater.
Changes in the resistance are transmitted to the CPU in the combination meter. The fuel meter
indicator moves in the “F” direction when the resistance is small and moves in the “E” direction
when the resistance value is large.
In addition, if the float lowers near to the bottom, the CPU sends the signal to light the fuel lamp
to inform the operator that fuel should be added.
FUEL
METER
Ａ
FUEL LEVEL
SIGNAL SENDER
FUEL LAMP
BATTERY
FULL
3/4
Float Resistance value (Ω)

FULL 10 ± 0.5
3/4 19
1/2 32 ± 1.0
1/2
1/4 49.5
EMPTY 87 ± 1.5
1/4
EMPTY
FLOAT
View A
Fig. 1.10 Fuel Level Signal Sender
- 15 -
1. ENGINE
ENGINE COOLING
FUEL METER WATER TEMP. GAUGE
HOUR METER
1. SEAT BELT WARNING LIGHT (OPTION) 7. AIR CLEANER WARNING LIGHT (OPTION)
2. LOAD HANDLING AND TRAVELING 8. RADIATOR WATER LEVEL WARNING
INTERLOCK WARNING LIGHT LIGHT (OPTION)
3. PREHEATER INDICATOR 9. BATTERY ELECTROLYTE WARNING LIGHT
(FOR DIESEL TRUCKS) (OPTION)
4. NEUTRAL WARNING LIGHT 10. BATTERY CHARGE WARNING LIGHT
5. ENGINE OIL PRESSURE WARNING LIGHT 11. PARKING BRAKE WARNING LIGHT
6. SEDIMENTOR WARNING LIGHT (OPTION)
(FOR DIESEL TRUCKS) 12. FUEL LEVEL WARNING LIGHT
Fig. 1.11 Combination Meter
- 16 -
1. ENGINE
(2) Fuel filter

The fuel filter removes dust and dirt from fuel to be supplied to the engine. It is located on the fuel
pump (gasoline engine) or the fuel tank (diesel engine). The fuel filter used for the diesel engine also
removes water from fuel. If the warning lamp comes on, loosen the drain cock to drain the water.
SPRING
PUMP
FILTER
CARTRIDGE
FUEL LEVEL
SWITCH
DRAIN COCK
For gasoline engine For diesel engine
Fig. 1.12 Fuel Filter
- 17 -
1. ENGINE
1.1.2 COOLING SYSTEM

The cooling system consists primarily of a radiator and a reserve tank, as shown in Figures 1.13.
The radiator is a cross-flow type. On the automatic transmission trucks, the outlet tank has an oil
cooler inside it.
The water pump is attached to the engine and driven by way of the V-belt as the engine starts
running.
CAP
OIL COOLER
RADIATOR
RESERVE TANK
DRAIN VALVE
Note: The oil cooler is installed only on the automatic transmission trucks.
Fig. 1.13 Cooling System
- 18 -
RADIATOR-SIDE
BRACKET
RUBBER
FRAME-SIDE
BRACKET
RESERVE TANK
Detail of A
RADIATOR
CAP (Valve opening pressure:
49 kPa {0.5 kgf/cm2} [7.11psi])
- 19 -
Fig. 1.14 Cooling System (Trucks with a K21 or K25 Gasoline Engine)
1. ENGINE
1. ENGINE
RADIATOR-SIDE
BRACKET
RUBBER RUBBER
FRAME-SIDE BRACKET
RESERVE TANK Detail of A
CAP (valve opening pressure:

49 kPa [0. 5 kgf/cm2} [7.11psi]]
RADIATOR
- 20 -
Fig. 1.15 Radiator (Trucks with a V2403 Diesel Engine)
RADIATOR-SIDE
BRACKET
RUBBER RUBBER
FRAME-SIDE BRACKET
RESERVE TANK
Detail of A
RADIATOR
CAP (valve opening pressure:
49 kPa [0. 5 kgf/cm2} [7.11psi]]
- 21 -
Fig. 1.16 Radiator (Trucks with a C240 Diesel Engine)
1. ENGINE
RADIATOR-SIDE
1. ENGINE
BRACKET
RUBBER
FRAME-SIDE
BRACKET
RESERVE TANK Detail of A
CAP (Valve opening pressure: RADIATOR

49 kPa {0.5 kgf/cm2} [7.11psi])
- 22 -
Fig. 1.17 Cooling System (Trucks with a QD32 Diesel Engine)
1. ENGINE
1.1.3 ACCELERATOR PEDAL

The accelerator pedal controls engine output. It is installed as shown in Figure 1.18.
The movement of the accelerator pedal is transmitted by way of linkage and wire cables to the
engine.
92mm
64mm
18mm
QD32
83.5mm
53.5mm
LINK A
PEDAL
STOPPER
19mm
H C240
125mm
QD32
C240
LINK A
15mm
STOPPER
PEDAL
77mm
123mm
V2403
H
18mm
V2403,K21,K25
Pedal height Unit: mm [in.]

H
K21,K25 50 [1.97]
QD32 28 [1.1] K21,K25
V2403 40 [1.57]
C240 40 [1.57]
1. Adjust the wire length with the nut B so that the looseness of the link A is 0.5 to 1.0 mm
[0.0197 to 0.0394 in.] when the engine is running at idle rpm.
2. Adjust the pedal height (H) so that the pedal comes in contact with the stopper when the
engine is running at high idle rpm.
Fig. 1.18 Accelerator Pedal
- 23 -
1. ENGINE
1.1.4 AIR CLEANER

The air cleaner removes dust and dirt from the air to be supplied to the engine. It is located on top
of the oil tank at the right side of the frame.
The outside air enters the air cleaner through the duct provided at the mounting part of the rear
right pillar of the overhead guard.
Dust and other foreign matter is removed by the air cleaner element before being supplied to the
engine.
AIR CLEANER
OUTSIDE AIR
to ENGINE
Fig. 1.19 Air Cleaner Location (Trucks with a K21 or K25 Gasoline Engine)
- 24 -
1. ENGINE
LATCH
ELEMENT
COVER to ENGINE
FILTER BODY OUTSIDE AIR
EVACUATION VALVE
View A
Fig. 1.20 Air Cleaner (Trucks with a K21 or K25 Gasoline Engine)
- 25 -
1. ENGINE
AIR CLEANER
OUTSIDE AIR
Fig. 1.21 Air Cleaner (Trucks with a V2403 Diesel Engine)
- 26 -
1. ENGINE
AIR CLEANER
OUTSIDE AIR
Fig. 1.22 Air Cleaner (Trucks with a C240 Diesel Engine)
- 27 -
1. ENGINE
AIR CLEANER
OUTSIDE AIR
Fig. 1.23 Air Cleaner Location (Trucks with a QD32 Diesel Engine)
- 28 -
1. ENGINE
OUTSIDE AIR ELEMENT LATCH COVER
to ENGINE
FILTER BODY
EVACUATION VALVE
View A
Fig. 1.24 Air Cleaner (Trucks with a Diesel Engine)
- 29 -
1. ENGINE
1.1.5 MUFFLER
The muffler is installed between the radiator and the counterweight at the rear of the truck to
reduce exhaust noise from the engine.
MUFFLER
EXHAUST
QD32
MUFFLER
EXHAUST
Fig. 1.25 Exhaust System (Trucks with a K21 or K25 Gasoline Engine, or a C240 or QD32 Diesel Engine)
- 30 -
1. ENGINE
V2403
MUFFLER
EXHAUST
Fig. 1.26 Exhaust System (Trucks with a V2403 Diesel Engine)
- 31 -
NOTE
2. MANUAL TRANSMISSION SYSTEM

Transmission
Type Synchromesh transmission
Name
2N4-25
Reduction ratio
3.343
Fwd 1st
1.712
Fwd 2nd
3.329
Rev 1st
1.705
Rev 2nd
Q’ty of oil to be used 5.5 liters [11.6 U.S. gal]
Weight 91 kg [200.6 lbs]
Clutch
Type Dry single plate
Operation Foot-controlled
Clutch disc
Outer diameter 275 mm [10.83 in.]
Inner diameter 175 mm [6.89 in.]
Thickness 9.2 ± 0.3 mm [0.362 ± 0.118 in.] (when not engaged)
Surface area (one side) 353 cm2 [54.72 in.2]
Clutch cover weight 12.5 kg [27.56 lbs]

The manual transmission system consists of a synchromesh transmission and a clutch unit. Power
transmission to the drive axle is implemented through a propeller shaft.
2.1.1 SYNCHROMESH TRANSMISSION

The transmission consists broadly of an input gear, a counter gear, a main shaft, and an output
gear. The traveling direction and speed range of the truck are selected by controlling the main shaft
sleeves with the shift arm.
The power of the output gear is transmitted through a propeller shaft to the differential.
- 33 -
1. COVER 10. THRUST BEARING 19. REVERSE GEAR 28. CAP

2. NEEDLE BEARING 11. DRIVE SHAFT 20. FIRST GEAR 29. CLUTCH HUB
3. NEEDLE BEARING 12. BALL BEARING 21. INSERT 30. PLUG
4. COUNTER GEAR 13. FORWARD GEAR 22. SLEEVE 31. BALL BEARING
5. SPACER 14. BALL BEARING 23. SYNCHRONIZER 32. INPUT GEAR
6. BALL BEARING 15. OUTPUT GEAR 24. GEAR
7. OIL SEAL 16. BALL BEARING 25. SECOND GEAR
8. RETAINER SUPPORT 17. OIL SEAL 26. SNAP RING
9. RETAINER 18. OUTPUT FLANGE 27. BALL BEARING
Fig. 2.1 Synchromesh Transmission 1/2
- 34 -
MATCH MARK
33. SET BOLT 39. BACK-UP LAMP SWITCH 45. “O”-RING 51. SNAP RING
34. SUPPORT 40. SHIFT FORK 46. SHAFT 52. YOKE
35. SPACER 41. OIL DIPSTICK 47. SNAP RING 53. BUSHING
36. NEUTRAL SWITCH 42. BREATHER 48. WASHER 54. SHAFT
37. SHIFT FORK 43. PIN 49. BALL 55. BUSHING
38. FORK SHAFT 44. LEVER 50. SPRING 56. SNAP RING
Fig. 2.2 Synchromesh Transmission 2/2
- 35 -
(1) Power flow

In neutral position
The power from the main drive shaft ① is transmitted to the Hi gear ③ and Lo gear ④ on the
main shaft, both of which are in constant mesh with “a” and “b” of the input gear ② , respectively.
When the speed range shift sleeve ⑩ and the direction shift sleeve ⑬ are in neutral, any of the main
shaft, output gear and output shaft does not rotate so that no power transmission is implemented.
Gearshifting
When the speed range and direction shift levers are operated, the sleeves move to connect the
gears to the clutch hub and main shaft. The power is thus transmitted in the following order: main
drive shaft, input gear, Hi gear or Lo gear, synchromesh mechanism, main shaft, synchromesh
mechanism, reverse or forward gear, output gear, and output shaft.
Power flow:
Fwd 1st: ①→②b→④→⑫→⑩→⑬→⑮→⑥→⑦
Fwd 2nd: ①→②a→③→⑪→⑩→⑬→⑮→⑥→⑦
Rev 1st: ①→②b→④→⑫→⑩→⑬→⑭→⑤→⑨→⑧→⑦
Rev 2nd: ①→②a→③→⑪→⑩→⑬→⑭→⑤→⑨→⑧→⑦
1. MAIN DRIVE SHAFT

2. INPUT GEAR
3. Hi GEAR
4. Lo GEAR
5. REVERSE GEAR
6. FORWARD GEAR
7. OUTPUT GEAR
8. COUNTER GEAR
9. COUNTER GEAR
10. SLEEVE
11. SYNCHRONIZING CONE
to DRIVE AXLE 13. SLEEVE
Fig. 2.3 Power Flow
- 36 -
(2) Synchronizer
Figure 2.4 shows a sectional view of the synchronizer that synchronizes gears which are about to
mesh by letting the block ring come in contact with the tapered flanks of the gears.
1. TEETH OF OUTER RING

(BLOCK RING) ②
2. OUTER RING (BLOCK RING)
3. INNER RING (BLOCK RING)
4. MIDDLE RING
(SYNCHRONIZING CONE)
5. GEAR
6. DOG TEETH OF GEAR ⑤
7. SLEEVE
8. SPLINES OF SLEEVE ⑦
9. INSERT
10. ANNULAR SPRING
11. CLUTCH HUB
12. SHIFT FORK
13. CONSTANT-MESH GEAR
14. TEETH OF GEAR ⑬
15. CONSTANT-MESH GEAR
16. TEETH OF GEAR ⑮
Fig. 2.4 Synchronizer
The synchromesh mechanism consists primarily of the following components:
Outer ring
(block ring): The block ring has a female cone friction surface which is the mating
surface of the male friction surface of the middle ring (synchronizing
cone) ④ . The outer ring also has three equally spaced notches on its
circumference, with which it is guided to the index position along with the
sleeve splines ⑧ through the insert ⑨ in the process of synchronization.
Middle ring
(synchronizing cone): The middle ring meshes with the hole in the gear ⑤ via a latch. It has
female and male (inner and outer diameters) cone friction surfaces which
mate with the outer ring and inner ring.
Inner ring
(block ring): It has a male cone friction surface which mates with the female friction
surface of the middle ring (synchronizing cone) ④ .
Insert: The center projection of the insert is fitted in the inner annular groove
provided in the splines ⑧ of the sleeve ⑦ . It is forced against the inner
side of the sleeve splines ⑧ by the annular spring ⑩ so that initial load is
created to guide the outer ring ② to the index position.
- 37 -
The synchronizer operates in the following six steps from neutral to the completion of
synchronization. In the explanation given below, the gear ⑬ in Figure 2.4 is regarded as a gear to be
synchronized.
① First step
When the shift arm ⑫ is moved to the left by
operating the shift levers, the sleeve ⑦ and insert ⑨
also move to the left.
When the insert ⑨ moves a distance of X1, it
displaces the outer ring (block ring) ② a distance of
X 2.
Fig. 2.5
② Second step
If the sleeve ⑦ further moves, the raised section
of the insert ⑨ rides on the annular groove in the
sleeve splines ⑧ to force the outer ring (block ring)
② farther toward the gear side.
When the raised section of the insert ⑨ has
ridden completely on the annular groove, it means
that the sleeve ⑦ has shifted a distance of Z.
Fig. 2.6
③ Third step
The force applied through the insert ⑨ on the
outer ring (block ring) ② creates friction force on
the cone friction surface to make the block ring’s
notches to come in contact with the side face of the
insert as shown in Figure 2.7. At this time, the inner
ring (block ring) also has friction force on its cone
friction surface. (The position occupied by the block
ring teeth ① and the sleeve splines ⑧ is called an
index position.)
Fig. 2.7
- 38 -
④ Fourth step
When the outer ring (block ring) ② takes the
position shown in the step 3, the sleeve ⑦ moves a
clearance of Z so that chamfer of the teeth ① of the
outer ring (block ring) ② comes in contact with the
chamfer of the sleeve splines ⑧ .
This produces a cone torque Tc necessary for
synchronization on the cone friction surface, thus
causing synchronization.
Fig. 2.8
⑤ Fifth step
When the relative speed of the synchronized
constant-mesh gear ⑬ against the sleeve ⑦ becomes
zero (or when synchronization is completed), the
cone torque Tc also becomes zero.
At this time, Ti becomes smaller than Tc so
that the outer ring (block ring) ② moves in the
circumferential direction, passing the sleeve splines
⑧ through the teeth ① and the synchronization
action stops completely.
Fig. 2.9
Both the outer ring (block ring) ② and the inner
ring ③ are in idle state because they have no longer any external force. This allows the sleeve splines
⑧ to easily pass through the teeth ① of the outer ring (block ring) ② .
⑥ Sixth step
When the synchronization has been completed, the sleeve splines ⑧ pass the outer ring (block ring)
② , moving a clearance of Y1 as shown in Figure 2.6. This lets the chamber of the sleeve splines ⑧ come
in contact with the chamfer of the dog teeth ⑥ of the gear ⑤ . The contact of the two chamfers produces
a torque TG which acts on the dog teeth ⑥ to pass the sleeve splines ⑧ , causing the gear ⑤ and constant-
mesh gear ⑬ to move in the circumferential direction. The sleeve splines ⑧ pass the dog teeth ⑥ of the
gear ⑤ to complete the engagement.
Fig. 2.10
- 39 -
2.1.2 CLUTCH COVER AND CLUTCH DISC

The clutch cover is attached to the engine flywheel. Its construction is shown in Figure 2.11.
The clutch disc is located between the clutch cover pressure plate and the flywheel, with the clutch
disc boss splined to the transmission drive shaft.
When the release lever is pushed in by the movement of the retainer, the pressure plate leaves the
clutch disc, thus shutting off the power from the engine.
RELEASE LEVER
55 ± 0.7 mm
[2.17 ± 0.028 in.]
PRESSURE SPRING
PRESSURE PLATE
CLUTCH COVER
Fig. 2.11 Clutch Cover
- 40 -
Engine side Transmission side
Fig. 2.12 Clutch Disc
- 41 -
10 mm
[0.394 in.] 12 mm [0.472 in.]
(limit) (Max. allowance)
55 ± 0.7 mm
[2.17 ± 0.028 in.]
Apply molybdenum
disulfide-based grease.
CLUTCH DISC
CLUTCH COVER
Fig. 2.13 Clutch Housing
- 42 -
2.1.3 RELEASE CYLINDER

The release cylinder is attached to the left-hand side of the transmission. Figure 2.14 shows a
sectional view of the release cylinder. It consists of a piston, a spring and a pushrod. The movement
of the cylinder piston is transmitted via the pushrod to the shift arm.
1. BLEEDER 6. PUSHROD
2. CYLINDER 7. BOOT
3. SPRING 8. LOCK NUT
4. CUP 9. YOKE
5. PISTON
Fig. 2.14 Release Cylinder
2.1.4 MASTER CYLINDER

The master cylinder is installed on the pedal section at the upper part of the front guard. Figure 2.15
shows its sectional view.
The master cylinder consists primarily of a piston, a spring and a pushrod. The movement of the
pedal is transmitted via the pushrod to the piston where mechanical force is converted into hydraulic
force.
1. YOKE
from RESERVE TANK 2. PUSHROD
3. BOOT
to RELEASE CYLINDER 4. SNAP RING
5. STOP PLATE
Section A A 6. PISTON
7. CUP
8. SPRING
9. VALVE ROD
10. CYLINDER
Fig. 2.15 Clutch Master Cylinder
- 43 -
2.1.5 CLUTCH PEDAL

The clutch pedal is installed together with the brake pedal on the front guard. The foot pressure
applied on the pedal is converted into hydraulic force to control the release cylinder.
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
CLUTCH MASTER CYLINDER
RESERVE
TANK Brake pedal play: 10 mm [0.394 in.]
Clutch pedal play: 0 - 5 mm [0 - 0.197 in.]
117 mm [4.61 in.]
CLUTCH RELEASE
CYLINDER
Fig. 2.16 Clutch and Brake Pedals 1/2
- 44 -
View A
85 mm 105 mm 3 mm
[3.35 in.] [4.13 in.] [0.118 in.]
Detail of brake master cylinder Detail of clutch master cylinder Detail of brake lamp switch
Fig. 2.17 Clutch and Brake Pedals 2/2
- 45 -
NEUTRAL
SWITCH
Detail of A
BACK-
UP LAMP
OIL FILL CAP SWITCH
Detail of B (W/ DIPSTICK)
- 46 -
Fig. 2.18
BREATHER
DRAIN PLUG
2.1.6 OIL CLUTCH

The clutch system consists of a clutch cover assembly, a clutch disc, a release cylinder, a clutch
booster and a clutch pedal assembly, and couples the engine to or uncouples the engine from the
transmission.
(1) Clutch cover and clutch disc

The clutch cover is mounted on the engine flywheel. Its construction is shown in Figure 2.19. The
clutch disc is installed between the clutch cover pressure plate and the flywheel with the clutch disc
boss splined to the drive shaft of the transmission.
When the release lever is pushed in by motion of the thrust bearing, the pressure plate leaves the
clutch disc to cut off power from the engine to the transmission.
The clutch disc surfaces are always sprayed with oil from within the clutch case through the
nozzle.
- 47 -
1. CLUTCH CASE
2. CLUTCH COVER
3. CLUTCH DISC
4. THRUST BEARING
5. MAIN DRIVE SHAFT
6. RETAINER
7. SPRAY NOZZLE
8. ARM
9. OIL SEAL
10. YOKE
11. LOCK PIN
12. SHAFT
13. SNAP RING
Fig. 2.19 Clutch Housing (Oil Clutch)
- 48 -
RELEASE
LEVER
PRESSURE PLATE
Section A-A
Section B-B
Fig. 2.20 Clutch Cover and Clutch Disc (Oil Clutch)
- 49 -
(2) Clutch pedal

The clutch pedal has a structure as shown in Figure 2.21 and is assembled on the same bracket as
the brake pedal. The amount of clutch pedal effort is converted into hydraulic force to operate the
clutch release cylinder. The bracket is fitted with a clutch booster and a pedal.
BRAKE PEDAL
CLUTCH PEDAL
CLUTCH RELEASE
CYLINDER
CLUTCH BOOSTER
Fig. 2.21 Clutch and Brake Pedal (Oil Clutch)
- 50 -
(3) Clutch booster

As shown in Figure 2.22, the clutch booster consists of a control valve section which converts
the amount of pedal effort into hydraulic force, a master cylinder section, and a flow divider section,
with double pumps using the hydraulic force of the single circuit.
The movement of the clutch pedal is transmitted through the pushrod to the reaction piston of the
control valve section, narrowing the part A . This action increases the hydraulic force in the part B
to move the piston to the left, thus opening the part A so that the hydraulic force in the part B stops
rising to stop the movement of the power piston. That is, the amount of movement of the pushrod is
the same as the amount of movement of the power piston.
Besides, the movement of the reaction piston pushes the master cylinder piston to increase the
hydraulic force of the release cylinder.
Some of the pressure in the part B acts on the reaction piston as reaction force, giving the
operator some clutch operating feel.
The clutch booster is capable of working as an ordinary master cylinder without hydraulic force,
but if this is the case, it requires a greater pedal effort. In other words, when the engine stalls, it is
hard to operate the clutch smoothly. It is advisable to place the transmission in neutral before shutting
off the engine.
1. BODY 6. STOPPER 11. VALVE SEAT

2. CUP 7. PLUG 12. REACTION PISTON
3. FLOW DIVIDER 8. PISTON 13. PUSHROD
4. SPRING 9. POWER PISTON
5. CHECK VALVE 10. CONTROL VALVE
Fig. 2.22 Clutch Booster
- 51 -
(4) Release cylinder

The release cylinder has a structure as shown in Figure 2.23, and is installed on the left side of the
transmission. It consists primarily of a piston, a spring and a pushrod. The movement of the piston is
transmitted through the pushrod to the shift arm.
1. BLEEDER 6. CYLINDER
2. SPRING 7. PUSHROD
3. CUP 8. BOOT
4. PACKING 9. LOCK NUT
5. PISTON 10. CLEVIS
Fig. 2.23 Release Cylinder
- 52 -
(5) Oil clutch hydraulic circuit

When the engine has started, the second pump of the main pump assembly sends hydraulic oil
under pressure from the clutch housing through the filter to the oil cooler.
The oil cooled down by the oil cooler is then sprayed over the clutch plate surface through the
nozzle to lubricate and cool it before returning into the clutch housing.
FILTER
NOZZLE
MAIN PUMP
OIL COOLER
Fig. 2.24 Clutch Hydraulic Circuit
- 53 -
NOTE
3. AUTOMATIC TRANSMISSION SYSTEM

Model 2N5-25
Speeds 1 fwd/rev
Torque converter
Type 3-element, 1-stage, 2-phase type
Stall torque ratio 3
Charging oil pressure 0.39 – 0.69 MPa {3.98 – 7.04 kgf/cm2} [56.6 – 100.1 psi]
Charging pump
Type Internal gear type
Discharge 15.93 cm3 [0.97 in.3]/revolution
Transmission
Type Constant-mesh, power-shift type
Reduction ratio 1.638 for fwd, 1.674 for rev
Clutch disc
Dimensions 125 x 81 x 2.6 mm [4.92 x 3.19 x 0.102 in.]
Clutch oil pressure 1.08 – 1.47 MPa {11.01 – 15.0 kgf/cm2} [156.6 – 213.2 psi]
Differential
Reduction ratio 5.833
Weight 110 kg [242.5 lbs]
Oil capacity 9.0 liters [2.4 U.S. gal]
Oil to be used SAE10W or equivalent

The automatic transmission system consists of a torque converter and a power-shift transmission
as shown in Figures 3.1 and 3.2.
- 55 -
TRANSMISSION CHARGING
CLUTCH PACK CONTROL VALVE PUMP
TORQUE
CONVERTER
COUNTER GEAR
OUTPUT FLANGE
OIL SEAL
STRAINER
OUTPUT GEAR
Fig. 3.1 Automatic Transmission System 1/2
- 56 -
BREATHER CONVERTER
RELIEF VALVE
INLINE FILTER
OIL LEVEL GAUGE
View A
Fig. 3.2 Automatic Transmission System 2/2
- 57 -
3.1.1 TORQUE CONVERTER

The torque converter consists of a pump wheel, a turbine wheel, and a stator wheel, as shown in
Figure 3.3.
As the engine is started, the pump wheel is driven and the fluid inside the pump wheel begins to
be ejected along with the row of pump wheel vanes under centrigugal force, flowing into the row of
turbine wheel vanes. The direction of fluid leaving the turbine wheel is changed by the stator wheel
so that it may flow into the pump wheel at a proper angle. At this time, reaction torque pushing the
stator is created so that the output torque exceeds the input torque by this reaction torque.
If the rotational speed of the turbine wheel increases and gets closer to the input rotational speed,
the angle change in the fluid will become smaller and the output shaft torque will decrease, finally
letting the fluid flow into the row of stator vanes in the reverse direction, causing reverse reaction
torque.
As a result of this, the output shaft torque will become smaller than the input shaft torque. To
prevent this from happening, the stator wheel is designed to rotate freely when reaction torque acts
in the reverse direction. The output torque is kept equal to the input torque so that highly effective
operation is ensured.
Since the phase of torque transmission is converted by the mechanical means, this type of torque
conversion is called 2-phase type, which ensure smooth and effective operation.
The pump wheel of the torque converter is connected through the input plate to the engine
flywheel, with area A of the pump wheel boss driving the charging pump.
TURBINE WHEEL PUMP WHEEL
STATOR WHEEL
Detail of A
ONE-WAY CLUTCH
Fig. 3.3 Torque Converter
- 58 -
3.1.2 CHARGING PUMP

The charging pump consists of a drive gear, a driven gear, a case, and a stator support as shown in
Figure 3.4 and is incorporated into the torque converter housing.
The drive gear is driven by the pump wheel boss of the torque converter to pick up oil from the
lower part of the transmission case and send it to the transmission and the torque converter.
CASE
“O”-RING
Tightening torque:
0.98 – 2.94 N-m {0.1 – 0.3 kgf-m}
[0.723 – 2.17 lbf-ft]
DRIVE GEAR
OIL SEAL
Tightening torque: DRIVEN GEAR

20 – 26 N-m
{2.04 – 2.65 kgf-m} STATOR SUPPORT
[14.75 – 19.18 lbf-ft]
Section A - A
SUCTION
PORT
DISCHARGE
PORT
View C
View B
Fig. 3.4 Charging Pump
- 59 -
3.1.3 TRANSMISSION
The transmission is a power-shift type consisting of a clutch pack assembly, an output shaft, a
reverse gear, and transmission control valve. (See Figures 3.1 and 3.2.)
(1) Clutch pack assembly

The clutch pack assembly consists of forward and reverse clutch packs, each of which consists
primarily of a piston, a spring, clutch discs and a steel plate.
The piston is always forced against the far end of the drum by the spring. When the oil pressure is
applied, the piston locks up the inner and outer discs.
The clutch lock-up oil is supplied through the groove in the clutch shaft and the lubrication oil is
fed through the oil hole in one end of the shaft.
OUTER DISC CHECK BALL SNAP RING

INNER DISC SEAL RING END PLATE
PISTON SPRING
“O”-RING SNAP RING
BALL BEARING
BALL BEARING
BALL BEARING BALL BEARING
REV CLUTCH OIL

PRESSURE
LUBRICATION OIL
FWD CLUTCH OIL

PRESSURE
SEAL RING
SEAL RING
SNAP RING SNAP RING
FORWARD GEAR REVERSE GEAR
Fig. 3.5 Clutch Pack Assembly
- 60 -
(2) Transmission oil pressure circuit

As the engine is started and the charging pump is driven, oil is picked up from the lower part of
the transmission case to flow through the strainer to the main relief valve where it is regulated to the
specified clutch oil pressure.
The oil relieved from the main relief valve flows, passing through the torque converter, oil cooler,
and inline filter, to some parts of the truck for cooling and lubrication before returning into the
transmission case.
The oil pressure inside the torque converter is controlled to a specified value by the torque
converter relief valve.
① In neutral
With the solenoid vale in neutral, the oil is blocked by the solenoid valve and therefore all the oil
supplied from the charging pump flows to the torque converter.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
TORQUE
CONVERTER
RELIEF VALVE
0.39 – 0.69 MPa
{3.98 – 7.04 kgf/cm2}
[56.6 – 100.1 psi]
CHOKE
ø1.4
MAIN RELIEF VALVE INCHING VALVE
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
[156.6 – 213.2 psi]
COIN FILTER
TRANSMISSION CONTROL VALVE
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 3.6 Transmission Oil Pressure Circuit Diagram (in neutral)
- 61 -
② In forward gear
As the solenoid valve is switch to the forward position, the oil flows to the forward clutch pack
while the shuttle valve moves to the right to allow the oil to flow also to the accumulator. Until
the accumulator is filled with oil, the clutch oil pressure increases gradually and the clutch lock-up
pressure is weak. Once the accumulator is filled with oil, however, the clutch lock-up oil pressure
rises rapidly to the specified value to lock up the forward clutch pack completely.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
TORQUE
CONVERTER
RELIEF VALVE
0.39 – 0.69 MPa
{3.98 – 7.04 kgf/cm2}
[56.6 – 100.1 psi]
CHOKE
ø1.4
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
[156.6 – 213.2 psi]
COIN FILTER
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 3.7 Transmission Oil Pressure Circuit Diagram (in forward gear)
- 62 -
③ In reverse gear
When the solenoid valve is switch to the reverse position, the oil flows to the reverse clutch pack
while the shuttle valve moves to the left to allow the oil to flow also to the accumulator. Until the
accumulator is filled with oil, the clutch oil pressure increases gradually and the clutch lock-up
pressure is weak. Once the accumulator is filled with oil, however, the clutch lock-up oil pressure
rises rapidly to the specified value to lock up the reverse clutch pack completely.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
TORQUE
CONVERTER
RELIEF VALVE
0.39 – 0.69 MPa
{3.98 – 7.04 kgf/cm2}
[56.6 – 100.1 psi] CHOKE
ø1.4
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
[156.6 – 213.2 psi]
COIN FILTER
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 3.8 Transmission Oil Pressure Circuit Diagram (in reverse gear)
- 63 -
④ Inching
When the inching spool is pushed in, the oil flowing to the clutch pack assembly is drained
through the inching spool piston. In addition, the oil returning from the clutch pack assembly is also
drained.
CHOKE
ø1.4
INCHING VALVE
Fig. 3.9 Transmission Oil Pressure Circuit Diagram (during inching)
3.1.4 TRANSMISSION CONTROL VALVE

The transmission control valve consists of an inching valve, a regulator valve, and an accumulator,
as shown in Figure 3.10. It is attached to the transmission case cover.
The inching valve spool is controlled by the lever installed on the case cover. The lever is in turn
controlled through the cable connected to the left-side brake pedal. As the left-side brake pedal is
pressed, the cable is pulled so that the lever pushes the inching valve spool.
The case cover has a solenoid valve which switches over the directions of travel.
- 64 -
SOL B
(REV)
SOL A
(FWD)
Detail of connector
ACCUMULATOR MAIN RELIEF VALVE
CABLE
to INCHING
PEDAL
MANUAL BUTTON
(the forward position is SOLENOID VALVE
selected by pushing)
SHUTTLE VALVE
INCHING VALVE
CHOKE
ø1.4
Fig. 3.10 Transmission Control Valve (1/2)
- 65 -
SNAP RING
PLUG
“O”-RING
SNAP RING SPOOL
SNAP RING
PLUG
“O”-RING
SHUTTLE
VALVE PISTON
SPRING
PLUG
SPRING
SPRING
SPRING
VALVE
Detail of Inching valve
“O”-RING
SNAP RING
PISTON
Detail of shuttle valve, accumulator, and main relief valve
OIL SEAL
“O”-RING
COIN FILTER
Detail of lever
Fig. 3.11 Transmission Control Valve (2/2)
- 66 -
TORQUE
CONVERTER
CHARGING OIL
PRESSURE
SOL B SOL A
(REV) (FWD)
CHARGING PUMP
OIL PRESSURE
FWD CLUTCH
OIL PRESSURE
REV CLUTCH
OIL PRESSURE
to OIL COOLER
from OIL COOLER
- 67 -
Fig. 3.12 Oil Pressure Check Ports
DRAIN PLUG
OIL TEMP. SENSOR
MOUNTING AREA SUCTION STRAINER
NOTE
- 68 -
4. DRIVE AXLE
4. DRIVE AXLE
Truck Model FG20C3 FG20T3 FD20C3Z FD20T4 FG30C3 FG30T3
FHG20C3 FHG20T3 FHD20C3A FHD20T3A FHG30C3 FHG30T3 FG35T3S
FG25C3 FG25T3 FD25C3Z FD25T4 FD30C3Z FD30T4 FD35T4SE
Item FHG25C3 FHG25T3 FHD25C3A FHD25T3A FHD30C3A FHD30T3A
Type Full-floating type ← ←
Wheel
Size 2-7.00-12-12PR(I) 2-28-9-15-12PR(I) 2-250-15-16PR(I)
Tread pattern J-LUG ← ←
Rim
Type Split type Disc type ←
Size 5.00S-12DT 7.00T-15 ←
Tire inflation pressure 690 kPa {7.0 kgf/cm } [100 psi]
2
← 850 kPa {8.7 kgf/cm2}
[123 psi]

The drive axle has a construction as shown in Figures 4.1 and 4.2 and is mounted on the front area
of the frame.
It has a wheel hub and a wheel brake at its each spindle end and an axle shaft running through its
center. The wheel hub is provided with a brake drum, which is installed on the spindle through two
tapered roller bearings. The two tapered roller bearings have oil seals to prevent grease inside from
oozing out and water from entering the brake unit.
At the center of the housing is a differential which transmits the power from the transmission to
the right and left wheels.
- 69 -
4. DRIVE AXLE
Tightening torque:
96 – 111 N-m
{9.8 – 11.3 kgf-m}
[70.8 – 81.9 lbf-ft]
- 70 -
Fill this space with
100 cm3 of grease.
Tightening torque:
471 – 549 N-m
Tightening torque: {48.0 – 56.0 kgf-m}
206 – 226 N-m [347.4 – 404.9 lbf-ft]
{21.0 – 23.0 kgf-m}
[151.9 – 166.7 lbf-ft]
Tightening torque:
392 – 559 N-m
{40.0 – 57.0 kgf-m}
[289.1 – 412.3 lbf-ft]
Fig. 4.1 Drive Axle (Trucks with capacities from 2.0 to 2.5 tons)
1. HOUSING 6. TAPERED ROLLER BEARING
2. AXLE SHAFT 7. TAPERED ROLLER BEARING
3. WHEEL BRAKE 8. OIL SEAL
4. BRAKE DRAM & HUB 9. ADJUSTMENT NUT
View A 5. OIL SEAL 10. LOCK NUT
Tightening torque:
96 – 111 N-m
{9.8 – 11.3 kgf-m}
[70.8 – 81.9 lbf-ft]
- 71 -
Fill this space with
100 cm3 of grease.
Tightening torque:
471 – 549 N-m
Tightening torque: {48.0 – 56.0 kgf-m}
206 – 226 N-m [347.4 – 404.9 lbf-ft]
{21.0 – 23.0 kgf-m}
[151.9 – 166.7 lbf-ft] Tightening torque:
392 – 559 N-m
{40.0 – 57.0 kgf-m}
[289.1 – 412.3 lbf-ft]
Fig. 4.2 Drive Axle (Trucks with a capacity of 3.0 tons)

1. HOUSING 6. TAPERED ROLLER BEARING
2. AXLE SHAFT 7. TAPERED ROLLER BEARING
3. WHEEL BRAKE 8. OIL SEAL
View A 4. BRAKE DRUM & HUB 9. ADJUSTMENT NUT
5. OIL SEAL 10. LOCK NUT
4. DRIVE AXLE
4. DRIVE AXLE
Tightening torque:
471 – 549 N-m
{48.0 – 56.0 kgf-m}
[347.4 – 404.9 lbf-ft]
Tightening torque:
96 – 111 N-m
{9.8 – 11.3 kgf-m}
[70.8 – 81.9 lbf-ft]
- 72 -
Tightening torque:
206 – 226 N-m
{21.0 – 23.0 kgf-m}
[151.9 – 166.7 lbf-ft]
(Fill this space with

100 cm3 of grease)
Tightening torque:
392 – 559 N-m
Fig. 4.3 Drive Axle (Trucks with a capacity of 3.5 tons)

{40.0 – 57.0 kgf-m}
[289.1 – 412.3 lbf-ft]
View A
1. HOUSING 5. TAPERED ROLLER BEARING 9. OIL SEAL

2. AXLE SHAFT 6. TAPERED ROLLER BEARING 10. HUB
3. WHEEL BRAKE 7. LOCK NUT 11. AXLE SUPPORT
4. BRAKE DRUM 8. ADJUSTMENT NUT 12. OIL SEAL
4. DRIVE AXLE
■ Wheel hub installation procedure

(1) Fill the space A in the wheel hub with
approximate 100 cm3 of grease and install the
wheel hub on the spindle.
(2) Tighten the adjustment nut to about 9.8 N-m
{1 kgf‑m} [7.2 lbf-ft] torque and back it off 1/2
of a turn.
(3) Set a spring balance on the stud bolt and adjust ADJUSTMENT NUT
the hub starting torque for the specified value, LOCK WASHER
LOCK NUT
gradually tightening the adjustment nut.
Starting force: 49 – 147.1 N {5 – 15kgf} Fig. 4.4 Filling Grease
[11 – 33.1 lbf]
(4) Install the lock washer and lock nut and secure
the lock nut by bending the tang on the lock
washer.
Starting force: 49 – 147.1 N {5 – 15 kgf} [11 – 33.1 lbf]
Fig. 4.5 Measuring Starting Force

(5) Assembling wheels
Put a tube and flap in a tire and assemble the rims, observing the following conditions:
Note: 1. The air valve should be pointed outward, being matched with the rim notch.
2. The rim assembling bolts should be installed with their heads pointing the outside of the
truck.
Configuration of rim assembling bolt
1. TIRE 4. RIM (INSIDE)

2. TUBE 5. RIM (OUTSIDE)
3. FLAP 6. ASSEMBLING BOLT
Fig. 4.6 Wheel Assembly (Trucks with capacities from 2.0 to 2.5 tons)
- 73 -
4. DRIVE AXLE
4.1.1 REDUCTION GEAR AND DIFFERENTIAL

The reduction gear is located on the input shaft of the differential and reduces the power from the
transmission, transmitting it to the differential.
The differential is fitted to the differential carrier through ball bearings with bearing caps.
The differential cross case is a split type containing two side gears and four pinion gears, with
thrust plates installed between the cross case and each gear according to their backlash.
The pinion gear is supported by the spider.
On the outer diameter of the cross case is a ring gear bolted. Each side gear is splined to the drive
shaft so that the power sent from the transmission through the reduction gear is further reduced and
differentiated by this device to drive the drive shaft.
- 74 -
4. DRIVE AXLE
0.4 - 0.5 mm
[0.016 - 0.020]
Let the front end of the speed sensor come

Tightening torque: SPEED SENSOR in slight contact with the tip of a gear tooth
23 ± 3 N-m (OPTION) and then back it off 1/4 - 1/3 of a turn.
{234.5 ± 30.6 kgf-cm} Apply LOCTITE#575 on the threaded area.
[17.0 ± 2.21 lbf-ft]
1. LOCK NUT
2. TAPERED ROLLER
BEARING
3. DRIVEN GEAR
4. TAPERED ROLLER
BEARING
5. DRIVE PINION GEAR
6. WASHER
7. CROSS CASE
(PLANE HALF)
8. ADJUSTMENT NUT
9. TAPERED ROLLER
Tightening torque: BEARING
45 ± 5 N-m
{458.9 ± 51.0 kgf-cm} 10. SIDE GEAR
[33.2 ± 3.69 lbf-ft]
11. PINION GEAR
12. RING GEAR
Tightening torque:
23 ± 3 N-m 13. THRUST WASHER
{234.5 ± 30.6 kgf-cm}
[17.0 ± 2.21 lbf-ft] 14. CROSS CASE
(FLANGE HALF)
15. SPIDER
16. BEARING
Tightening torque: 17. BALL BEARING
216 ± 20 N-m
{2203 ± 203.9 kgf-cm} 18. DRIVE GEAR
[159.3 ± 14.8 lbf-ft]
Tightening torque: 19. ROLLER BEARING
Tightening torque: 78 ± 10 N-m
157 ± 20 N-m {795 ± 102.0 kgf-cm} 20. OIL SEAL
{1601 ± 203.9 kgf-cm} [57.5 ± 7.38 lbf-ft]
[115.8 ± 14.8 lbf-ft] 21. INPUT FLANGE
Fig. 4.7 Reduction Gear and Differential
- 75 -
4. DRIVE AXLE
NOTE
- 76 -
5. BRAKE SYSTEM
5. BRAKE SYSTEM
Type Front two-wheel braking internal expansion, hydraulic type
Pedal ratio 5.3 ← ←
Master cylinder bore 19.05 mm [0.75 in.] [3/4] ← ←
Wheel brake
Type Duo-servo type ← ←
Wheel cylinder bore 28.58 mm [1.13 in.] [9/8] ← ←
Brake drum inner dia. 310 mm [12.21 in.] ← 314 mm [12.36 in.]
Lining size 324 x 60 x 7 mm 344 x 60 x 5.7 mm 348 x 76 x 7.7 mm
[12.76 x 2.36 x 0.28 in.] [13.5 x 2.36 x 0.22 in.] [13.7 x 2.99 x 0.30 in.]
Surface brake 4 x 19440 mm2 4 x 20640 mm2 4 x 26450 mm2
[4 x 38.37 in.2] [4 x 31.99 in.2] [4 x 41.00 in.2]
Parking brake
Type Front two-wheel braking internal expansion, mechanical type


The brake system is a front two-wheel braking internal expansion, hydraulic type consisting of a
brake pedal, master cylinder and wheel brakes.
5.1.1 BRAKE PEDAL

The brake pedal unit has a structure as shown in Figure 5.1 and is installed through a bracket on
the left side of the frame.
Pedal movement pushes the master cylinder piston through the push rod, converting brake pedal
effort to oil pressure.
- 77 -
5. BRAKE SYSTEM
CABLE
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
RESERVE TANK
Brake pedal play: 10 mm [0.394 in.]

Inching pedal play: 40 mm [1.575 in.]
117 mm [4.61 in.]
Note: See Figure 2.16 for trucks with manual transmission.
Fig. 5.1 Brake Pedal (trucks with automatic transmission) 1/2
- 78 -
5. BRAKE SYSTEM
PEDAL STOPPER (R)
PEDAL STOPPER (L)

Detail of B
View A
85 mm 3 mm
[3.35 in.] [0.02 in.]
Detail of brake master cylinder Detail of brake lamp switch
Note: See Figure 2.17 for trucks with manual transmission.
Fig. 5.2 Brake Pedal (trucks with automatic transmission) 2/2
- 79 -
5. BRAKE SYSTEM
5.1.2 MASTER CYLINDER

The master cylinder has a structure as shown in Figure 5.3 and is fitted to the bracket on the brake
pedal. Built in the master cylinder are a spring and a piston which are kept in position by a snap ring.
The piston has a primary cup and a secondary cup and is slid in the cylinder by operating the
brake pedal.
SNAP RING from RESERVE

TANK
to WHEEL
YOKE BRAKE
NUT
PUSH ROD
SPRING
BOOT
PRIMARY CUP
SECONDARY CUP CHECK VALVE
PISTON
Fig. 5.3 Master Cylinder
The check valve works to leave some pressure inside the wheel cylinder and brake pipe in order
to lock up the piston cup of the wheel cylinder. This prevents oil leakage and the occurrence of vapor
lock.
- 80 -
5. BRAKE SYSTEM
5.1.3 WHEEL BRAKE

The wheel brake is a duo-servo type, and is
mounted on each of both ends of the drive axle.
m tion
ANCHOR PIN
The wheel brake consists of two pairs of brake
dru ec
of n dir
shoes, a wheel cylinder and an adjuster. The brake
io
tat
Working force
shoe, one end of it being connected to the anchor pin
Ro
SECONDARY
PRIMARY
and the other end to the adjuster, is forced against
the backing plate with a hold spring and pin.
In addition, the wheel brake is provided with
a parking brake mechanism and an automatic
ADJUSTER
clearance adjuster.
(1) Wheel brake operation Fig. 5.4 Braking Operation in Forward Travel
As the wheel cylinder presses the primary and
secondary shoes with an equal force to the brake
drum, they turn together with the brake drum until
the secondary shoe top comes in contact with the
Working force
anchor pin. When the secondary shoe top comes
SECONDARY
PRIMARY
in contact with the anchor pin, the brake lining-
to-brake drum friction force is produced and the
primary shoe presses against the secondary shoe
with force greater than offered by operation of the
wheel cylinder, thus providing large braking force.
(See Figure 5.4)
In reverse travel, the braking force works in the Fig. 5.5 Braking Operation in Reverse Travel
reverse direction. (See Figure 5.5)
SECONDARY SHOE
PIN
(2) Parking brake
The parking brake unit is built in the wheel brake
LEVER STRUT
unit and consists of a lever and a strut. The lever is
pinned to the primary shoe and movement of the
lever is transmitted to the secondary shoe through
the strut.
PRIMARY SHOE
Fig. 5.6 Parking Brake Unit
- 81 -
5. BRAKE SYSTEM
(3) Automatic clearance adjuster

The automatic clearance adjuster keeps a proper lining-to-brake drum clearance automatically.
The structure of the adjuster is shown in Figures 5.7 and 5.8.
This adjuster actuates only when the truck is braked in reverse travel. There are two types of
adjuster according to the truck capacity (2.0- to 2.5-ton trucks and 3.0- to 3.5-ton trucks) and they
have different structures and modes of operation.
CABLE
SPRING
GUIDE
SPRING LEVER
ADJUSTER
ADJUSTER
LEVER
Fig. 5.7 Trucks with Capacities from 2.0 Fig. 5.8 Trucks with Capacities from 3.0 to
to 2.5 tons 3.5 tons
■ Automatic clearance adjuster operation

① Trucks with capacities from 2.0 to 2.5 tons
When the brake is applied in reverse travel,
the secondary shoe and the brake drum rotate
together slightly. The lever turns to the right
round the section A shown in Figure 5.7, causing
the section B to rise.
When the brake is released, the lever is turned
to the left round the section A by spring force,
causing the section B to move down.
As the lining-to-brake drum clearance
becomes larger, the vertical movement of the
section B grows. When the clearance becomes
more than 0.4 mm [0.016 in.], the section B is
engaged with the next tooth of the adjuster. When
the section B engaged with the tooth moves
down, the adjuster length expands to extend the
Expands in this direction
shoe.
The clearance is thus adjusted within the range
from 0.4 to 0.45 mm [0.016 to 0.018 in.] by the Fig. 5.9 Automatic Clearance Adjuster
above operation. (Trucks with capacities from 2.0 to
2.5 tons)
- 82 -
5. BRAKE SYSTEM
② Trucks with capacities from 3.0 to 3.5 tons

When the brake is applied in reverse travel,
the secondary shoe and the brake drum rotate
together slightly. This turns the lever clockwise
round the section A shown in Figure 5.8, thus
making the section B turn the adjuster.
If the braking force increases further, the force
applied on the adjuster thread becomes so great
that the adjuster cannot be turned any further.
When the brake is released, the brake shoe
returns to the original position. This turns the
lever counterclockwise round the section A while
the section B moves down.
At this time, if the position of an adjuster tooth
is aligned with the section B of the lever, they
engage with each other so that the clearance is Expands in this direction
adjusted to 0.25 to 0.4 mm [0.0098 to 0.016 in.].
Fig. 5.10 Automatic Clearance Adjuster

(Trucks with Capacities from 3.0 to
3.5 tons)
5.1.4 PARKING BRAKE LEVER
The parking brake lever is a toggle type and installed as shown in Figure 5.11. The lever has an
adjuster on its head, with which you can adjust the braking force properly.
RELEASE
BUTTON RELEASE
BUTTON
RIGHT-SIDE CABLE View C
LEFT-SIDE CABLE
■ Adjusting parking brake lever operating force

(1) Place the parking brake lever in the release position.
(2) Adjust the lever so that it has the operating position
as shown in the sketch when the point B of the lever
is pulled with a force of 196 to 245 N {20 to 25 kgf}
[44 to 55 lbf].
Turn the point A clockwise to make the pulling force
stronger and counterclockwise to make it weaker.
Fig. 5.11 Parking Brake Lever
- 83 -
5. BRAKE SYSTEM
Section C - C
Shoe expands in
this direction.
Section A - A
Section B - B
1. PUSHROD 8. ROD 15. PRIMARY SHOE

2. PISTON 9. LEVER 16. BRAKE LEVER
3. CUP 10. SECONDARY SHOE 17. STRUT
4. SPRING 11. BACKING PLATE 18. PIN
5. CYLINDER 12. ADJUSTER 19. SPRING
6. SPRING 13. SPRING 20. WHEEL CYLINDER
7. SPRING 14. CABLE
Fig. 5.12 Wheel Brake (Trucks with capacities from 2.0 to 2.5 tons)
- 84 -
5. BRAKE SYSTEM
Section C - C Section E - E
Section D - D
Shoe expands in
this direction.
Section A - A
Section B - B
1. PUSHROD 7. SPRING 13. ADJUSTER

2. PISTON 8. SECONDARY SHOE 14. SPRING
3. CUP 9. BACKING PLATE 15. PRIMARY SHOE
4. SPRING 10. PIN 16. BRAKE LEVER
5. SPRING 11. SPRING
6. STRUT 12. LEVER
Fig. 5.13 Wheel Brake (Trucks with a capacity of 3.0 tons)
- 85 -
5. BRAKE SYSTEM
Section C - C
Section E - E
Section D - D
Section K - K
Section A - A
Section B - B
1. PUSHROD 7. SPRING 13. ADJUSTER

2. PISTON 8. SECONDARY SHOE 14. SPRING
3. CUP 9. BACKING PLATE 15. PRIMARY SHOE
4. SPRING 10. PIN 16. BRAKE LEVER
5. SPRING 11. SPRING
6. STRUT 12. LEVER
Fig. 5.14 Wheel Brake (Trucks with a capacity of 3.5 tons)
- 86 -
5. BRAKE SYSTEM
5.1.5 WHEEL BRAKE TROUBLESHOOTING
Problem Probable cause Remedy
1. Fluid leaks from brake system Repair.
Check and adjust

2. Maladjustment of brake shoe clearance
adjuster.
3. Overheated brake Check for dragging.

Poor braking
4. Poor contact between brake drum and lining Adjust contact.
5. Foreign matter adhered to lining Replace.
6. Foreign matter mixed in brake fluid Change brake fluid.
7. Maladjustment of brake pedal Adjust.
1. Hardened lining surface or foreign matter adhered thereto Replace.
2. Deformed backing plate Replace.
Noisy brake 3. Deformed or improperly installed shoe Repair or replace.
4. Uneven wear of lining Replace.
5. Defective wheel bearing Replace.
1. Contaminated lining Replace.
Check and adjust

2. Maladjustment of brake shoe clearance
adjuster.
Uneven braking 3. Malfunctioning wheel cylinder Repair or replace.
4. Defective shoe return spring Replace.
5. Run out of drum Repair or replace.
6. Improper inflation pressure of tire Adjust.
1. Fluid leaks from brake system Repair.
Soft or spongy Check and adjust

2. Maladjustment of break shoe clearance
brake adjuster.
3. Air mixed in brake system Bleed air out of system.
4. Maladjustment of brake pedal Adjust.
- 87 -
5. BRAKE SYSTEM
NOTE
- 88 -
6. STEERING SYSTEM
6. STEERING SYSTEM
Steering axle
Type Center-pin supported, Elliot type with box-shaped
cross section of weld construction
King pin spacing 810 mm [31.89 in.]
King pin angle 0°
Toe-in 0 mm
Camber 1°
Caster 0°
Steering angle
Inner wheel 79°
Outer wheel 54° 57°
Orbitrol
Type Open-centered, non-load reaction type
with steering wheel knob deviation control
Discharge 96 cm3 [5.86 in.3]/rev
Power cylinder
Type Double-acting piston type
Cylinder bore 71 mm [2.80 in.] 80 mm [3.15 in.]
Piston rod diameter 40 mm [1.57 in.] 50 mm [1.97 in.]
Stroke 143 mm [5.63 in.] 177 mm [6.97 in.]
Flow divider valve
Pressure setting 8.8 MPa {90 kgf/cm2} [1276 psi]

The steering system consists primarily of a steering wheel, an orbitrol, and a power cylinder.
When the steering wheel is turned, the rotation is transmitted to the orbitrol; the oil passages in the
orbitrol are changed over to direct the hydraulic pressure from the flow divider valve to the power
cylinder, which extends or contracts depending on the hydraulic pressure, thereby steering the truck.
- 89 -
6. STEERING SYSTEM
6.1.1 STEERING AXLE

The steering axle is of steel-welded construction with a box shaped cross section, incorporating a
power cylinder inside it. See Figure 6.1. The power cylinder is housed in the axle to protect it from
being damaged by obstacles on the road surface. The axle is installed onto the truck frame through a
center pin with bushing and cap, and it cradles around this center pin.
KNUCKLE SUPPORT KNUCKLE

(LEFT) (FRONT) (RIGHT)
STEERING SUPPORT
SENSOR (REAR)
See Fig. 6.2.
POWER CYLINDER
Note: The illustrations show the steering axle of the 2- to 2.5-ton trucks.
Fig. 6.1 Steering Axle
- 90 -
6. STEERING SYSTEM
(1) Knuckle and king pin

The knuckle is supported with a king pin which in turn is secured at the knuckle side with a lock
pin. The top and bottom of the king pin are fitted to the axle boss with needle bearings.
Between the axle upper boss and the knuckle is a thrust bearing to let the knuckle smoothly rotate
around the king pin, sustaining load.
The needle bearings and thrust bearing are lubricated by grease supplied through the grease
fittings at top and bottom of the king pin.
NEEDLE BEARING
OIL SEAL THRUST BEARING
HUB
CAP
LOCK NUT
TAPERED ROLLER BEARING

OIL SEAL OIL SEAL
LOCK PIN
NEEDLE BEARING
OIL SEAL KING PIN
Note: The illustrations show the steering axle of the 2- to 2.5-ton trucks.
Fig. 6.2 Knuckle
(2) Wheel hub

The wheel hub is mounted on the knuckle spindle with two tapered roller bearings and its preload
is adjusted with a nut.
- 91 -
6. STEERING SYSTEM
6.1.2 STEERING WHEEL ASSEMBLY

The steering wheel assembly is arranged as shown in Figure 6.3. The orbitrol is located at the
bottom of the assembly. At the center of the steering wheel is the horn button.
The steering shaft is connected to the drive shaft of the orbitrol. The steering wheel can be moved
to a certain extent back and forth to suit the driver’s physique.
STEERING WHEEL
TILT LOCK LEVER
ORBITROL
Fig. 6.3 Steering Wheel Assembly
- 92 -
6. STEERING SYSTEM
6.1.3 ORBITROL
The orbitrol sends pressure oil from the pump selectively to the steering cylinder. It consists
primarily of a control valve and a metering device.
The control valve used in this orbitrol is not an ordinary spool type whose spool moves in the
axial direction, but a rotary type consisting of a sleeve and a spool, which rotates to switch over the
oil passages. The housing has four ports which lead to the pump, tank, right and left chambers of the
steering cylinder, respectively. Between the P port and T port is a check valve provided.
The metering device consists of an internally-toothed stator and an externally-toothed rotor. It
works as an oil motor under normal operating conditions and can be used as a hand pump if the truck
becomes disable for any reason. The rotor is mechanically linked to the sleeve with the drive shaft so
that feedback operation is possible.
The sleeve is interlocked with the motor’s rotor through the cross pin and drive shaft while the
spool is splined to the steering shaft.
EPACS CONTROLLER
CONTROLLER STATUS
DISPLAY (LED)
DEVIATION
CONTROL VALVE
T PORT L PORT
P PORT R PORT
SOLENOID
Fig. 6.4 Orbitrol
- 93 -
6. STEERING SYSTEM
(1) Operation of orbitrol

(a) In “Neutral”
While the steering wheel is in straight position,
the oil from the pump flows through oil passage
① to oil groove ② . The sleeve has 24 oil holes ③
which are now in line with the holes ④ in the spool
so that the oil that flowed into groove ② passes
through oil holes ③ and ④ to space ⑤ between the
spool and drive shaft. Then the oil flows through
spool groove ⑥ and sleeve groove ⑦ back to the oil
tank.
Since cylinder ports ⑳ and are respectively
open to oil holes ⑱ and ⑰ in the sleeve but not to
groove ⑯ nor ⑲ in the spool, the oil in the cylinder
does not go any where.
Oil passage ⑮ that leads to the hydraulic motor
is open to oil hole ⑭ in the sleeve which is used as
the inlet and outlet for the hydraulic motor, but not
to grooves ⑬ nor ⑯ in the spool and thus the oil
remain unmoved.
Fig. 6.5
(b) When steering wheel is turned counterclockwise

As the steering wheel is turned counterclockwise,
the grooves in the spool shift to the left in relation
with the holes and grooves in the sleeve so that
holes ④ in the spool get out of line with holes ③
in the sleeve. The oil that has flowed into groove
② thus far begins to flow into hole ⑫ in the sleeve,
passing through grooves and ⑬ in the spool, hole
⑭ in the sleeve, and oil passage ⑮ in the housing,
to the hydraulic motor.
The hydraulic motor thus rotates in the
counterclockwise direction and the oil discharged
from the hydraulic motor flows through oil hole ⑭
in the sleeve, groove ⑯ in the spool, and oil hole
⑱ in the sleeve to the cylinder port L in the housing
and thus actuates the steering cylinder.
Fig. 6.6
- 94 -
6. STEERING SYSTEM
The returning oil from the power cylinder flows, passing through the cylinder port R, groove ⑪
in the valve housing, oil hole ⑰ in the sleeve, groove ⑲ in the spool, oil hole in the sleeve, and
groove ⑧ in the valve housing, back to the oil tank.
(c) When steering wheel is turned clockwise

As the steering wheel is turned clockwise, the
grooves in the spool shift to the right in relation to
the oil holes and grooves in the sleeve so that oil
holes ④ in the spool get out of line with holes ③
in the sleeve. The oil that has flowed into groove
② thus far begins to flow into oil hole ⑫ in the
sleeve and then flows through grooves and ⑬ in
the spool, oil hole ⑭ in the sleeve, and oil passage
⑮ in the valve housing to the hydraulic motor.
The hydraulic motor thus rotates in the clockwise
direction and the oil discharged from the hydraulic
motor flows through oil hole ⑭ in the sleeve, groove
⑯ in the spool, and oil hole ⑰ in the sleeve to the
cylinder port R in the housing and thus actuates the
power cylinder.
The returning oil from the power cylinder flows,
passing through the cylinder port L, groove ⑩ in the
housing, oil hole ⑱ in the sleeve, groove ⑲ in the
spool, oil hole in the sleeve and groove ⑨ in the
housing back to the oil tank.
Fig. 6.7
(2) Relationship between the rotating speed and operating force of the steering wheel
The force required to operate the orbitrol is basically a valve operating force (the force required
to compress the centering spring: 2.9 N-m {0.3 kgf-m} [2.14 lbf-ft]). That is, there is no mechanical
linkage between the steering wheel and the tires, and thus the operating force of the steering wheel
remains constant regardless of the rotating speed of the steering wheel. The discharge of oil from the
orbitrol rotor to the steering cylinder is 96 cc/revolution.
(3) Neutral feedback of orbitrol

The neutral feedback function of the orbitrol is performed by the valve switching over the oil
passages according to the reaction force of the centering spring. (If the steering wheel is turned and
then released with the engine turned off, it will automatically return to the straight-ahead position.)
Should the neutral feedback not function properly, the steering wheel might turn by itself when the
operator does not turn it.
- 95 -
6. STEERING SYSTEM
(4) When the pump fails to operate normally

If the pump fails to supply pressure oil to the orbitrol, the orbitrol can serve as an emergency
manual steering device. Even if the orbitrol does not receive pressure oil from the pump, you can
rotate the spool by turning the steering wheel. However, when the spool turns 8°, it hits against the
cross pin, which in turn turns the rotor through the drive shaft. This way, the metering device of
the orbitrol works as a hand pump to send oil to the steering cylinder. At this time, the check valve
provided between the return port and the suction port opens to allow the oil to flow from the cylinder
to the suction side, making it possible to steer the truck manually.
6.1.4 POWER CYLINDER

The power cylinder is attached to the steering axle and operated by oil from the orbitrol. The
cylinder body is secured to the axle, with both ends of the piston rod connected to the knuckles with
joints.
The cylinder cap has a bushing, an oil seal, and a dust seal, and is assembled on the cylinder with
two bolts.
BUSHING BUSHING
6.5 mm
[0.256 in.]
BOLT Tightening torque:
27.7 – 41.5 N-m {282.5 – 423.2 kgf-cm}
[20.43 – 30.6 lbf-ft]
Apply ThreeBond #1324N.
BUSHING
PISTON ROD CAP PACKING “O”-RING ROD PACKING
DUST SEAL
View A
Fig. 6.8 Power Cylinder
- 96 -
6. STEERING SYSTEM
6.1.5 STEERING WHEEL DEVIATION CONTROL

The orbitrol type steering system has a drawback that the sheering wheel operating angle does
not agree with the rotational angle of the knuckle exactly. In particular, the steering wheel may move
gradually away from the center position, which the operator wants to hold while traveling.
To correct the drawback, the truck has a steering wheel deviation control unit consisting of an
EPACS controller, a compensation valve, and a tire angle sensor.
The steering angle sensor is located on top of the left-side king pin of the rear axle.
CONTROLLER
STEERING WHEEL
ANGLE SENSOR
Wire Function Pin No.

color
Input of power supply
Red 1
(rated voltage: 12 V or +24V)
Black Input of power supply (0 V) 2
Output of power supply for tire
Pink 5
angle sensor (+)
Yellow Input of tire angle sensor 6

(signal output)
Purple Tire angle sensor GND (GND) 7
Light Output of solenoid valve driving 1
green signal (+)
Brown Output for solenoid valve driving 2

signal (-)
Plug
White Input of initial setting (+) receptacle
(F)
Plug
Blue Input of initial setting (GND) receptacle
(M)
Fig. 6.9 EPACS Controller
- 97 -
6. STEERING SYSTEM
(1) Schematic diagram

STEERING WHEEL DEVIATION CONTROL UNIT
STATUS
STEERING ANGLE SENSOR

INDICATING LED
OUTPUT OF
P/D ANALOG POWER COMPENSATION VALVE
CIRCUIT TRANSISTOR DRIVING SIGNAL
INPUT OF
TIRE ANGLE BUFFER
DETECTION
POTENTIOMETER
STATUS
INDICATING CENTER POSITION
LED
SETTING
INPUT OF NOISE DC/DC

POWER SUPPLY FILTER CONVERTER
(DC10V-DC26.4 V)
(2) Connection diagram

SCOPE OF SPECIFICATION
INITIAL SETTING
STEERING WHEEL DEVIATION
W TERMINAL
Blu
CONTROL UNIT
L/G
Br NORMALLY CLOSED VALVE
SOL
VALVE
(Sumitomo Denso)
(Sumitomo Denso)
R
POWER
NOISE FILTER Bl SUPPLY
INPUT
(about 50 mA, with solenoid valve off)
Pi
CONTROLLER
OPERATING STATUS LED Y
Pu
To be selected according to the

potentiometer
mounting position.
(2 kΩ is
recommended)
TIRE ANGLE DETECTION
OUTPUT VOLTAGE OF
POTENTIOMETER
TIRE ANGLE DETECTION
POTENTIOMETER
STEERING WHEEL
ROTATIONAL POSITION
LEAD-OUT WIRE FROM CONTROLLER: AUTOMOTIVE HEAT-RESISTANT, LOW-VOLTAGE WIRE AEX 0.5 f (Sumitomo Denso)
Fig. 6.10 Schematic and Connection Diagrams
- 98 -
6. STEERING SYSTEM
(3) How to set the center position of the steering wheel

① Turn off the key switch and connect the plug receptacles M and F shown in Figure 6.9.
② Turn the key switch on.
③ Make sure the LED blinks once and then repeats it.
If the LED blinks three or four times and stays off for a while and then repeats this cycle, it
indicates that the steering wheel angle sensor or tire angle sensor is defective.
(See (4) Operating status LED.)
④ Put the steering wheel and the tires in the straight-ahead position.
(You can skip this step if the truck is in the straight-ahead position before the key switch is
turned on in step ② .)
⑤ With the key switch turned ON, disconnect the plug receptacles from each other.
⑥ Make sure that the LED blinks twice continuously and repeats it.
⑦ Turn the steering wheel from center to clockwise end, turn it to counterclockwise end, and then
return to the center position. Caution should be exercised not to allow the tires to slip at each of
the turning ends. You cannot complete the setting if the steering wheel is not turned more than 1.5
turns from center to end in each direction.
⑧ Make sure the LED comes on. If the LED does not stay on, but blinks twice and repeats it, start
all over again.
(4) Operating status LED

Operating status of controller LED
1 • Centering is not yet finished. 1 blink

• Controller has been initialized with plug receptacles connected.
2 • Initial setting mode selected 2 blinks

• If a setting error is detected, you cannot exit the initial setting mode. (*1)
LED stays on
3 • Initial setting completed (ready for operation) (*2)
Steering wheel sensor defective
4 3 blinks
• Sensor coil broken
Tire angle detection potentiometer defective
5 • Wire leading to tire angle sensor or controller is broken. 4 blinks
• Wire leading to tire angle sensor or controller is shorted. (*3)
• Power voltage is lower than rated voltage.
6 • CPU inside controller is defective. Off
• Controller is being initialized
(*1) Setting error:

A setting error occurs if the steering wheel is not turned more than 1.5 turns in each of the clockwise
and counterclockwise directions or if the steering wheel is returned in midstream through rotation from
center to end or vice versa.
(*2) No error is detected (LED stays on.).
(*3) 1: Shorting between +V terminal and signal output terminal of tire angle sensor
2: Steering wheel angle sensor has one of the following errors:
• Shorting between sin drive signal wires
• Shorting between cos signal wires
• Shorting between sin signal wires
3: Solenoid valve driving FET is defective.
- 99 -
6. STEERING SYSTEM
NOTE
- 100 -
7. HYDRAULIC SYSTEM
7. HYDRAULIC SYSTEM
Truck Model FHD20T3A
FHD20C3A
FHD2553A
FHD25C3A
FD20C3Z FD20T4 FHG20C3 FHG20T3 FHD3053A
FHD30C3A
FD25C3Z FD25T4 FHG25C3 FHG25T3 FD35T4SE
FG20C3
FD30C3Z FD30T4 FHG30C3 FHG30T3 FG20T3
FG25C3
FG25T3
FG30C3
Item FG30T3
Main pump
Type Gear type
Model name SGP1A31.9 SGP1A27 SGP1A33.2 SGP1A30.8
Discharge 31.9 cm3 [2.0 in.3]/rev 27.8 cm3 [1.7 in.3]/rev 33.2 cm3 [2.0 in.3]/rev 30.8 cm3 [1.9 in.3]/rev
Control valve
Type 2-spool sliding type, with relief valve,
flow divider and tilt-lock valve
Model name MSV04A
Pressure setting
Main 17.7 MPa {180 kgf/cm2} [2567 psi]
Steering 8.8 MPa {90 kgf/cm2} [1276 psi]
Lift cylinder
Type Single-acting piston
Cylinder bore 2 - 2.5 t: 50 mm [1.97 in.], 3 t: 55 mm [2.17 in.], 3.5 t: 60 mm [2.36 in.]
Stroke 1495 mm [58.9 in.]
Tilt cylinder
Type Double-acting piston
Cylinder bore 80 mm [3.15 in.] (FHD20 - 25: 70 mm [2.76 in.])
Rod diameter 35 mm [1.38 in.] (FHD20 - 25: 30 mm [1.18 in.])
Stroke 128 mm [5.04 in.] (FD35: 135 mm [5.32 in.])
Oil tank
Capacity 32 liters [8.45 U.S. gal] (FD35: 37 liters [9.77 U.S. gal])
- 101 -
7. HYDRAULIC SYSTEM

The hydraulic system consists of a main pump, a control valve, lift cylinders and tilt cylinders.
The oil is supplied from the tank at the right side of the frame.
7.1.1 MAIN PUMP

The main pump is a gear type directly driven by the engine PTO device and picks up oil from the
oil tank and sends to the control valve.
The main pump consists of a pump body, a pair of gears, bushings and packings. This pump uses
pressure-balanced bearings and a special lubrication method to minimize the clearance of the gear
flank.
The pressure-balanced method is to press the pressure plate toward the gear side by introducing
part of the discharge oil between the pressure plate and the pump body.
1. DRIVE GEAR 7. GASKET

2. SNAP RING 8. BUSHING
3. OIL SEAL 9. REAR COVER
4. BUSHING 10. DRIVEN GEAR
5. FRONT COVER 11. SIDE PLATE
6. BODY 12. GASKET
Fig. 7.1 Main Pump
- 102 -
7. HYDRAULIC SYSTEM
(1) Oil flow

The oil which has flowed through the inlet port in the rear cover then enters the chamber formed
by the tooth spaces of the gears, side plates, and the pump body, and flows along the peripheries of
the gears out of the discharge port.
TOOTH SPACE
SUCTION PORT
DISCHARGE PORT
: Oil flow
Fig. 7.2 Hydraulic Oil Flow
(2) Pressure balance

While the pump is not operating or the discharge pressure is low, the side plates are pressed
against the gears’ side faces by the rubber gasket. When the discharge pressure becomes high, a
force which repels the side plates acts on the shaded section in Figure 7.3. At the same time, the
oil pressure also acts on the back side of the side plates, pressing the shaded section in Figure 7.4.
The shapes and surface areas of both shaded sections are almost the same, so that the side plates are
always pressed against the sides faces of the gears with a constant elastic force, regardless of the
discharge pressure of the pump.
Fig. 7.3 Pressure Distribution on Side-Plate Side Fig. 7.4 Pressure Distribution on Gear Side
- 103 -
7. HYDRAULIC SYSTEM
(3) Body wipe

While the discharge pressure is low, the centers of the gears are almost aligned with the centers of
the pump body holes, maintaining the radial clearance which is determined by machined size. When
the discharge pressure increases, the gears are pushed toward the low-pressure side by the clearance
between the gear and bearing and a deflection of the shaft, to make the gear teeth to contact with
the pump body. During this process, the cast pump body is worn away, because the gears, which are
usually heat treated, are harder than the pump body. This is called “body wipe.”
In order to keep the optimum radial clearance of gears when loaded, the pump is run-in at a little
higher pressure than the rated pressure before it is delivered to the customer. Also, the pump is tested
for discharge and specified torque.
Wipe depth
0.01 – 0.06 mm
Eccentricity [0.00039 – 0.0024 in.]
Center of
pump body
Discharge
port Suction port
Trace of wipe
CROSS SECTION A - A
Fig. 7.5 Body Wipe
- 104 -
7. HYDRAULIC SYSTEM
7.1.2 CONTROL VALVE

The control valve consists of FDM front and rear covers and a combination valve, which are
assembled with three bolts.
The FDM front cover contains a main relief valve, a flow priority valve and a PF relief valve. The
combination valve is composed of a lift section and a tilt section.
PF RELIEF LIFT SPOOL

VALVE
LIFT LOCK RELEASE TILT SPOOL
SCREW SOLENOID VALVE
PF PORT
B2 PORT
A2 PORT
T1 PORT
P PORT
A1 PORT
MAIN RELIEF
VALVE SOLENOID VALVE
(LIFT LOCK)
Fig. 7.6 Control Valve
- 105 -
7. HYDRAULIC SYSTEM
(1) Operation of flow priority valve

The flow priority valve receives a single stream of oil through the P port and divides it into
separate output streams: the priority flow (PF flow) of a constant flow setting and the excess flow (MF
flow). The PF flow is supplied to the steering system and the MF flow to the load handling system.
The oil coming through the pump port (P port) flows, passing through the PF throttle hole, the
control orifice and load check in the FD spool, to the PF port. As the flow rate of oil coming through
the P port increases, the pressure differential across the control orifice also increases. This moves the
FD spool, both ends of which receive the pressure across the control orifice, into the direction that
closes the PF throttle hole, thus reducing the PF flow. As a result, the pressure differential across the
control orifice also drops so that the priority flow is maintained at the flow setting determined by
both the control orifice and set spring.
(a) MF flow pressure is lower than PF flow pressure (during steering)

When the steering wheel is turned, the PF flow
pressure increases and thus the entire oil pressure of the
hydraulic system also increases. This allows more oil to P PORT
MF FLOW
flow to the MF flow side because it is lower in pressure PF MF THROTTLE PF FLOW
THROTTLE
than the PF flow side. For this reason, the flow rate
of oil to the control orifice drops to create a pressure
differential across the control orifice, thus shifting the CONTROL
ORIFICE
FD spool into the direction that closes the MF throttle

hole so that the pressure differential across the control MAIN PR
RELIEF
orifice is maintained to keep the priority flow at the RELIEF
LOAD CHECK FD SPOOL PF
PORT
fixed flow setting. (See Figure 7.7.) TANK PASSAGE to LOAD HANDLING
CONTROL VALVE
Fig. 7.7 (MF pressure < PF pressure)
(b) MF flow pressure is higher than PF flow pressure (during load handling)
When the load handling means is operated, the MF
flow pressure increases and thus the entire oil pressure
of the hydraulic system also increases. Since the PF
flow pressure is lower than the MF flow pressure, the
priority flow begins to increase. Therefore, the pressure
differential across the control orifice increases so that
the FD spool moves in the direction that closes the PF
throttle hole, to keep the control flow constant. (See
Figure 7.8.)
Fig. 7.8 (MF pressure > PF pressure)
- 106 -
7. HYDRAULIC SYSTEM
(2) Lift section LIFT LOCK RELEASE

to A1 PORT LOAD SCREW
(a) In netural LOCK POPPET CHECK (FOR EMERGENCY)
PARALLEL OIL
The oil discharged from the pump flows through SOLENOID
VALVE
PASSAGE
the unload passage back to the oil tank. The port A

is blocked so that no pressure oil is supplied to the
lift cylinders. (See Figure 7.9.)
SPOOL
TANK OIL UNLOADING
SPRING OIL PASSAGE
PASSAGE
Fig. 7.9
(b) Spool pulled out (when forks are lifted)

The unload passage is closed so that the oil from
the pump flows through the parallel passage to push
open the load check and lock poppet and enters
the lift cylinders through the port A1. The spool is
returned to neutral by the return spring. (See Figure
7.10.)
Fig. 7.10
(c) Spool pushed (lowering the forks) Hydraulic pressure acts
on the back of the lock
When the spool is pushed down, the unloading poppet to prevent the
poppet from opening.
oil passage remained still open to allow the oil
discharged from the pump to return to the tank oil
passage.
① Solenoid not energized:

The oil returning from the A port is blocked by
the lock poppet so that the lowering of the forks Fig. 7.11
is prevented. (See Figure 7.11.)
② Solenoid energized
The oil returning from the A port flows through
the control orifice of the lock poppet to the
solenoid valve before flowing to the return oil
passage, thus producing a pressure difference
that causes the lock poppet to open. The oil
flowing through the lock poppet returns,
Fig. 7.12
passing through the spool land that opens in the
tank oil passage direction, back to the tank. The spool is returned to neutral by the return spring.
(See Figure 7.12.)
- 107 -
7. HYDRAULIC SYSTEM
(3) Tilt section

LOAD CHECK
(a) In neutral
PORT A2 PORT B2
The oil discharged from the pump flows, passing PORT A1
through the unload passage, back into the oil tank.

PARALLEL
The ports A2 and B2 are blocked so that the no PASSAGE
pressure oil is supplied to the tilt cylinders. SPRING
(b) Spool pulled out (when upright is tilted back)

When the unload passage is closed, the oil from
the pump flows through the parallel passage to push SPOOL
PILOT
open the load check and enters the tilt cylinders SPOOL
TANK
PASSAGE
UNLOAD
PASSAGE
through the port A2. The oil returning from the
tilt cylinders flows through the port B2 and tank Fig. 7.13
passage, back into the oil tank.
If the load inside the tilt cylinders is higher than
the relief valve pressure setting, the relief valve
opens to allow oil to return into the tank passage.
The spool is returned to neutral by the return spring.
(See Figure 7.14.)
(c) Spool pushed in (when upright is tilted forward)

With the unload passage closed, the oil from the
pump flows though the parallel passage to push open
the load check and enters the tilt cylinders through Fig. 7.14
the port B2. The oil returning from the tilt cylinders
enters at the port A2, but is blocked by the tilt lock
valve. However, as the oil pressure rises, the pilot
spool moves in the direction that compresses the
spring so that the oil at the port A2 flows through the
oil passage inside the spool, back into the oil tank.
If the load inside the tilt cylinders is higher than
the relief valve pressure setting, the relief valve
opens to allow oil to return to the tank passage. The
spool is returned to neutral by the return spring. (See
Figure 7.15.)
Fig. 7.15
(d) Tilt lock mechanism
The tilt spool is provided with a tilt lock
mechanism that prevents the tilt cylinders from
moving when the tilt lever is placed in the forward
tilt position with no oil flow to the main valve.
If the spool is pushed in (the tilt lever is placed in
the forward tilt position) with no oil flow from the
pump, the oil at the loaded side inside each of the
tilt cylinders tries to flow out the port A2. However,
since no pilot pressure is supplied, the pilot spool
does not move so that the return passage to the oil Fig. 7.16
tank is closed. This prevents the tilt cylinders from operating. (See Figure 7.16.)
- 108 -
7. HYDRAULIC SYSTEM
(4) Accessory section (option)

(a) In neutral LOAD CHECK PARALLEL
The oil from the pump flows through the unload PORT A PORT B PASSAGE
SPRING
passage, back into the oil tank. The ports A and B
are blocked so that no oil pressure is supplied to the
cylinder. (See Figure 7.17.)
SPOOL
TANK UNLOAD
PASSAGE PASSAGE
Fig. 7.17
(b) Spool pulled out

The unload passage is closed and the oil from
open the load check and enters the cylinder through
the port A. The oil returning from the cylinder flows
through the port B, past the tank passage, back into
the oil tank.
If the load inside the cylinder is higher than the
relief valve pressure setting, the relief valve opens Fig. 7.18
to allow oil to return into the oil tank. The spool is
returned to neutral by the return spring. (See Figure 7.18.)
(c) Spool pushed in

The unload passage is closed and the oil from
open the load check and enters the cylinder through
the port B. The oil returning from the cylinder flows
through the port A, past the tank passage, back into
the oil tank.
If the load inside the cylinder is higher than the
relief valve pressure setting, the relief valve opens
Fig. 7.19
to allow oil to return to the tank passage. The spool
is returned to neutral by the return spring. (See Figure 7.19.)
- 109 -
7. HYDRAULIC SYSTEM
(5) UL cover rear section

The rear cover is provided with a hose mounting UNLOADING
PARALLEL OIL POPPET
port through which used hydraulic oil can be PASSAGE
SOLENOID
returned to the tank, and an electromagnetic VALVE
unloader valve, which unloads load handling
hydraulic oil. HOSE
MOUNTING
PORT
(a) Solenoid not energized: TANK OIL
The hydraulic oil having passed through the PASSAGE
orifice inside the unloader poppet flows through

the solenoid valve to the tank oil passage, thus
Fig. 7.20
producing a pressure difference across the orifice
to open the unloader poppet so that the parallel
oil passage is opened to the tank oil passage.
This makes it difficult for the parallel oil passage
to distribute hydraulic oil to each section, thus
preventing load handling operation. (See Figure
7.20.)
(b) Solenoid energized:

When the solenoid is energized, the oil flow from
Fig. 7.21
the solenoid valve is blocked. The oil no longer
flows into the orifice inside the unloader poppet. The unloader poppet is closed so that hydraulic oil
can be distributed through the parallel oil passage to each section. (See Figure 7.21.)
- 110 -
7. HYDRAULIC SYSTEM
(6) Operation of main relief valve

(a) When relief valve is closed PILOT POPPET MAIN
POPPET
If the circuit oil pressure is lower than the relief
SEAT SLEEVE
valve pressure setting, the relief valve is closed.
The oil at the port P flows through the orifice in
the poppet to fill the spring chamber.
The oil inside the spring chamber acts on the pilot
poppet, which is however forced against the seat by
spring pressure to block oil flow to the tank passage.
The main poppet is closely seated to the sleeve by SPRING ORIFICE
CHAMBER
both the spring force and the difference in area on
which the oil pressure acts, to block the oil passage
Fig. 7.22 Main Relief Valve (closed)
to the tank port. Therefore, all the oil sent into the
circuit flows to the operating area. (See Figure 7.22.)
(b) When relief valve opens

If the circuit oil pressure becomes higher than the
relief valve pressure setting, the relief valve opens.
That is, when the oil pressure in the circuit
reaches the pilot poppet pressure setting, the
pressure oil pushes up the pilot poppet to flow into
the tank passage. This causes a pressure differential
across the orifice in the main poppet to push open
the main poppet to allow the oil to flow from the
port P to the tank passage, thus controlling the oil
pressure in the circuit. (See Figure 7.23.)
Fig. 7.23 Main Relief Valve (open)
- 111 -
7. HYDRAULIC SYSTEM
(7) Operation of PF relief valve

The PF relief valve is a direct-acting type. The PF FLOW MAIN POPPET
VALVE BODY
main poppet is closely seated to the valve body by the SPRING
spring.
If the PF flow pressure is higher than the pressure
setting of the relief valve, main poppet opens to direct
the PF flow to the tank passage. (See Figures 7.24 and
7.25.) TANK PASSAGE
Fig. 7.24 PF Relief Valve (closed)
Fig. 7.25 PF Relief Valve (open)
(8) Operation of port relief valve

(a) When port relief valve is closed MAIN
PILOT POPPET
INTERMEDIATE PORT A
If the circuit oil pressure is lower than the pressure POPPET
PISTON OR B
SEAT
setting, the relief valve is closed.
The oil at the port A or B flows through the orifice
in the intermediate piston inside the main poppet to fill
the spring chamber. The oil in the spring chamber acts
on the pilot poppet, which is however forced against SPRING
SPRING
the seat by spring pressure to block oil flow to the tank CHAMBER TANK ORIFICE
PASSAGE
passage. The main poppet is closely seated to the sleeve
by both the spring force and the difference in area on
Fig. 7.26 Port Relief Valve (closed)
which the oil pressure acts, to block the oil passage to
the tank port. Therefore, all the oil sent into the circuit
flows to the operating area. (See Figure 7.26.)
- 112 -
7. HYDRAULIC SYSTEM
(b) When port relief valve opens

If the circuit oil pressure becomes higher than the
PORT A OR B
relief valve pressure setting, the pressure pushes up
the pilot poppet to flow into the tank passage. This
causes a pressure differential across the orifice in the
intermediate piston so that intermediate piston is forced
against the front end of the pilot poppet. As a result,
the oil pressure in the spring chamber drops to cause a
pressure differential across the main poppet. This opens TANK PASSAGE
the main poppet and thus the passage to the tank port
is also opened to allow the pressure oil to flow into the
Fig. 7.27 Port Relief Valve (open)
tank. (See Figure 7.27.)
(c) Anticavitation
If the oil pressure at the port A or B is lower than the oil pressure in the tank passage, a force
occurs in the direction that opens the main poppet because of the difference in area across the main
poppet. This force opens the main poppet to direct the oil from the tank passage into the port A or B,
thus preventing the actuator pressure from going negative. (See Figure 7.27.)
- 113 -
7. HYDRAULIC SYSTEM
7.1.3 VALVE CONTROLS

The control valve plungers are actuated with the levers as shown in Figure 7.28, with each lever
mounted on a single shaft.
The shafts are supported by brackets which are attached to the front guard. The movement of each
lever is transmitted through a rod to the respective plungers.
TILT LEVER
ATTACHMENT LEVER
LIFT LEVER (OPTION)
CONTROL VALVE
SPACER
Detail of A
Fig. 7.28 Valve Controls
- 114 -
7. HYDRAULIC SYSTEM
7.1.4 LIFT CYLINDER

The lift cylinder is a single-acting piston type consisting of a cylinder, a piston rod, a piston and a
holder.
The piston is secured to the piston rod with a snap ring, with a wear ring and packing on its outer
diameter.
At the bottom of one cylinder is a cut-off valve which will act as a safety device if the high-
pressure hose connecting the right and left lift cylinders bursts for any reason.
The holder has a bushing and an oil seal pressed to support the piston rod and provide dust
proofness for the cylinder.
■ Cut-off valve operation

When the oil in the cylinder returns into the oil tank,
it passes through the holes A and B in the piston.
If the flow rate of the oil passing through those holes
is less than the setting of the flow regulator valve, the
pressure differential across the piston is smaller than
the spring force so that the piston won’t move.
If its flow rate becomes greater than the flow
regulator valve pressure setting due to a burst of the PISTON
high-pressure hose or for any other reason, the pressure
SPRING
differential across the piston becomes greater than the
spring force to move the piston to the right, so that
the piston comes in close contact with the area C on
the case. This prevents the oil from flowing cut of the
cylinder, to stop the lowering of the forks. Fig. 7.29 Flow Rate Smaller than Setting
CASE
Fig. 7.30 Flow Rate Greater than Setting
- 115 -
7. HYDRAULIC SYSTEM
Details of cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. “U”-RING
5. HOLDER
6. “O”-RING
7. BUSHING
8. CYLINDER
9. ROD
10. LOCK RING
11. PISTON
12. WEAR RING
13. PACKING
14. SNAP RING
15. SHEAVE
16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
20. COTTER PIN
Fig. 7.31 Lift Cylinder (VM-2N5)
- 116 -
7. HYDRAULIC SYSTEM
Details of cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. “U”-RING
5. HOLDER
6. “O”-RING
7. BUSHING
8. CYLINDER
9. ROD
10. LOCK RING
11. PISTON
12. WEAR RING
13. PACKING
14. SNAP RING
15. SHEAVE
16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
20. COTTER PIN
Fig. 7.32 Lift Cylinder (VM-2N9)
- 117 -
7. HYDRAULIC SYSTEM
7.1.5 FLOW REGULATOR VALVE

The flow regulator valve controls the fork
descending speed and acts as a safety device if LIFT CYLINDER
(RIGHT)
the high-pressure hose bursts for any reason. It is
located as shown in Figure 7.33.
LIFT CYLINDER
(LEFT)
■ Flow regulator valve operation from
CONTROL
The oil returning from the lift cylinders enters the VALVE
chamber G , passing through chambers F , E , D ,

C , B , and A , back to the control valve. to OIL
TANK
The more the oil flows through the hole C in the
piston ④ , the greater the pressure differential across
the piston ④ becomes to move the piston ④ to the FLOW
REGULATOR
right. VALVE
For this reason, the hole D is narrowed by the

hole C so that the oil flow is restricted to slow the
fork descending speed.
When the forks are raised, the high-pressure oil
from the control valve flows, passing through A , B , Fig. 7.33
C , D , E , F and G , into the lift cylinders.
FREE FLOW
CONTROLLED FLOW
LIFT CYLINDER SIDE CONTROL VALVE SIDE
1. CASE 5. SLEEVE
2. SPRING 6. ORIFICE
7. SPRING
3. BALL
8. “O”-RING
4. PISTON
9. NIPPLE
Fig. 7.34 Flow Regulator Valve
- 118 -
7. HYDRAULIC SYSTEM
7.1.6 TILT CYLINDER

The tilt cylinder is a double-acting type, and its piston rod end is supported by the mast and the
cylinder tail is connected to the frame with a pin. This truck is provided with two tilt cylinders on
both sides of the front of the truck.
The tilt cylinder assembly consists primary of a cylinder body, a cylinder cap, a piston and a
piston rod. The piston, attached to the piston rod with lock nuts, has a back-up ring and an “O”-
ring installed on its circumference, and moves along the inner surface of the cylinder by the force of
hydraulic oil.
A bushing is press-fitted inside the cylinder cap to support the piston rod, with a packing and dust
seal to provide oil tightness for the piston rod and the cylinder cap. The cylinder cap, fitted with an
“O”-ring on its outer periphery, is screwed into the cylinder body.
When the tilt lever in the operator’s compartment is tilted forward, high-pressure oil enters the
cylinder tail side, moving the piston forward, tilting the mast forward.
When the tilt lever is tilted backward, high-pressure oil enters the cylinder cap side and moves the
piston backward, tilting the mast backward.
1. JOINT 6. CYLINDER CAP 11. PISTON

2. DUST SEAL 7. LOCK RING 12. PACKING
3. BUSHING 8. “O”-RING 13. LOCK NUT
4. “O”-RING 9. ROD
5. PACKING 10. CYLINDER
Fig. 7.35 Tilt Cylinder
- 119 -
7. HYDRAULIC SYSTEM
7.1.7 OIL TANK

The oil tank is integral with the frame and located at the right-hand side of the truck body. Figure
7.36 shows its construction.
Inside the oil tank are a suction filter and a return filter to remove dust from the oil.
CAP
SUCTION FILTER
BREATHER
to LIFT
CYLINDER
STEERING
to PUMP RETURN
from CONTROL VALVE
RETURN FILTER
DRAIN PLUG
Fig. 7.36 Oil Tank
- 120 -
CONTROL VALVE
to LIFT CYLINDER
ORBITROL
TILT CYLINDER
(RIGHT)
OIL TANK
- 121 -
The pipe should be
pointed inwards.
The piping direction of

the 3.5-ton trucks should
be opposite to that of the
Fig. 7.37 Hydraulic Oil Piping

TILT CYLINDER 2- to 3-ton trucks.
(LEFT)
PUMP
STEERING CYLINDER
7. HYDRAULIC SYSTEM
7. HYDRAULIC SYSTEM
NOTE
- 122 -
8. LOAD HANDLING SYSTEM

Truck Model FG20C3 FG20T3 FD20C3Z FD20T4 FG30C3 FD30C3Z
FHG20C3 FHG20T3 FHD20C3A FHD20T3A FG30T3 FD30T4 FG35T3S
FG25C3 FG25T3 FD25C3Z FD25T4 FHG30C3 FHD30C3A FD35T4SE
FHG25C3 FHG25T3 FHD25C3A FHD25T3A FHG30T3 FHD30T3A
Item
Name VM-2N5 VM-2N9 VM-2Y5
Type Roller type 2-stage telescopic mast with free lift
Standard max. 3000 mm [118.11 in.]
lifting height
Fork lifting system Hydraulic
Fork tilting system Hydraulic
Lift chain Leaf chain BL634 Leaf chain BL823 Leaf chain BL834
Channel shape
Outer channel
A : 48 mm [1.89 in.] A : 60 mm [2.36 in.]

B : 119.5 mm [4.7 in.] B : 124 mm [9.88 in.]
C : 161.5 mm [6.36 in.] C : 170 mm [6.69 in.]
Inner channel
A : 48 mm [1.89 in.] A : 45 mm [1.77 in.]

B : 119.5 mm [4.7 in.] B : 119.5 mm [4.70 in.]
C : 161.5 mm [6.36 in.] C : 159.5 mm [6.28 in.]
D : 76 mm [2.99 in.] D : 76 mm [2.99 in.]
- 123 -

The roller-type two-stage telescopic upright consists of an outer channel, an inner channel and a
carriage.
8.1.1 OUTER AND INNER CHANNELS

The outer and inner channels are of welded construction. The outer channel has a support at its
lower part, with which the upright assembly is mounted on the drive axle.
The outer channel is supported to the frame through the tilt cylinders, which extend and retract to
tilt the upright forward and backward, respectively.
The end rollers are installed on the lower outside of the inner channel and upper inside of the
outer channel with shims.
1. INNER CHANNEL
2. OUTER CHANNEL
3. END ROLLER
4. SHIM
5. END ROLLER
6. SHIM
7. SLIPPER
8. SHIM
9. PIN
10. CAP
11. BUSHING
Fig. 8.1 Outer and Inner Channels
- 124 -
8.1.2 CARRIAGE
The carriage has end rollers installed with bearings on its end roller shafts welded to the carriage.
The end rollers are shim adjusted and roll along inside the inner channel assembly.
The fore-and-aft load is sustained by the end rollers and the lateral load by the side rollers
provided at the lower part of the carriage. When the forks are raised to the top position, the top end
rollers come out beyond the top of the upright.
1. FORKS
2. STOPPER
3. SPRING
4. HANDLE
5. CARRIAGE
6. END ROLLER
7. LOCK BOLT
8. SIDE ROLLER
9. SHIM
10. SHIM
11. SPACER
12. LOAD BACKREST
Fig. 8.2 Carriage
- 125 -
8.1.3 LOCATIONS OF ROLLERS

The end and side rollers are installed on the carriage.
The end rollers support the fore-and-aft load and the side rollers support the lateral load so that the
inner channels and carriage are raised and lowered smoothly.
of the outer and inner

roller rolling surfaces
(shown in bold lines)
Apply grease on the
(shim adjusted)
END ROLLER
channels.
CARRIAGE
Lower side
SIDE ROLLER
(shim adjusted)
END ROLLER
END ROLLER
Upper side
INNER CHANNEL
CHANNEL
adjusted)
ROLLER
SLIPPER
adjusted)
OUTER
(shim
END
(shim
Fig. 8.3 Locations of Rollers (Trucks with capacities from 2 to 3 tons)
- 126 -
Upper side Lower side
END ROLLER SIDE ROLLER

INNER CHANNEL (shim adjusted)
(shim adjusted)
OUTER CHANNEL
END ROLLER
END ROLLER (shim adjusted)
(shim adjusted)
END ROLLER
- 127 -
(shim adjusted)
END ROLLER
(shim adjusted)
SLIPPER
(shim adjusted)
Apply grease on the

roller rolling surfaces
(shown in bold lines)
of the outer and inner
channels.
Fig. 8.4 Locations of Rollers (Trucks with capacity of 3.5 tons)

NOTE
- 128 -
9. ELECTRIC WIRING
9. ELECTRIC WIRING
The electric components of the truck are wired through several types of wire harnesses and color
coded by circuit.
The wire harnesses are connected with connectors (2 types) or screw.
Table 9.1 Color symbols and examples
B Black R Red
G Green W White
L Blue Y Yellow
O Orange Lg Light green
Example: Yellow coating with a blue marking P Pink Sb Light blue Example: White coating without marking
Table 9.2 Connector symbol
Connection type Plug-in side Receptacle side Remarks
Housing
Plug-in type
The alphabetic letters means

Plug
colors. (Table 9.1)
Screw type
The dotted lines in the circuit diagrams are given for optional equipment.
DANGER ! Use due caution when handling the battery unit.

1. Never short the circuit, spark, smoke or use fire near the battery unit. Since flammable gas
is always released from the battery, there is a danger of causing an explosion.
2. The battery electrolyte is dilute sulfuric acid. It will cause burns if it gets on the skin. If
electrolyte comes in contact with the skin, flush with water. It can cause blindness if it
gets into eyes. If electrolyte gets into your eyes, flush your eyes out with water and get to a
doctor.
- 129 -
9. ELECTRIC WIRING
Battery
Capacity 36 Ah
Voltage 12 V
Electrolyte specific gravity 1.280 (20°C)
Headlights
Capacity 12 V - 55 W
Front combination lights
Capacity
Parking brake light 12 V - 10 W
Turn signal light 12 V - 27 W
Rear combination lights
Capacity
Tail/brake light 12 V - 8 W / 23 W
Turn signal light 12 V - 27 W
Back-up light 12 V - 10 W
Work light (option)
License number plate light (option)

The power for the electrical equipment of the truck is supplied from the 12-V battery.
- 130 -
9. ELECTRIC WIRING
9.1.1 BATTERY
The battery case has a shape as shown in Figure
9.1 and is located on the left-side frame of the truck.
The negative (-) terminal of the battery is
connected to the truck frame and the positive (+)
terminal is connected to the B terminal of the starter
motor and to the fuse box (through a fusible link
wire) and the B terminal of the starter switch.
Trucks with a V2403 engine have battery terminals

whose polarities are laterally reversed from these
sketches.
Fig. 9.1 Battery
BATTERY
Fig. 9.2 Battery Location
- 131 -
9. ELECTRIC WIRING
(1) Starter switch

The starter switch has a shape as shown in Figure
9.3, and is used to start and stop the engine as well
as turn on and off the battery power supply.
■ OFF position
The position in which the starter key is inserted
or drawn out. The battery power supply is turned
OFF.
The engine comes to a stop when the starter BR
OFF B R1
switch is turned to this position. B
ON
BR
CAUTION START
The battery is always connected to the terminal
B even when the starter switch is in the OFF
position. Use caution to prevent short-circuiting R1
when servicing. View A View B
■ ON position Fig. 9.3 Starter switch

When the starter switch is turned to the ON
position, the terminals B and BR are connected to each other to allow electric current from the
battery to flow through the fuses in the fuse box connected to the terminal BR into the electric
circuits of the truck.
■ Start position
When the starter switch is turned to the START position, the terminal B is also connected to the
terminal R1 .
This action activates the starter relay to run the starter motor.
<Reference>
If the operator’s hand is removed from the starter key at the START position, the key will return
to the ON position.
- 132 -
9. ELECTRIC WIRING
(2) Starter circuit and battery charge circuit

When the starter switch is turned to the ON position, the terminals B and BR of the starter
switch are connected to each other to allow electric current from the battery to flow into all the
electric circuits of the truck. At this time, the electric current flows through the charging lamp of the
combination meter to the L terminal of the alternator, turning on the charging lamp.
When the starter switch is turned to the START position with the direction control lever in neutral,
the starter relay is activated to run the starter motor which in turn rotates the engine crankshaft.
As the engine starts and the alternator starts generating power, electric current flows from the
terminal B of the alternator through the battery relay to the battery.
Besides, the voltage at the L terminal of the alternator starts rising when power generation starts,
the electric current flowing through the charging lamp drops or becomes zero to turn off the charging
lamp.
Automatic transmission Meter panel

truck only FUEL LEVEL WATER TEMP. ILLUMINATION
CPU HOUR METER METER METER
Direction switch
F
Starter switch
N OFF
1 C A J G H E N D M B L K F
R χ
2
EMPTY
N IG1IG2VF VF2 ST VR Ra B Ig S
FUEL
12V
HOUR METER GND
5V
DC/DC
DC/DC
OIL PRESSURE
3BG
3BY
WATER TEMP.
2LR
WL
YR
AIR CLEANER
SEDIMENTER
INTER LOCK
FUEL LEVEL
E/G CHECK
SEAT BELT
RADIATOR
BrB NEUTRAL
LY KEY ON +
BATTERY
PARKING
BR CHARGE
BATT. +
LEVEL
LB GLOW
GND
B
L
Alternator
5BY
3B
B
Glow plug
E Diesel truck relay
3BY
3BL
BrB
2LR
2YL
2YL
WL
WL
B
3BY
B
R (LEVEL)
BR L (RELAY) TIMER QOS
1 2 3 4 5 6 7
5BW
WL
BW
5BY
OG
2YL
WL
LB
LY
B
B
Neutral Neutral Starter

safety relay relay
To A 40B
Starter
B B
F.L.W. 3BL
S
0.85R
5BY 5BY
3BG
3BG
3BY
3BY
Fuse box Fuel cut-off valve

15A
Diesel truck WG
3BY HEAD & POSITION 2R
7.5A STOP BrY
5BY
3BY 7.5A HORN GY

40B To B 15A RWL OPTION
+ A 7.5A
3BG TURN WY
BATTERY 12V
3A T/M YG YR Distributor
(Ignition coil) spark plug
3A METER LY LY
3BG 7.5A BACK RY
3A E/G WG WG WG
7.5A INTERLOCK
- & OPTION 2L
㧖
LW Gasoline truck
40B
3B
5BW
Grounding
E/G (frame) Glow
EARTH
plug
Diesel truck
Fig. 9.4 Starter Circuit and Battery Charge Circuit
- 133 -
9. ELECTRIC WIRING
(3) Fuses
Each of the electric circuits is provided with
Fuse box
a fuse to protect the electric devices and wiring
against overcurrent.
As shown in Figure 9.7, fuses are contained in the
fuse box which is installed in the position indicated
in Figure 9.5.
CAUTION
••If a fuse is blown out, locate the cause and
troubleshoot properly before replacing the fuse
with a new one of the same capacity. Fig. 9.5
••A new fuse of the same capacity should be

installed at the same position as the one removed. How to check fuses
••Do not substitute a piece of metal for a fuse.
Normal fuse Blown-out fuse
Fig. 9.6
- 134 -
9. ELECTRIC WIRING
SPARE FUSE, 7.5 A SPARE FUSE, 30A
SPARE FUSE, 3A
ԩԨ FUSE PULLER
SPARE FUSE, 15A
1 11
2 12
3 13
4 14
5 15
6 16
7 17
8 18
10
Fig. 9.7 Fuse Box
- 135 -
9. ELECTRIC WIRING
9.1.2 LIGHTING EQUIPMENT

The lighting equipment of the truck consists primarily of headlights, front and rear combination
lights, and work lights. As shown in Figure 9.8, they are turned on and off using the combination
switch or work light switch.
LIGHTING SWITCH
TURN SIGNAL SWITCH

DIRECTION CONTROL LEVER
(FOR AUTOMATIC TRANSMISSION
TRUCKS ONLY)
*1㧗
*1㧙
FOR THE HORN
VR ST VF N
Ra VF2 IG1 IG2
LT TL
LH EL TR TB
FOR DIRECTION CONTROL

(FOR AUTOMATIC TRANSMISSION TRUCKS ONLY) FOR TURN SIGNAL AND LIGHTING
Fig. 9.8 Combination Switch Unit
- 136 -
9. ELECTRIC WIRING
(1) Lighting switch

The lighting switch is incorporated into the right-side lever of the combination switch unit. The
side marker lights, tail lights and headlights can be turned on or off by turning the front end of the
right-side lever.
■ Turning the lever to the first notch

When the lever is turned one notch from neutral, the terminals EL and LT of the lighting switch
are connected to each other to activate the tail light relay which in turn turns on the side marker
lights of the front combination light unit, the tail light of the rear combination light unit, and the
illumination light of the combination meter.
■ Turning the lever to the second notch

When the lever is turned further to the second notch, the terminals EL , LT , and LH are
connected to each other, to activate the headlight relay which in turn turns on the headlights.
FRONT FRONT
COMBINATION LIGHTING COMBINATION
HEADLIGHT LIGHT (LEFT) LIGHT (RIGHT) HEADLIGHT
(LEFT) SWITCH (RIGHT)
OFF
T
H
EL LT LH
RW
RW
WB
WB
Y
Y
to (+) TERMINAL
Lg
Br
R
GW
GW
RY
RY
OF BATTERY
G
G
B
B B B B
B B B B
G RW RW G
GW GR GL GW
RY RY RY RY
RW
RY
2R
Lg
Br
R
B
HEADLIGHT TAIL LIGHT

RELAY RELAY
RW
GR
RB
GL
RL
2B
G GR GL G
RW RW RW RW
RB RB RB RB
TAIL LIGHT (8W) B B B B TAIL LIGHT (8W)
RL RL RL RL
REAR COMBINATION REAR COMBINATION

LIGHT (LEFT) LIGHT (RIGTH)
Fig. 9.9 Lighting Circuit
- 137 -
9. ELECTRIC WIRING
(2) Turn signal switch

The turn signal switch is incorporated into the right-side lever of the combination switch unit. The
right or left turn signal lights blink when the lever is moved forward or back.
When the lever is moved forward, the terminals TB and TL are connected to each other to blink
the turn signal lights at the left side of the truck.
When the lever is moved back, the terminals TB and TR are connected to each other to blink the
turn signal lights at the right side of the truck.
FRONT FRONT
COMBINATION TURN SIGNAL COMBINATION
R
LIGHT (LEFT) SWITCH
N LIGHT (RIGHT)
L
TB TL TR
RW
RW
WB
WB
Y
Y
GR
GB
GL
GW
GW
RY
RY
G
G
B
B
B B B B
B B B B
G RW RW G
GW GR GL GW
RY RY RY RY
FLASHER UNIT
E B L
WY
GB
B
to STARTER
SWITCH (BR)
RW
GR
RB
GL
RL
2B
G GR GL G
RW RW RW RW
RB RB RB RB
TURN SIGNAL (23W) B B B B
RL RL RL RL
TURN SIGNAL (23W)
REAR COMBINATION REAR COMBINATION

LIGHT (LEFT) LIGHT (RIGHT)
Fig. 9.10 Turn Signal Circuit
- 138 -
9. ELECTRIC WIRING
(3) Headlight
The headlight has a structure as shown in Figure 9.11 and consists primarily of a housing, a rim, a
lens and a light bulb.
RIM LIGHT BULB
HOUSING
LENS
㧗 GROUND
Fig. 9.11 Headlight
- 139 -
9. ELECTRIC WIRING
(4) Front and rear combination lights

The front and rear combination light assemblies have structures as shown in Figure 9.12. The front
combination light assembly consists of a turn signal light and side marker light. The rear combination
light assembly consists of a turn signal light, a brake light, and a tail light.
■ Front combination light assembly
TURN SIGNAL LIGHT
TURN SIGNAL
GROUND
SIDE MARKER
View A
SIDE MARKER LIGHT
■ Rear combination light assembly
BACK-UP LIGHT TURN SIGNAL LIGHT BRAKE/TAIL LIGHT
TURN SIGNAL
BACK-UP LIGHT GROUND
BRAKE LIGHT TAIL LIGHT
View A
Fig. 9.12 Combination Light Assemblies
- 140 -
9. ELECTRIC WIRING
HEADLIGHT REAR COMBINATION

LIGHT
FRONT
COMBINATION
LIGHT
Fig. 9.13 Location of lights
- 141 -
9. ELECTRIC WIRING
■ Replacing light bulbs

Remove the bulb by pushing it in and then
SCREW
turning to the left.
Reinstall a new bulb by pushing it in and then REFLECTOR
turning to the right.

GASKET
(1) Headlight and work light
① Remove the screw securing the rim and
housing and remove the rim, lens and gasket.
② Remove the bulb from the reflector and install LENS
a new bulb.
RIM
Fig. 9.14 Headlight (Work Light)
1. Use caution not to get burnt because the surface of a bulb is hot soon after it is turned
off.
2. Use caution not to contaminate the bulb surface or reflector surface with lubricant.
③ With the gasket, install the lens and reflector.
(2) Rear and front combination lights

BACK-UP LIGHT
① Remove the screw and separate the lens from
the body.
TURN SIGNAL
② Remove the burned-out bulb and reinstall a LIGHT
27W-12V
new one.
③ Reassemble the lens and body with the
BODY
screws.
STOP/TAIL
LIGHT
LENS 23W/8W-12V
SCREW
Fig. 9.15 Rear Combination Light Assembly

TURN SIGNAL LIGHT
27W-12V
SCREW
BODY
SIDE MARKER
LIGHT
10W-12V
LENS
Fig. 9.16 Front Combination Light Assembly

- 142 -
9. ELECTRIC WIRING
BACK-UP LIGHT RELAY

(OPTION)
DIODE
SOLENOID VALVE
(AUTOMATIC
TRANSMISSION
TRUCKS ONLY)
STARTER RELAY
FUSIBLE LINK
BACK-UP BUZZER
FUSE BOX BATTERY
FLASHER UNIT
View A
AUTO-CHOKE RELAY
NEUTRAL SAFETY RELAY

NEUTRAL RELAY
TAIL LIGHT RELAY

HORN
HEADLIGHT RELAY
View B
Fig. 9.17 Location of Electrical Components (Trucks with a K21/K25 Gasoline Engine)
- 143 -
9. ELECTRIC WIRING
BRAKE LIGHT SWITCH
DIODE
SOLENOID VALVE
(AUTOMATIC
TRANSMISSION
TRUCKS ONLY)
GLOW PLUG TIMER

STARTER RELAY
FLASHER UNIT
BATTERY
FUSE BOX
GLOW PLUG RELAY
10P
BACK-UP BUZZER
NEUTRAL
SAFETY RELAY
NEUTRAL RELAY View A
TAIL LIGHT RELAY
HORN
View B
HEADLIGHT RELAY
Fig. 9.18 Location of Electrical Components (Trucks with a V2403 Diesel Engine)
- 144 -
9. ELECTRIC WIRING
DIODE
SOLENOID VALVE
(AUTOMATIC
TRANSMISSION
TRUCKS ONLY)
FUSIBLE LINK WIRE
FLASHER UNIT
FUSE BOX
BATTERY
STARTER RELAY
TIMER
GLOW PLUG RELAY
BACK-UP BUZZER
NEUTRAL
SAFETY RELAY
NEUTRAL RELAY
TAIL LIGHT RELAY HORN View A
View B HEADLIGHT RELAY
Fig. 9.19 Location of Electrical Parts (Trucks with a C240 Diesel Engine)
- 145 -
9. ELECTRIC WIRING
BACK-UP LIGHT RELAY

(OPTION)
TIMER
DIODE
SOLENOID VALVE
(AUTOMATIC
TRANSMISSION
TRUCKS ONLY)
STARTER RELAY
FUSIBLE LINK
FUSE BOX BATTERY
DETECTOR FLASHER UNIT

GLOW PLUG RELAY
BACK-UP BUZZER
NEUTRAL
SAFETY RELAY
NEUTRAL RELAY View A
TAIL LIGHT RELAY HORN
HEADLIGHT RELAY
View B
Fig. 9.20 Location of Electrical Parts (Trucks with a QD32 Diesel Engine)
- 146 -
9. ELECTRIC WIRING
COMBINATION
METER
ALARM
SEAT
SWITCH
PARKING BRAKE
SWITCH
TIMER
View B
Fig. 9.21 Location of Electrical Parts (for Interlock System)
- 147 -
to LIGHTING SWITCH
to DIRECTION CONTROL SWITCH

Br Lg R GL GR GB
V Sb WL O OL YR YR Y
3BG
2LR 3BY to STARTER SWITCH
9. ELECTRIC WIRING
G
to HORN SWITCH
for OPTIONAL B
ELECTRICAL PARTS
to COMBINATION METER
O WR
to HORN
LW
BR YG L LY RW YW WG RB
2B G
WB YB WR B BrR BrB LB
W GY
to ORBITROL
2L to PARKING
B LY BRAKE SWITCH
BW GO WBr RB B
to WIRE HARNESS, P
OVERHEAD GUARD
Sb
(LEFT)
B RY B to WIRE HARNESS,
LW
GR RW OVERHEAD GUARD
B
(RIGHT)
- 148 -
B RY B
GL RW
to REAR WORK
LIGHT SWITCH
WR WL 2LR
B B 2YL
to NEUTRAL RB
Fig. 9.22 Wire Harnesses, Cowl

Lg R SAFETY RELAY LG
Sb B RW
Br 2R to TAIL LIGHT RELAY

P to ALARM BUZZER
B RY
to HEADLIGHT RELAY
WL BrB GW BrW GW BrW
2L 3BY3BG B B
2YL BrW 2B to CONTROL VALVE to CONTROL VALVE
YR 2R LW
to NEUTRAL RELAY LIFT LOCK INTERLOCK
YB GO BW WBr GW GB W RW GR GL
YW YG WB LY GY Y BrR BrB RY BR
WL WG LG LB
V OL Sb WR
to WIRE HARNESS, ENGINE

9. ELECTRIC WIRING
for ELECTRONICALLY
CONTROLLED
ENGINES ONLY to WIRE HARNESS, COWL
to WIRE HARNESS,
ECM
to BRAKE LIGHT
to LEAD WIRE, SIL SWITCH
for AUTOMATIC
to OK TRANSMISSION
MONITORS TRUCKS ONLY
(OPTION)
to FR VALVE
to FUSE BOX
to DIODE
for NON-
ELECTRONICALLY for MANUAL
CONTROLLED TRANSMISSION
to AUTO- to GROUND TRUCKS ONLY
CHOKE ENGINES ONLY
RELAY to FUEL LEVEL to FUEL CUT-OFF to BACK-
SIGNAL SENDER VALVE UP LIGHT
SWITCH
to METER
to DIODE to WATER TEMP. to NEUTRAL
SWITCH
SENSOR for NON-
to BATTERY ELECTRONICALLY
to STARTER CONTROLLED
ENGINES ONLY
to DISTRIBUTOR
to FLASHER
UNIT to POTENTIOMETER to OIL PRESSURE
to STARTER SWITCH
RELAY
to ALTERNATOR
to BACK-UP BUZZER
to REAR
COMBINATION
LIGHT
to SEAT SWITCH
to REAR WORK
LIGHT (OPTION)
FUSE BOX
Fig. 9.23 Wire Harness, Engine (Trucks with a K21 or K25 Gasoline Engine)
- 149 -
9. ELECTRIC WIRING
to WIRE HARNESS, COWL
3BG3BY 2L
GL GR RW W
2B BrW 2YL
BR BrR GB GW WBr BW GO YB
LW 2R YR
LB Lg Y GY LY WB YG YW
WR RL OL V
to PARKING BRAKE
LIGHT SWITCH
BrY RB
Br
to
SOLENOID
V OL
G G
VALVE
to FLASHER
to QOS3 UNIT G G
to DIODE
to STARTER to GLOW PLUG OL V
TIMER
3B
WY B RELAY
WG LB 2YL
GB
2YL B to GROUND 5BW
B LG OG
3BL 3BY
YB
to FUEL LEVEL
to GLOW SIGNAL SENDER 3BL to STARTER to OIL PRESSURE
PLUG SWTICH
RELAY YW
B
WR to METER to WATER
B
SEDIMENTER
5BW
WB B
5BY
to FUEL
WG PUMP
LG
5BY
B WG
LW Lg BrR
GW B L
OL
Br
G
V
LW to BATTERY to WATER TEMP.
2L
WY GY BrY 2R to FUEL CUT-OFF SENSOR
to INTERLOCK
WG Y LY YR
WG 2BL VALVE
B
TIMER 3BY 3BG
3BY 3BG OG
to FUSE BOX to POTENTIOMETER

YG
BW GO WBr
to WATER TEMP. WG
FUSE BOX SIGNAL SENDER
5BY
BR
15A HEAD AND B
RW Y GR
3BY 2R POSITION RL B
7.5A RB RL GL
STOP
7.5A
BrY
HORN
to BACK-UP to ALTERNATOR
3BY
15A
GY
RWL OPTION
BUZZER
2L W
3BG
7.5A
WY
TURN SIGNAL
B
to REAR
3A TIMER to SEAT SWITCH Br B COMBINATION
3A
YR
METER to REAR
2B
LIGHT
LY
3BG
7.5A
Y
BACK-UP BUZZER WORK LIGHT
3A ENGINE
WG
7.5A OPTION
LW
Fig. 9.24 Wire Harness, Engine (Trucks with a V2403 Diesel Engine)
- 150 -
9. ELECTRIC WIRING
3BG3BY 2L
GL GR RW W
2B BrW 2YL
BR BrR GB GW WBr BW GO YB
LW 2R YR
LB Lg WL Y GY LY WB YG YW
WR RL OL V
to LEAD WIRE, SIL to PARKING

BRAKE SWITCH for AUTOMATIC
Lg B B
TRANSMISSION
GW Br
BrY RB TRUCKS ONLY
Br
LW L BrR
OL G V
V OL to
G G SOLENOID
to FUSE BOX SI
L
G G
OL V
to DIODE
LW WY GY BrY 2R 3B
2L WG Y LY YR
3BY 3BG
for MANUAL TRANSMIS-
3BY 3BG
GROUND SION TRUCKS ONLY
to RESISTOR
to BACK-
to FUEL LG to WATER UP LIGHT
LEVEL
SIGNAL
LR
SEDIMENTER Y
SWITCH
to GLOW SENDER to METER RL
YW WG to FUEL
PLUG RELAY LG
WR WB
B CUT-OFF YR
B WG
5BW to DIODE B VALVE WL
5BW
to NEUTRAL SWITCH
5BY
to GLOW 3BL YB
WG 5BY
to OIL PLUG B
LG to STARTER E
to BATTERY PRESSURE 5BY
to QOS WY B SWITCH 3B
TIMER
GB
2YL B
WG LB 2YL
B LG OG to FLASHER 3BL 3BY WG
UNIT
to STARTER to POTENTIOMETER LR
RELAY LG BR to ALTERNATOR
BW GO WBr YG
LR B
to CHARGE to WATER TEMP. OG B
LIGHT RELAY SIGNAL SENDER

FUSE BOX to WATER TEMP.
15A HEAD AND
SENSOR
3BY 2R POSITION
7.5A STOP
to BACK-UP
7.5A
BrY
BUZZER
HORN
3BY GY
RW Y GR
15A RWL OPTION RL B
2L RB RL GL
7.5A TURN SIGNAL
3BG WY
3A
YR
TIMER to REAR COMBINATION LIGHT
3A METER W
LY
7.5A B
BACK-UP BUZZER Br B
3BG Y
3A
WG
ENGINE to REAR 2B
7.5A OPTION
to SEAT WORK LIGHT
LW
SWITCH
Fig. 9.25 Wire Harness, Engine (Trucks with a C240 Diesel Engine)
- 151 -
9. ELECTRIC WIRING
to BRAKE
to LEAD WIRE, SIL LIGHT SWITCH
for AUTOMATIC
to OK TRANSMISSION
MONITORS TRUCKS ONLY
(OPTION)
to FR VALVE
to FUSE BOX
to DIODE
to GROUND
for MANUAL TRANSMIS-
to RESISTOR SION TRUCKS ONLY
to FUEL
to DETECTOR LEVEL to OIL PRESSURE to BACK-
SIGNAL
to METER SWITCH UP LIGHT
SENDER SWITCH
to
to STARTER NEUTRAL
to DIODE SWITCH
to GLOW PLUG
to BATTERY to WATER
TEMP.
SIGNAL
to GLOW SENDER
PLUG to FUEL CUT-OFF
VALVE
to
FLASHER
to QOS3 UNIT to POTENTIOMETER
TIMER to STARTER to ALTERNATOR
RELAY
to WATER TEMP.
FUSE BOX to WATER SENSOR
SEDIMENTER
to BACK-UP to REAR
BUZZER COMBINATION LIGHT
to SEAT SWITCH
to REAR
WORK LIGHT
(OPTION)
Fig. 9.26 Wire Harness, Engine (Trucks with a QD32 Diesel Engine)
- 152 -
9. ELECTRIC WIRING
COMBINATION METER
HOUR FUEL WATER
for AUTOMATIC CPU METER METER TEMP. ILLUMINATION
TRANSMISSION RW
FRONT COMBI. TRUCKS FRONT COMBI.

LIGHT (LEFT) DIRECTION SW STARTER LIGHT. TURN LIGHT (RIGHT)
SW SW SIG. SW
C A J G E H N D M B L K F
PARKING
HEADLIGHT ORBITROL F HORN BRAKE SW
EMPTY
FUEL
SW
N OFF OFF R
12V
(LEFT)
5V
1 T N HEADLIGHT
DC/DC
DC/DC
R χ
COM
2 H L
(RIGHT)
AIR CLEANER
ON
SEDIMENTER
OIL PRESS.
WB
RW
GLOW PLUG
RW
WB
SEAT BELT
Y
Y
RADIATOR
INTERLOCK
PTG PTS PT+ OV PV N IG1IG2 VF VF2 ST VR Ra B Ig S HO- HO+ EL LT LH TB TL TR
NEUTRAL
PARKING
CHARGE
BATTERY
+
LY KEY ON +
ENGINE
HORN
NO
GND
3BY
3BG
2LR
WBr
Lg
Br
GB
GR
GL
RY
RY
GW
YR
YR
OL
WL
Sb
Sb
BW
GO
LY
GW
B
G
G
B
B
B
B
G
V
W
B
(FOR OPTION)
RB
BrR
BrB
BrW
(FOR OPTION)
B
YG
BR
YB
LB
WB
WG
YL
RG
RB
WR
YW
Y
L
B
Sb
P
GY
LW
2B
LW
2L
B
W
O
B B B B
B B B B
G RW RW G
GW GR GL GW
RY RY RY RY
RB
㔚Ḯ 5V LG ALARM BUZZER
࿁〝
Ry3
Ry1 PIC for AUTOMATIC
2YL
2LR
BrB
BrW
BrW
WL
Br
RY
2R
Lg
RW
WL
GW
GW
B
B
TRANSMISSION TRUCKS
12F675
BrW
3BY
3BG
WBr
2YL
BrR
BrB
BrW
LY
YL
RG
Sb
RW
RY
2B
YR
OL
WL
Sb
2R
BW
GO
LY
2L
LW
GB
GR
GL
BR
YB
LB
WB
WG
WR
YW
YG
GY
LG
GW
Y
P
V
FR
Ry2 Ry3
Ry1 (LIFT (INTER- VALVE

TIMER UNIT
Ry2
NEUTRAL HEAD- TAIL NEUTRAL LOCK) LOCK)
BrW
3BY
3BG
WBr
2YL
BrR
BrW
LY
YL
RG
RW
2B
YR
OL
WL
RL
2R
BW
GO
LY
2L
LW
GB
GR
GL
BR
YB
WR
YW
YG
GY
Lg
GW
F R
Y
W
V
1 4 7 8 9 10 6 3 5 2
B SAFETY LIGHT LIGHT RELAY CONTROL VALVE
BrR
RELAY RELAY
LW
WR
WL
LB
RW
RELAY
L
B
W
W
B
B
BrR BrR BrR BrR
RW RW RW Lg
BRAKE
BrY
WR WR WR GW
RB
LW LW LW LW
L L L L LIGHT SW
OL
G
G
V
W W W OL
G G G G
WL WL WL V
LB LB LB Br for MANUAL TRANSMIS-
OL
SION TRUCKS
G
G
V
B B B B
BACK-UP LIGHT SW
AUTO-CHOKE B WR
RELAY
Y
RL
STARTER DIODE WATER TEMP. FUEL CUT-OFF DIODE

RELAY FUEL LEVEL YW
SIGNAL SENDER VALVE
FLASHER SIGNAL B YR (600V 3A×2)
UNIT SENDER
YG WG WL
E B L
AIR CLEANER
NEUTRAL SW
WG
LG
LG
BR
2YL
3BY
3BL
B
WY
GB
B
RG
FUSIBLE LINK B
5BY
0.85R
5BY
SPARK PLUG To A STARTER
20B
B B
WG 3BL C
FUSE BOX
3BG
3BG
3BY
3BY
DISTRIBUTOR YB
3BY 15A HEAD & POSITION 2R 2R
7.5A STOP BrY BrY
5BY
OIL PRESS. SW
3BY 7.5A HORN GY GY B
5BY
20B To B 15A
3B E
RWL OPTION
+ A 7.5A
3BY R(LEVEL)
3BG TURN SIGNAL WY WY
BR L(RELAY)
BATTERY 12V
Y 3A TIMER YG YR
3A
7.5A
METER LY LY
REGULATOR SEAT BELT RELAY
3BG BACK-UP BUZZER RY Y
3A ENGINE WG WG YL RADIATOR
-
BATTERY
7.5A INTERLOCK
2L 2L
B LEVEL
SENSOR
& OPTION
BrW
CAP SEAT BELT SW
LY
B
W
LW LW
20B
3B
SENSOR W
B
W W W Br
REAR WORK LIGHT B B B
ENGINE BACK-UP LIGHT RELAY SEAT SW

GROUNDING RL
B
WBr WBr WBr
GO GO GO
BW BW BW
2B
RW
GR
GL
RL
RB
Y
BACK-UP BUZZER
POTENTIOMETER
RL
Sb
LICENSE NUMBER
Y
B
RW
PLATE LIGHT
TURN SIGNAL (23W) TURN SIGNAL (23W)

2B
RW
GR
GL
RL
RB
G GR GL G
TAIL LIGHT (8W) RW
RB
RW
RB
RW
RB TAIL LIGHT
RW
RB (8W)
STOP LIGHT (23W) B
RL
B
RL
B
RL STOP LIGHT
B
RL (23W)
BACK-UP LIGHT (STD: 10W) BACK-UP LIGHT (STD: 10W)
(RRE: 20W) (RRE: 20W)
REAR COMBI. LIGHT REAR COMBI. LIGHT
(LEFT) (RIGHT)
Fig. 9.27 Wiring Diagram (Trucks with a K21/K25 Gasoline Engine)
- 153 -
9. ELECTRIC WIRING
COMBINATION METER
for AUTOMATIC CPU HOUR METER FUEL METER WATER TEMP. ILLUMINATION
TRANSMISSION RW

LIGHT (LEFT) DIRECTION SW STARTER LIGHT. TURN LIGHT (RIGHT) HEADLIGHT
ORBITROL F SW SW SIG. SW
C A J G H E N D M B L K F
PARKING (RIGHT)
N
OFF
HORN OFF R BRAKE SW
12V
HEADLIGHT SW
5V
R 1 T N
DC/DC
DC/DC
(LEFT)
χ
NO COM
2 ON H L
RW
RW
WB
WB
RG AIR CLEANER
PTS OV IG1 VF ST Ra
WB SEDIMENTER
WGENGINE CHECK
Y
Y
GLOW PLUG
BrR INTERLOCK
PTG PT+ PV N IG2 VF2 VR B Ig S HO- HO+ EL LT LH TB TL TR
BrWSEAT BELT
RADIATOR
BrB NEUTRAL
BATTERY
RB PARKING
BR CHARGE
HORN
B GND
3BG
3BY
WBr
GW
GW
2LR
GO
BW
GR
GB
WL
RY
YR
YR
RY
OL
GL
OIL
Sb
LY
Sb
Lg
W
Br
G
G
R
B
B
V
WR
YW
YG
YB
RB
LY
LB
YL
(FOR OPTION) (FOR OPTION)
B
L
Sb
P
GY
LW
LW
2B
2L
W
O
B
B B B B
B B B B
G RW RW G
GW GR GL GW
RY RY RY RY
RB
࿁〝
Ry3
PIC for AUTOMATIC
BrW
BrW
GW
GW
2LR
RW
Ry1
2YL
BrB
WL
WL
RY
2R
Lg
Br
R
B
B
12F675
TRANSMISSION TRUCKS
3BG
3BY
WBr
BrW
BrW
WG
GW
RW
WR
2YL
GO
BW
WB
YW
BrR
GR
RG
BrB
GB
YG
GY
WL
LW
RY
YR
BR
OL
GL
YB
LG
2R
Sb
2B
Sb
LY
LB
LY
YL
2L
W
P
Y
V
Ry2 Ry3 BRAKE SOL.
LIGHT
Ry1 SW (LIFT (INTER- VALVE
Ry2
TIMER UNIT
3BG
3BY
WBr
BrW
BrW
GW
RW
WR
2YL
GO
BW
WB
YW
BrR
GR
RG
GB
YG
GY
LW
YR
BR
OL
GL
YB
RL
2R
NEUTRAL HEADLIGHT TAIL
2B
LY
LB
LY
YL
LOCK) LOCK)
2L
Lg
W
Y
NEUTRAL
V
1 4 7 8 9 10 6 3 5 2 F R
SAFETY RELAY LIGHT RELAY
WR
RW
B
BrR
LW
WL
CONTROL VALVE
LB
W
W
W
G
B
B
B
L
BrR
RW
BrR
Lg RELAY RELAY
BrY
RB
WR GW
LW LW
OL
L L
G
G
V
W OL
G G
WL V
LB Br
OL
G
G
V
B B
FLASHER GLOW PLUG

STARTER RELAY B WR
RELAY UNIT To A
40B YB
QOS TIMER B B
1 2 3 4 5 6 FUEL LEVEL YW
3BL C STARTER OIL PRESS. SW DIODE
SIGNAL B
E B L SENDER WG
FUEL CUT-OFF
WG
AIR CLEANER
2YL
OG
WG
LG
5BW
LB
LG
5BY
B
BL
VALVE
3BY
2YL
3BL
B
WY
GB
B
RG
FUSIBLE LINK B
0.85R
5BY 5BY 5BY B
WG R (LEVEL) ALTERNATOR
3BG
3BG
3BY
3BY
FUSE BOX 5BW

BR L (RELAY)
3BY 15A HEAD&POSITION 2R 2R WG

GLOW PLUG
7.5A STOP BrY BrY B
RELAY
7.5A HORN SEAT BELT WATER TEMP.
5BY
3BY GY GY YG
40B
To B
15A RWL SEDIMENTER
+ A
3BG 7.5A TURN SIGNAL WY WY WB
RELAY SIGNAL SENDER
Y 3A TIMER YG YR B
3A METER LY LY
3BG 7.5A BACK-UP BUZZER RY Y
OG
WATER TEMP.
3A ENGINE WG WG YL RADIATOR B
SENSOR
- BATTERY
7.5A INTERLOCK
2L 2L
B LEVEL
SENSOR
BrW
LY
CAP
W
B
LW LW
40B
SENSOR SEAT BELT SW

3B W
B
REAR WORK LIGHT W

B
W
B
W
B
Br
ENGINE (OPTION) SEAT SW

GROUNDING RL
WBr WBr WBr
B
GO GO GO
BW BW BW
RW
GR
RB
GL
RL
2B
POTENTIOMETER

RW
GR
RB
GL
RL
2B
G GR GL G
TAIL LIGHT (8W) RW
RB
RW
RB
RW
RB
RW
RB
TAIL LIGHT (8W)
STOP LIGHT (23W) B
RL
B
RL
B
RL
B
RL
STOP LIGHT (23W)
BACK-UP LIGHT (10W) BACK-UP LIGHT (10W)
(LEFT) (RIGHT)
Fig. 9.28 Wiring Diagram (Trucks with a V2403 Diesel Engine)
- 154 -
9. ELECTRIC WIRING
COMBINATION METER
TRANSMISSION RW

LIGHT (LEFT) DIRECTION SW STARTER LIGHT. TURN SIG. LIGHT (RIGHT)
ࡈࡘ࡯ࠛ࡞
PARKING
FUEL
ORBITROL F SW HORN SW SW
HEADLIGHT N
OFF OFF R
BRAKE SW HEADLIGHT
SW
12V
(LEFT)
5V
R 1 T N
(RIGHT)
DC/DC
DC/DC
χ
NO COM
2 ON H L
RW
RW
WB
WB
AIR CLEANER
SEDIMENTER
ENGINE CHECK
PTS OV IG1 VF ST Ra
GLOW PLUG
Y
Y
INTERLOCK
PTG PT+ PV N IG2 VF2 VR B Ig S HO- HO+ EL LT LH TB TL TR
SEAT BELT
RADIATOR
NEUTRAL
BATTERY
PARKING
CHARGE
BATT. +
HORN
GND
3BG
3BY
GW
WBr
GW
2LR
GO
BW
GR
GB
WL
RY
YR
YR
RY
OIL
OL
GL
Sb
LY
Sb
Lg
W
G
Br
G
R
B
B
V
WG
BrW
WR
RB
YW
WB
BrR
RG
YG
BrB
BR
RB
YB
LY
LB
YL
(FOR OPTION)
B
(FOR OPTION)
Y
L
Sb
P
GY
LW
LW
2B
2L
W
O
B
B B B B
B B B B
G RW RW G
GW GR GL GW
RY RY RY RY
RB
5V LG ALARM BUZZER
Ry3
PIC for AUTOMATIC
BrW
GW
BrW
GW
2LR
Ry1
RW
2YL
BrB
WL
WL
RY
2R
Lg
Br
R
B
B
12F675
TRANSMISSION TRUCKS
3BG
3BY
WBr
BrW
BrW
WG
GW
RW
WR
2YL
GO
BW
WB
YW
GR
BrR
RG
BrB
GB
YG
GY
WL
LW
RY
YR
BR
OL
GL
YB
LG
2R
Sb
2B
Sb
LY
LB
LY
YL
2L
W
P
Y
V
Ry2 Ry3
BRAKE SOL.
LIGHT
Ry1
SW (LIFT
VALVE
(INTER-
Ry2
TIMER UNIT
3BG
3BY
WBr
GW
BrW
BrW
RW
WR
2YL
GO
BW
WB
YW
GR
BrR
RG
GB
YG
GY
WL
LW
YR
BR
OL
GL
YB
RL
2R
2B
LY
LB
LY
YL
2L
Lg
W
NEUTRAL HEADLIGHT TAIL LOCK) LOCK)
Y
V
1 4 7 8 9 10 6 3 5 2
NEUTRAL F R
SAFETY RELAY LIGHT RELAY

WR
RW
B
BrR
LW
WL
LB
W
W
W
CONTROL VALVE
G
B
B
B
L
BrR BrR BrR BrR

RW RW RW Lg RELAY RELAY
BrY
RB
WR WR WR GW
LW LW LW LW
L L L L
OL
G
G
V
W W W OL
G G G G
WL WL WL V
LB LB LB Br
OL
for MANUAL TRANSMISSION TRUCKS
G
G
V
B B B B
CHARGE LIGHT RELAY BACK-UP LIGHT SW

STARTER FLASHER GLOW PLUG
RELAY B WR
RELAY UNIT DIODE RESISTOR Y
QOS TIMER FUEL LEVEL 5BW RL

GLOW
1 2 3 4 5 6
SIGNAL SENDER
YW PLUG DIODE
WG
B YB YR
SEDIMENTER SW
WG
WL
BR
LG
LG
LG
LR
LR
B
E B L WB
AIR CLEANER
WG
WG
2YL
OG
5BW
LG
LG
5BY
LB
FUEL CUT-
B
B
NEUTRAL SW
3BY
2YL
3BL
OFF VALVE
B
WY
GB
B
RG
FUSIBLE LINK B
0.85R
5BY 5BY 5BY To A
B 20B
3B B B
WG
E
R (LEVEL) 3BL C
STARTER
3BG
3BG
3BY
3BY
FUSE BOX LR L (RELAY)

ALTERNATOR
3BY 15A HEAD&POSITION 2R 2R
7.5A STOP BrY BrY
7.5A HORN SEAT BELT WATER TEMP.
5BY
3BY GY GY YG
To B
20B RWL
RELAY
15A
+ A
3BG 7.5A TURN SIGNAL WY WY SIGNAL SENDER
BATTERY 12V
Y 3A TIMER YG YR
3A METER LY LY
7.5A BACK-UP BUZZER OG
WATER TEMP.
RADIATOR
3BG RY Y
B
3A ENGINE WG WG YL
SENSOR
7.5A INTERLOCK B LEVEL
BATTERY 2L 2L
SENSOR
-
BrW
LY
W
B
CAP LW LW
SEAT BELT SW
20B
SENSOR
3B W
B
REAR WORK LIGHT R.W.L

W
B
W
B
W
B
Br
ENGINE (OPTION)
SEAT SW
GROUNDING RL
B
WBr WBr WBr
GO GO GO
BW BW BW
RW
GR
RB
GL
RL
2B
POTENTIOMETER

RW
GR
RB
GL
RL
2B
G GR GL G
TAIL LIGHT (8W) RW

RB
RW
RB
RW
RB
RW
RB TAIL LIGHT (8W)
STOP LIGHT (23W) B
RL
B
RL
B
RL
B
RL STOP LIGHT (23W)
BACK-UP LIGHT (10W) BACK-UP LIGHT (10W)
(LEFT) (RIGHT)
Fig. 9.29 Wiring Diagram (Trucks with a C240 Diesel Engine)
- 155 -
9. ELECTRIC WIRING
COMBINATION METER
TRANSMISSION RW

LIGHT (LEFT) DIRECTION SW STARTER LIGHT. TURN SIG. LIGHT (RIGHT)
SW SW SW
PARKING
HEADLIGHT ORBITROL F HORN BRAKE SW HEADLIGHT
EMPTY
FUEL
SW
N OFF OFF R
12V
5V
(LEFT) 1 T N
(RIGHT)
DC/DC
DC/DC
R χ
COM
H L
AIR CLEANER
2 ON
SEDIMENTER
ENGINE CHECK
GLOW PLUG
WR HOUR METER
YG WATER TEMP.
WB
RW
RW
WB
INTERLOCK
Y
Y
PTG PTS PT+ OV PV N IG1IG2 VF VF2 ST VR Ra B Ig S HO- HO+ EL LT LH TB TL TR
SEAT BELT
RADIATOR
NEUTRAL
BATTERY
BATTERY
PARKING
LY KEY ON +
HORN
CHARGE
+
NO
YW FUEL
GND
OIL
3BY
3BG
2LR
WBr
Lg
Br
GB
GR
GL
RY
GW
YR
YR
OL
WL
Sb
GW
RY
Sb
BW
GO
LY
B
G
R
B
B
G
G
B
B
W
RB
(FOR OPTION)
BrR
BrB
BrW
B
BR
YB
WB
LB
WG
YL
RG
RB
(FOR OPTION)
Y
L
B
Sb
P
GY
LW
2B
LW
2L
B
W
O
B B B B
B B B B
G RW RW G
GW GR GL GW
RY RY RY RY
RB
࿁〝
Ry3
Ry1 PIC for AUTOMATIC
2YL
2LR
BrB
BrW
BrW
WL
Br
RY
2R
Lg
RW
WL
GW
GW
B
B
12F675
TRANSMISSION TRUCKS
BrW
3BY
3BG
WBr
2YL
BrR
BrB
BrW
Sb
LY
YL
RG
RW
RY
2B
YR
OL
WL
Sb
2R
BW
GO
LY
2L
LW
GB
GR
GL
BR
YB
WB
LB
WG
WR
YW
YG
GY
LG
GW
BRAKE
Y
W
V
Ry2 Ry3
LIGHT FR
Ry1 SW (LIFT (INTER- VALVE
TIMER UNIT
Ry2
NEUTRAL HEADLIGHT TAIL LOCK) LOCK)
BrW
3BY
3BG
WBr
2YL
BrR
BrW
LY
YL
RG
RW
2B
YR
OL
WL
RL
2R
BW
GO
LY
2L
LW
GB
GR
GL
BR
YB
WB
LB
WR
YW
YG
GY
Lg
GW
NEUTRAL
Y
W
V
1 4 7 8 9 10 6 3 5 2 F R
B SAFETY RELAY LIGHT RELAY CONTROL VALVE
BrR
LW
WR
WL
LB
RW
L
B
B
B
W
W
BrR
RW
BrR
RW
BrR
RW
BrR
Lg RELAY RELAY
BrY
WR WR WR GW
RB
LW LW LW LW
L L L L
OL
G
G
V
W W W OL
G G G G
WL WL WL V
LB LB LB Br
for MANUAL TRANSMISSION TRUCKS
OL
G
G
V
B B B B
BACK-UP LIGHT SW
STARTER FLASHER GLOW PLUG DETECTOR
B WR
RELAY UNIT
RELAY DIODE RESISTOR To A 40B
STARTER Y
QOS TIMER FUEL LEVEL B B

YB RL
1 2 3 4 5 6 7
SIGNAL SENDER
YW
3BL
S
DIODE
(600V 3A×2)
B YR
LG
FUEL CUT-OFF
LG
BR
WG
WG WL
E B L
AIR CLEANER
WB
LY
RY
2YL
WL
5BY
5BW
VALVE
B
B
OG
LB
WL
BW
LY
B
NEUTRAL SW
2YL
3BY
3BL
B
WY
GB
B
RG
FUSIBLE LINK B
0.85R
5BY 5BY 5BY B
3B E
3BY S (LEVEL) REGULATOR
FUSE BOX
3BG
3BG
3BY
3BY
BR L (RELAY)
5BW
3BY 15A HEAD & POSITION 2R 2R GLOW PLUG
7.5A STOP BrY BrY
SEDIMENTER SEAT BELT
3BY 7.5A HORN GY GY YG
WATER TEMP.
5BY
40B To B
RELAY SIGNAL SENDER
15A RWL OPTION RY
+ A 7.5A
3BG TURN SIGNAL WY WY
BATTERY 12V
Y 3A TIMER YG YR
3A METER LY LY
3BG 7.5A BACK-UP BUZZER RY Y
RADIATOR
OG
B
WATER TEMP.
3A ENGINE WG WG YL
LEVEL SENSOR
BATTERY
7.5A INTERLOCK B
2L 2L
SENSOR
- & OPTION
BrW
CAP
LY
B
W
LW LW
SEAT BELT SW
40B
3B
SENSOR W
B
W W W Br
REAR WORK LIGHT B B B
ENGINE SEAT SW
GROUNDING RL
B
WBr WBr WBr
GO GO GO
BW BW BW
2B
RW
GR
GL
RL
RB
Y
POTENTIOMETER

2B
RW
GR
GL
RL
RB
G GR GL G
TAIL LIGHT (8W) RW
RB
RW
RB
RW
RB TAIL LIGHT
RW
RB (8W)
STOP LIGHT (23W) B
RL
B
RL
B
RL STOP LIGHT
B
RL (23W)
BACK-UP LIGHT (STD: 10W) BACK-UP LIGHT (STD: 10W)
(RRE: 20W) (RRE: 20W)
(LEFT) (RIGHT)
Fig. 9.30 Wiring Diagram (Trucks with a QD32 Diesel Engine)
- 156 -
No. SEF-2A0DE
Issued: February, 2006
Revised: May, 2008
Revised: March, 2009
Revised: September, 2012

MARKETING GROUP: Bellport E 6-22-7, Minami-Oi, Shinagawa-ku Tokyo
140-0013, Japan
FAX:Japan +81-3-6730-3371
All rights reserved JB-1209010(HO) Printed in Japan

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No.

FD20C3Z – FD30T4, FHD20C3A – FHD30T3A, FD35T4S

Max. load kg[lbs] 2000 [4000] ← 2500 [5000] ← 3000 [6000] ←

Fig. 1 Truck Dimensions

SELF-INSPECTION STANDARD LIST

127.5 - 190.3 {13 - 19.4}

Axle shaft mounting bolt torque 96.1 - 110.8 {9.8 - 11.3}

Camber angle ° 1 ± 0.5 ← ←

Can be held in place

Opening of fork tips mm [in.] within 10 [0.394] ← ←

17.65 ± 0.49 {180 ± 5}

torque [25.30 ± 32.53]

47.1 - 71.6 {4.8 - 7.3}

Ignition timing (before TDC) °/rpm 2 ± 1/700 * 2 ± 1/700 *

Clutch disc thickness mm [in.] 9.1 ± 0.3 [0.36 ± 0.012] ← ← ←

127.5 - 190.3 {13 - 19.4}

Axle shaft mounting bolt torque 96.1 - 110.8 {9.8 - 11.3}

Camber angle ° 1 ± 0.5 ← ← ←

Opening of fork tips mm [in.] within 10 [0.394] ← ← ←

17.65 ± 0.49 {180 ± 5}

torque [25.30 ± 32.53]

47.1 - 71.6 {4.8 - 7.3}

Truck model FG30C3 FG30T3 FD30T3Z FD30T4 FD35T3SE

Ignition timing (before TDC) °/rpm 2 ± 1/700 * * *

Gas cylinder mounting bolt torque 20.6 ± 3.9 {2.1 ± 0.4}

Clutch disc thickness mm [in.] 9.1 ± 0.3 [0.36 ± 0.012] ← * *

N-m{kgf-m}[lbf-ft] 470.7 - 549.2 {48 - 56}

127.5 - 190.3 {13 - 19.4}

N-m{kgf-m}[lbf-ft] 96.1 [70.88

Camber angle ° 1 ± 0.5 ← ← ←

Opening of fork tips mm [in.] within 10 [0.394] ← ← ←

17.65 ± 0.49 {180 ± 5}

torque [25.30 ± 32.53]

47.1 - 71.6 {4.8 - 7.3}

2. MANUAL TRANSMISSION SYSTEM ..........................................................................33

3. AUTOMATIC TRANSMISSION SYSTEM ....................................................................55

4. DRIVE AXLE .............................................................................................................................60

5. BRAKE SYSTEM ....................................................................................................................77

6. STEERING SYSTEM . ...........................................................................................................89

6.1.1 STEERING AXLE..............................................................................................................90

7. HYDRAULIC SYSTEM .......................................................................................................101

8. LOAD HANDLING SYSTEM ...........................................................................................123

9. ELECTRIC WIRING .............................................................................................................129

1.1 GENERAL DESCRIPTION

Tightening torque: M12: 98 – 118 N-m {10 – 12 kgf-m}

Apply LOCTITE#262 FRAME-SIDE

Fig. 1.1 Engine Mounting

Fig. 1.2 Gasoline Engine (K21/K25)

OIL FILTER ALTERNATOR

THERMO- OIL PRESSURE

Fig. 1.3 Diesel Engine (V2403)

No load max speed

Fuel sumption (at 100% rated output)

Less than 292.3 g/kW.h

Engine speed (x 100 min-1)

Fig. 1.4 Diesel Engine (C240)

Fig. 1.5 Diesel Engine (QD32)